Aeronautics

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ERONAUTICS

cs
Seem LLER. TESTING DEVICE

By Professor David L. Gallup, M.E.,

July, TQ1r

Whirling Table of Worcester Polytechnic Institute

OF WORCESTER POLYTECHNIC INSTITUTE,

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
comparison may be made between such tests
and those made under ‘moving’ conditions.

By 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 which rotates about a
center in a relatively quiet atmosphere. The
arm may be rotated at various speeds from 0
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
sufficient 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 much 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

R “tieidevel the importance of aviation in

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. Ttsis
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 day. 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 July, 1911, and many engineers and
others interested in aviation are to be present
as observers. It is expected that the results
of these experiments will give valuable data
concerning the proper relations between pitch,
rotation, speed and propeller diameter, some-
thing which at present is very indefinite, as
will be readily appreciated by an examination
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 piteh
propellers used by the various other aviators.
While it may 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 line

pao
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July,

ABRRONAUTICS

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ERONAUTICS

work is to be taken up in the near future
ith reference to the proper shape of aero-
ane surfaces determined by means of special
paratus, the lifting power and resistance of-
red by various shape surfaces. Pitot tubes
ill be applied at every available spot in the
rface of the plane to determine the above
ata.

It is hoped that any interested in the devel-
pment of the aeroplane will take advantage
f the opportunity to visit the testing plant
and especially during the time of
which will undoubtedly be con-
inued throughout the summer.

CHARACTERISTICS OF PROPELLERS.

Jumber. Diam. Piteh.
Ect ot. Qane 4-£t. 0 in:
Peet ts cite Lk, Om: Saft: Ooi:
tous cd ec, Oamn. 4 ft. 0 in.
Meee creed Et. Quine Asfit= Opin
Hits caterer. Lt. Oi: 4 ft. 0 in.
ee eee 0 at. 0) in et teOmim:
fete = ss -/ Orbe. 6in. 44 in.
Bete oon Quins 442 Rt to > ft:.dat diam.)
ove aevaOvlil. 3 alias Sites GO) oRat. oF lias

From the beginning of successful experi-
nents in operating aeroplanes, it has suggested
tself to many people that some adaptation of
he parachute could be used to protect avia-
‘ors in case of accident. A recent adaptation
ind successful experiment with a parachute

ittached to an aeroplane framework has ex-
sited considerable interest.
The parachute was carefully folded up,

ashed to a section of framework of an aero-
Jlane, and a life-size dummy fastened in the
uviator’s seat and the apparatus launched from
1 section of the Hiffel Tower. In spite of ap-
yarently numerous mechanical difficulties, the
yarachute opened quickly, reducing the speed

EE

July, Iori

x

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
kilograms, although this could be reduced to
10 kilograms by using silk instead of cotton.
The parachute was enclosed in an envelope
16-10 metres long by 8 centrimetres high and
50 centimetres wide.

The Queen Aeroplane Co., of Fort
New York City, has under construction four
biplanes equipped with Gnome motors for the
MecCurdy-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.

George,

A racing monoplane, costing $10,000, designed
by Willis McCornick, has been equipped with
two 50-h.p. Gnome motors and two 8-ft. pro-
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. The 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. McCornick is the newly-elected president
of the Aeronautical Society of New York and
the treasurer of the Queen Aeroplane Co. He
is one of the firm of McCornick Bros., bankers
and brokers, members of the New York Stock
Exchange, the owner of the Norman, a 100-ft.
steam yacht, and an all-around sportsman, and
is devoting the best of his skill and business
knowledge to aviation.

Machine for Measuring Static Thrust

AERONAUTICS

FEST S OF

the first organization of its kind 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. Professer Low has
conducted at the University of London an
exhaustive series of tests for the Society’s
Laboratory Committee with the 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.
thick. 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

iS ai6) A Ee

2
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

Se 4116) 2
}2
which is the Huler formula for a strut fixed
at one end and free at the other, but guided

in the direction of the load. The formula
P20 Cs Leena

2

therefore be used as applying to these

a: Aeronautical Society of Great Britain,

will
tests.

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

Specimens 1, 2, 4, 5,
23 were bent but not fractured.

In 8 there were signs of fracture on the
compression side. In 7, 10 and 14, fracture
started on the compression side. In 16, 17 and

the condition
the crippling

EL iL eeLOammee Donat eo et EUTL Ch

19 there was decided fracture on the com-
pression side. In 6 fracture took place on the
tension side after the load was continued.

In 20
sion

and 21 fracture took place on the ten-
side. In 8 and 9 fracture took place

W Of0 DEN

MADE FOR THE LABORATORY COMMITTEE OF
THE AERONAUTICAL SOCIETY OF GREAT BRITAIN

By Professor D. A. Low.

July, Tor
S T Ret

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

Crushing tests were made on pieces abou
2 in. long cut from the ends of certain o
the specimens after they had been tested for
the crippling load. The pieces so tested wer
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 o
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 III.

In order to compare the suitability of the
various kinds of wood tested for struts for
aeroplanes, the results of the tests have
been used to calculate the dimensions for
struts of each kind of wood 30 in. long to
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 the 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 that
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 which —

on account of their 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 for

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 other,
but guided in the direction of the load. The
Euler formula for this case being

P= 2G. 1416)2 bw

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 the direction ©

of the load. For this case the Euler formula is
(3.1416)°E I

4x1?

Hence, for aeroplane struts the expressions
given for P in Table V should be divided
by 8.

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

n

The cross section of an aeroplane strut will,
of course, not generally 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

Z

DODO DO DOR Bee Se Se ee eS
WRF SOOO AANNPWN HOODMAN RWI

sufficient lengths.
perfect in very long lengths, but it is fairly constant in
from different parts of America.
of a big parcel are perfect.

N =number of specimen.

b= width

TABLE I.

of strut in inches.

July,

1— length of strut in inches.
d—thickness of strut
1

in inches.

I—least moment of inertia of section in inch units —W— bd*.

P—cerippling load in tons.
EK —modulus of elasticity in tons per square inch, calculated from the BPuler formula.

2(3.1416)? EI
= a
Material.** 1

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*Parang is a hybrid wood from Eastern Asia.
yAmerican poplar.

12

a

b d I iP E
2.024 1.073 0.209 2.44 604
2.038 0.843 0.102 2.14 612
1.862 0.866 0.101 1.88 843
1.975 0.938 0.136 3.63 780
1.956 0.980 0.154 4.29 818
1.966 0.997 0.163 5.19 918
2.025 1.042 0.191 2.78 756
2.062 1.002 0.173 3.85 650
2.073 OFS! 0.159 3.69 682
2.060 0.919 0.133 3.19 1,242
2.192 0.780 0.087 2.48 832
2.180 0.765 0.081 2.80 1,009
1.950 1.104 0.219 2.95 696
1.992 0.955 0.145 2.62 904
1.897 0.990 0.154 1.85 1,073
1.965 1.208 0.289 4.81 486
1.957 1.206 0.286 4.83 493
1.967 0.925 0.130 2.06 463
1.969 0.972 0.151 2.24 433
1.861 1.060 0.185 4.61 127
1.818 0.928 0.121 3.21 775
1.882 1.026 0.169 3.96 684
1.866 0.842 0.093 1.66 922

In appearance it resembles mahogany.

®
**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

Nos. 14, 16 and 17 are silver

spruce.

This
quality.

wood cannot be obtained
Nos. 15, 18 and 19 come

This wood differs considerably, and only a few planks out
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 whitewood (No. 23).

TABLE II.

TABLE III.

A Tv i
f—crushing stress in tons per square inch. x ee Anon
N. Material. Ess 2. Americans ash sc anes sth Melee 0.020
Mis meepla ie eenel nei <= afin ieinseinyeses «> « tege 2 DES Baad wood ic. dc, eee donc ent Ae 0.018
2 Ash (American) ....---..+s+eeseeeee TOF Am RTICKOEY co hl etc on eae 0.028
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Material. b d E Ww W_ ‘Tests
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(Continued on page 26)

AERONAUTICS

July, Tort

THE TESTING OF AEROPLANE ENGINES

HE 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 Leighton two-cycle 4-
eylinder 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.

ean
as

produce as good an aeronautical motor
any foreign country.

The Automobile Club has given makers an
opportunity of publishing to the 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 elock.

DETAILS OF 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, with
a resultant average brake-horsepower of 36.4.
During this interval the total amount of
gasoline used was 104.8 pounds, making an
average consumption of 0.96 pounds per brake-
horsepower-hour. The variations occurring in
these factors are shown in the accompanying

Here was not only the chance of winning table. No excessive heating was evident dur-
the prize, but of also showing that America ing or at the end of the test.
Temperature Rate of Fuel Con-
Time from Revolutions Torque Brake Range of sumption per Brake
Start Ber at Horse Cooling Horse Power Hour.
Minutes Minute. 3. ft. Radius. Power. ‘Water. F° Pounds. Pints.
4 IIT4 56.0 35.6 32 aie boxe
13 1118 e559 35.6 32 0.91 1.21
Ly 1105 55-9 35.2 32 ae Sete:
22 Tee 56.0 35.5 32 ae ae
27 1098 56.0 35.0 34 0.89 1.18
32 1092 55-9 34.8 33 Sian one
277 1100 50.3 35.3 22 Sais nee
42 1099 56.5 35.4 31 wae one
AG, 1i22 56.6 36.2 32 am sabe
52 TEs 56.8 36.0 31 sate ae
57 1122 56.5 30.2 32 0.89 1.18
60 III2 57.0 36.2 32 oe ne
67 ib 50.9 26ar 32 sist eee
72 an a5 57.1 36.3 Bt 0.92 1-22
77 T119 57.3 SOs5 31 she ao
82 1129 57.4 36.9 31 0.93 1.24
87 1132 57-4 37.0 32
97 1131 57. 3753 30 ee “ns
102 1118 57.9 30.9 31 0.91 rer
107 1104 57-9 30.4 33 are.
112 1097 58.6 36.7 32 i apts
122 I110 58.4 36.9 32 0.99 rae
127 1118 58.1 37.0 31
132 III7 58.1 37.0 Bir ae eons
137 T109 58.6 37.0 31 0.90 1.28
142 1123 57.6 36.9 30
147 1123 57.8 37.0 30 Zein els
152 1128 58.0 272 ZI 1.01 1.34
157 1126 58.0 37e 2 :
162 rLs 58.2 36.9 30 ios sage
167 ene 57-9 36.8 30 1.04 1.38
172 TI31 me 36.9 30 1.07 1.42
DZ 1130 57.6 27AI 2 ee
180 1154 57-7 37-9 2
Average P07. 573 36.4 31 0.96 1.27

Vio 72

Readings Taken During Test.

6

BERONAUTICS

Lubrication of the motor during the test
was accomplished by mixing the oil with the
gasoline in the proportion of 1 part oil to
14.5 parts gasoline, by weight. 7.2 pounds of
oil were- added to the gasoline during the
three-hour run. Beside this, approximately
0.8 pounds were added from a hand-operated
mechanical oiler.

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

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

PAs MEY ASN

HE Curtiss aeroplane lately attached to
the Manoeuvre Division at San Antonio
has been shipped to College Park, Md.,
where it was shipped the latter part of
June. There will be on duty here five officers
and a detachment of fifteen enlisted men of the
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 machine.

A new Wright machine arrived on June 19.
Capt. Chas. Del. 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, Md.

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

One Curtiss at College Park under the di-

TABLE OF AMERICAN

IN AY.

ST Pio i

45 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 of the stroke. The compression
cf 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 (weight 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.

AV TA. TOs)

rection of Lieut. Paul W.
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.

Beck and Lieut.

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 ist the naval appropriation becomes
available, but delivery will not actually be

made until the aerodrome at Annapolis is
ready. Preliminary work has been somewhat
delayed by the absence of Capt. W.. Irving

Chambers, who has charge of all aeronautical
work in the Navy.

AERONAUTIC MOTORS

Compiled by E. L. Jones and S. Y¥. Beach.

IZE accompanying schedule covers, it is
firmly believed, every motor made in
America, with the exception of the
Brooke, a notice of which 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 inelude 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 weights 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. +The Elbridge Company
makis six sizes as does the General Ma-
chinery Company, makers of the Smalley.
y7+This is also made in 50, 70 and 100 horse-
power sizes. tMade also in 540, 70, 100 and
150 horsepower sizes.

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

At the last moment it has been found the
Goblin motor has been omitted. Following are

the details: 45,x5, manufacturers rating 50
hiepr, Ae i. Ay Me ratineg 5! hip.) 26) cylinders;

automatic intake valves, variable com-
ball-bearing connecting - rods and
crankshaft, Chureh carburetor, air cooled (ro-
tary), 4-cycle, oiling by oil in the gas, Bosch.
magneto, cast-iron pistons and cylinders, 180
lbs. weight.

radial,
pression,

Cc. P. Rodgers & Co., 23 Cambridge Building,
Cincinnati, O., have entered the exhibition busi-
ness with a Wright headless, the first Wright
machine to give exhibitions by owners othe
than the Wright Company itself. C. P. Rodgers,
who will be the aviator, learned at Dayton.
His cousin, Lieut... Rodgers, U. S. Navy, “has
also learned to operate a Wright machine ana
will undoubtedly fly the one just purchased bj
the Navy Department,

RONAUTICS

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AERONAUTICS

Tul re DORE

moe VALKYRIE ONOPLANE

HE “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 this company: Type “A”
being a single passenger machine, Type “B” a
cross country racing model, and Type “C” the
passenger-carrying machine. The Type ‘“B”
machine, which 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 dihedral 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 thirteen
degrees.

The main planes are in three sections, the
center one having a shorter 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, which 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
eut thread on the wire result in the strength
of the wire being unimpaired. Fig. 2 shows
the joint used at the junction of the longi-
tudinal and vertical members of the fuselage.
The stay wires are accommodated in a similar
manner to that of the wing stays, the wire
passing through the castings both top and
bottom. Fig. 3 shows 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 the 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

[i eenoeesees eee

The new Type B Cross Country Valkyrie Racer,
Fitted with Gnome Engine.

AERONAUTICS

Area Front Plane

{000

July, ror

gol

s Alrea Nain fn Plane
/68 Sg ft.

s ‘
> ght feeds
Switch

AERONAUTICS

76 Flerator

To Fudder

fuselage

Se
Cros.

7
tin leading Spar

Strondfet
Sree! ope

passengers at §$lu a head for a short flight
of about 2% miles; ‘‘a longer and higher flight
$25; 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

July, torr

RONAUTI

The American J
of Axial Locomotion
250 Wen $45 Sums
Blow Yoo

coucern known that has thus far
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
flights with the present type of machine.

attempted

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
II’ to Topsfield, 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% hours later at
Springfield, Ill].

HAMILTON, O., June 15.—Albert Holz, pilot;
Charles Troutman and BH. Guggenheimer in
“The Drifter.’’ Duration 1 h., 25 min.; distance
about 5 miles.

LOWELL, Mass., June 17.—H. H. Clayton,
pilot, with J. F. Haworth and Harold H. Brown
in the “Boston II” to Hamilton, Mass. Dura-
mtion 1-h:, 45 min.

PHILADELPHIA, Pa., May
erholt, Clarence Wynne and Wm. Shedwick in
the ‘‘Penn. I’ to Haverford, Pa. For three
hours the balloon followed a circuitous course
Over and around the environs of the city.

19.—A. T. Ath-

11

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, Ill. 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.”

INTERCOLLEGIATE BALLOON RACE.
Three colleges were represented in the first

intercollegiate balloon race, starting from
North Adams on the afternoon of June 38rd.

The University of Pennsylvania entered the
balloon ‘‘Philadelphia II,’ with A. T. Atherholt,
pilot, and Geo. A. Richardson, aid.

Dartmouth entered the _ balloon
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. The ‘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. GC. A. had received no report up to the time
of going to press.

“Boston,”

AERONAUTICS

July, TOIT

FRENCH COURT FAV@GRERS W RY@HAtS

HE recent decision of the French court
holds the Wrights have made good their
claim, not only so far as the use of
wing-warping in conjunction with the
vertical rudder, but 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 Générale de Navi-
gation Aérienne, the sole French concession-
naires of the Wright patents, brought actions
against the following manufacturers: Santos-
Dumont, Blériot, Farman, Antoinette, Esnault-
Pelterie, Koechlin, Clément-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 Générale.

At the same time the court appointed a
committee consisting of M. Léauté, Major Paul
Renard, and M. Marcel Deprez to determine
whether the Wright patent (March 22, 1904)
had been anticipated, ete. (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 Blériot mono-
planes with warping wings, the Farman with
ailerons, or “flaps,” at the 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.

sets forth the claims of the
plaintiff as follows: “The Compagnie Générale
de Navigation <Aérienne, 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 separately each of the elements of
this combination in so far as it is employed
for the result provided for; that is to say, for
the reestablishment 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; (b) they had not worked their inven-
tion in France within three years after taking
the patent; (c) the invention was known in

The decision

the art prior to the time of the patent; (2)
that the French manufacturers did not in-
fringe the Wright patent, which gives the
Compagnie Générale de Navigation Aérienne
the property of the combination employed by
the Wrights and not the distinct elements

are employed sseparately and independ-
obtaining the reestablishment
they assert are

which
ently to permit
of equilibrium elements which
public property.”

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-
graphs 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 the 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 which it
can not be separated, and that proceeding
from the master idea which is the genera-
tor of it, the patentees should have the
right to profit by it. Of what little im-
portance, then, is it, that in 1907 the
Wright brothers 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 the hand; ad-
mitting that these two patents of 1907 re-
peat in certain parts the things which
can be found in the 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
the warping device with the rudder is so
minutely described that it can be under-
stood and applied by engineers and con-
structors of aeroplanes; there is no reason
to believe that the Wright brothers should
have made a more general claim and
should have claimed each of the elements,

12

AERONAUTICS

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

“After the patent of 1904 the invention
consisted in a method of maintaining or
reestablishing the equilibrium of the aero-
nautic apparatus and of guiding the ma-
chine 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 means of attachment the same move-
ment of the cables which actuate the ends of the
wings also presents to the wind that side of the
vertical rudder which is turned toward the end
having the smaller angle of incidence.’

“In vain the suing company cites two
other passages of the description. The
passage from the 34th line to the 48rd
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 conjurction with any wings capable
of being presented at different angles of incidence
at their opposite ends, for the purpose of restoring
the lateral balance of a flying machine and of
guiding the machine to right or left.’ ;

“The words, ‘actuate at the same time,’
about which so much has been argued,
ean 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.”

July, ror

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 the 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 the 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 flight of the great white bird
above the camp of Auvours makes each
day some necessary progress and does not
cease to astonish the entire world by
the prowess and the audacity of aviators
who, at the 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 whose judgment is not to be
questioned.

“Tf 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 the patent of 1904,
and if, on the other hand, it will not be
found 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 Wrights 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 official organ of the Aero Club

of 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
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
exhibition.

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

balloon elimina-

2-4—-Colorado Springs, Col.; Wright

August 26-September 4—Boston, meet of
Harvard A. S.
September 29-October 7—Springfield, Ill.

Wright exhibition.

13

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 Moines, Ia., 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., Wright ex-
hibition.

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

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

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

July 3-4—Princeton, Ill., 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 3 July, tort
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14

AERONAUTICS

ae

LATEST CURTISS “TRIAD.”

Glenn H. Curtiss has been experimenting at
- Hammondsport with a still further improved
type of water machine. It will be noted from
the photograph that some changes have been
made. The elevator is placed very low; in
fact, just above the bow end of the pontoons.
There is also a small hydro-surface just
forward and below the bow end. A standard
eight-cylinder, 50 H. P. motor is installed, and
the 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 photograph
that there are but two wheels, the front wheel
having been done away with. These rear
wheels are pulled up out of the way after the
machine is in the 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
teacher in which the surface has been in-
ereased by about 50 sq. ft. It has been possible
to carry a passenger with this on account of
the increased surface. It will be noted that
the planes are not cut out for the propeller,
which is mounted on a long shaft. At the rear
end of the engine bed is a Hess-Bright ball
bearing. This supports the long shaft. Four
by twenty inch Pennsvlvania tires are being

used in the rear and 2%4%-in. in the front.

July, Tort

ABOUT THE
COUNTRY >

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
the weather is calm in the morning and even-

ing. The pupils at present are: Lieutenant
Ellyson, United States Navy; Roland OB.
Middleton, Beckwith Havens; Charles Russell,

Frank Paine and two men from Ohio.

FLYING AT SQUANTUM, MASS.

The Burgess Company and Curtis Flying
School opened formally Tuesday, May 30, at
Squantum, Instructor Harry N. Atwood giving

his first lessons on that date. Previous to the
formal opening, Mr. W. Starling Burgess, presi-
dent of the company, had made trial flights
with the first school Burgess-Wright and two
other Burgess-Wright 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 which he had taken
Mr. Hamilton as pupil, and on two of: which
he had carried John W. Meyers, another 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
this date Messrs. Albert Adams Merrill, of
Brookline; Eugene Heth, of Memphis, and
Doctor Perey L. Reynolds, of Amherst, began
their lessons, the pupils being carried a total
of 60 miles. In addition five guests were taken
up as passengers for a distance aggregating
29 miles.

iGustive and Lt. Ellyson Leaving the Water,
15

AERONAUTICS

PROPELLER

Pp

FL og

PATENTED MARCH 14, 1911

March 21, 191),

PALACE HOTEL
SAN FRANCISCO

American Propeller Company,

Washington, D. C.
“entlemen:

Bog to advise you that I received the 7' 9"
propeller which you sent me and that tho results obtain-
ed with the same are most gratifying.

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

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

urs,

PW than

Sincerely

furnished Mr. C. F. Willard.
of another make.

or not.

satisfaction.
Elbridge 40-60 Aero Special.
of twenty-two miles using a Paragon’’.

HERR YD

being required.

can advise you just what propeller to use.

RRO

a\CAN PROPEL) -

War oP
ISHINGTON. pc.

|

July, Tort

RAO ITI OIRO Oooo ooototattobtekst

«. PERFECTION

OTHER PATENTS PENDING
Douglas, Arizona, April 20, 1912

American Propeller Co.,
Washington, D.C.,

Dear Sirs:

In regard to the propoller you mede for me,a week
ago I mounted it on my machine, Elbridge four. We took the
thrust and speed of engine accurate; at 940 r. p. m. develop—
ed thrust of 500 lbs. I flew at first attempt, as clipping
will show. (1¢ milos at about 50 miles per hr.) On my fourth
attempt I got caught in a gust and fell about eighty foet,
smashed up ths machine a little and shattered the blade. Rush
me another same pitch and diameter, all spruce. I guess you
have a copy of blade you furnished me. Didier Masson was here
with a machine but could not leeve ground in this altitude
equipped with ee+s-+*e*+* Engine and Blade,thrust at 1100 r.p.m.

240 lbe. I hope your new blade will be as good as the last.
Yours truly,

NM kee

Mr. Williams has since purchased another Parago!

| Propeller and reports that it gives even better results. Hi
| has ordered a third.

|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 you
In the the meantime we were talked into getting a propeller
Now then we are 5,280 ft. above sea level.
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.
only getting 230 from our best propeller the rest falling down to 180.
propeller will fly this machine, if our engine can handle it, and
My success lies in what you can do for me.”’

On June 19th, Mr, Van Arsdalen sent the following telegram:

‘The seven foot nine inch Paragon Propeller which you furnished us is giving entire
At nine hundred fifty turns we received three hundred pounds thrust with
On May 9th, Thompson made his first cross-country flight

Mr. Van Arsdalen’s case is typical of many others who have written us.

MR. WILLARD TELEGRAPHS—‘‘Standing thrust 390 pounds at 1100 revolutions,
hard wood screw on Gnome engine (7% feet diameter by 5.70 foot pitch)*’.

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

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-cylinder 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 different size or pitch ever

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

We will send price list and printed form for information about your machine so we

AMERICAN PROPELLER CO.

1 SEKI III IDI IAAI IAA IISA IIIA AIII IIIA IAI IIIA IAI AI AI IAA AIDA AAAS A HAH

Mr, G. Van Arsdalen, Vice-President

Altogether, we have had
We are

I believe your
you know whether it can

WASHINGTON, D. C.

AOA UOC OOOO OOOO OOO OR OO CC CC

AERONAUTICS July, Torr

170

Pounds

Weight

DESIGN
Revolving cylinders | Large ball bearings throughout
Mechanical intake valves Positive lubrication
Variable compression | Gyro fuel inspirator
Double exhaust system | 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 © :: _ a :: | WASHINGTON, D. C.

The original pioneers in light-weight revolving cylinder motors

In answering advertisements please mention this magazine.

AERONAUTICS

High winds interfered with 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 five-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 3810 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-country 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

day, after an exhibition of skilfull 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 field, returning with
a special message from the mayor by a fast
flight to the Squantum field.

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 field.

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 five pupils and
guests have covered the following distanres:
Miles.

Charles K. Hamilitony... .- a ksdhever si snenehersmiaU 0
AUDERE A CaAniS! sles a acsteietenee/cietion ec eel elenere mA
Dire er Cys les PEVCVAVOUGS 2 cy enciteie elite) ale) ofteleree coo Off
MOMMY ped LEZEN Siier cls, sireleheheiencucmeucucteie) ei eionclicl egexette 28
EMIS O Me) ECU 2 sais pies fous setreliove ai/e lies (avroherienone neta teMe os 105
GUESS ESS «Sick Hans moan etattas hereon ike a euclslini ara ane St euave le 102
Mr. J. V. Martin at the Waltham meet flew

the ‘‘Grahame-White Baby,’’ designed and _ built
by Burgess Company and Curtis, while Mrs.
Martin has been provided with a full size
Burgess-Farman delivered from the Marble-
head factory. Earl Ovington, the third aviator
of note at Waltham, is negotiating .with the
Burgess Company for a Gnome motor to re-
place his own motor which was recently dis-
abled.

WRIGHT SCHOOL NOW AT BELMONT.

pans L. Welch, aviator, arrived at Belmont the
middle of June with three Wright headless
machines, one of which is a regular exhibition

“were the only promised flights,

Wright Flexible Running Gear.

16

July, TOIT

machine, while the other two are highly finished
aeroplanes for delivery to customers. Three
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 which has been used on all Wright ma-
chines is now especially treated by the Good-
year Rubber Company. Even the Goodyear
tires have “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-cheek pieces instead of two as
in ordinary chains.

The Goodyear rubber springs as used on the
Wright machines measure 24% in. outside diam.
by 1% in. inside diam., 2-in. face. These have
a strength of 500 Ibs. and an ultimate stretch
of 10 in., and the cost is but 75 cents each.
Goodyear single-tube tires 20 by 2-in. are used.
The Wright 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
Alexander §S. Cochran,
now in Hurope.

new machines belongs to
the yachtsman, who is

LEWKOWICZ FLIES HOUR.

The Aero Club of New York’s grounds at
Nassau Boulevard, L. I., saw on Saturday, June
24, the 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 Wright. His
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 diffi-
culty by the naked eye. 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 ninth flight. Mars
and McCurdy, as well as Captain Baldwin, all
made flights 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 shed.

HAMILTON FLEW 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 did 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, with At~
wood, one of the most latest graduat2s from
the Wright school, Hamilton made a great
many cross-country flights; the longest was
when the two aviators flew from Squantum to
the Tedesco Club, about 30 miles away.

On June 14, Hamilton towed his big biplane
from Boston to New Britain, Conn., behind his
automobile. He had to have his aeroplane 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 with his
Wright over his home town, circling around
the church steeples and landing, after twenty
minutes in the 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 Springfield, Conn., but had to re-
turn because his gasoline supply was ex-
hausted.

AERONAUTICS

$200,000 FOR CHICAGO MEET.

Two hundred thousand dollars will be avyail-
able to carry out the plans of the Aero Club
of Illinois for its meet at Grant Park, in the
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 this basis is
bigger than the amount of prizes he has earned,
he will receive the larger amount. The 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
eost 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 Columbus flight exhibition,
May 29-June 38, for the fastest 5 miles around
the track, which 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 the
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. Parmalee also secured Governor
Harmon’s and ex-Governor Herrick’s. silver
cups for excellency in bomb dropping and quick

start contests, whicn 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 from the aeroplane.

AT THE MOISANT SCHOOL.

There are now, or will be, rather, about the
end of June six Moisant 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. The five fireproof
eoncrete 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. The grounds
have been rolled and are thoroughly prepared
for flying now, with both a 2% and a 5-kilo-
meter course surveyed and laid out. It is ex-
peeted that before the 15th of July at least
three of the present Moisant pupils will be
prepared to qualify for their pilot’s licenses.
Included in this list is Miss Harriet Quimby,

the dramatic editor of Leslie’s Weekly, the
first American woman aviator.
The Moisant aviators have entered in the

open Detroit aviation tournament, which starts
on June 29 and closes on July 4—Rene Simon,
Rene Barrier, John J. I*risbie, 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 which cannot possi-
bly take its place among accepted conveyances
unless its merits are established by competi-

17

July, 1ort

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

Roland Garros and Edmond Audemars may
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 fly under the Moisant management in Moi-
sant machines for the rich prizes that are
posted in Europe. The Moisant Company 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
August.
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.

FLY OVER BOSTON.

The Waltham aviation meet was opened on
June 15 with flights by Earle L. Ovington and
Harry N. Atwood 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 nan 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. Reynolds is one of the pupils at the Bur-
gess school in which Mr. Atwood is instructor.

Charles K. Hamilton and Harry N. Atwood
made 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, ete.

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 El-
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.

AMRONACGLT ICS:

July, Torr ‘

2.

The Aerodrome at Garden City Estates.

OT a shed is to be had at any of the
grounds near New York. Mineola, the
home of the Aero Club of America and
the 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 have 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 house, 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
Farman-type landing gear is to be put under
it, with 4 by 20 in. Goodyear tires.

Sopwith, “Tom,” comes after Horton, with 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 with a 7-cylinder
rotary engine of his own make, is being assem-

bled for its designer, W. Irving Twombly, of
220 Hast 41st street, New York. 5

The Church Aeroplane Co. has just completed

a Curtiss-type for A. N. Ridgely. This fol-
lows the late Curtiss, 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

brought out by the Aerial Exhibition Co. and
A. Williams. Instead of two wheels each 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
shock absorbers employed in the usual fashion.

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 8 with his smashed ma-
chine. It was put in shape in one day by
the Wittemann Brothers, who made the ’plane,
and on the 10th 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 thousand invited
guests and members of the Aero Club of New
York who came down to see the grounds and

some flying on this, the opening day. Lew-
kowiez got his 5-cylinder Anzani-engined
Bleriot going after a while, but did not get

a quarter mile before his motor stopped and
he made a very flat glide to earth in a nearby
street newly cut through. Russell also en-
tertained the crowd with a flight or two. Both
Baldwin and Shriver flew back to their Min-
eola sheds after the affair was concluded. The
Shriver machine is the ordinary Curtiss type
with Hall-Scott 60-horsepower motor, with
Which the Baldwin machine is also equipped.

One of Baldwin’s students, Hammond, has
already made some fine flights.

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 L. Fairchild has made some changes
in the monoplane, bringing the bottom of the
frame closer to the ground. No flights have
yet been made this month.

18

AERONAUTICS

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

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

BELMONT FLYERS

Arthur Stone has been doing good flying
with the Bleriot copies made by the 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.

THIS FASTENED

Fo REAR BEY

TS PULL UP ALEROWY
WHEN PULL OV OPERATING

- CABLE 1/8 RE,
Ur PELAXE D

CO“,
SPRING s

4 ERR FTRUT

Elevator on Salliger Headless Biplane.

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

John H. Davis, agent for the 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.

Another shed is occupied by Joseph
selsky.

Novo-

LATIENED FART
OF WPL ES

Horton Turnbuckle Lock.

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 nothing else so
much as a turtle. Another experimenter has a
monoplane shaped like a triangle as to the
plan view:

July, 1Q11

A. B. Salliger has a big headless biplane,
with a 100-horsepower Emerson engine, spread-
ing 36 ft. by 6% ft. by 6 ft. between planes.
The engine, with Mea magneto, pulls to the
limit of the scale, which is 500 pounds. The
tail is a biplane, with the elevator hinged to

the rear. thereof. Steering and operating
ailerons is done by one universally mounted
lever. The fittings are of light cast bronze.

The landing gear is unique and very heavy.

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

Fred Shneider has two Curtiss-types, with
Elbridge engines. One of these has been doing
short flights with Tony Castellano as aviator,
who has purchased the machine. Twin El
Arco radiators are noted on one of these and
the 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.

Morok Uses Leather for Hinges.

A beautiful little monoplane has been built
by the Johnson brothers, who came to Bel-
mont 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, with 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 by pulling the control wires or by
the force of the air if a change in direction
is made during flight. They can not swing
outward for they are prevented by the cross

guying 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 positively 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 and shock absorbers are fitted.

19:

AERONAUTICS

AROUND ST. LOUIS.

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

The Goodrich Brothers, of St. Louis, have a
Farman-type 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-cylinder Hall-Scott motor. Cx
Sweinhardt has a Curtiss-type with a Maxi-
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.

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

YL.

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'

lh
At bast st. Woulss Lik are Slocateds st) IN:
Sparling with his school, and J. W. Curzon,
who was the first American to bring a Farman
to this country, the Michelin winner of 1909.
Both machines have been doing flying during

the month 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 machine on the ground that has not been
in the air. Cicero, although not yet a part of
Chicago, is almost surrounded by the city and
the new field is but a short distance from the
old Hawthorne race track, where the Chicago
novices practiced most of the winter. Several
short flights have been made at the new field
lately and there was also a notable cross-
country flight by Harry Cowling, instructor in
the Chicago Schoo) of Aviation.

Cowling was invited to dinner in Cicero on
June 9 and flew the 7 miles over from Haw-
thorne with his Elbridge-engined biplane. On
June 18 he made another flight of nearly 15
miles over the city of Benton Harbor, Mich.,
and surrounding towns.

Lenard, the builder of a baby headless bi-
plane and a 4-cylinder air-cooled motor used
in driving it, had the first accident since the

July, 1911

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The Johnson Brothers’ Control and Skid.

field opening while trying to fly in a high 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:
Harold McCormick, monoplane, Gnome engine,
Paragon propellers; Young-Hearne _ biplane,
Hall-Secott 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. Kreamer, 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 School of Aviation and the In-
ternational Aeroplane Manufacturing Company
have merged and are now known as the Mod-
ern and International Schools of Aviation,
Combined.

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 Mizneo'a or Dominguez.

(ORAS NIPPLE

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TC niVEr Fe eewwa Device

L—STEEL STHMPING

«A Locking Wire Tightener made by Wittemann

Bros. for Capt. Baldwin and others,

AERONAUTICS

Selfridge Field, used for the San Francisco
meet, was chosen by persons who knew noth-
ing of aviation and could not be told. This un-
fortunate selection was the cause of the nu-
merous accidents to both professionals and
novices. With very few exceptions, experi-
menters have had to go some little distance
out of the city for suitable grounds.

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

Among the novices who have had some de-
gree of success might be mentioned Young,
Smith, Fortney, Case, Free, O’Brien, Crosby,
Clarke, Loose, Hagen of San Francisco, Peters
of Santa Rosa, Meyerhoffer of Oroville, Kerns
of Chico, Hall of I*'resno, Brewer and Guey of
Oakland, Timothy of San Mateo, Gordon of
Bostonia, St. Henry of San Diego. A note on
the machines 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 the Northwest.

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

_ Insert
bec

_- ferrule

“Camasco” All-Steel Strut and Beam Connector.

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

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

J. Clarke has made some short flights with
a Farman-type machine of his own, fitted with
a 4-cylinder Elbridge engine and Gibson pro-
peller. Oryver Meyerhoffer is making short
flights with an original triplane made by the
“Camasco”’ people and fitted with a 6-cylinder

Elbridge engine, Gibson propeller. G. H.

Loose, while making some short flights re-

cently, wrecked his Farman-type machine.
The Iarman-type of C. O’Brien, equipped

with an §S-cylinder motor, has been wrecked.
T. Kerns has been practicing short flights and
turns with his home-made Curtiss-type ma-
chine, using a 4-cylinder Elbridge motor and
Gibson propeller.

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

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

July, Torr

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 his Antoinette-type machine of
local make, equipped with an S8-cylinder Cur-
tiss air-cooled motor.

Several short flights have been made by D.
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-
bile 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,

DAILLED OWA

TAPER AND
CABLE HNOTTED
AND SOLDERED

The Berger Monoplane Has a Brake and a New
Turnbuckle.

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

George Wagner is now building an original
multiplane which will have 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.

The 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-
inder 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. Mr. 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 enggine and Gibson propeller, the
Bleriot-type of P. KF. 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 have an Aero Special motor and
Gibson propeller, to be used for experimental
work only, have not yet been tried out.

Knieling & Pillsbury are building an original
biplane to be fitted with power plant of own

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Jas. M. Wait Co.
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Mathewson Auto Co
Denver

Cal. Aero Supply & Mfg.

San Francisco

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In answering advertisements please mention this magazine.

AERONAUTICS July, tort

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In answering adz ertisements please mention ‘this magazine.

AERONAUTICS

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

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 sock‘is, is neater in ap-
pearance and saves the us2 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.

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MALUSTRATING Kore
Of KiONT XVDLER BY
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7a Cerys
PLAN VIEW rate aL (OOF

Kimball Rudder System.

The planes: chord 7 ft. 6 in., camber 6% in.,
374% in. back from entering edge. Have five
wing bars or beams, the first being %x2% in.;
second, %x2%; third, 24%x%; fourth, %x1%;
fifth, %x1%. 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. The rear construction, or em-
penage, differs from the Bleriot in that it is
much larger and that the center section is
movable and constitutes the 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. The size, %x%,
is very heavy, and it is doubtful if it has the
strength of the usual tubing.

John W. Hamilton, of San Francisco, is put-
ting the finishing touches to his Bleriot-type
machine in the 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.

July, 1911

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. 3

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, which took him sey-
eral miles out of his way, and by using his
ailerons as a help in steering, he managed to
return to the enclosure and land safely,

LOS ANGELES BOOMING.

Aviation is booming in the 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.

Chas. F. 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
been making some very good flights. 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 another small
monoplane 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 the 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 old
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 field 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 company,

has —

AERONAUTICS

July, TOrT

NS, Genel

NEW COMPANIES ORGANIZED.

Moisant Company $1,000,000 Concern.

The Moisant International Aviators was in-
corporated under the 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 the secretary of state, of New
York, to change the name of that corporation
from the International Aviators to the Moisant
International Aviators, and to increase the
capitalization to $1,000,000, of which $500,000
is 7 per cent cumulative preferred and $500,000
common stock. The increased capital is to be
used for the erection of a thoroughly 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
rights of several aeroplane power plants have
been acquired, and the best of these 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,
ete., to the present school 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. J. Taylor, capitalist, No. 3 Broad
street, New York City; H. W. Jacobs, assistant
superintendent of motive power, Atchison,
Topeka & Santa Fe Railway, Topeka, Kans.;
Edwin E. Bush, assistant general traffic mana-
ger, American Express Company, No. 65 Broad-
way, New York City; James S. Herrman, trus-
tee of the Union Dime & Savings Bank, No.
407 West Fourteenth street, New York City;
Christopher J. Lake, vice-president of the Lake
Torpedo Boat Company, Bridgeport, Conn.

At a meeting of the 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. McCurdy, 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 the actual op-
eration of machines, has joined hands with
Charles F. Willard, the first man in this coun-
try to give exhibitions of flying, and they
have formed a company called the MecCurdy-
Willard Aeroplane Company, at No. 1780
Broadway, New York City.

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

Cc. 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 the headless biplane type,
with a direct connected propeller in the rear.
The elevator will be placed just forward of

ee

23

the be no fixed tail

rudder, and there will
surface. The machine will spread 25% ft.
The first machine is promised for the’ middle
of July, and is now being built in the shops
of the 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 shaft 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 July 1. They will be
built in two sizes for one and three men, re-
spectively. Both 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, Ill.; for the
purpose of conducting an international meet on
August 12-20, 1911.

Aerial Construction Company, 44 West
Forty-third street, New York City. T. San-
ford, proprietor.

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

American Motors and Aviation Company, 206
McPhee building, Denver, Colo.; $100,000; to
make aeroplanes, motors, ete. Incorporators,
M. F. Murray, W. J. Aujand, M. C. Dolan, EB. L.

No.
BY

99

os

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,
avenue, New York City.
The Mercury Aviation Exhibition

303

No. Fifth

Company,

$20,000, Brooklyn, N. Y. Directors: R. A. Mac-
Gregor, of Brooklyn; James E. O’Brien and

William A. Wahrow, of Manhattan.

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

The Bachelder 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 Company,
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.

149

VANIMAN TO CROSS THE OCEAN.

It has been definitely announced that Melvin
Vaniman, chief engineer of the ‘‘America,” in
which Walter Wellman first essayed to reach
the North Pole, and which 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 ship which is being built
according to his own ideas. The total expense
of the venture will be approximately $150,000

His non-rigid dirigible, the parts of which
are already being built, will be equipped with
two 105-h.p. sleeve-valve Knight engines, and

AERONAUTICS

will measure 268 ft. long by 47 ft. wide, ap-
proximately the size of “America,” Which 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. The
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 Irrank A. Seiberling, presli-
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
eloth 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 ABPROPLANE, by Claude Grahame-
White and Harry Harper: 8vo., cloth, 319 pages, fully
illustrated, published at $3.50 by the J. B. Lippincott
Company, Philadelphia, Pa. To the man who knows
nothing about aeronautics from a technical standpoint
but, at the same time, has heard of White 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’’ White.
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 Tjieut. 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. J.’”’ Moisant.- flies- a
Bleriot. The fame of Ralph Johnstone, Capt. Thomas S.
Baldwin, W. Starling Burgess, William Hilliard. Earle
Ovington and others has apparently not
reached Messrs. White and Harper.

WHITH 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

fligt
the Alps. 1Ent OVER

a

July, Torr

ROTATIONS FLUGMOTOREN, by Friedrich
Hansen. Pamphlet of 30 pages, with 27 pic-
tures, bound in paper; published at 40 cents
by Cc. J. E. Volekmann 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 mentioned.

PEUT-ON VOLAR SANS AILES, par Paul
Colliard. 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 ’annee, appellent l’attention du public et
surtout des specialistes de lVaviation 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 lair et
demontre la possibilite de realiser ce quwil
appelle: La sustentation en vitesse.

Cet ouvrage donne lieu a un debat scienti-
fique interessant, et tous ceux qui s’occupent
daviation voudront le lire, pour prendre parti
pour ou contre la theorie de lAerolet.

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. Leas
illustrated with many diagrams and plates.

BIRDFLIGHT AS THE BASIS OF AVIA-
TION, compiled from the experiments of Otto
Lilienthal, by Gustav Lilienthal. Large 8vo.,
cloth, illustrations and plates; $2.50 net, from
Longmans, Green & Co., Fourth avenue and
Thirtieth street, New York City, .or from
APRONAUTICS. 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 QGue 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
eurved 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 inerease 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

250 West 54th Street
New York City

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PUBLISHED BY
AERONAUTICS PRESS, Inc.
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E. F. INGRAHAM ADV. Co., 116 NASSAU ST., NEW YORK
'GiIL RANKIN, 1 BEACON ST., BOSTON. MASS.
No. 48 UE ee Setal Vol. 9, No. 1

COPYRIGHT, 1911, AERONAUTICS PRESS, INC.

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

AERONAUTICS is issued on the 30th of each month
All copy must be received by the 20th~ _Advertis-
ing pages close on the 25th.

@ Make all checks or money ovdera ae of exchange
and payable to AERONAUTICS. Do not send
No foreign stamps accepted. ae 2

AGENTS FOR “AERONAUTICS.”

NEW YORK—American News Co., 15 Park P1.;
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-
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

St.
SALT LAKE CITY—Sheppard,

currency.

Morrison

the Magazine

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

LOS ANGELES—Whalen’s News Agency, 233

S. Spring St.
WASHINGTON—-Brentano’s.
BERLIN—W. H. Kuhl, 82

S.W.
PARIS—Brentano’s, Place de l’Opera.
LONDON—Aeronautics, 27 Chancery Lane: Geo.

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

Koniggratzerstr.,

Frank A. Krause, 21 years old, of 4325 East
BHighteenth avenue, Denver, Col., is baitaine a
big machine, similar to the Wright, he saj/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 flying with
an Elbridge “Featherweight” at Mineola during
the past month, has two new machine. Both
are biplanes of the Curtiss type, equipped with
Elbridge Aero Special engines.

July, Torr.

WHAT IS THE MATTER
WITH AMERICA?
matter with aviation in

HAT is the a ri aviatio
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 W right
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, ealled ‘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,
young would-be aviator,
your last two
able magazine,
dition,

hot-blooded
F who have just spent
bits for a copy of this invalu-
cannot understand such a con-
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 by
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 club meeting, observe the
names that are mentioned and your question

will be answered.

The second symptom that we
extremely nervous condition of
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 sport, 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 Internationale d’ Aviation?

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

notice is an
the trousers

AERONAUTICS

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 that America did
not take hold of the automobile seriously until
it had been developed in Europe, and then we
appropriated what 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 this 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? ‘“Oh,”’ you
say, “we have TFT ifteen 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

July, TO1T

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 let’s wake up and do something!

There 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 these
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 thousand
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,’’ aeronautically 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!”

Rees COmMr

DETROIT CLUB’S MEMBERS TOURNAMENT

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 Flights 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
Wright Company to various aero clubs
throughout the land offering them 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

v YHE first aero club in America to take an

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

The aero clubs of the country, it is regret-
table, though unnecessary, to mention, have
been quite too fond of parlor aviation, and that
condition still obtains. It is barely possible,
however, that the experience of the 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 Michigan and its
ens and guests who were privileged to

y.

TESTS OF WOOD STRUTS

(Continued from page 5)
TABLE V.

eNO sob
Material. Formula. : Tests.

Whitewood! vsc:0 vere acter P = 18,299 — iL

i?

I
BASS WOOG “ro ste a eis P = 16,864 — 1

2

I
SDUUCOs 5) sc ene, crete hat eneuseeuceele P = 12,832 — CF

2

I
Honduras mahogany...... P = 13,848 — 3

cg

I
ALAN W eS Sietcccse acct emorete hovel P = 20,350 — 3

2

I
Walnut ci.ncinti nner crcteretencicie P = 14,393 — 3

1?

I
Atha 5.5.5 sce eee eLetters P = 11,907 — 2

2

I
BUICKOry: |b Sertostne eve she eit P = 16,864 — 3

}2

26

AERONAUTICS

July, ror

HOW TO BUILD A CURTISS-TYPE BIPLANE

By G. H. Godley.

(Continued from May number)

NOTE. An error has been noticed in the draw-
ing on page 101 of the March, 1911, number of
a cross section of the struts. The front of the
strut is marked 1 inch “radius.’ This should
read 1 inch “diameter.”

OME advice on the selection of a motor
was given in the first article, which ap-
peared in the February number. It was
there stated that any fairly light 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 the 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-
ehine, with operator on board, should bal-
ance on a point about 1% 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 difficulties 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 pive 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
against the wheel by a bamboo rod running
direct 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.

DESIGNING 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
euts 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.

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 only a
more or less great per cent. of it. The bet-
ter the propeller, the less the slip.

The aeroplane should have a svneed 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

oe =3' a roxims¢ y.
60x1,200x g5— approximatel)

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%
feet. Forty 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

, 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 PITCH ANGLE

Obviously a point near the tip of a Soper
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-
eon ean be found in a book of trigonometrical
tables.

For example, take that part of the blade of a

For

3%-foot pitch propéller, which is 6 inches
from the center of the hub.

SAX12 ___+ 4141, tangent of 48°5/

Gaia Biter 5 =

Here, x12 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 hub..

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-
eate; that is, it is given an “angle of inci-
dence,” just like the 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 3%-foot pitch, the angles being
worked out for sections of the blade 3 inches
apart:

Rad., Tan- Pitch Final
ins. gent angle. Add. angle.
6 1.1141 48°5! a 4§°
9 7427 36°36! = Bue
12 aD) Dien AION! ey 32°20!
15 4457 BACHE oe 20°10"
18 so 20°24! OG ZOroOe
21 2383 1740! 3°0! 20.°40/
2 .2785 15°40’ ZOD OL 18°30!
Zit .2476 13°54" 2°46! 16°40’
3 .2228 12°40! Zeb! aan
33 2025 Tee 2°43! 14°10/

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

It should be understood
lations apply only to that type of propeller
known as the ‘true’ pitch, as distinguished
from the ‘‘variable’”’ pitch. The variable pitch
propeller has advantages when properly made,
but there are only about three men in the
United States who know how to make them
properly. Their design is a matter of per-
sonal skill and experience, hardly capable of
expression in a formula.

The laminated blocks of wood
the propeller is carved is built
boards, four of them of spruce
and four of maple %-inch thick.
are frequently used.

Spruce is the strongest wood known in pro-
portion of its weight, but is soft and cracks

that these caleu-

which
eight
thick,
woods

from
up of
+o -inch
Other

easily. Maple is tough and hard; the two outer
Jayers make a good backing for tne _ steel
flanges at the hub, and the rear layer extends
the full length of the thin rear edges of the
blades.

The boards should be 6 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 then be clamped under
‘sure to a solid block of wood, so that they can-
not assume a curve. Jor this purpose the rib
press described in a former issue will come in

great pres-

28

i ; July, Torr

handy. The blocks are laid together and used
as a base, and the boards clamped down on
top of them. After the glue is thoroughly

dried the laminated block may be cut out to
the outline of the propeller on a power saw.

ACCURACY BY USE OF TEMPLATES.

The rest of the work must be done by hand,
with spokeshave, plane and gouge. For finish-
tng, pieces of broken glass ure often used to
scrape the wood to a smooth surface, followed
by sandpaper. Templates should 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 hub 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 amateur 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 quickly 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 wheels 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 previously
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 pressing the counter against the propeller.

The horsepower delivered is figured as follows assum-
ing for the example a thrust of 250 pounds at 1,200
revolutions:

250 x 1.200 x34 x 100

==87 H. P.
33,000 X85

As before the 100/85 makes allowance for the slip of the
voropeller. The 33,00C is the number of foot- pounds per
minute equal to one horsepower, and the 3% is the pitch
of the propeller.

AERONAUTICS

July, IQ11

mEOCKk OF BIRDMEN: CIRCLE EUROPE

900 MILES FOR $90,000.

S the magazine goes to press more than a
Awe: daring men are speeding against

time around a 917-mile circuit over the

whole of Europe in the biggest of the
five wonderful cross-country contests that have
been held this year from France 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, with
“controls” at various points along the way!
There are nine stages to the circuit, besides
number of compulsory stops, as follows:
Paris-Liege, Belgium, 212 miles.
Liege-Spa-Liege, 374% miles.
Spa-Utrecht, Holland, 112% miles.
Utrecht-Brussels, Belgium, 93%, miles.
Brussels-Roubaix, France, 56144 miles.
Roubaix-Calais, France, 62% miles.
Calais-London, England, 9314 miles.
London-Calais, 98% miles.
Calais to Paris, 156% miles.
The total of prizes in the rave, 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 18 the race started and seven
reached Liege the same day, despite the furious
winds. Many dropped by the wayside to come
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 other avia-
tors were injured the first day in landing at
various points.

a

THE DEAD.

CAPTAIN PRINCETAU — Planes caught fire just
as he gotin the air. Before he could unstrap
himself he was burned and fell dad to the
ground. He was one of 12 officers in the
race.

THEODORE LE MARTIN
wind at the very start and dropped
clump of trees. The steering gear

» Bleriot was blamed.

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

Fell in the high
in a

of his

MANY OTHER AVIATORS KILLED.

HAVANA, Cuba, June 5.—Marcel Penot died
ef 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 the Dorner factory, were killed by
losing control, consensus of opinion by experts
states, of the Dorner monoplane in a high wind
while up after the 2-man altitude record. His
barograph showed he had broken the record
with 5,800 feet.

29

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 effect 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.

NICH, 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 mainland to the island of
Corsica is about 130 miles.

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

1,166-MILE 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
through the first stage, to Magdeburg, 140 kil,
in 2 h., 11 m., the same day, though the second
and third days saw two more reach here.

The following day four more started from
Berlin, all with passengers, and these reached
Magdeburg. 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 18th 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 (208 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 scheduled flights, each stage
to this point having totaled 396 miles.

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

NINE HUNDRED MILES IN FOUR DAYS.
3 The Paris-Rome-Turin 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 May 28 to June 15 in which to cover the
distance of 1,300 miles. The race was in three
stages, the first from Paris to Nice being a
distance of 538 miles with 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 milss.

AERONAUTICS

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.
the morning of Sunday, May 28, when
Garros (Bleriot, 50 Gnome) crossed the line
closely followed by 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,

on

(Morane, 50 Gnome); Bathait (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. Only 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 hr., 13 min.

Bad weather 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, The other
aviators were forced to abandon the idea of
completing the circuit.

FLIES 80 MILES AN HOUR.
Gordon Bennett Entries.

Flying in the French elimination trials to
select the Gordon Bennett team, Alfred Le-
blane, 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.

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 the
work, in spite of the fact that they have given
up building marine speed engines to devotG
themselves to aerial motors. Plans are now
betne arranged for the building of a new fac-
ory. eS

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 quarters
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.

30

July, TOTTI

The supporting surface totals but 9 sq.
meters; weight ready to fly, 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 STLOMUSereretetetetelsiaislr Pym coe pe k SE
110) Kwilomisie.. 5 ' ' Aantal se
ZOVIMOM Shia. eatitine: 9 m. 46.2 s.
SO LSC coo odoc 0. 14 m. 42 = 5s.
AO Kilom Seer etre : 9) SIS
AU Mallon, sn oo on armas 24 m. 30.8 s.
NOD MMOGs se cocaconme 48 m. 58.2 s.
US OMKAL OMS ierenoncleketer eke ele 1 Shi amo oS
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:

FKrance—

Alfred Leblane (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. Leblane’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—

Alee 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:
by Gd cerederonennctneletey crete 2) me 5258's:
MO) UG Siecareiss srerewores ecko 5 m. 44.8 s.
DOMMKAM ioteckaveteis tote tore ketene em 22 Se
SO calls % svete, ats. s evs orvlelecens et) nie Aes
AQIAKA varai ene estas oneneens zee 22) Ms Bos) Se
BO MR eye ususteneu= veers onenennic 28 m. 9:8 s:
BOOT WAT Sires cise ie eustetensr ens 1 hy (6a Sass
PO Wellitntk ze cuheteaotereciers Lh. 283m. 24:8 (s:
Fastest speed, 108 k.p.h, [67 m.p-h.
New 2-Man Altitude Record.
Helmut Hirth, in a Rumpler-Etrich mono-
plane, established on June 6 the new 2-man
world altitude record 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.

The new addition increases their floor space to
more than 20,000 square feet, all of which is
badly needed, as orders 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 there 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. This 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 this has been no little task is well
understood by those who 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,

IQII

eter a
*

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 guests.

This was the first occasion that most of the
members had had to see the 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
elub, 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,
which 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 of two years.
Little change was necessary, principally in the
furnishings. The house shows a lavish dis-
play on the part of the original owner in the

31

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 been incorporated with George
Atwell Richardson, University of Pennsylvania,
vresident; Cyrus McCormick, 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 Nashville, Tenn., with Charles H. Dezevallos
as president. It conducted an exhibition by
Curtiss aviators on April 27-29.

ait

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

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

House—Charles F.
Mrs. H. La V. Twining,
Charles Forman.

Entertainment—L. P.

Los

J.

Cc. Tunison,
Stratton and

Walsh,
R.

M.
Ss.

Barrett, Earle Reming-

ton, C. H. Temple, L. K. Freeman and- F, G.
Calkins.

Technical and Contest—H. La V. Twining,
H. S. Dosh, W. 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. Day, 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, 2852 North

Clark street, Chicago, is endeavoring to sell a
$1.00 stock certificate to 50,000 Illinoisans for
the purpose of building a dirigible balloon.

The Aeronautical Society’s annual election,
which should have been held in April, and
which was somewhat belated owing to the
amount of work required in the preparation of
the banquet, took place on June § at the club
rooms, 250 West Iifty-fourth 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 Maxim; vice-presi-
dents, Thomas A. Hill, James M. Beck, Dr. John
Henry McCracken, Roger B. Whitman, Capt.
Ww. I. Chambers; Board of Directors, Willis Mc-
Cornick, Lieut. F. W. Humphries, Senator J. F.

A. Havers, Geo. F. Camoubell

Duhamel, Col. E. ; r
Wood, Francis T. Sanford, Carlos deZafra,

AERONAUTICS

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 chairmen, 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. EK. 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 ina 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 flying 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

NATIONAL BALLOON 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,”
Berry, pilot, and Paul McCullough.
“Buckeye,” J. H. Wade, Jr.

Aero Club of St. Louis—“St. Louis IV,” Lieut.
FE. P. Lahm, pilot, and Lieut. J. P. Hart.

Aero Club of St. Louis—‘‘Miss Sophia,’’ Wm.
EF. Assmann.

Aero Club of America—‘New York,”
B. Harmon.

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

with John

Clifford

82

July, TOIT

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. John B. Maus, of the Goodyear
Tire & Rubber Co., spoke of the advisability of
the members using extreme care in the selec-
tion of their cloth and the danger of what
could happen should it shrink 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 their cloth now fireproof, which
was the next great desideratum in view of the
recent unfortunate accidents in France in which
the 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 Mr. 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 aeronautie
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 the rate of
40 miles an hour, and could lean to one side to
have the boat skim oyer the water very suc-
cessfully till he was finally thrown uncere-
moniously into the water.

Detroit Club Has Flights.

The Aero Club of Michigan is active in De-
troit. Frank Coffyn 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 the 23 Augustus Post lectured before the
club. Leo Stevens will be on hand July 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. Barrettg
second vice-president, H. S. Dosh; secretary,
Van M. Griffith; treasurer, H. LaV. Twining;
directors, Chas. E. Rilliet, W. S. Eaton.

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 Supply House, 266
Franklin street, Hempstead, L. I., has just
completed a duplicate of the 1911 cross-country
Bleriot 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-
maker 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 Memphis. This will have a Gnome
70 engine. The concern now has facilities for
turning out a machine a week in the new quar-
ters.

AERONAUTICS

New Pedersen Lubricator.

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. Another
feature is that it allows for a wide range of
attachment to a motor.

1
—=.
iT Uy Front View

This pump comprises a casing and cover,
the casing having a cylindrical end bore with
inlet and discharge openings. Within the cas-
ing there is a rotating shaft, with head and
stem fitting the bore of same, and with the
end of the head wearing against the under
surface of the cover. This head is recessed in
its outer face and transversely slotted, with 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. IT as-

tened in and projecting from the under side
of the cover are one or more studs, according
to the number of feeds required. Equally
Spaced between the fixed studs in the cover
and passing through same are adjusting screws
having tapered ends. These act upon the neck

Assembling Room of Calif. Aero Mfg. and Supply Co.

33

Uy
uN

A
= HW

Side_ View

piston, which is of a corresponding
taper. 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 the casing
recess having openings leading to the eircular
bore, forming inlet or suction ports. Equally
spaced between these are the discharge ports,
communicating direct from the bore to the
outlet connections. The operation of the 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 the pis-
ton is again acted upon by the tapered screw
and the oil discharged.

of the

is a circular

AERONAUTICS

The Brooke “Non-Gyro” Motor.

The principal feature of the Brooke “non-
gyro” motor, as manufactured by the Brooke-
Kuhnert Company, 320 South Wabash avenue,
Chicago, Ill., 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

S|

Brooke Motor on Testing 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 slight touch of the finger.
The style “E”’ motor, which 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 44%, by 4%4
bore and stroke, are offset slightly. The makers’
rating is 75-85 H.P. The feature of operating
either one or both sections is very desirable in
long cross-country flights, as, in case of acci-

'
Recess

July, TOTTI

dent to one set, the other can be easily and
quickly brought into action. The lubrication is
positive, a nine-tube forced feed oiler being
ised. Two Stromberg carburettors are used, one
for each unit. Bearings are of phosphor bronze,
of liberal proportions. The intake valve is
situated in the piston head, the 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 Bosch 2-cylinder magneto is used with only
12 inches of high-tensioned cable in the 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 with 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 this is hard of attainment can
readily be seen by the number of carburettors
on the market. Most of them require more
or less complicated adjustments for difference
in altitude as well as for differences in atmo-
spheric conditions.

Hot Water Jacket
to Insure Even.Proper
Temperature
Hot Water Outlet
Hot Water Inlet

When More Air
isNeeded to,
Mee Changes
of Temperature or

< \Air is Supplied by
¥ > Means of the Ball ~
a” Cage G as Ex-
plained inthe Body of
this Advertisement.

cry

Then Up Through SprayNozzle C
Into, the Venturi Tube D

Where it is Picked Up by the Inrushing Air From the Main Air Take E
The Mixture of Air_and Gas Then Passes Through the Upper
End of the Venturi Tube Into the Mixing Chamber F

Grouvelle and Arguembourg have spent 25
years in the study of the problem of obtain-
ing a carburettor which would positively make
all the 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

Ne ee

ra

AERONAUTICS

the use of a cage of balls of varying sizes and
weights to automatically regulate the auxiliary
air intake. It is this feature that allows the
carburettor to meet all the varying conditions
of temperature, moisture and speed. That
these carburettors do meet all requirements is
shown by their employment by Panhard, 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.
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 machine. 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 those who wish
to build their own ’plane. These parts are
eut out and semi-finished and are accom-
panied with complete sets of blue prints, thus
enabling the novice to do the work himself
and save the greatest item of expense.

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

The new _ six-cylinder Kirkham 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, and Strobel has placed
his order for two more, to be delivered just
as soon as_ possible.

Chas. B. Kirkham 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, Tex., all for
Curtiss-type machines. There was one sold in
Chicago which has already been installed and
flown a machine.

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

The Bosch Magneto Co. has added to its
facilities by taking the 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.

is possible that C. F. Willard will

It 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 has been to
Washington to inspect the engine and just as
soon as one or two arrangements are made it
is probable that he will make the attempt.

W. J. Jackman, author of the book, “Flying
Machines,” has withdrawn his connection from
the Chicago School of Aviation. His address
aa present is 633 Plymouth Court, Chicago,

an

July, Torr

ING Opel bs GIN Ges eS

ENGINES FOR SALE.

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

RINEK ENGINE FOR SALE—A Rinek
cylinder engine, 1910 model; just completely
overhauled by factory; in perfect condition;
complete with 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 the Harriman Motor Works are
charging $1,675 for. Address ‘Box 3, Girard,
Kans.” Apa ey

Aeroplanes for Sale.

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

FOR SALE—Hydro-aeroplane, guaranteed to
fly from land or water; the finest construction
of any machine in the 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 had 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-
seription and best price; with or without
engine. Breeze, care AERONAUTICS.

Capital Wanted.
MONOPLANE—Experienced man wants $3,-
500 to build machine in quiet 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
MORK:

Positions Wanted.

YOUNG man desires position
operator; has had seven years’
steam and electrical engineering;

as aeroplane
experience at
28 years old;

can give best of references as to character,
ete. Address J. P. Allison, care AERO-
NAUTICS.

EQUILIBRIST, SLACK WIRE WALKER,
well educated, good business training in office,
experienced in shop work, four seasons operat-
ing own automobiles, wishes to associate with

manufacturer to give flying exhibitions, train
others and prosecute business generally. Ex-

cellent reputation. Address “Equilibrist,”

“AERONAUTICS.”

Back Numbers Wanted.

JANUARY, 1911, wanted by J. J. Long,
Brown University, Providence, R. I,

AERONAUTICS

July, 1911

UNITED STATES PATENTS ABSTRACTED

Jean M. Alleas, Boston, Mass., 991,686, May
9, 1911, filed Oct. 21, 1909. HELICOPTER.

Max Dingfelder, Detroit, Mich., 991,770, May
9, 1911, filed Dec. 2, 1909. Novelty in PLANE
CONSTRUCTION. Stability and steering rudders,

Daniel P. McLaughlin, Chicago, IIl., 991,794,
May 9, 1911, filed June 30, 1909. HELICOPTER.

Sewall A. Witherspoon, St. Louis, Mo., 991,811,
May 9, 1911, filed Jan. 26, 1910. Wlying-machine
especially 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, 1910.
IFlying-machine with special arrangements for au-
tomatie stability.

Charles Lakeman Tweedale, Weston, near Otley,
England, 992,086, May 9, 1911, filed Oct. 30, 1909.
BOX KITE with propeller actuated by means of a
string.

John Zimmerli, Providence, R. I., 992,099, May
9, 1911, filed April 28, 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, Iola, Kans, 992,470, 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 eac#
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.,
992.579, Mav 16, 1911, filed Aug. 5, 1908. OR-

NITHOPTER of which the wings are capable
of change in conformation.

Valentime M. Kutscha, Scotch Plains, N. Y.,
992,678, May 16, 1911, filed Jan. 9, 1911. Mono-
plane in which the SUPPORTING PLANF is
pivotally suspended from vertical masts, with
means for restoring the plane automatically to
normal position.

Edwin Lyman Madden, Ingersoll, Okla., 992,726,

May 16, 1911, filed May 19, 1910. HELICOP-
THR.

Willi m F. Smith, Roodhouse, Ill., 992,816,
May 233.1911. Filed Aug. 22, 1910... Aeroplane,

with means for TILTING SUPPORTING

SURFACE.

Frank W. Jatunn, Los Angeles, Cal., 992,874,
May, 23; 911) Biled eb: 21, 19110: Plurality
of FEATHERING PADDLE WHEELS.

Schutte, Langfuhr, near Danzig,
992,909, May 23 Filed Dec.

2S pel Odehe
Means for STIFFENING AIRSHIP

Johann
Germany,
29, 1910.
FRAMES.

Robert Ernest Heath, Yorkville, S. C., 993,063,
May 28, 1911. Filed Feb. 3, 1910. Triplane
with lower PLANES capable of being TILTED
on axes transversely as well as parallel to
the line of flight.

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

Timothy Henry Konrad, San Mateo, Cal.,
993,256, May 23, 1911. Filed April 20, 1910.
STEERING DEVICE and tubular body for fly-
ing machines.

May

Robert P. Hall, Searchlight, Nev., 993,297,
May 238, 1911. Filed April 9, 1910. AIRSHIP
with series of gas tanks.

Henry Bernegger, West New York, N. J.,
993,948, 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 tiltable supporting surface.

36

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.

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

John W. Harrison, St. Louis, Mo.,
May, “305 29tis Sepiled: SNove 12." oronor
plane.

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

William Charles Hurst,
994,104, May 30, 1911.
MOVABLE GROUPED AILERONS.

William Boyd Alexander, Montreal, Que.,
Can.; 994,106, June 6, 9115” hulled abiebs a0;
1911. Aeroplane in which FRAME (fuselage)
is triangular in cross section, inverted, with
‘baffle flanges” extending on either side later-
ally from the top edges thereof.

Henry 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 the other, by action
of unequal pressure, for purposes of AUTO-
MATIC STABILITY. The previous patent is
the same in operation.

993,987,
Aero-

New “York, Ne Ws;
Filed Dec. 1, 1909.

Gustav Scheel, New York, N. Y., 994,202,
June 6, 1911. Filed June 17, 1910. AIRSHIP.
Paul Seiler, 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 with plane surface, composed of flaps,
capable of being used to lessen speed of de-
scent in case of failure of propellers.

Maurice EH. Wright, San Diego, Cal., 994,490,

June 6, L9ad. Hiled April 5, 1911. TOY
PARACHUTHE.

George Kunicke, New York, N. Y., 994,757,
June 13, 19121. Wiled Nov. 4, 1910. Flying

machine, with plurality of propellers pivotally
mounted for purpose of STEERING.

Robert Paton, Carrington, N. D., assignor of
one-third to Lucas K. Silvertson and one-third
to Thomas N. Putnam, both of Carrington,
N. 3D: 994,082: ume Salsas ONT: Filed Dec.
14, 1910. Pendulum device for STABILITY.

David A. Albright, Gainesville, Fla., 994,897,
June. 13) 29095 Shiled! Jani 225 s19105= seon-=
bined aeroplane, helicopter and ornithopter.

James W. Woodington, Foleroft, Pa., 994,966,
June 13, 1911. Filed Nov. 14, 1910. Helicopter.

Georges Barbaudy, Marseilles, France, 994,968,
June 13, 1911. Filed June 4, 1910. SUPPORT-
ING SURIACE in which lateral extremities
form a more or less complete cone.

John A. Hoffman, San Francisco, Cal., 995,-
004, June 18, 1911. Filed Nov. 21, 1910. Means
for tilting the supporting plane fore and aft,
at the same time tilting 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, France,
995,361, June 13, 1911. Filed March 22, 1910.
AEROPLANE with semi-cylindrical body, two
lateral surfaces consisting of revoluble discs
having blades.

ee ON ALLEL ICS

August, 1OT!I

HUGH L. WILLOUGHBY

N the lonely Southern beaches
Where the frigate-bird is seen,

He has studied out perfection
In a gas-propelled machine

There the buzzards 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 ambition
To explore the distant stars;

And if something like a comet
Shoots along at close of day,

’T will be Willoughby the fearless,

Spinning down the Milky Way

37

AERONAUTICS August, TOTTI

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:OCIIIOVI OO OI

In answering advertisements please mention this magazine.

CORR

7
ANS

AERONAUTICS

August, TOI

SCIENTIFIC DEVICE FOR BOMB-DROPPING
FROM AEROPLANES

HE great number of bomb-throwing experi-
ments made by aviators at contests and
exhibitions has shown the utter impossibility
of hitting a target from considerable alti-

tudes without the employment of some scientific
method. The hand-and-eye method, without instru-
ments of any sort, has 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
3,000 ft. or more, it would be foolish to attempt
to drop bombs in this manner with any expecta-
tion of hitting a target. An occasional hit might
be scored, but such hits would be without method
and the result of accident.

Despite 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,
Lieut. 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 takes into consideration
the velocity of flight of the aeroplane with refer-
ence to the ground, the acceleration due to gravity,
and makes corrections for atmospheric resistance
and wind-drift.

In an illustrated lecture before the Aeronautical
Society, on the evening of July 13, Lieut. Seott
described in detail the principles of his device and
his method of accurately determining the speed of
an aeroplane with respect to the ground. Until
worked out by Lieut. Scott, there has been no
known method by which an aviator, or his pas-
ssenger, could determine the velocity of an aero-
plane except by the use of the anemometer, which,
at best, is an inaccurate instrument and only
measures 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.
2 SHEETS-SHEEPL

The device employed by Lieut. Scott, which has
been patented in this country and for which
patents 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
a manner that the center of gravity being below
the plane of mounting, the inner ring assumes
& horizontal position in the same way that the
compass of a ship retains a horizontal position.

At the centen 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 are 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 by the inner ring.

mmovecrin

a—————>_— Line of Firght

Altitvuge

/228

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

B

Line of Flight

s
%
i
~
Q
o
y

econd Li

5

A -ABp=ac when angle 4~= angle c= 45°

AB~= BD =~pYC =AC /029
FIG. 3
the earth. Lieut. Scott's method of determining
this speed is simple and ingenious and may be

understood from Figure 5.

39

AERONAUTICS

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 aboye the ground,
since the legs AB and AC of the triangle BAC
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

August, I9II

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.
AN 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 metres per second. An auxiliary table of
differences will be used so that fractions of metres

ltitudes in Metres

Seconds
2

=e [oo [=]
25
27

Q

.
von

OrPNVAUD

2
rd
2
2
2
2
19
18

0

The altitudes can be continued indefinitely,
as well as the seconds column, depending uv—
on the sveed of the aeroplane employed.

25° 10°
23° 28/
22° 07
20° 56’
19° 59
TOS
18° 24!
17° 42!
17° 04'
16°32!

These readings are angles of sight in degrees and min-
utes. The upper horizontal column gives velocity in
metres per second. The altitude and velocity; columns
are to be continued indefinitely.

In Table I, the figures in the coluwms represent speed
in metres per second. The distance traversed ina
given time is equal to the altitude at which the mach—
ine is flying. If the height is 400 meters and the
time taken is 18 seconds, the machine obviously hes
traveled 400 metres with respect to the ground in that
time. Reference to the table shows a speed over the
ground of 22.2 metres per second. Metres per second
is used as a stendard velue throughout the calculations

qwAl BE keh
speed in metres per second will be found. For
convenience, all possible speeds are tabulated, as
shown in Table I.

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

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 through 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 $1,500 each for an aeroplane
exhibition during their county fair dates. Mr.
G. S. Bennett, secretary of the Kansas City
Aviation School, stated that from the inquirieS
he had received it would need 50 outfits to fill

the requests for exhibition flights from the county
fair managers of the Middle West. What the
people of the West want is to get up close and
see a real biplane or monoplane. They want to
see how it is built, how the power is produced
and how tbe aviator gets started. They want to
see how the darned thing is worked and they have
enough to this (

money spare year to buy one or
two if they wanted them. Out in Missouri they
say “Show me’; in Kansas, “Let me feel of it’;
in Oklahoma they say “Put it in my hand’; in

40

TABLE I /03°

will be taken care of. From Figure 2 it is evi-
dent that the telescope being set at 18° 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.

5ST,

Arkansas, ‘“‘Let me bite it.”

J. 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
Chicago. Mr. Rompel will make his tryout about
Aug: 1. ‘

It is reported here that Guy Morgan, a _ well-
known automobile salesman of this city, has pur-
chased the ‘Banshee’ of Charles Willard and will
bring the ‘plane to this city.

Ark.
KKansas

Miss Katharine Stinson of Hot Springs.
is one of the newest enrollments at the
City Aviation School.

Gliders and biplanes are now being built for the
trade at Olathe, Kan. L. C. Herman has his
machinery installed and will build a stock glider
and biplane to order.

The Payne & Neighbors
report business is good
orders from the East.

Co. of Sedalia, Mo.,
for propellers, especially

eee ONAC TICS

August, IQTT

fre wPAKING OF A PROPELLER

_ The novice aviator frequently wants to make
his own propeller, in order to exercise personal
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 given diameter (D). He
perhaps has been flying with a certain propeller
and wants to make another of his own style;
using the same area, but shaping the blade dif-
ferently, or even increasing or diminishing the
area.

DEVELOPED AREA

S/DE ELEVATION

as B, C, ete., 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 give G and H, 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.

END ELEVATION

Lay-out of a Propeller Blade.

The sketch showing “developed area” illustrates

the 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
helicoidal twist.

THE METHOD OF SETTING OUT THE DRAWING.

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
pe 2e xool4e ) hhewancile) x<cAID) 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 xX. .

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

41

To obtain the lines 1, 2, 3, 4, 5 in end eleva-
tion, take the horizontal projections of IJ and IL,
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,
ete., from their corresponding points on the end
elevation. Any shape or form of blade may be
set up in like manner.

GLUING UP.

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 cused
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 rather troublesome to the amateur, as it is
best done in a cabinet heated by steam coils.

AERONAUTICS

However, the boards may be set around a good
hot stove, where by 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 job will snowaae

e

a very fine line, which is as it should be.
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 from 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
ean 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
different 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
exactly 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.

TO FIND THE HORSEPOWER OF AN EN-
GINE.

HE formula for finding the horsepower of
an engine in use most extensively in
this country at the present time is
known as the A. L. A. M. formula, and

is as follows:

1) Xone Ni 25s

D is the diameter of the cylinder in inches.

N_ is the number 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.

Zoe 4 Ke ee Ey eR dy

H.P.=

33000
—in which

I is the radius of the brake arm.

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

Revie

R is the

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

S15) IRE IE.
2X73.14x% 4x 1200 x 50

H.P.—= ‘

33000
runs it
some manner.
employing a

For
brake
done

long
in
by

is desirable to cool
This is most

special fly

the
easily
Wheel, as

42

August, TOTI

IN aE
VEE EEE ED
= SIS]
ze A

S around

Distanck Piece.

Sect oat ka

Press for Gluing Laminations.

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.

Pron y Brake

7S

Fly Wheel. [ Ba
floor
Section + Fly Wheel.

The formula for gasoline engines, given be-
low, will serve to approximate the power
which may be expected from an engine:

DS N

Ei — ae

D — diameter of cylinder in inches.

S = stroke in inches.

N= total number of explosions per minute.
C= 10,000 to 18,000 for 2-cyvele engines and

7,000 to 8,000\ for 4-cyele, depending on cir-
cumstances. Fair average values would be
12,000 and 7,500.

HERONAUTICS

August, TOIT

GLIDING AS A SPORT AND AS AN AID TO FLIGHT

By T. W. K. Clarke.

HE motions and sensations of gliding are,
in the opinion of those who have operated
machines 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 the surface, and
also to the fact that it keeps closer to the
ground, the motions are more exaggerated than

In Full Gliding Flight—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-
perience or sport, the smaller
machines will be found very
useful and cheaper. The .
choice lies between a compara- be
tively small machine of about ~—
20-ft. span with no chassis,
and by various stages up to
one of 30-ft. span or over, on ~- |
and &

which one is_ seated
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 the 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 i

true, shown that the stepping-
stone used by the 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 between 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. The ribs, which are spaced
every foot, are of spruce, the solid ones being
= in. by % in., the ordinary ones being 3 in. by
3/16 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.

Considered as a unit, the framework of the two

~

Just Leaving the Rail at Start.

43

the
com-
with

example of
has been
accordance

taken together, forms an
lattice girder work which
adopted on biplanes. In
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, :
These joints are carried 5
the manner devised by the Wrights, but a
plate has been substituted for the wire eye used
in the Wright machine. The struts have a saw-
cut taken down their extremities for an inch or

decks,
usual
monly

after
steel

out somewhat

so, and into this is let the steel plate which is
pegged and bound in place. The projecting end
of the steel is drilled to receive a hook, which

ABRON AUTICS August, IQII

AERONAUTICS

in this case consists of a _ steel U-bolt which
passes through the main spar and is secured on
both 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. 6 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 may swing
up 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 join 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 difficult 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—

(1) If the lever is moved forward,
puts the prow to the left.

(2) If the lever 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

the rudder

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 flight 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.

Tike on the other hand. the course is kept straight
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 manceuvre 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—

August, 1911

(1) 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 same 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:

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

(a) 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
away from the pilot, in order to check
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. Any movement of the hand
away from this line must result in a curved course,
because the rudder or the warping effect pre-
ponderates. »

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 earry out the operation, which in turn is gov-
erned by the sharpness of the curve, his speed of
flight and other considerations. In general, how-
ever, it may be said that the pilot’s hand for
such a mancuvre moves through an oval path
starting and finishing in the neutral vertical post-
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
say, such perfection is not immediately within
reach 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 why the rudder and the warping of the
planes has to take place simultaneously is pri-
marily due to the fact that the Wrights warp
the main decks of the machine instead of employ-
ing independent balancing planes. When the main
decks of a glider or flier are warped it is not
jossible to warp one extremity up and the other
extremity down to an equal 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 equal
amount of depressing action because the resultant
curvature of the decks at that end of the machine
is dimin-

backwards
a cant

is such that their angle of incidence
ished but not effectively reversed. On the one
side of the machine, therefore. an active foree

is in oneration, whilst at the other extremity the

conditions are rather of the passive order. The
resistanee 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 Jess than in the
normal condition of straight line flight. so that the
swerving effect is outside. Hence the need for
using the rudder.

From the side elevation it will be seen that the
starting rail itself is about 90 ft. long, while the
derrick is 15 ft. high. The actual arrangement
shown was that constructed for Mr. Ogilvie’s

glider at Camber, and there the derrick was made
from such timber as was available on the spot,
and the starting weight originally consisted of a
bag containing the earth excavated from below the

derrick. Later this was changed to a number of
metal dises up to a total weight of 250 pounds.
The rail itself. consisting of ‘“T’ iron in 15-ft.
lencths mounted on long wooden blocks, was laid

August, IQIT

AERONAUTICS

VERTICAL ELEVATOR

RUDDER C- ROD

bs /

WIRE FOR
l WARPING

Debresses L.side€ warping

of machine <—
and turns toR

HOLLOW WOOD
OPERATING ROD

Zé

Cat et
= semi Wl

a Wf

4
F }
onward
“Turn fo Left

Te

MOVEMENT

Tum

jpDirection of flight

' .
5 fo Right

Depresses IR. Side
> machine
and turns to L

Details of Clarke Glider.

46

AERONAUTICS

n a slope of about one in ten, and to compensate
or the irregularity of the hillside a clearance of
% in. was allowed at the joints. Owing to the
ong grass present in this particular case, it was
ound necessary to put additional wood blocks 6
ns. deep under the sleepers. The actual details
f construction are clearly shown in the three
small sketches, while the precise arrangement of
the starting rope can be followed from the side
elevation.

In launching, the glider is placed in position
close up to the derrick (as shown in the drawing),
with its two small grooved trolley wheels resting
on the ‘“‘T” iron rail; the 250 pounds weight is
then raised by hauling on the free end of the rope,
which terminates i

Atehrstea
Manila rope, about 114 ims. 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
, 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
rises 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 machine 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 manceuvre it so that
the wind returns it back.

Diagram 2, of which the small rectangle at
the centre represents the right-hand control-
lever, shows in plan how the two movements
capable of being given 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.
Figure 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

TO SPLICE 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
er bamboo and slip on over protruding

47

August, Ir

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
us 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, ete., 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 purpose it
will be best to enlist the services of two friends
(for a small machine), or four if it is a
large one (a few more 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
ease of most biplanes this will mean 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.

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 U 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 sheath are used clamped to the
rear spars, as shown above.

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.

J. G. Stewart of Cincinnati has purchased a
Gray Eagle biplane, equipped with a Roberts
motor, and has contracted with a Curtiss flyer to
exhibit the machine. The Rubel company has sola
week to R. C. Jen-

Gray Eagle motors the past . J
nings, Unionport, Pa.: Kyle Smith of Wheeling,
W. Va.. and H. H. Klein, Jr., Hartford, Conn.

The Rubel concern has adopted the policy of tak-
ing back all Gray Eagle motors where customers
are dissatisfied.

MERONAUTICS August, IQT1

THE WILLARD HEADLESS BIPLANE

tion of a biplane with the propeller in ment of the diagonal bamboos to the main members

front, and all steering surfaces in the is by steel tubing. This fuselage is divided in two

rear. This will be taken to Canada, sections, midway the length, the after one being |

where future work will be conducted. His partner capable of being slipped inside the forward one:
in the McCurdy-Willard Aeroplane Co., J. A. D. for purposes of shipment. The fuselage will be.
McCurdy, is also having machines built to his entirely enclosed with fabric. — .
design in New York City. Whatever machines are _Running Gear. A central skid is used in| com-
marketed by Messrs. Willard and McCurdy will bination with four wheels. The two center, 20 in,
be as individuals, while the MceCurdy-Willard by 38 in. wheels, support the machine and are
Aeroplane Co. wili confine itself solely to exhibi- flexibly mounted with Goodyear rubber springs
tions. in the usual manner. Fore and aft respectively is
Results of flights will be watched with interest, a 16-in. wheel, which normally is 2 in. off the)
as but one or two biplanes, like the Breguet and ground. In landing, the two center wheels take
the Roe, have ever successfully flown with the the first shock, letting the machine down easily

E. WILLARD has completed the construc- the elevator and rudder. The manner of attach-)
Ci

propeller in front, and none but these has ever on the remaining ones. The ‘skid does not
made any big name for itself. This may not be come in contact with the ground at all.

due to the placing of the propeller alone, but to Power Plant. Not settled upon. Two Gnomes
defects in the design. The principle is theo- are already owned by him and it is possible he

retically less efficient, particularly with a biplane, will take delivery of a couple of rotary Indians, |
than the placing of the propeller in the rear of on which he has a call, The placing of the gaso-
the main planes. Following is a description of Mr. line tank depends on what engine is used. A 6
Willard’s novel machine: eylinder Anzani is also a prospect. In any case,

Main Planes. These are each in five demount- 4 shield will be built up at the rear of the motor
able sections, the lateral beams being joined by to protect the operator from oil, which the Gnomes |
steel plates. top and bottom of beams, and bolted particularly have a habit of throwing in one’s
through. The main beams have three laminations, face without any discretion whatever. The spark
spruce and ash. The guy wires are Roebling advance and throttle are located on the steering

flexible cable, 7/64 and 3/32 in.. and are tight- post and are controlled by Bowden wire, with
ened by turnbuckles, each with a locking device to Copper tubing wherever there are bends.

keep the wire from loosening up through vibra- Stability. Ailerons are used, fastened with or-
tion. The struts are fish shaped, solid spruce, inary brass hinges to the rear beams. but are
and fit in steel tube sockets. On the end of the positively operated in both up and down direc
strut is a brass ferrule to keep the strut from tions in such a manner as to give equal resistance
swelling in the socket. Continental cloth is used on both sides of the machine to avoid any turning ©

both sides and tacked on with copper tacks. tendency from the operation of the ailerons.
Body. A novelty has been introduced in the Controls. All steering and operating of ailerons
construction of the rear half of the machine. are by one steering post and wheel, universally
Instead of outriggers, as usual with biplanes, a mounted. Pushing forward steers down, and vice
triangular body is employed, made of bamboo en- versa. Turning the wheel steers right or left.

tirely, even to the diagonal braces. with the base while swinging the whole affair to left or right
of the triangle at the top. At the rear end is operates the ailerons.

A PRESSURE EQUALIZER FOR AILERON

HE accompanying sketch shows two views of Referring to Fig. 1 it will be seen that the gears

a differential device for securing and main- A and B are secured to shafts on which are the
taining at all times an equal pressure on pulleys G and H, around which are wound the

the ailerons on the opposite sides of a cables that operate the ailerons. Gears A and B
machine. el gage the gear C. which is mounted in the ring E

Yo
He

J

x
WS

Ny
uy
SS

22 TIA

PLIST LZ
SR

Ss

JO26

Pressure Equalizing Device for Ailerons.

48

IERONAUTICS

STRUT SOCKE

Ge
pp

August, IQIl

ae

Turn buckle
Riveted to Plate

rae

isn

- FRONT SPAR SECTION ef STRUT

TRAILING END °# RIB

aes
SECTION 4 RIB
200

|} -7'0"

}

Fabric Covered Fuselage.

Willard Headless Biplane.

9

hig. is a eross section on the line XX. It
rill be 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 FE will be free at
ill times to revolve and equalize the pressure.

Aviation fans now may have a new sensation.

dveryone wants to know how high the aero-
lane is. Just sight along a special walking
stick and look at a table in your vest pocket, and
‘rou know, provided you know what machine it
s that’s flying, and one isn’t a ‘‘fan’’ unless he
nows them all afar off. The Metroscope Manu-
facturing Co. of Springfield, O., has produced in
ut cane the homely but characteristic altitude
easuring device of the Wright Brothers, de-
cribed some time since in AERONAUTICS.

49

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 8S. D. Dixon and H. W.
Powers are flying at Chicago. Haupt has it in
his Blériot-copy and Ralph Cole, of Norwalk,
O., has been making some sensational novice

flights in a machine of his own design.

I have found a great many interesting things in
your magazine and am sure it is well worth the
price.—GEO. J. FERGUSON.

I found your magazine very satisfactory and in-
structive and the best on the market.—ALLAN W.
CARPENTER.

I would like to praise AWRONAUTICS through its
editor for its noble work, which no doubt has
improved to the delight of its subscribers, and
those who. perchance come across @ stray copy.—
R. P. DAVIES.

AERONAUTICS

August, IQTT

KIRKBRIDE BUILDS ALL STEEL BIPLANS

and more into favor. Several steel machines
have been built in this country, and judg-
they withstand the wear
it would seem as if the
to wood in a

S TEEL construction is beginning to come more

ing from the way
and tear and tumbles
steel construction were superior
good many ways.

The machine illustrated was designed and con-
structed by William Kirkbride, 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.

The upper plane has a span of
than the bottom

Main Planes.
30 ft., being two feet longer
one. The lateral main beams, both front and
rear, are of 11%-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
3% 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
34-in. 20 gauge tubing in place of wire. The
small tubing is cut about 1/16 in. short 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
eross. The struts are 1-in. 20 gauge tubing and
are round instead of oval. The cloth is stitched
by hand and covers both sides.

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

Steering.

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

Controls. The control is of the Farman type,
fore and aft movement of the lever ani palaeale
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, Mea
magneto and Schebler carburettor. The propeller
is of 7-ft. diameter by 4%-ft pitch and _ gives
from 275 to 315 pounds thrust at from 1,000 to
1200 Re be Me

Running Gear. The
two skids and wheels.

¥

running gear consists of
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 3/382-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. J. 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 equippédl
with 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 purty
chased his partner’s interest in the business, is”
devoting most of its energies to the sales of Gray
Eagle motors and propellers, though a new model -
biplane will be brought out for” 1912. <A Sige
eylinder, 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, I9r1

DETAILS

ELEVATOR #x° OUTRIGGER
CONNECTION.

RONAUTE

The American Journal
of Aerial Locomotion
250 Wont S4ch Street
New Yo

FRONT OUTRIGGER

KiIRKBRIDE 1022

Kirkbride All-steel Biplane.

NE W MOsR Ke 6 iH tC A'G O .Fi2 1 Gin Tt

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 way.

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 are
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
stop, 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
the advance payment. Or I will organize a com-
pany and sell $100,000 worth of stock for $25,000
and guarantee to make it worth par in one year
or refund the money paid by subscribers.

It seems to me that there should be someone
Interested in the advancement of the gentle art
of flying 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 any of the banks named on my ecard and find
that I am able to do as I offer.

The offer of large prizes is not a very satis-
factory way 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 next
number you will be helping the advancement of
American aeronautics.

Respectfully,

(Signed) C. M. WANZER.

AERONAUTICS August, Tort
CONS ERUC TION: (Ae seexl x

Safety Chain

—<——— or A A
TI v

Strong Aeroplane Turnbuckle

JZ S }
i i . YL
Lower End of Upright Spruce Strut Bicycle-spoke Tucnbuckle
¢ a b
AZZ EEN (Z7ZZZZZZZE
tai

New Sleeve Socket Fastening Simple and Strong Device for Fastening Stay

ye SY MDs]

Strap Fastening {cr Stays

Attaching and Detaching Struts and Stays
om Wright Biplane

CONST vc TION At DS asx Method of Making Strong and Neat Stay Strand Fastening

AERONAUTICS

Ful

@lT PROGRESS

ABOUT ITE

August, IQI1

COUNTRY

FLIES FROM BOSTON

Atwood’s Time Table.

Miles.
ESOS OING et pete haserce eros wre ie s\'ovretetie aie eyreue 0.00
INS Wie TEOINSD-OIN| | iss ct eave vonsiepeieve-, oles 93.60
INTE HWW aeR YA OEUISGE Dereyelveisaletelle cic s eisreleiinlees 112.40
ANSTRUD RC SERRE ELS orp Giciono oieg.c OsnG 32.45
PATIL Te AUN TB se OIE YS, 1 Fe cteire lotlelen sie) » ous: sie 5.15

BALTIMORE
WASHINGTON

Total

ATWOOD MAKES FIVE CENTURY FLIGHT.

HE 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
weeks of aviation experience. He learned to
fly at the Wright camp at Dayton and then went
with the Burgess 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 Yale-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
York. 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. ‘he 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,
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
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
Tire and Rubber Co., Diamond Chain Co., Mea
magneto.

did

made by the

53

TO WASHINGTON

poe

4

Atwood Flying Around the Singer Building
Courtesy N. Y. World

THE FLIGHT DAY BY DAY.

June 50.
ton, with

Flew from Squantum field, near Bos-
his mechanic, James Fleet, as passen-
ger, at 7 a. m., 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 ania 10 minutes to New
London.

July 1. Flew alone
a. m., to New York City,
gas just across the East River,
directly over the East River bridges and across
the skyscraper district of New York around the
Singer Building and down to Governor's Island,

London, 7:09
38 minutes for
at. Astoria, L..I.,

from New
stopping

AERONAUTICS

Atwood’s Long Flight Mapped.
10:29 a.

in the bay, m. He followed the New
Haven railroad tracks all the way down the
Connecticut shore to the upper end of Manhattan
Island, where he swung out over the East River to
Astoria.

July 38. Flew around Governor’s Island and the
bay, and took Lieut. Fickel around the Statue of
Liberty. A hundred miles in all were 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 to the island.

July 4. Started at 8:50 a. m. at
Atlantic City alone, at 2:32 p. m., after stopping
at Asbury Park, and at Sea Girt on the way for
oil, and at Tuckerton for gas. This stage took a
long time for he had to buck head winds all the
way. Asbury Park was mistaken for <Atlantie
City ‘and. he had to go twice the distance again
to reach the latter place.

and arrived

July 5-6. Made passenger flights at Atlantic
City, taking up Chas. K. Hamilton and various
local people. Here Hamilton was invited to fly
with Atwood to Washington, and accepted.

July 7. Hamilton and Atwood started, but a

dog got in the way of a propeller and was neatly

August, TOIL

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 7:30, another landing was again
made at Stemmer’s Run, Md., at 9:25. 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 they 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-
fied 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 138. 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-Blériot, 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 534/5 seconds, circling the
course 389 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 tue extra
gas tank prevented a longer flight.

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

2 RECORDS BROKEN, 6 ESTABLISHED.

Duration, 4 hr. 1 min. 53 4/5 see.
Distance, 176 m. 1,254 ft.

150 kil. in 2 hrs. 8 min. 1/5 sec.
200 kil. in 2 hrs. 49 min. 52 1/5 sec.
250 kil. in 3 hrs. 32 min. 5638/5 sec.

Two hours, 88 m. 1,139 ft.
Three hours, 1383 m. 1,729 ft.
Four hours, 176 m. 1,254 ft.

The records that were beaten follow:
Duration, 3 hr. 39 min. 49.5 sec., P.

O. Parme-

lee (Wright), San Francisco, Jan. 22, 1911.
Distance, 101 m. 3889 ft., Ralph Johnstone
(Wright), Boston, Sept. 19, 1910.

BEACHEY’S FLIGHT OVER NIAGARA.

For spectacular daring and accomplished flying,
no one has “anything on” Lincoln Beachey. His
flight of June 27 back and forth over the Niagara
River and down the Gorge will be remembered
for some time.

AERONAUTICS

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 point 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 had 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 front elevator. Just a
few days before, Beachey, McCurdy and Wittmer
gave an exhibition at the 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.

FLIGHT OVER NEW YORK.

Following the sensational flight of Atwood over
the peaks and canyons of lower Manhattan, Ladis
Lewkowicz, in his five-cylinder Anzani-engined
Blériot 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 135th
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, breaking its back.

DOUBLE ENGINE MONOPLANE FAILS.

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

This company, which is building fine copies
of the Blériot 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 Blériot
machines, three hollow outriggers, separated at

August, IOI

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-
edad that the vertical rudder was entirely too
small.

NEW McCURDY 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
and is to try out pontoons on his biplane. Sey-
eral other novices are about to move over from
Kinloch, as the former is a more favored flying
ground.

NAVAL 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 Goy-
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. J. H. Towers, has also
been a passenger to Penn Yan and back. Penn
Yan is at one end of the lake and Hammondsport
at the other. Over a measured course the ma-
chine covered 16 miles in 18 minutes, carrying
the two officers. On the return trip from Penn
Yan 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
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 corps. Beck and
Ellyson are qualified pilots.

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

was taken

The Navy's Hydro-aero-plane

QONAUTICS

INNOVATIONS IN HYDROAEROPLANE.

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
upper plane and’ down to the ailerons. From each
aileron a cable runs over a pulley at the outer
extremity of the lower plant in to the shoulder
brace again.

NEW WRIGHT MODEL.

A new model Wright machine has been pro-
duced, of 52-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 253 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. H. Brown of Boston has received a model B
and he will complete his training at Nassau
boulevard. George Frederick Norton and Professor
Reynolds are the latest students at the last place,
while Mr. George W. Beatty is rapidly becoming
propaga in the machine bought by Walter B.
Javis.

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
bought a Wright model B and is learning to fly it.
Twenty-four men haye been trained this year, and
10 machines have been delivered. Other pupils
trained by the Wright company are awaiting de-
liveries, five of which are promised by Aug. 10.

Rudder

August, IOI

A new aileron scheme has been employed by
James B. Slinn, of Chillicothe, Ill., 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
2% ft., is directly above the leading edge of the
main plane. This is operated through the bell
crank and link by tilting the steermmg cvtumn fore
and 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. ae ie

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. The
Moisant management has written to Gimbel

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 office 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, ete., 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
United States and Canada where automobiles,
motorboats, motoreycles, ete., are in sufficient use
to warrent the appointment.

Radiator
Front Control Plane.

Pivot

Shoulder Brace
wv berer works
‘ Front Control
and Audder

{ Mecelerator

Slinn Aileron Scheme.

AERONAUTICS

August, TOT

NS, Genel

WRIGHT COMPANY TO START WHOLE-
SALE SUITS. aes

Within the next 30 days infringement suits will
be started by the Wright company against manu-
facturers and aviators in this country who are
manufacturing and exhibiting alleged infringing
aeroplanes.

This is not the legal procedure
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 Paulhan, using the

originally in-

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

miachines 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 Paulhan. 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
be 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 flying where there is
financial reward. No doubt the publie will criti-

cise this move also, and not without reason, for
consistency Was never a vyirtue with the dear
public.

Sopwith has already been served with legal
documents, as has Barrier, Simon, Audemars,
Frisbie and two managers of the recent Moisant

meet at Detroit.
I. H. Russell, manager of the Wright 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 becoming 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.

5?

“Another reason, quite as important 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 are
very rightly requesting the protection in their
business which they feel the patents should insure,
and which they have paid for.”

WRIGHT SUITS IN OTHER COUNTRIBES.,

_ 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 sufliciently 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.

AUTOMOBILE CLUB 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.
Harriman Aero, entered by Harriman Motor Co.
Ithaca, entered by Ithaca Motor Co.
Kirkham, entered by Charles B. Kirkham.
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.

Cc. 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 eyt-

dently went to press after the Ist of July, I will
have to take issue with you on this point, as the
Kirkham motor was entered previous to this time,
and I have since learned that the date of entry
of this competition has been postponed to Sept.
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

RACE FROM NEW YORK TO PHILLY.

Through the $5,000 prize of Gimbel Brothers,
a large department store firm of New York and
Philadelphia, the first American cross-country aero-
plane race will be flown 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 H. A.

Robinson, expert and experienced fliers.

The contestants will start from Governor's
Island, New York Bay, and fly up the Hudson
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 officially 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 Pennsylvania Rail-
road as far as Trenton, where they may take up
the course of the Delaware River to Market St.,
Philadelphia. Each aeroplane will pass over the
Gimbel store in that city, thus completing the
official time of the race. The aviators will then
fly up the Schuylkill River to a landing place in
Fairmount Park.

THE AEROPLANE IN POLAR 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 H. 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. EH. 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 CHICAGO MEET.

The strictly competitive Chicago meet, under
the auspices of the Aero Club of Illinois, wili
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.

lor 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 earned through flights.

Garros, who has been flying in the wonderful
eross-country races, and Audemars, who flies three
different machines, are expected back by the Moi-
sant company to take part with Simon, Barrier,
Wrisbie, Raygorodsky and another ‘‘dark horse” in
the meet. The Curtiss company will be repre-
sented by several flyers. Sopwith, Beatty, James
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 much as may be earned
elsewhere in the same period.

Charles F. Walsh is coming
and Willard and McCurdy will
their two new machines.

from
be on

the Coast,
hand with

58

August, Torr

EARLE OVINGTON TO FLY 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 first 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 competent aviator, an engineer
graduate of the Massachusetts Institute of Tech-
nology and a thoroughly good fellow, particularly
well fitted for such work. Cromwell Dixon, who
was & 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 Aeroplane and Exhibition Co. has
been incorporated in St. Louis for $12,000 and
has secured Andrew Drew, formerly manager of
the Kinloch and Creve Coeur aviation fields, as
aviator. He is now at Dayton, Ohio, taking les-
sons on a Wright aeroplane 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.
James G. Reyant, K. C. Morris, Amiel Radtke,
John Sharp and Hattie Sharp.

Tacoma Aeroplane Mfg. 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 Aeronautic Co., Seattle, Wash.,
$50,000. Jos. A. Kelly, A. B. Roberts.

Western Aviation Co., San Francisco, Cal., $10,-

000. H. E. Ruggles, FE. J. Crisp and James
Leach.

Utah Aviation Association, $25,000, Salt Lake
City. J. A. Kaufman, W. E. Palmer, EB. M. Coop-
er, Peter Clegg, William R. Smith, William S.
Marks, William Soelburg and Philip Aljets.

The Bridgeport Aeronautical Co., Portland,
$100,000. C. EH. Eaton, T. L. Croteau.

Pew Aeroplane Mfg. Co., of Chicago, $100,-
0.

McCurdy Aeroplane Co., J. A.
$5,000, 1780 Broadway, New York.

D. McCurdy,

BOOKS RECEIVED.

THE PRINCIPLES OF AEROPLANE CON-
STRUCTION, by Rankin Kennedy, C. E. Cloth,
8 vo., 145 pp., 51 diagrams. Published by D. Van
AG rand & Co., 23 Murray St., New York, at
Sie

5O.

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. nih

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 the very indefinite way in which
a great many 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 nothing and ends with not much
more, and contains no real information; they
have not even the merit of being pleasant reading.

CHARTS OF THE ATMOSPHERE FOR AERO-
NAUTS AND AVIATORS, by Prof. A. Lawrence
Rotch, founder and director of Blue Hill Meteoro-
logical Observatory, and Andrew HH. Palmer, re-
search assistant; published by John Wiley and
Sons, 43 E. 19th St., New York, $2.00 net.

It is a handsome cloth-bound book of nearly
one hundred printed pages measuring nine by
eleven inches, and illustrated by twenty-four full
page charts representing a great variety of physi-
cal properties and conditions of the atmosphere,
sometimes at a height of a few hundred feet, again
at all depths from the ocean face to the moun-
tain tops. Among the data graphically portrayed

meRONAUITCS

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 Hill Observatory and in the four ex-
peditions sent in 1905-1907 by Messrs. Teisserene
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 tie
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
possible 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 3,500
miles; the westward route extends from Lisbon
to the Lesser Antilles, a distance of 3,600 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 1’Ecole

Polytechnique. Paper, 348 pp., with diagrams.
Price, 7 fr. 50, from la Librairie Aeronautique,

rue de Seine, Paris.

40,
Generalites sur le probleme

Table des Matieres :

du vol. Les lois de la _ resistance de lair.
Theorie de lVaeroplane. Le vol des oiseaux. Le
vol a voile. L’helice au point fixe. L’helicoptere.

L’helice propulsive. lLa_ 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:
ing; Soaring Flight by

The Delights and Dangers of Fly-
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.

NEW AERO CLUB LICENSES.

Aviators’ licenses have been issued by the Aero
Club of America to the following :

Lieut. Thomas deW. Milling (Wright). No.

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. Jacobs of Topeka, Kan.

9
oVU.

59

August, Tort

AVIATION INSURANC.«:.

The cost of aero accident
scheduled by the Glascow assurance 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 policy, 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
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
premfum for one-fourth the insurance. As-
suredly, this 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 sery-
ices on or connected with any airship or bal-
loon, the company’s liability under this 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.

insurance, as

loss of one hand or one

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
$5,000 through Lloyds. The premiums for bal-
loonists are as follows: One day, 1 per cent.;

two days, 144 per cent. ; seven days, 214 per cent. ;
one month, 5 per cent.; twelve months, 1014 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. Fichtei & Sachs, Schweinfurt, Germany,
the makers of the well-known F. & S. annular
ball bearings, and whose American representa-
tives are the J. S. Bretz Co., have begun an action
against the R. I. V. Co., the importers of the
R. I. V. bearing, for infringement of the side
entrance slot filling patents which they own.

The value of these patents and others used in
combination -with them 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, IQII

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An Elbridge Equipped Curtiss Type Biplane

and the “Aero Special” in four and six cylinders, from t
as light in weight as anything of equal power. Another thin
| 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 already
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, 10 culver Road,
Representatives
JAS. M. WAIT CO. CALIF. AERO MFG. & SUPPLY CO. A
CHICAGO SAN FRANCISCO
CARMAN & BOWES MARINE ENGINE & SUPPLY CO. MATHEWS
PHILADELPHIA LOS ANGELES }

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AERONAUTICS August, 1911

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DGE AERO ENGINES

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3et Just the Proper Elbridge for
our Particular Requirements

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chere is just the right Elbridge Engine to suit you. The
herweight” is made in one, two, three, four and six cylinders
‘power, and eo ha Oe ae

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Elbridge Equipped Bleriot Type Monoplane. Baker Aviation Co., Billings, Mont.

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AERONAUTICS

August, TOT

ARMY FLYING.

During the past month the army Wright ma-
chines have been kept busy. No less than 12%

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 matter-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 W. Beck, Lieut. R. C.
Kirtland, Lieut. H. H. Arnold, Lieut. T. DeW.

Milling.
AT LOS ANGELES.

The future is bright for aviation in and around

Los Angeles. The amateurs are gaining ground.
Since the last meet Beryl Williams has come
forward with a home-made Curtiss which he is
flying successfully. With G. L. Martin he has
been filling exhibition engagements. Charles F.
Walsh is filling engagements along the North
Pacific with a big 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.

Eaton Brothers & Co. have established an avia-
tion field at Hyde Park, which is a new place
within a 10-cent fare from the eity, and bids
fair to become an ideal field. Jack Cannon is in-
structor in the school they have established. The
Eaton boys have made several very creditable
Curtiss type machines, and with Dwight Pauld-

ing as aviator are filling engagements.
Earle Remington and William Stevens are labor-
ing hard at Dominguez to fly the two Bleriots

60

of

Radley.
temington has had bad luck and has smashed the

which Remington purchased James

Bleriot twice himself. 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
3eryl 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 MINEOLA.

Nine pupils are taking instruction at the Moi-

sant school at Mineola. Miss Harriet Quimby,
dramatic editor of ‘‘Leslie’s,”’ Miss 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
Ist 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 July. He is the first
National Guard 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 subject 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 Gnome-engined machines, under the instruc-
tion of Houpert. Two men students are grass-
cutting and making short hops, and De Murias is
flVing very well.

Captain 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 q

for his graduate, Lee 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 just as nice a looking

flight as does the genial Captain himself. Ham-
mond rapidly left the student stage and is now

an expert 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. Seared 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 pretty 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 T0-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,
Pa., 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 miachine, to be
equipped 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
the way of a monoplane of the Bleriot order.

EK. 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,

August, IOI

which is finely designed and develops real power,
although it was made more than two years ago.

Another Curtiss type at Mineola with
Smalley 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.

Dr. Henry W. Walden has been more or less of

is a

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 established custom usually gets criticised
just 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 up
for 30 minutes. The same flight was repeated
the next day.

A description of the Walden monoplane was
previously published in AERONAUTICS.

AT NASSAU.

There are now 30 sheds erected at the Nassau
Soulevard, 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 Cap-
tain Baldwin or his pupil, Lee Hammond, flies
over from Mineola, and sometimes Houpert, the

9”

Moisant teacher. On July Hammond tried for
his pilot license, and made good in a very sensa-
tional manner with the fast Baldwin machine.

One must add to the list published in the July
number the name of Hamilton & Heilprin, 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, Kirkham-
engined Curtiss type, made one rapid jump in the
air on his first trial and the machine sustained
a severe attack of general nervous breakdown.

as |

OSs

Haupt’s Well-made Bleriot Copy.
Gl

AERONAUTICS

BEAUMONT FLIES 2,993

August, IOI

MILES—WINS FORTUNE

IN THREE CROSS-COUNTRY RACES

CIRCUIT OF BRITISH ISLE.

tor, won the 1,010-mile race around
England, ending July 26, after an excit-
ing neck and neck finish with Vedrines,
who was but 31 minutes behind him in point
of time, and his winnings in the three big races

A NDRE BEAUMONT, French military avia-

total more than $100,000. Beaumont’s time
was 22 hrs. 28 min. and Vedrine’s, 22 hrs.

58 min. and 55 sec.

The British race for the “Daily Mail’s” $50,-
000 prize was without 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,
knowine 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
mont (Paris-Rome race, 910 miles; Huropean
Cireuit, 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

victories of Beau-

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 (1,073 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. Where Blériot’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
the aeroplane is likely to become “‘really prac-
GUC ala

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. Highteen 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
mounts, though Barra skipped two stages. The
other competitors changed mounts or made re-
pairs at various points. Sometimes new ma-
chines, all ready to start, were waiting along
the line.

Renaux carried a
the way.

The figures are from the official
the committee in charge.

A total of $91,500 was to have been dis-
tributed in prizes, of which $40,000 was offered
by the Paris “Journal” for the complete course
winner, $12,500 by the London “Standard” for
the winner of the stage from Paris to London
and $4,000 by the “Journal” for another sec-
tion. Additional prizes were offered for the
various stages and in these many shared, as
frequently aviators who do not figure as hav-

passenger every foot of

report of

made fastest time

ing completed the course,
The stage-prizes

in the stages here and there.
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 (Blériot), time....... 58 38 00
Garros ((Bileriot) ys timenn. oc. scl 62 nT 16
Vidart (Deperdussin), time..... 73 32 DY
Vedrines (Morane), time........ 86 3 02
GibertyGRAbSe Diy timer cma ee ni 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
Gnomes with Bosch ignition. Propellers varied
between Chauviere, Normale, Rapid and Regy.
F. & S. bearings are used in all Gnome engines.

THE GERMAN FLIGHT CIRCUIT.

The first prize in the German inter-city race,
which began at Berlin, 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 (H. Farman) came _ fourth
with 978 kils.; Wittenstein (M. Farman) 840 kils.,

Wiencziers (Morane) 651 -.kils., Schauenburg
(Wright) 585.5 kils., Laitch (Albatross) 458,
Thelen (Modified Gnome-Wright) 497 kils.,

Muller (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 he won the $10,000 prize for a flight from
Munich to Berlin within 86 hours.

One, two and three day meets were held at
five 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. & SS. bearings.
Hirth, in his long flight, used a 70 h.p. Daim-
ler-Mercedes motor, and Bosch ignition.

Two Long Cross Country Flights.

Berlin, June 30.—Helmuth Hirth (Etrich-
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 Nuremberg 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 (Blériot)
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.

62

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AERONAUTICS

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Map of Three Big European Races.

Long List of Broken Records.
WORLD DISTANCE AND DURATION
RECORDS.

Mourmelon, France, July 21.—M. Loridan, the
aviator, piloting a small H. Farman biplane at
the aerodrome here to-day, covered 465% miles,
remaining in the air 11 hours and 45 minutes.

WORLD DISTANCE RECORD BEATEN.

Brussels, July 17.—The Belgian aviator,
Jean Olieslagers, in a Blériot monoplane to-day
made a flight of 635.2 kilometers (394 miles),
at the aerodrome here without a stop. His

7 br. 18 min. 26 sec.

time was 7
SPEED RECORD.

NEW WORLD
the Gordon Bennett was

Nieuport’s speed in
slower than his time in the elimination trials

NEW

63

on June 16, when he made the following wor.d
records. His fastest 5 kilometers was made
just under 81 miles an hour:
Fra SH Ae Abs rarrcus uate eS ciohal stsike 2 Me Leas
MQ A aire ioe’ ofc eptapersuiclelneuayene 4 Me oie Se
ie cl sae att ots ololisonseuer arietoteme Same 4G ss:
D(a Ll earners, copie (ayaa iepreitenenoheas 3 My Saws.
ASC) PALGT ers capt seek wade eucvehemon enor Shem. 1264s:
BQ) MMe: roe aes | Seon acs ans ciokeee oreo pele el Ose Sse
IO ANKLE pa atraree cy crrahe tay sutctmekere <i {Grime 2.4 Ss
NEW WORLD DIRIGIBLE ALTITUDE
RECORD.

Soissons, France, June 19.—The “Adjudant-
Vincenot,’” made by Clement-Bayard, with 6
men on board, attained the height of 2,000
metres.

AERONAUTICS

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
(A058 Lt):
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:

POOMsO ew reretareeeetseenecenets Oo yoS. Memes. (s-

The Growing Death List.

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
the trooos 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.

Etampes, France, July 21.—Mme. Deniz
Moore was killed at the aerodrome here to-
night by a fall in an aeroplane.

Mme. Moore had already made several fine
ascents and was about to make a high fight.
When about one hundred 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.

Mme. 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-Marne, France, June 29.—Lieut.

Truchon was mortally injured to-day while
making his first trip alone in a small H. Far-
man biplane. He came down with the motor
running and in trying to shut it off moved the
elevator lever and he was thrown out.

PASSENGER KILLED.

St. Petersburg, July 25.—The _ 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

64

August, 191i

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 an, attempt in a Curtiss
type biplane with a 50 h. p. motor to win his
aviation pilot license under the observation of
Grover F. Sexton, representative in Illinois of the
Aero Club of America. He attempted to make too
short a turn.

AKreamer 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) sR.

R., on which he was employed as an
engineer.
CALENDAR OF EVENTS.
August 2-4.—Colorado Springs, Col., Wright
exhibition.

August 6-20.—Belgian Circuit race.
August 12-20.—Grant Park, Chicago,
national meet.

Inter-

_August 20-September 9.—Astoria, Ore., Cur-
tiss aviators.

August 26-September
Harvard a. S.

August 26-September 4.
Willard and Curtiss flyers.

4.—Boston, meet of

Montreal, McCurdy,

August 28-31.—Des Moines, Ia., Wright ex-
hibition.

September 4-8.—Nebraska State Fair, Wright
aviators.

September 20-21.—Clarinda, Ia., Curtiss avi-
ators.

September 23-24.—Fond du Lae, Wis., Cur-

tiss aviators.

September 24.—Berlin aviation meet.

September 25-30.—Helena, Mont., Curtiss
aviators.

Sentember 29-October 7.—Springfield, Ill,
Wright exhibition.

October 5.—Gordon-Bennett balloon’ race,
Kansas City, Mo.

October —.—Macon, Ga., Wright exhibition.

January 10-20, 1912.—Los Angetes, aviation

and arrangements not certain.

September = —lowa State “mains Wigaeht
aviators.
September —.—Minneapolis, Minn., Wright
aviators.

ASCENSIONS

(Continued from page 67)

latest type, more or less popularized by De la
Vaulx.
Holmesburg, Pa., June 25.—<A. T. Atherholt,

pilot, Clarence P. Wynne and H. H. Knerr in the

“Penn. I,’ to Blue Bell, Pa., after a 3%-hour
journey. <
Los Angeles, July 9.—Albert Carter and fF.

Unger in a dirigible sailed around for four hours,

after colliding with the roof of a house at the
start and breaking the framework in two. There

was no engine in the 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

John P. Hart in the “Missouri” to Granite City,
Ill. 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
be foregone. The temperature on leaving the
ground was 114 deg. Fahr.

id

AERONAUTICS

August, Tor

meee ORDON BENNETT RACE

By George H. Scrageg.

The Contestants’ Standing.

1. Cr°+S. T. WEYMANN, America (100
h. p. Gnome-Nieuport), 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-Nieuport), 1:14 :37.4. speed
74.8 miles per hour.

4. ALEC OGILVIE, England (50 h. p.
N. HE. 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-
Com-
pleted partial course only, due to engine
trouble. Speed 58.9 miles per hour.

6. G. HAMEL, England (100 h. p.
snome-Bleriot), fell on first lap in making
turn.

The distance was 150 kilometers (93.15
miles); raced at Eastchurch, England,

July 1.
PREVIOUS CONTESTS.
1909—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. O m.

47.6 s., mean speed of 61 miles per hour.
F

solitary entrant, is responsible for it. The

victory, however, is not so thrilling as it
might have been, considering Weymann is a Hay-
tian by birth, lives, and has done all his flying
in Europe, and pilots a French machine. Last
year I felt that Great Britain and White received
more attention than was due, considering it was
Bleriot’s 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 Mr. Weymann’s feat, but surely we would
all be more pleased if each country were repre-
sented, not only by 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 Johnny 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, the 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

eylinder Nieuport-Nieuport), 37 :56.4.

course, you know by cable that the cup
goes back to America, and Weymann, our

.

65

Madrid and Rome races, for instance—were the 50
h.p., with old model valve springs. The new engines
have more than once failed at a critical moment, and
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 by
Wilbur 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
Just 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 difficult 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 _ his
left wing tip caught the ground. He was thrown
out, rolled over and over and lay still. When
assistance came to his aid they 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 sg.,
which works out at 83.5 miles per hour. His

speed after this decreased slightly, but he suc-
ceeded in doing the 150 kil. in 1 -h. 11 m. 36 1/5

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. TI 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 equal 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.
Grahame-White was on the field and in answer
to questions said he had no fast machine. I
wonder what has become of the 100 h. p. Bleriot
he won the trophy with last .vear? 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 finished safely, so
I was more than hopeful. Leblane was the only
competitor that worried me, but I hardly thought
the Bleriot. with its greater head resistance, could
compete with the Nieuport, though [I had taken
into consideration the great skill of Leblanc.

At 5.30 Nieuport, and Leblane with his wings
clipped, got under way, and though they both put

up fine performances. they failed to wrest the
trophy for France. Nieuport completed the course

in 1 h. 14 m. 37.4 s. Leblane was several min-
utes beyond 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 had
but a minute the best of Nieuport.

AERONAUTICS

The cup, plus $5,000, was presented to Weymann
at an informal banquet on the grounds the same
evening.

While being overjoyed with the result, I could
not help but 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.

“Tt was jamusing to find the ‘American’ winner

compelled to reply in French. He is a native
of Hayti, 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 buHetin 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 appropriate 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 Bast. 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 representativ es of America, most
of whom happen to also live in Europe, use ap-
paratus built in Europe.

The cups might well
America, and with honor,
under the above conditions.

The bulletin goes on to state that the Wrights
could not be induced to enter on account of Tack
of time to build an engine; that Curtiss was too
busy ; and that—

“SUPERIORITY” OF FOREIGN MACHINES.

“\ 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
farciod makers, and to such Americans abroad
as were competent to fly speedy foreign machines.
Early in the year Mr. Campbell Wood “particularly,
and others of 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 concerned,
prowess of Charles T. Weymann, the
as a clever track flyer. Through Mr.
Wood, your committee thereupon got in touch
with Mr. Weymann, who appeared to favor the
Morane monoplane, and succeeded in inducing him
to equip 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,

go uncontested for by
rather than to win them

American,

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 suffi-
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 1911.

Glenn H. Curtiss will build a special 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 made this announcement a few days
ago. He believes that American aeroplane builders
will be able to hold the prize in this country,
claiming that they can build machines that are
quite as speedy and much safer than the Freneh
monoplanes, which have had the field to them-

selves recently as regards speed.

“currency.

and also of the-

Campbell.

C6

August, IQII

250 West 54th Street
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1911,

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BMeEKONAUTICS

August, LOWE

si. LOUIS WINS BALLOON ELIMINATION

HE East’s representative, the ‘New York,”
of Harmon and Post, in the elimination
race for the selection of the America
team! in the international balloon race at

Kansas City, Oct. 5, was badly beaten by the

six other balloons which competed on July 10.

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
souri,’ of J. C. Hulbert and Henry Weber,
not a contestant.

Following is the official standing of the balloons:

1. ST. - LOUIS IV.. (Honeywell), Lieut. FE. 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.

2

3. MISS

“Mis-
was

SOPHIA (Honeywell), Wm. F.
Assmann and J. M. O'Reilly, to Franklin Park,
mie Dur: 16 hrs. 26 min.; dist:, 415 miles.

4. BUCKEYE (Stevens), James H. Wade,
and Reuben Hitchcock, to New Holland, Ill.

yi,
Dur

21 hrs. 32 min.; dist., 288 miles.

5. TOPEKA II. (Honeywell), Frank M. Jacobs
and Raffe Emerson, to La Harpe, Ill. Dur., 14
hrs. 42 min.; dist., 210 miles.

6. KANSAS CITY II. (Honeywell), H. E.

Honeywell and Jon Watts, to Packwood, Iowa.

Dur., 8 hrs. 5 m.; dist., 193 miles.

7. NEW YORK (Baldwin), C. B.
Augustus Post, to Fremont, Ja. Dur.,
min.: dist., 186 miles.

Non-Contestant, Missouri (Honeywell), J. C.
Hulbert and Henry Weber, to Des Moines, Ia., 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 414 minutes, but due to in-
experienced labor used in handling the sand bags
21% hours wére consumed in getting away.

= 72

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.

Harmon and
8 hrs. 58

OTHER ASCENSIONS.

The first skyscraper to be used as an
nautical (station, despite all 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 York City in July.

Using the roof of one of the two John Wana-
maker 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

aero-

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 York, toward
Long Island. As the Sound was reached the bal-
loon was dropped to a lower altitude and the re-
turn made over Yonkers 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 25 minutes.

]°
=v

67

e
:

ora}

ad

ee

te 2 ce

The Wanamaker Balloon Leaving the Roof.

i

A hydrogen gas plant has been installed on the

roof of the Wanamaker building, which 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
“Tuzern,’ 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. Anna Nittinger, Dr.
G. H. Simmerman and Dr. T. F. Herbert in the
“Philadelphia II,” up to beat Miss Ridgway’s
record for the Simmerman cup. After _a_ cir-
cuitous trip they landed at Hartford, N. J., after
2 hours. Altitude, 7,050 ft.

Chieago, Ill., July 4.—Herman Mossner, up
alone, landing on the outskirts of Chicago.

DIRIGIBLE ASCENT.

Saunderstown, R. I., June 30.—Stewart Davis
and his passenger, James J. Scott, made an ex-
tended ascent from here over Newport and Nar-
ragansett, landing at Wickford, in a dirigible
balloon im»orted for Mr. Davis by Leo Stevens
from the Zodiac builders in Paris, and is of the

(Continued on page 61)

AERONAUTICS

August, TOT

IN THE MANUFACTURING. Pile ie

The Hall-Scott Engine.

The Hall-Scott engines, made by the Hall-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 5
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
The eights are exactly the
in.

40-horsepower motor.

efficiency. Valve seats 1% 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 and heat treated block of
special nickel steel. Main and connecting rod
bearings lined with highest grade of Wm. Cramp’s
Parsons white 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 ecasings, ete, 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 made 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 eylin-
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 ample, with
large capacity centrifugal pump in connection.
Copper asbestos gaskets placed between heads and
eylinders, 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 supported at
connecting rod end in bronze bushing with hard-

68

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 Stromberg 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, complete with carburetor, mag-
neto, water and oil pumps; a_7-ft. diameter,
41%4-ft. pitch propeller, special light weight radia-

mERONAU TICS

tor, 3-gallon copper gasoline tank with filler 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 Curtiss Motors.

Two new Curtiss engines have been
of 40 and 70 h. p. respectively, four
cylinders, 4 by 5 in. bore and stroke.
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 half of the erank-
case, from which a submerged rotary pump forces
the oil direct to all bearings via the 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.

produced,
and. eight
The other

New Curtiss 70 h. p. Motor.

eylinders 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 join
the base or be pumped out by the suction of the
push rods. A slightly different type of manifold
is also adopted.

The weight of the large four-cylinder power
plant complete is 180 pounds; that of the large

The base of the new

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 8-ft. diameter 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
remarkable. During the two-hour test run made
in behalf of the navy, the eight-cylinder consumed
but four gallons of gasoline and one gallon of oil
per hour.

German Monoplane Agency 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-
eylinder 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, with the oil consump-
tion 0.4 gallons.

69

August, IQI1

From one to five people can be carried, ac-
cording to type, with motors from 16 to 45 h. p.
A principal feature of the machine is that the
aviator and his passengers sit below 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 miles Grade himself. as pilot, took
second prize from competitors of much _ higher
power.

37

Wright 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 (VIe), France.

The Wright Company in Americ 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 July 4 without
accident at Urban Park, IIll., before a crowd of
2.500 people. Gratz 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.

is

The Maximotor Makers, Detroit, report a strong
demand for their aero engines. Another 60-75-
h.p. engine was shipped to Isaburo Yamada in
Japan 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,
Pensacola, Fla.; Horace S. Kemmerle, Upland,
Pan de Ne Sparling, Bast (St Wouis, Mis 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. A. Signor of Meadville, Pa.. who made
good straightaway flights the third day in the
machine. and promises to make a good cool-headed
flyer; Ed 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.

authorities have brought to ac-
count an alleged aviation school. <A certain self-
styled “lieutenant” was a strong bidder for stu-

dents. representing that he was head of the aero-

The postoftice

nautie 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
been accepted right along by magazmes and papers
of all AERONAUTICS conducted an in-
vestigation of its own at the outset and cancelled
further advertising.

classes.

I have read your editorial note for July with
admiration and enthusiasm, and note your splendid
advertising patronage, and its logical nature. Your
periodical has been as complete (iworld-iwide) and
nearly as wonderful as the triumph of Orville and
Wilbur Wright—Joun MCGOVERN.

ABRON AG TICS

August, IQII

UNITED STATES PATENTS “ABST RAC Tew

Ill.,
1910.

995,437,
FRAME

Chicago,
Aug. 9,

Casanova,
Filed

Henry J.
June 20, 1911.
CONSTRUCTION.

John O. Wrenn, Portland, Ore., 995,512, June
20, 1911. Filed July 26, 1909. FEATHERING
BLADE PROPELLER. a
‘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
port, Ill., 995,750, June 20, 1911.
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.,
996,105, June LOT Hiled, WJiuner 33) C9110:
Aeroplane with REVOLVABLE SERIES of ELE-
VATING PLANES.

Guy Snow, Kaufman, Tex.,
1911. Filed May 12, 1910.
COPTER and ORTHOPTER.

Ernest Peter Vincent, New York, N. Y., 996,171,
June 27, 1911. Filed May 28, 1910. ‘Triplane
with middle surface having greater depth than the
other two.

Hofstetter, Free-
Filed Dec. 30.

2s

996,153, June 27,
Combined HELI-

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., 996,363,
June 27, 1911. Filed Nov. 3, 1910. Aeroplane
with FOLDABLE PLANES and device for apply-
ing power to wheels.

AaB IR - ©

Engimes for Sale.

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

RINEK ENGINE FOR SALE—A Rinek 8-cyl-
inder engine, 1910 model; just completely over-
hauled by factory; in perfect condition; com-
plete with El Arco radiator, magneto and gaso-
line tanks; $600. Address Rinek, care AERO-
NAUTICS. TE

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 $1,675 for. Address “Box 8, Girard,
Kans.” TE

FOR SALE—40 to 60-h.p. Elbridge Aero Spe-
cial, 1911. Complete with Bosch magneto. Abso-

lutely new; guaranteed just as received from fac-

tory. Cost $1,350; will sell for $850. Aug.
M. Ff. H. GOUVERNEUR,
Wilmington, N. C.
FOR SALE—Two motors for aeroplanes.
30 and 60 h.p. Weight 130 and 180 Ibs. re-
spectively. Price low. Address Fred Suelly,
R.F.D. 2, Bridgeport, Ct. —Aug.

70

Walter

W. Roberts,
June. 2.

1911.

Seattle,
Filed Sept. 16,

Wash.,
1910.

996,366,
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. MULTT-
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 Moody, 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.

Wesley Wait, Newburgh, N. Y., 996,815, July 4,
1911. Wiled Sept. 9, 1908. HELICOPTER.

William Kriedter and William Bourdon, New
York, N. Y., 996,863, July 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-
eral sets of rotatable wings to preserve STA-
1:3) 0 0) Mae

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 the engine from the ma-
chine and landing as a parachute.

Otto A. Fenn, New York, N. Y., 997,122, July

4, 1911. Filed May 16, 1910. Flying machine
with plurality of STEPPED supporting SUR-
FACES.
Business Cards.
J. ED. SHERIFF, MECHANICAL ENGINEER
AND INVENTOR. ORIGINAL DESIGNS A SPE-
CIALTX. 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. FE. C.
MINERT ABRO 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 generally. 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
414 years building high-speed gasoline motors, un-
derstand aeroplane construction thoroughly; all
types of motors; at present am in naval service;
will consider anything to learn. Address B. H. D.,

care “AKRONAUTICS.” Aug.
AVIATOR — Trained at Wright Flying

School, Dayton, Ohio.
Address H.V.H., 323 I
Wis.

Now open for position.
vewport Ave., Milwaukee,
—Aug.

meRONAUTICS

A

2
\\ tg
Nal

CHICAGO CLUB HAS GROUNDS.

The Aero Club of Illincis formally opened
its 180-acre flying field, just 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 field is the largest and best private
elub grounds in the world, being as level as a lawn
and haying space for a mile course 350 ft. wide,
ample room 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 members 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-kilometer course of ground
absolutely satisfactory to airmen. Fifteen ma-
ehines already are on the grounds, and at least
four more will be taken out directly.

The grounds are reached in 28 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 field, and check-
ing more than that number back onto the railroad
after events. The field 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 amateur aviators—Dan A. Kreamer, H. W.
Powers. Otto W. Brodie and Allan Lougheed—
sharing in the prize money. Jn addition there
were short jumps and the hangars were thrown
open to the public.

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. MeCormick and T. Edward
Wilder. vice-presidents; Grover F. Sexton, secre-
tary; Charles E. Bartley, treasurer, and James
S. Stephens, consulting engineer.

The Aero Club of America has added to its
affiliated 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 America. 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 Aero Club of New York.

The Aeronautical Society continues to hold

its regular bi-monthly public lecture and weekly
members’ meetings.
On July 13 Lieut. R. 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.
Mellvry, of the Hall-Secott 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.”

~

1

August, 1911

COMMUNICATIONS

Criticizes Article on Soaring.
Sir :—

I read the article in the May issue of AERO-
NAUTICS of ‘Some Facts About Soaring Flight,”

by E. F. Andrews, in which I think I can help
toward the advancement of same.

Dear

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 backward 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 sutlicient 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 part would not be of any account.

MAIN BEAMS

\ CREATEST LIFT’

Regarding soaring flight,. I think the wings or

planes must be about level, so that the forward
part points downward. This, when starting to

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 my views, but that is “perhaps
a possible way of rising and soaring without
power or an upward moving air current.

fall, will start forward.

Ovington’s talk on pave 184 will convince you
to some extent in this idea of having the planes
thick at the forward edge.

I of the monoplane
own original ideas, of which I
more when I make my first
It has these special designed
herewith show sketch of end

am building an aeroplane
type along my
will Jet you know
flights or try-out.
planes. of which I
section.

be

If an aeroplane or soaring machine were to
ye

made, the aviator and motor would have to
located within a fish-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.

W. GARNER,
Davenport,

RAYMOND

ReRe 0) Box ou, la.

AERONAUTICS

SUBSCRIBERS’

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, the description of a “glider”

actuated by “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
bieycle parts and spruce, the only special
metal work on the machine is a 6-in. roller
pin bearing on which the propeller turns.

long and 5 in. wide,

The propeller is 6 ft.
eut 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 325 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 made 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 above, the front
wheels resting on the floor. A second test was
made with a weight attached to machine by
means of cord and pulley with the same
result.

IT am about to substitute a chain and sprocket
drive in place of the belt, in order to stop the

a

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 than 100 Ibs. The ratio
of the gearing is 5 to 1.

Hoping this small contribution will prove

August, IQII

FORUM AND EXCHANGE

interesting to you, and believing some day I
will be able to fly with my own power, I am,
Respectfully yours,
A. N. PIERMAN.

Wants Hearst Conditions Easier.
Editor AERONAUTICS:

Sir: Although, the copy was merely sent to
you for your information and co-operation, I
felt that the promptness with which you gave
a couple of pages of your valuable ‘and
crowded magazine to my letter to Mr. Hearst
in your December number was extremeiy 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
IT 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 10,000 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 spirit, for example, in
which M. Deutsch of Paris gave prizes of
similar magnitude for flights of a few kilo-
metres, Mr. Jearst 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 Newcomb “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,” ete. Again “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 ean 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 sketch 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
and its navigation, which would be perilous
even if it flowed like a river, would be im-
possible because of these swirls.

GW:

Los Angeles, March 31, 1911.

as a hurricane

SIRCH.

1

AERONAUTICS

had more than its share of flying
during July. The aero club there secured Simon,
Barrier ane 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 off the program because of the presence
of his peaceful adversaries.

Rochester

Wants Capital for Novel Monoplane.

Dear Sir:

Thinking that my work or patents would be
of use to your valuable journal, thought that
I would send you 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-

August, IQI1

A Laboratory Suggestion.

“AERONAUTICS,”

New 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 flight 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 thousands
a second—have already been taken of insects’

Editor

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 the same ma

method—a

Ucseph Pierce Acroplane with Sarety Device ano Automatic Warpinc Dewice -

ated by gears, arms, etc., I also have patents
on a safety 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 you 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 L
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, my weight causes the frame to drop
down backward in a vertical position to the
way it flies; as the seat is loose on the frame
so as it may 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
quickly and in the right way. There are also
two springs right on the second beam from the
front, so as to help turn the frame.

JOSEPH PIERCE,
2713 N. Warnock St.,
Philadelphia, Pa.

and electric spark

moving film a
biograph machines

continuously
for light—two or more
could be arranged into one, taking pictures
alternately, or in succession, and reproducing
likewise, but slowly. The object of the smoke
mentioned is to make the movements of the
air visible—something absolutely essential be-
fore we can fully 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 faithfully,
ELMER G. STILL,

Editor Livermore (Calif.) “Echo.”

Editor of AERONAUTICS, New York City.

Dear Sir:

I have read with interest the article in May
ABRONAUTICS by Mr. FE. F. Andrews, entitled
“Some Facts About Soaring Flight.” I have

never had any practical experience in gliding, but
I have had a whole lot of it in watching and
photographing the flight of birds, and these have
included gulls, terns, shearwaters, ospreys, eagles
and vultures all along the coast from Maine to
Florida and through Cuba. I have never seen any-
thing to indicate that any bird can rise and ad-
wind without motion on his

vance against the
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
ov glide as easily.

AERONAUTIGS

The comparing of a soaring bird to a tacking
boat is a fallacy. The wind striking 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, the 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 unless 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.
Worcester, Mass.. May 12, 1911.

B.

ENGLAND BUYS

By Geo.

The recent announcement in the House of
Commons that the British War Office had 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 machine
which took part in the army manuevers on
Salisbury Plain last September. The appear-
ance of the biplane at once conveys the idea of
immense strength 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. Fitted with a 70-h.p. Gnome en-
gine the total weight is 855 pounds.

The planes, after a great deal of experiment,
have been so shaped that 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, which can be demounted
in a moment, saving considerable storage room.
The machine can be flown without the exten-
sions mounted, though, 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 which may be re-
quired to land on rough ground, and combines
the advantage of the skid landing gear and a
wheel chassis without the defects of either.
Here, as in every other part of the machine,
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 shaped 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 plane for lateral stabiliz-
ing. For steering, three rudders are fitted, and

74

August, IOI

FOR SALE—A perfect Santos Dumont monoplane, thirty
horsepower, fitted witb pontoons for water and wheels for
land. Guaranteed to fly. Just the thing for an amateur,
Will demonstrate to purchaser or send photo while in flight.
Reason for selling buying two-passenger machine. Price at
Akron. O., $800.00. J.R- GAMMETER, Akron, O. —Aug.

AEROPLANE FOR SALE—Genuine imported French
Aeroplane, monoplane type, French motor, 30 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 offer the complete outfit for.

LANIER & DRIESBACH MFG. CO.
248 Butler St., Cincinnati, O. —Aug.

I wish to express my hearty appreciation of
AERONAUTICS ; it contains more useful information
than any other publication I know of.—Harry R.
KIESSIG.

Please continue to send the magazine, as I
would not be without it for three times the cost.—
PROF. U. SORENSON.

Anyone interested in aeronautics can ill afford to
be without AERONAUTICS.—Dr. A. 8S. ROWE.

Your magazine is an absolute necessity.—B. J.
PRESSREY.

FOUR BIPLANES

Scragg.

are worked by means of a lever, pivoted cen-
trally and working in a horizontal 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 flights.
The propeller 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, weighs only
570 pounds. The width of span is 8.2 meters,
the length overall 7.6 meters, and the height
2.9 meters. The planes are specially con-
structed to give the maximum of lift with the
minimum of drift, and the stanchions are so
shaped as to give the least possible 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
rudder.

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 the usual steel rib-
bon, 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 the
only desideratum, as in racing, the skid portion
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 permits of long flights with-
out discomfort. The engine is a 50-h.p. Gnome.

AERONAUTICS

September, 1911

WHATS THE.MATTER WITH AVIATION?

RINCIPAL manufacturers of
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-

aeroplanes

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 the basis of the pros-
pects of unreasonable profits from the 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 scatterbrains; 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,
by everyone who appreciates Euclid’s defini-
tion of a line, “The shortest distance between
any two points.”

How will this be accomplished? Regretfully
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 copying
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-
sary, 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 in the
futile efforts of the American inventor of the
Knight engine, who was turned down cold all
over America. Made a stupendous success of

~

ce

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
a buyers and unreasonable credit by sellers,
Pee oe eee ar oe ae ; and so
cally, that perhaps eeindd. « Oe ait
Tei arn omc Ese Ol 10 agree in the
ae one See and feel that we are moving
y é an be expected.

That some did not “: sree” is evident.

in England, it is now presented to American
purchasers as the sreatest thing that ever hap-
pened, the argument being based on the rep-
utation of its English backers, and the won-
derful success they have made of it That
invention could have remained America to
her enrichment.

_ Positively, the situation
tinuously made worse by
cial men relying solely —
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, most 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 gilt-edged 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.

in
in America is con-
the habit of finan-
on the word of the

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.

BYE. W.sROBERMS;
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
ensure successful flying. It has

is needed to
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 choice of his power plant.

Like many a beginner in automobiles, his choice
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 disgusted at his attempts
to fly that they will lend him no aid. The
number of American built motors that have
really flown a dozen different aeroplanes can
be counted on the fingers of one hand, and I
doubt if all of these could be depended upon
for a half-hour flight.

Another cause of delay is the fact that many
amateurs actually make contracts for exhibi-
tions when their machines are incomplete and
they nor the machines have ever been

neither >
air. They appear on the field, and

in the

AERONAUTICS

either get “cold feet’’ and fail to get off the
ground, or meet with disaster.

All these things delay progress,
the papers with exaggerated accounts
“danger’ of the aeroplane. As a matter of
fact, had 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 least ten instead of two.
It is a faet that there are few automobile ac-
cidents that result in serious injury to the
ear itself without injury to occupants. Com-
pare this with accidents to aeroplanes.

and fili
of the

By Lyman J. Seely.

PRES. ELBRIDGE ENGINE CO.

Replying to your letter of the 25th: 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 who 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
tion is paralleled by the tiny dog
a large litter of puppies. 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

proposi-
who has

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.

THE MOISANT INTERNA-

TIONAL AVIATORS.

aviation in the United States
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

PRESIDENT

The status of
has changed so

truthfully answer that question with the one
word, ‘‘Nothing.’’ I have been in business 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 Wwonder-

ful future, as has aviation in the United States
in the past month.

The one thing which has helped, perhaps
most of all, to create this new situation is
the Chicago meet. Organized on a sportsman-
ship basis and carried out strictly on that line
the activities

the support of the public and

of the aviators competing there would seem
to show that competition on a purely sport-
ing basis, without guarantees of any kind,

rn

September, 1911

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 EBu-
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 any 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
IT 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.

Engine Horsepower Tests.

There seems to be rather a peculiar im-
pression amongst some people engaged in
the manufacture of motors in regard to the
horsepower 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 87 min-
utes at Sterling, Ill. 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 Beachey, James J. Ward, Hugh Robin-
son, C. C. Witmer, R. St. Henry, Beckwith
Havens, Cromwell Dixon, Eugene Ely, Charles
K. Hamilton, Charles F. Walsh, Earle L.
Ovington.

know what I- would do if it
Other aero magazines can not

I do not

never came.
take the place of AERONAUTICS.

H. lL. Worley.

|

AERONAUTICS

September, 1911

MOERS COLOR AFFECT AEROPLANES?

By R. F. Patterson.

HE effect of color 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
eolor 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

every

that advantage must be taken of L
remain

possible assistance to get into and
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-

7

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 1% inches thick. One side was
covered with white cloth and the other side

SGA LESS
SUMS LANs

with black fabric. Tnis 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 sufficiently to

balance, the plane was then reversed and
the black side faced the sun. At Trst sit
balanced perfectly but after some three or
four minutes I was forced to either move
the pail or put in more sand. ah

Even on so small surface, the difference
after fifteen minutes was either a_ whole
handful of sand or a movement of the pail

3, 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

given to white garments in tropical climates.
~ The whole apparatus was rough and erude,
yet even with this in a still atmosphere
considerable data could be obtained by one
so interested.

It is a known fact that .
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 1s
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 ot

aeroplanes fly

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.

September, 1911

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
cloth 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
absolute 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 aretic 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 SW OOPING

eribed 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

| N view of recent accidents frequently as-

Velocity V,
of the
Acroplane.

Radius of Curvature, R.

100 Ft. | 200 Ft. | 300 Ft. | 400 Ft. | 500 Ft.

Miles per Weight. | Weight Weight Weight- | Weight.
Hour.
30 0.41 0.20 0.14 0.10 0.08
40 0.73 0.36 0.24 0.18 0.15
50 1.14 0.57 0.38 0,28 0.23
60 1.64 0.82 0.55 0.41 0.33
70 2.23 1 0.74 0.56 0.45
80 2.91 1.45 0.97 0.73 0.58
90 3.68 1.84 1.23 0.92 0.74
100 4.55 2.27 1.52 1.14 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.

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 sport 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

there might be mentioned the Argus, made
in 50 and 100 horse-power types; the Daim-
ler, which has made a big name for itself
through the prize winnings of Helmut Hirth,
in his Rumpler-Etrich; and the rotary motor
Hoffman, 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.

The performances of Hugh A. Robinson’s
hydro-aeroplane, was one of the big sen-
sations of the meet. Rising from the aviation
field Robinson would soar in the air, alight in the
water, skim along its surface and mount again
to the clouds in a most thrilling manner. He
takes absolutely no regard as to whether his
wings are wet or dry, whether they are ex-
posed to the sun or wind, or to what effect the
elements may have on them. This is because
the Goodyear fabrie is so made that under no
conditions will it warp, crack or lose its shape.
Without 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

PATENTS INVESTIGATED

Grover Cleveland Loening, 8.Sc., A.M.,C.E.

Consulting Engineer on Aviation
ADDRESS

82 East 77th Street - -

New York

AERONAUTICS

N the “Baby” or Model E. biplane _ built
by the Burgess Company and Curtis,
of Marblehead, Mass., for C. Grahame-

White, though in general appearance

resembling closely a Farman, 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 with it first in England by

James V. Martin and C. G. White, who or-

dered six of them during his visit to Amer-

jiea 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 back with him a Burgess Baby and
flew it at Nassau before taking it to the
Chicago meet.

Main Supporting Planes.
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

These are built in

of 234”, 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 14%” deep by 1%”
thick in way of engine and seat; 14%” by
134” in the middle body section and 1” by 14%
in the wings. The rear spars are 144” by 1%”
in the middle and 1” by 1% 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.

Blevators. Single plane, double covered ele-
vators are front and rear, as usual, working
in conjunction. The elevators have their
upper surfaces curved, the under, flat. <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 Fired Surfaces. A fixed bi-
plane lifting tail is employed, at upper rear
edge of which is hinged the rear elevator.

BURGESS-CURTIS

September, 1911

MBCA MB ey

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.

fa
Burgess “ Baby”

79

AERONAUTICS September, 1911

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AERONAUTICS September, 1911

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AERONAUTICS

Stability. 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

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corners, it goes through copper tubings. The
ribs of the ailerons are light, solid, box and

“TT,” covered in Same manner as the main
surfaces.
Running Gear. Usual Farman 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

age
COPPER —
FERRULE | |
|

September, 1911

beams. <A rear skid supports the tail and
is supplied with a flexible joint and rubber
spring.

Power Plant. Bosech-equipped Gnome en-
gines have thus far been used, with the
propeller between the engine and the mount-

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ing, placed midway between the planes, giv-
ing a high 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 the skids and
their struts and the struts of the central cell
of the planes. Sheet steel sockets are used
all over the machine.

MAY CROSS ATLANTIC.

are of ash, with ash struts running from
the steel sockets up to the main lateral
Hugh A. Robinson, one of Curtiss’ star

aviators, has announced his intention of at-
tempting a transatlantic 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 «aviator along with
whom to alternate while resting or taking
food.

Robinson had a thrilling experience at

the anniversary celebration 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 aeroplane 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

Ae Wa eA Eek O-N

¢

September, 1911

Boe EEO O.r-s

By Grover F. Sexton.

SECRETARY, AERO CLUB OF ILLINOIS.

Aviation ‘ Expert’ Arraigned—

“EK. Maynard Harrison, who says he is
an army officer, and who was arrest-

ed in Detroit by federal agents,
charged with swindling would-be
aviators by a mail scheme, was

brought to Chicago yesterday. He
was arraigned before United States
Commissioner Mark <A. Foote and
waived examination. His bond was
fixed at $1,000.”
Press Clipping.

HAT 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 the

aeroplane school situation has convinced him
that one of the first and greatest 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 from 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, most 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 make of clerks,
bell-boys, ete., finished carpenters and ex-
pert builders in an art in which the leaders
Openly admit their 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 our 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-

83

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 wvitten- 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

eonclusions, 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 with 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 make sound wire splices

and joints, little handy things in the way
of adjustment, ete. A day might be used

in going over arrangement of stresses, ete.,
and how to stretch fabric and patch 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 care of twenty students, each
worked five to ten minutes every morning,
going ahead slowly, and starting with a
flight 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.
gess-Wright next and the Curtiss third.

Weel cask ¥

S. Army Aviation Squad at College
settled down more or less to a
routine. The ‘aviators: So farm yare
de W. Milling, handling the Bur-
Micute. Larry Ne = 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 flight that has
been made from the camp, is to Frederick, Md.,

The U.
Park has
matter of
ieut., i.
gess-Wright;

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 Curtiss. 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 good 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 1st. 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. Mis! sis) still
in the experimental stage.

The object aimed at by Captain Chambers,
is the development of the naval aeroplane
to the position of ship equipment and then
assign one or two aeroplanes to each _ 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 through an

84

The Wright machine is shown at the left, the Bur-

Copyright by G. V. Buck, Washington, D. C.

POV IT Ast Ow

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.

gun used was an ordnance service one-
on a mount especially designed to
permit of firing at high angles without dam-
age to the mount due to the excessive recoil.
The cylinder seen on top of the gun is the
recoil eylinder which is ordinarily carried under
the gun, but was in this case placed on top
so that it would not interfere with giving
high angles of elevation to the gun. The
remaining parts of the mount shown in the

The
pounder,

=r

- young lady,

AERONAUTICS

photograph, are those ordinarily used with a
three inch gun.

The recent experiments at Indian Head were
purely for the purpose of determining whether
the mount as designed was sufficiently strong

September, 1911

to withstand the shock of vertical firing. The
experiments were entirely successful and the
information 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 3,080
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 F. Gallaudet, Wm. C.
Beers, the first of America’s long hoped for
amateur sportsmen flyers.

On Aug. 6, Beatty made his second ecross-
country flight, over to Long Beach with a
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, when he started back to
Nassau with Miss O’Hagen. The night before
he flew with a passenger to Long Beach and
out over the ocean returning in the dark. The
trip lasted 14% 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 been 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 AKFRONAUTICS. 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 design by
the Queen Aeroplane Co.

Dock Wildman, one of the new finds of the
McCurdy-Willard 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.

France—Alfred Leblanc, Emile Dubonnet
and Welby Jourdan.

United States—Lieut. Frank P. Lahm,
John Berry and Wm. EF. 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 the 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-MILE FLIGHT—MAYBE?

President Collier, of the San Diego (Cal.)
Exposition in 1913, and president of the
San Diego Aero Club, with John D. Sprec-
kles, 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 Cana
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

85

AERONAUTICS

has been offered 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 Mexico’s old vol-

canoes and the Sierra Madre range of sky-
puncturing ridges.

A route \might 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-
nauties, either aerostation or aviation.
NEW PILOTS.
There are now 57 pilots who have regis-

tered with 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
furnished.
33 Harry N. Atwood (Burgess-Wright, Gov-
ernors Island, July 3rd and College Park,

Vil et eeta sex wenn tteneerameyatonsns soni s oie Swirls, alehe.

34 Lee Hammond (Baldwin), Nassau Boule-
WUTC pes seem est esletetesielistisuctsNet tederexaNelou= tenes July 24th.

35 W. Redmond Cross (Wright), Nassau Boule-
WED Gls My SU ere cssayene taucle: so), olveisisyenevsheNecsrohe July 27th.

36 William Badger (Baldwin), Mineola, L. L.,
Fi A DIO ACTA SOO OO OCIOTErER Oo aU.c OOK July 30th.

37 Harriet Quimby (Moisant), Mineola, L. I.,
SOPs tSEete Rete Po onohsh lore oreusk ele per ey oietsesis August ist.

38 Ferdinand E. de Murias (Moisant), Mineola,
eR aicie he here ontanedetete ete Sasol seers August 1st.

39 Capt. Paul W. Beck (Curtiss), College Park,
VICE araovenczetavsravepcuereteyere cycitreislelouerele-s August 3rd.

40 William C. Beers (Wright), Nassau Boule-
VEL mlerseHliegy \avededatea scr cvewseusietrenele/lenslieke August 4th.

41 George W. Beatty (Wright), Nassau Boule-
VDRO ape lere als Aw rears vemerate.etohar cielonene erevous August 4th.

42 Hugh Robinson (Curtiss), Nassau Boulevard,
Miple ireletecakotehorstereles siisl's (el-clcveralayel ete cette August 4th.

43 Cromwell Dixon (Curtiss), Nassau Boule-

Varde Wael. August 6th.
Matilde Eleanor Moisant (Moisant), Mineo-

eee we eee eet eee ee see

44

LRN OaX eas cercvereclenetteeterenasicyeve euaiene August 138th.

45 Lieut. Roy Carrington Kirtland (Wright),
Collese marks Midi ie cierctare cierers August 10th.

46 Oscar Allen Brindley (Wright), Dayton, O.,
ES acdc aie RES Sa aoe ohana Teale ere August 38rd.

47 Leonard Warden Bonney (Wright), Dayton,
OWMOes melee enw te eycekauclelcasisy sotelte August 38rd.

48 Lieut. John Rodgers (Wright), Dayton, O.,
Saetasahevetohe orelecalete esecsuelstaieue overs steel eX August 3rd.

49 GC. BP. Rodgers (Wright), Dayton, O.,
Don Mae Lonoe cemetery wecttcaeMetetersieier crs August 7th.

50 Andrew Drew (Wright), Dayton, O.,
Baya fome aa okots fol fetore reve choles: splorternererate August 8th.

51 Louie Mitchell (Wright), Dayton. Ox
BEY FeLap Ae snotsie te, coro bisicteherstohereerere August 8th.

52 James J. Ward (Curtiss), Chicago, Il,
eo ARS ketene onerevole Lays ve ve: Sree evarone ete August 11th.

53 Charles C. Witmer (Curtiss), Chicago, IIl.,
ove hohtetahreMarren eve te crevah of oLeile.'a/atpaaktonseereter ee August 15th.

54 Shakir S. Jerwan (Moisant), Mineola, N. Y.,
he "osce ore lei bah ne doi Tlete. telre te elect en ehemer usr ens August 26th.

55 Norman Prince (flying name: Geo. W. Man-
nor), (Wright-Burgess), Boston, Mass.,
SgaycGsseiece seers avers Wiekh OLateNn SOL eeeneten en areTe August 29th.

56 Glenn L. Martin (Curtiss), Los Angeles, Cal.,
57 Paul Peck (Rex Smith), Washington, D. C.
Capt. Charles De F. Chandler, U. S. Army,
and Charles F. Walsh, of California, will both

shortly undertake the tests.

Beryl Joseph Williams,
fornia, wishes to pass
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.

of Pasadena, Cali-
his license tests at

86

September, 1911 ;

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:—

Cc. 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); Ei IN: 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 h. 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 America. 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,

Cc. J. RENWICK,
508 Prudential Building,
Buffalo N. Y.

Received sample copy and like your magazine
very much. Inclosed find M. O. for a year’s sub-
scription.—W. W. Swan.

EUGENE

T could not do without your magazine.

G. Rieas.

AERONAUTICS

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, September 18, Saturday
night, at the Hotel Cumberlind, Broadway and 54th
Street, 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
majority of the business houses have been in-
vited to join. Many have already accepted
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 Characteristics,
At Rest, In Motion, Meteorology, Winds,
ete.;—Dirigible Balloons, with drawings
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 1s
a chapter which takes up the actual flying

87

of the machine,
struction
further
chronological
a number of pages,
ported flights of the Mid
the first
tieth
astounding accomplishments in
motion.

kind

aeronautical field,

September, 1911

while Materials and ~
and Accessories are eee aes
sections of the work. <A tabulated
history of aviation takes up

beginning with the re-
dle Ages, through
attempts of the twen-
the present period of
aerial loco-
Lougheed’s book was the first of Sts
to be brought to the attention of the
and has held since a po-

fledgling
century to

sition in aeronautics comparable to K

. a6 . a _ er t
In engineering, This new edition, just fine
ished, can be secured from the office of
AERONAUTICS, 250 West 54th St., New

York, at $2.75 postpaid.

Sept.

Sept.

Sept.
Sept.
Sept.
Sept.
Sept.
Sept.
Sept.
Sept.

Sept.

Sept.

Sept.

Sept.
Sept.

Sept.
Sept.
Sept.

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Sept.
Sept.

CALENDAR OF EVENTS,

1-2—Eagle Grove, Nebr., Curtiss
aviators.

2-4—Louisville, Ky., MeCurdy-Willara
aviators.

4—Little Falls, N. Y., C. F. Willard.
4-6—Lewiston, Me., Curtiss aviators.
4-8—Wheeling, W. Va., Curtiss aviators.
4-8—Olean, N. Y., Curtiss aviators.
4-8—Providence, R. I., Curtiss aviators.
4-8—lincoln, Neb., Wright aviators,
4-8—Wheeling, W. Va., Curtiss aviators.
4-9—Hamline, Minn., Wright aviators.
5-8—Smith Center, Kan., Curtiss avia-
tors.
5-8—Marion, Ills., C. A. Zornes.
6—Corning, N. Y., Curtiss aviators.
6-7—Fremont, Nebr., Curtiss aviators.
6-7—Rome, N. Y., Chas, F. Willard and
Baldwin flyers.
6-8—Morrison, Ills., Curtiss aviators.
6-8—Bloomfield, Nebr., Curtiss aviators.
7-8—Clay Center, Kans., Curtiss
and Wright aviators.

9 Yankton, S. D., Curtiss aviators.
§$—Cincinnati, O., McCurdy-Willard
flyers.
11-15—Grand Rapids, Mich., Wright
flyers. :

12—Moscow, N. Y., Curtiss aviators.

12—-Marshalltown, Ia., Curtiss avia-
tors.

12-13—St. Johnsbury, Vt., Curtiss avia-
tors.

12-15—Huron, S. D., Curtiss aviators.
12-16—Milwaukee, Wisce., Curtiss avia-
tors.
13—Red Lodge, Mont., Curtiss avia-
tors.
13—Winfield, TIa., Curtiss. aviators.
13-14—Ashland, Wise., Curtiss aviators.
13-14—Mandan, N. D., Curtiss aviators.
13-15—Chadron, Nebr.
14—Emporia, Pa., Curtiss aviators.
14—Youngstown, O., Wright avia-
tors.
14-15—Laneaster, Wis.
14-16—MedAlester, Okla.
18—Noonan, N. D., Curtiss aviators.
19—Ogdensburg, N. Y., Curtiss avia-
tors.
19-21—Oneonta, N. Y., Curtiss aviators.
19-22—Aledo, Ills., J. C. Mars.
19-22—Chippewa Falls, Wisc., Wright and
Curtiss aviators.
20-21—Clarinda, Ia., Curtiss aviators.
20-21—Riverhead, L. I., Curtiss aviators.
20-22—Williston, Mont., Curtiss avia-
tors.
20-22—White River
tors.
20-22—Billings, Mont., Curtiss aviators.
20-22—Ithaca, N. ‘Y., Curtiss aviators.
21-22—Chanute, Kans., Curtiss aviators.
23-30—Nassau Blvd., N. Y., open meet.

Jct., Curtiss avia-

24—Carmen, Okla., Curtiss aviators.
24—Berlin, Germany, aviation meet.
25-30—Helena, Mont., Curtiss aviators.

26-29—Rochester, N H., Curtiss aviators.
27-28—Houghton, Mich., Curtiss aviators.
27-29—Carlisle, Pa., Curtiss aviators.
27-29—Canton, Ohio, open meet.
(Continued on page 111.)

AERONAUTICS

LEARN‘ 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 of
California, Los Angeles

“88

September, 1911

The location of the Western office of the J. Ss.
Bretz Company of New York, has changed to
504 Ford Building, Detroit, Michigan, where J.
W. Hertzler, their Western representative, will
make his headquarters. <A full sample line of
F. & S. imported ball bearings, 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, Ia., Lincoln Aviation Coz
of Lincoln, Ill., H. H. Hoover of Memphis, Tenn.,
Jesse Cooke of Fort Worth, Tex., United Aero-
plane Aviation Co. of Chicago, Ill., H. G. Baker
of Harland, Ia.

The apparent demand for a
selling at a reasonable price,
of what the aspiring aviators
list of recent purchasers.

reliable motor,
shows evidence
want from this

Albert Elton, Youngstown, Ohio, Cadillac
dealer for northeastern Ohio, has bought a
model B Wright plane and will install his

recently purchased Maximotor.
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.

He finished his

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. WVedrines

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 mew exhibit has been added to those on
view at the office of AERONAUTICS by 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 which 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?

T got more assistance from the pages of A®ro-

NAUTICS than any one individual could give me.
Through A®RONAUTICS my inventions have been
improved tenfold.—Jorn W. NAwuDr.

T could not do without your magazine.—EUGENE

G. RiGGs.

Talways look forward eagerly for each succeed-
ing issue. I only acish ABRONAUTICS came oftener.
“Tt's a long time betiveen drinks !’°—T. I

| AERONAUTICS

PE Cyr I €

NEW WORLD RECORDS

World Altitude—11,642 ft. Aug. 20
Lincoln Beachey (Curtiss 50).

World Two-man Duration—3 hrs. 42
Mine) p22 See:, Ane.) 99) sGe Wi
Beatty (Wright 30).

World Climbing Speed—500 meters in
3’ 35”, T. O. M. Sopwith (Bleriot 70)
and Réné Simon (Bleriot 50), tied,

August 19th.
NEW AMERICAN RECORDS
Altitude—11,642 ft., Aug. 20, Lincoln

Beachey (see above). 10,837 ft, Aug.
18, P. O. Parmelee (Wright 30).

Two-man Speed for 10 km.—7 min. 50
sec., T. O. M. Sopwith (Bleriot 70),
bes alee alealale

Three-man Speed for 5 kKm.—6 min.
Dione en ISC Che ©) Vig Sopwith

(Wright), Aug. 15.

Fastest Two-man Speed in M, P. H.—
Hie(ioowe ine aps heen VOr Me Sopwith
(Bleriot 70), Aug. 17.

Fastest Three-man Speed in M. P. H.—
345165) ne ops cere M. Sopwith
(Wright 30), Aug. 15.

Two-man Duration—3 h.,
s.. G W. Beatty
ZO IM bes (GwilWee Beatty:
(Wright 30), Aug. 12. 2h. lope Ea
AS i. Welch GWright 30); Aug. 1/2.

Three-man Duration—1 h., 18 m., 22 s.,
G. W. Beatty (Wright 30), Aug. 13.
Leh: 10 sms bes. ee. Os M.- Sopwith
(Wright 30), Aug. 13: 0h., 4m., 20 s.,
MT: (‘Cottyn (Wright 30); Aug. 12.

42
(Wright),

mee 2) lyAb,
Aug. 19.

One-man Climbing—See under “World
Records.”

Weight Carrying—458 lbs., P. O. Par-
melee (Wright), Aug. 19.

Two-man Altitude—3080 ft., Geo. W.

Beatty
Aug: 5.

(Wright), Nassau Boulevard,

WO 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 flyers. 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

deiiclt of over $50,000 for the promoters to

ace.

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-
yond 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, ete.

The Aero Club of Illinois is the first club
in the world to conduct a meet on a purely

Pec ©

89

September, 1911

NEUE Baa

sporting basis, in the same
cally, as horse-racing is carried on. En-
trants, except the big exhibition companles,
had to put up a $1,000 bond to insure their
attendance. When their machines arrived
each received $250 in cash and another $250
after a flight of 5 minutes had been made.
The exhibition companies had to take their

manner, practi-

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 Michigan, a spot always
known as windy—and isn’t Chicago called
by those who do not live there, the ‘‘Windy
Ciity2? On some 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-
chine 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 flying of the meet was done by
Beachey, Ovington and Welsh. The most
interesting events were the races over the
lake to a crib some four miles out, and back,

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. 3eachey carried a passenger 8 miles
in 10. min. 19.87 sec.

The Wright company had four sizes of ma-
chines st the meet, the standard 39-foot ma-
chine, the 32-foot and the two smaller ones.
The 8 eyvlinder engine, seen at the Belmont
meet last year, was installed in one of the

AERONAUTICS

September, 1911

J

The Chicago Aviation Field on the edge of Lake Michigan.

Atwood (left) is arriving,

escorted by Brindley (right).

big machines for weight carrying and quick
starts but was discarded. 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
eraft 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 Réné 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
of 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 bright
stars of the meet. He flew the Wright model
B owned by Walter B. 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 the 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 the meet. This he altered
and fitted the Farman universal control lever,
with foot-yoke for the rudder.

The several Queen monoplanes met with dis-
aster and Lewkowiecz got but one chance to
fly and that lasted just 18 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, who 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 with his own three ma-
chines. Hammond dropped the 80 h. p. Hall
Scott-engined Baldwin 3 miles out in the lake,
then broke the 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 the International Aviation Meet Association,
in a suit brought by the 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 was
in the air, in addition to all prize money won
in contests provided that the sum thus earned
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.

90

AERONAUTICS

The totalization of duration prize originally
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, Réné
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 money Rec'd

Rodgers, C. P., (Wright 30)..27:00:16 $11,285.00
Beatty, G. W., (Wright 30)..24:21:58 7,125.00
Brindley, O. A., (Wright 30) .23:44:54 3,351.00
WiardaeJr Je (Curtiss 50)... «20:30:04 3,413.00
Welsh, A. L., (Wright 30)...19:49:46 6,121.00
Beachey, L., (Curtiss 50)....14:33:05 11,667.00
Simon, (Bleriot, 50 Gnome).. 9:55:47 5,050.00
Sopwith, T. O. M., (Bleriot,

70 Gnome & Wright 30) 9:14:56 14,020.00
Ely, Eugene, (Curtis 70)..... 7:28:13 4,672.00
Ovington, Earle L., (Curtiss

50 & Bleriot, 70 Gnome) 5:04:49 5,900.00
Parmelee, P. O., (Wright 30) 5:04:08 4,451.00
Turpin, J. C., (Wright 30)... 4:21:07 1,022.23
Mestach, Geo., (Morane, 50

GIT OMT ee crete crsievel cis ee. sietciels 2c 3:53:48 967.60
Gill, H. W., (Wright Baby 30) 3:45:17 2,450.00
McCurdy, J. A. D., (McCurdy,

OMG TTOMIC) nectar potetaneceovebei vis 22D sD 2,400.00
Frisbie, J. J., (Curtiss-type,

DOMGRHOME) ieee eles elena 2:49:43 2,000.00
Manse en Gren (CUrtISS20)) resis 2:44:08 828.27
Martin, Je WV, (Burgess

SsBabyerr DOs GNOME) ioe. ccce 2s0orto 750.00
Brookins, W., (Wright 30).. 2:38:11 816.37
Hammond, Lee, (Baldwin, 80

IEISSGOUDS VoogocacHenoouedgae 1:51:46 1,050.00
Beck, Paul W., (Curtiss 50). 1:03:53 900.00
Stone, Arthur, (Queen, 50

Gnome): cerieeeee ent eens ses 1:01:28 622.93
Coffyn, F. T., (Wright 30).. 58:56 650.00
Robinson, H. A., (Curtiss 70) 55:51 611.70
Baldwin, Capt. T. S., (Bald-

Wands G0) Eleatll=ScCotw)ee. ci « 28:02 556.07
Drew, Andrew, (Wright 30). Las, 650.00
Witmer, C. C., (Curtiss 50).. 13:38 527.27
Bonney, L. W., (Wright 30). 09:19 518.63
Lewkowicz, L., (Queen, 50

(GM OINMe)) Merc peryaic cre erei teherelcrel otc 718 250.60
James Cummings (Bleriot, 50

(GOTT) et versvcitecnesercvelencuclete Did not fly 250.00
Johnstone, St. Croix, (Moisant

OMG MOME) str eitae ie ois <6 4:56:36 1,093.20
Badger, W. R., (Baldwin 60

Fal S COLUM) merrier neice ose 1 2225500 900.00
Atwood, Harry N., (Burgess-

VETS Unt) Semepea ia fates syauevei cies shelenw's.6 1,000.00
For Curtiss Hydro-aeroplane 3,500.00

SMO UAIS cere cic oils totendtetla aves 206:31:18 $101,364.87

THE CANTON MEET.

The Aero Club of Ohio,
with the Business Men’s

in conjunction
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, as
I would rather have your paper than
all the others put together.

. Newton Lumm.

91

September, 1911

BEACHEY WON INTER-CITY RACE.

The first American inter-city race, flown be-
tween New York and Philadelphia, on August
oth, 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
pene: though he was totally unprepared for the
rip.

Starting from Governor’s Island, a United
States military post situate in New York Bay,
all three flew their 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 way to Philadelphia.

The total duration of Beachey’s time was
hours, 0 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 follows:

9

IBCACHE VE urceriee ss cork 1 hr. 50 min. 1-8 see.
18¥eyonhalyovae Mame camaccoS 2 hrs. 8 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

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.

Beachey 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 evlinder 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.

FormMER ROUND TRIP OF
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 53.12 miles returning
and the flying time by one minute. His average
speed for the 149.544 miles covered was 43.34
miles an hour.

..38 miles

HAMILTON

AERONAUTICS

September, 1911

DEATH OF BADGER AND JOHNSTONE

The fourth day of the Chicago meet saw
the fatal accidents to William R. Badger,
of Pittsburg, and St. Croix Johnstone, of Chi-
eago, 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-
Seott 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
Johnstone, 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.

3aldwin, known everywhere for his extreme
caution, “Uncle Tom’’ has always found it
difficult to keep his enthusiastic young pro-

tegés, 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
occured, 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
Johnstone, 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
follows:—

describes the accident as

“High above me I could see Johnstone 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.

“IT didn’t think of Johnstone dying at that
minute. I 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.

“IT 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.

“Tt 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 erying, 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. Above the water the
tail of the machine was sticking and for feet
around were bits of wood and canvas. The
machine had been torn to pieces by the fall.

“T worked the hydro-aeroplane into the
wreckage and then scouted all around. I cut in
circles, hoping that Johnstone had started
swimming. I knew if I found him I could carry
him on my planes until the launches came.

“T 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.—Liéut. Zolot-
nehin, a Russian military aviator, fell with
his aeroplane while making a flight here to-
day and was killed.

FRISBIE KILLED,

NORTON, 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 Curtiss Company. He began in
1910 with a machine he built himself.

FRENCH AVIATOR 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 killed
instantly.

ENGLISH AVIATOR KILLED.

LONDON, August 2. Gerald 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
escaped uninjured.

ANOTHER DEATH.
JUVISY, France, July 23. Charles Joly,~in a
70 h.p. Voisin biplane, was killed.

Y

eh EY

v2 ce

gz

September, 1911

The Model B Wright, with ‘Blinder’? Modified, at Chicego Meet.

Rae WRIGHT BIPLANE, MODEL

HE 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
ean 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-
eates 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
?
/

9

9
»

Pi pepe

elevator, The machine Wilbur Wright first flew
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 the 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 Ibs., 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

1902
pe

94

September, 1911

DETAILS OF MODEL B.

Main Planes. These have a spread of 39 ft.
and 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. The main
spars are of spruce, as is the most of the wood-
work, 134” by 114”, the greatest dimension
being vertical in the front spar and horizontal
in the rear spar. They are larger in the middle
section of the lower plane, being 134” by 2%”
for the front and 144,” by 21” 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 support the engine and the two seat
ribs are the only ones between the spars of the
lower plane for the center six feet.

There are nine pairs of uprights of various
sizes, the outer two sets on each end being se-
cured 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 Ibs., according to size, it can
be seen that once the plane is set up there will
be no occasion for further adjustment through
the stretching of the wires.

The curve of the planes is 1 in 20, the greatest
depth being two-fifths back from the front
edge. The aspect ratio is 6.25.

Supplementary Fired Surfaces. 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.

Vertical Rudder. This is, in general, ef the
same construction as in the early models,
although somewhat smaller. The rudder is
operated by the combination warping and direc-
tion lever, aS shown in the sketches. As shown,
this 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), the
rudder 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 the rudder is ob-
tained by having the 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 the top of sector
“D’? must go to the left side of the rudder cross-
bar.

Elevator. 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 that
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
ribs and spars running through pockets in the
cloth.

There is a second elevator lever, which can
be used by a student passenger, who would
then do the warping (and rudder) with his right

f if .
AERO. gyghs &S

hand. Some of the Wright aviators use the
seat next the engine, with the warping lever
at the left. Others, taught by these, sit on the
outside seat. This second elevator lever has a

disc ittached, encompassed on its periphery

by a flat steel friction band to hold the lever
in any set position.

Transverse Control. While the control of the
machine does not appear to be instinctive, it
certainly is easy to learn, and after having 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 the lever ‘‘A’’. Pushing
forward, raises the left wing and depresses the
right. The 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
diagrammatie sketch. The rear spars of the
two end sections of the planes are hinged to
these of the center section, so that warping
may be accomplished without flexing 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 the machine and
retain the balance. However, one or two ma-
chines have been put out with 2 warping and
» elevator levers, for those who desired to fly
together and who had both learned the use
of the same hand for warping.

THE MAKING OF SPIRALS.

Referring to the sketch of the combinatjon
warping and rudder lever, the wooden lever “‘A”’
is jointed, or hinged, at the top. The short
section ‘“‘B’’ turns left or right on the axis “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.

Next, this combination lever as a whole is
gradually brought back 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 the left
which turns the rudder only to this side. This
operation is gone through in making the short
eircles, 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
rudder only to the left.

Power Plant. The 4 cyclinder, vertical, motor
is rated as 30-35, and the brake horsepower
runs, on test, in conformity with the rating.
Frequently the brake horsepower is more. The
engine in Beatty’s machine has shown 42
horsepower on the block. The cylinders are
43, inches bore, by 4-inch stroke, rated by the
A.L.A.M. at 30.6 horsepower. The gray iron
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 means 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

September, 1911

MODEL R, (910

AERONAUTICS

SEAT

lifted, when a wire over the head 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 which 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, sufficient
for 6 hours’ running. The tubes of this radia-

TO 30 DDER

THE WARPING @& RUBBER LEVER

96

\ aed /
Seplemb>, 11

—TO LEFT WING
WARPING CHAIN

“ALUM. CASTING

YY OSMAN

FEECEEEH HALE Hear

MAK

WCU ie

SWC

AT iy

AWWARPING CHAIN
TOVE BOLTS
v

i —ALUM. CASTING
SS WARPING
Cp Se

OLLAR ON
SHAFT

WRIGHT 104-2

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 shows 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 428 revo-
lutions, with a flying thrust of about 250 Ibs.
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 414”
by 4” and now 43%” 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
quick 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

* phe

AERONAUTICS September, 1911

(erenieawa [frees [see a ee ee .
IL 1 sean 7

\| *s. pouBLe SpouBLe wire|
| IN (eibeuseell gr —bou }
aA | [tes Hisar mee |b | 1}

= —— oe ss Sa ROM Ube a ee ak SS ENco
———— ae EPPEROSIDE cont \ =

= Ss = SECTo Nj x
ee eo A = )
ee ee
ae = PUSH FORWARD ON LEVER TO STEER DOWN 7 et

Se ah oe
a eS

ee ees ow

ge FORWARD ON LEVER “A” TURNS RUDDER LEFT AND WARRS RIGHT

oe WING DOWN AMD LEFT WING UP "BREAKING' SECTION "B" TO LEFT,
WITH LOWER SECTION AORMAL, TURNS RUDDER ONLY-TO LEFT,

DIAGRAMMATIC VIEW WRIGHT CONTROL SYSTEM

currents, without any braking effect of the pis-
tons. Compression may be obtained again dur-
ing flight by pushing back the rod mentioned
above.

Landing Gear. Wheels are used in combina-
tion with the usual skid arrangement. There
being no need for the 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 the machine rather re-
mote. The exact mounting of these 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 214 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

WING CONSTRUCTION

ARPING WIRES |o >
TOP 2rd Strut =
N

WARPING WIRES TO
OUTER STRUT

NEN AMM
\ ye
\
\
CNN
\ NGN

MESA Noe
THIRD STRUT FROM END, REAR

power machines of 1903 to 1905, the aviator was
flat on his stomach and the engine, even, was
laid cn 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

WRAPPED—
WITH TIN Oy
SOLDERED

PACU ted
SOLPERED

WAVE

:

September, 1911

AERONAUTICS

DETAILS OF PROPELLER BRACKET

AERONAUTICS September, 1911

AERONAUTICS

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, the experiment was made by Wilbur

Wright at College Park of taking off the upper surface of
the front biplane elevator and attaching it rigidly to the

es CORMER _f th
Pale ines COrENING PLANES 4-Gr

Osi sO Ge AR Saori RI Ze.

Robert C. Fowler, a dark horse aviator, with
a stable 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 weai_hy
Californian is backing the endeavor, which will
cost any contestant, according to the estimates

100

September, 1911

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 itS appearance at Asbury Park’s
exhibition, minus the front elevator altogether.
It was just merely left off, the usual supporting
struts remaining. From that 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.

<2 WRIGHT OP ANTS >

1© WCODWORE DEPT, 2- CYL DERE
EAL a oe PDE

1G R@®

figured out by well known aviators,

anywhere
from $30,000 to $50,000 to carry through.

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 fly West.

§

AERONAUTICS

ATWOOD MAKES NEW
WORLD DISTANCE
FLIGHT

1,266 Miles in 12 Days.
Summary of the Flight.

DrstanGCesDyapatlswy.-.-. «<6. 1,266 miles
Distance, straight line, from town

EC OZECOIWA clam cine orate ons s faiene 1,155 miles
PU AtCLOM MO. fil Sshitees « \.te a scgeee ale ‘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. Louis,......Aug. 14
Manded New: Yonkers 366 0. o3- Aug. 25
Walking record for same dis-

ATM me dbasevelleen Maton cage ssn ool eu sist 22 days

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-
euit 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 from the St. Louis
Post-Dispatch to the New York World, meas-
ured 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 verified are 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 achievement.
About $5,000 were the net proceeds. Victor
J. Evans, patent attorney of Washington, of-
fered a prize of $10,000 for the flight if it
could be done between the dates of August
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.

Hv N. ATWOOD, an aviator of but

101

September, 1911

igre as

SWANVILLE @
ERIE @

YINVATAGCNN Ad

AERONAUTICS September, 1911

Atwood starting from the top of the Palisades at Nyack. Note the wing warp and the air tanks.

Atwood carried with him on the machine 46 miles an hour. At Pontiae a supply of
a suit case, with some clean clothing and a gasoline and oil was obtained and dinner
few tools. No passengers were carried, was had at Springfield. The landing in
though an attempt was made to take up Chicago was at the aviation field on the
Leo Stevens for the stage from Elkhart. It third day of the meet there. Further than
was, however, found impossible to get off the rain, the weather was fine and Atwood
the ground in the small field. A pair of took it easy.

cylindrical copper tanks, 9 ft. long, 10 ins. AUG. 15.
in diameter, were attached to the machine CHICAGO
ab (Castleton non whe sie Dt down) the Suds Ow ri Ket Aen SUN ea eal lees ee 89.87... ...2:16

River. The wire stays used in this machine
were made 2 gauges heavier than usual and

ferrules were used at strut ends at those AUG. 16.

points where they are wrapped with twine ELKHART

in the Wright machines. Where plates come IDIDMMMESWANDILIO, Ob scllibeahon 92-5 5c. 5 oe eG

together and are generally riveted, welding TOLEDO A@ teats ner Dilisstee ive Ole Giger tac 35

is done to make doubly sure. All ribs were

DOX 4 134 130.13 2:41
In 1910 two prizes were open for cross Getting into Toledo, Atwood flew with the

country flights; one of the N. Y. Times of wind which increased his speed to 65 miles an
$25,000 for a flight from Chicago to New hour. Atwood had railroad time tables with
York and the other of the N. Y. World and him and at towns swooped down low to read
St. Louis Post-Dispach, $30,000 for a flight the name on the stations. His speed for
between St. Louis and New York. Neither this day’s flight was 50 miles an hour.

were contested for.

Both prize offers expired by the end of the AUG, 17
year. The World offer was open for six 1 XO)! 0) 0) bOI Lony Ricci eens. Sudo ua co pone S
months, the Times prize was for a race VENICH, (Osis eee Odes Stes 456.0) sexe eras sag
starting a set day. SANDUSEGY = <0. %2% sane Sion ene DSA We tekels 205

There is no prize open for 1911, save the CL EVBLAND =e c.-vecl Ge teeters Doe O aieneiestate 1:26
Hearst coast-to-coast flight.

VOTE :—The first column of figures represent 123 97.76 2:30
railroad miles; the second, miles in straight line; Average speed 45 miles an hour. From
the third, flying time. Toledo all the way to Buffalo, Atwood had

the wind sideways off Lake Erie. The wind
The Flight Day by Day. was especially bothersome from Toledo to

Cleveland.

ATG 4s ATT Ge gt

ESM TAD ONS ys od. Pech c, L e EE VSLAND, 2 Ob setae hia Se ee
SPRINGFIELD, ILLS., 98 ....84.96......2:29 SWANVILLE, PA., ...84...... 87.68......2.07
BONDVAG UES a) pierre Oise eo OND eeoentce 1:53 From Cleveland the speed dropped to 39
GHIGAIGO TEES sei. or Out teers Sa 24s PKs 1:50 miles an hour. The start was made from
ee aan Cleveland on a narrow strip of sandy beach,
283 259.92 6:12 narrowly skimming the lake. Puffy side
This was the longest day’s flight of any. winds all the way. The course followed

Passed through two rain storms. Averaged along the edge of Lake Erie.

102

ABRONAGTICS

AUG. 19.
SAV VACING Validea Teast craton oWetcileLe. si 6. v.10. Wet el oo piscine @ e's) oxeev ele
EU HERHINE Be weyene etsliocroletenevcy ree)cle AUN sea SiO Oyatevarsiens 714
PHBH VANIE Os srerciencrcisicterets SiSiayersi stare Sia Sreveveneuste 2:09
99 89.28 2:23
At Swanville the start was made in a
strong wind. Arriving at Erie one new

sparking plug was inserted, the first mis-
hap of any kind, if such it may be called.
AUG. 20.

SPR PH AWe Ome Patareite lore ncasiciete ls’ «tier ere e sis wisi ole tel a miohele
HORYE@INGS). crces)cisieucts o,01 0 =) MQM archcte rs 96.00 2201
AUG. 21.

HORNIC) IN Semes Sew ee cia nep en sew ai cpetedseeuirs (ous sy auaialtiereimlets sietauecate
PAUIUISES TUPERIN tm aireticiiel eteuictsleh sn atabeteverfeisale ais D2 SiSicley sisters 756
RII LILID) ISOS Ses aon os BOs. 505, /ss 15.68 732

38.56 1:28

AUG. 22
ER UIeAeA Mos eFyam eee ai hchstals ciciinle wis adeteredts oss: s ace, e0e
PEOVER Els sD ACTIN So, cu'e)p01's) 2) DS yaeate se SSeSise wore 2:10

Averaging 44 miles an hour, with the air
so calm that Atwood either flew with his
hands in his pockets or became absorbed in
the doings of the hero in the railroad time-
table, Fort Plain was reached without inci-

dent, where he was enthusiastically received
by Ginseng Bill.
AWG. 23.
Piss (@) Testy Teer Dos ANTUIN (a rowetect succes epavaveues © o eroneve: evel vane ele, er enainls
COVA GS UI HID ON yeicieiets = cle OGurssctepere Figua Aes cist. 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

second spark plug. He stopped 15 minutes

at a small town named Glen for gasoline.
AUG. 24.

ROA eo @ING eesaal stave eto.ane sve e onions, Sue skate! evcLereares

EGATEPECIIS ONG Sas. cccte once SGiegess on SOR Oza repsi a 2:05

BNPYOAS CK 6 ooo access Seuss crash ie . ons wre 20580) <1. <<. 232

109 101.44 2:37

At times flying here was 60 miles an how,
the fastest speed that has ever been made
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-

rison, Atwood circled over the parade ground
at West Point, in the expectation of land-
ing, but the air currents which are always
bad at this narrow and crooked part of the

river, made him finally go further.

AUG. 25.
RUOYON GING ied UateVRy ani Pafotenete craic: eta els ole'e) 21 «siete! ye
INGE BY OIRUIKES, cjeva. se Biers eters s 2:9: 0.0 fers wiser 46
GRAND TOTALS .1,266 1,155.62 28:53

Finding something wrong with the engine,
a landing was made necessary at Nyack, on
the top of the high hills which a little lower

down the river form the Palisades. Here
two bearings were found to be burnt out.
These were babbitted again over night,
and in the dense fog of the next day, the
25th, flew down the rest of the way to
Governor’s Island, where he was cordially
greeted by the officers of the military post.

10:

EE Ph b ebb bebob obec tobe heed becbeabcfecbeodeedeote doch sheofoodeede fools ob fesfectoafeoofesde obo adeoforbe oe obe of ofecte efesfeoe

September, 1911

eae Cae ee ee

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ST. LOUIS-NEW YORK

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BOSTON-WASHINGTON

WHAT

TWOOD

HAS TO SAY

BURGESS COMPANY and CURTIS

Marblehead, Mass., Aug. 28, 1911.

Messrs. Marburg Bros.,
Broadway and 58th St.,
New York, N.Y.
Gentlemen :—

Allow me to congratulate you upon
the high quality of the Mea magneto which
served so well on my flights from Boston to
Washington and from St. Louis to New York.

It may interest you to know that the
only control over the motor was through the
retardation of the spark as no throttle or
other control of the gasolene supply is pro-
vided. The method 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

SIMPLEX

BURGESS-WRIGHT MERCEDES
AUSTRIAN FIAT HALL-SCOTT
MAXIMOTOR

ASK FOR CATALOG
No. 9

MARBURG BROS.

Pbpb bebe ree bert

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1777 BROADWAY
—NEW YORK—

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ow

AERONAUTICS

GARROS: MAKES

ARAME, France. Sept. 4.—Flying over
the sea here to-day, Garros broke the
world’s aeroplane altitude record by

aseending 13,940.
The 2 Man Altitude Record.
It was reported from England that Comte
de Montalent and passenger flew up to 2,200
meters (7,216 ft.) in his Breguet biplane at

3rooklands, Aug. 9. Confirmation of this
will be awaited with interest.

1-Man Altitude
ETAMPES, France, Aug. 5.—Capt. Felix

director of the Military Aviation School, as-
cended 3350 metres in his Bleriot, (10,988 feet)
breaking the aeroplane record for height. The
ascent was made in 59 minutes, and the avia-
tor planed down in 6 minutes. The flight lasted
in all 1 hour 15 minutes.

The official record for altitude had
by Legagneux, who at Pau, France,
ember rose to a height of 10,168 feet.

The late Archie Hoxsey reached an unofficial
height of 11,474 feet at Los Angeles, Dec. 26.

Vedrines Flies 496 Miles.

PARIS, Aug. 9. Jules Vedrines (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 the 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 which covered the
1010 mile British circuit. His actual flying
time was 8 hrs. 54 min. 45 sec.

been held
last Dec-

Pky pe Re)

Engines for Sale.

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

FOR SALE—One 50 H. P. 4 eylinder, 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 COoO.,

313 So. 12th St., Omaha, Neb.—Sep.

SSS SSS

FOR SALE—An 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.

SRE EReeneeeeeeemememmemememmemeeeenene

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 quick,

ENGINE BUILDERS,
Care Aeronautics, Sep.

September, 1911

NEW AL Tit yee

Cody Finishes 1010-Mile Race.

BROOKLANDS, England, Aug. 5.—Capt. F. S.
C’-dy limped back to Brooklands’ today, two
weeks after his departure 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 other 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.
CYR, France, Aug. 7. Eugene Re-
naux (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 tlying: time for
stops not counted.
New 2-Man-’ Distance Record.

CHARTRES, France, July 30.—Level (Sav-
ary biplane) beat the two-mani di-tance record by ~
doing 241.79 kilometers. His time was 3 hours 13 minutes
35.8 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:—

SAINT

2 US 7 aie eee olotcne atest co etek telotets h tekoea nets 151 kil.
SDS oar eens che axcinueaie tet ein araveneetne 224.85 kil
200° Kil si22 ee. esc cnae OTS) ios Iino sesee

Beats Vedrine’s Recora.

MOURMELON, France, Aug. 26—M. Helles, a
young French aviator, has broken Jules Ved-
rine’s long flight record in competition for the
Michelin Cup. He covered 860 kilometers.

M ASR oF

Positions Wanted.

EQUILIBRIST, 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 “‘Equilibrist,’ care “AKRONAUTICS.”

Sep.

Carburetor Rights for Sale.
FOR SALE—The J. M. Automatic Carbur-
etor for sale. Rights sell for $2.00 or 20%
in same to manufacturers. John McDonald,

Jr... Point Prim, -eak te -Can- Sep.
Business Cards.

J. ED. SHERIFF, MECHANICAL EN-

GINEER AND INVENTOR. ORIGINAL DE-

SIGNS A SPECIALTY. 125
NEW YORK.

WATTS ST.,
Dee.

Aeroplanes for Sale.

AMATEUR AIRMEN:—Full .size MONO-
PLANE ready for power, $75.00. One pas-
senger; fine flyer. Four cent stamp for par-
ticulars. Send now. FE. C. MINERT AERO
CO., 1122 West Locust St., Davenport, Iowa.

Sep.

FOR SALE CHEAP—Curtiss (Type) Biplane, length
33 ft., width 30x5 ft., $350.00. 50H.P. H.F. AVIATION
MOTOR Al condition, with two 7-ft. Propellers.74%4 and
5%4 ft. pitch, one 6-gallon Gasolene Tank and one 3-gallon
Radiator, $500.00. TENT Al condition, 40x60 ft.. 10 ft.
wall, $175.00. First come, first served.

LOUIS G. ERICKSON.
872 Liberty St.. Springfield, Mass.] —Sept

104

AERONAUTICS

September, 1911

‘Te Aeronautical Society in its
promotion of aeronautics has made good
progress in the past month in the way of

affording facilities for members’ benefit.

Its regular semi-monthly lectures and discus-

sions have been particularly good.

Mr. Alfred Thompson, a noted scientist and
authority on Vanadium, gave an interesting lec-
ture, illustrated with lantern slides, showing
the comparitive 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 Internal Combustion Motors, pre-
sented on all sides by the following speakers:

R. B. Whitman, ‘‘Gas Engine Principles,’’

Lewis R. Compton, ‘‘The Two Cycle Engine”,

Jas. G. Dudley, “‘The Two Cycle Engine’’,

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 the two and four
eycle motors, and information of considerable
value was brought to light.

Thursday evening, August 21st, was the eve-
ning devoted by the Society to a general dis-

eussion 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
meetings every Thursday evening at its Club
Rooms, 250 West 54th street, while the HMnter-
tainment Committee has arranged a series of

informal

notably interesting lectures and talks for the
Fall 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 member may have in view.

The Aero Club of California, Los
Angeles, has changed its rooms to 3849 South
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 machine 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 35 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-

105

velop into one of our crack flyers in the near
future. He is a graduate of the Los Angeles
Polytechnic High School, where he received his
mechanical training.

Frank Champion, a Long Beach boy, in a
Bleriot belonging to Ear] Remington, (50 h. p.

Gnome), made a cross-country flight from Dom-
inguez field to Long Beach and return on July
30th. This is his first flight in this country.
A year ago he went to London and took lessons
in flying. I am informed that the Aeronautical

Society of California, has secured Dominguez
field for its flying ground. This flight lasted
about 45 minutes and the course lay partly
over the ocean. f :
H. La V. TWINING

The Trenton Aeroplane Club, Trenton, N. J.,
has been incorporated.

Mechanics’ Aeronautical Association is the
name of a new club at Rochester, N. Y. Officers

are as follows:
vice-president, Fred Dengler;
Secretary, Ek Eis Simms:
B. Nurse; governors, Fred Robinson, Charles
Riek and Glen Atkins. Communications will
reach the club in care of Mr. Nurse, 304 Cut-
ler Building. 5

President, George Boulton;
corresponding

treasurer, Howard

The Continental Aero Club has been formed

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. Corrin;
Vice-President, James Steller; Treasurer, N.
EK. Marks; Secretary, H. C. Myers; Consulting
Engineer, C. L. White.

The Aero Club of California, with Parle
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 flying grounds.

Author of “Vehicles of the Air’ Resigns

Chicago Club.
Chicago, August 12th, 1911.
Mr. Grover F. Sexton,
Secretary Aero Club of Illinois,
Auditorium Hotel,
Chicago.
My dear Mr. Sexton:—

I am surrendering herewith my member-
ship card, 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

in any way as a vehicle for the furtherance
ambitions

of personal interests or .social
on the part of any portion of its member-
ship. Assuring him of this view, I pre-

vailed through personal friendship upon Mr.
Octave Chanute to lend his great prestige

AERONAUTICS

to the infant club, by becoming its first
president—an office that he most _ reluct-
antly agreed to accept, and then only with
the distinet 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 whatever 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 Illinors
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 pull 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-
crowded—this place was packed with from

one to two thousand friends, and friends
of friends of certain 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 Chieago’s un-
paralleled and wholly unnecessary back-
wardness in aviation, every expert in this

106

meet management,

September, 1911

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 flyers 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
net been for the Wright's’ fortunate
eleventh-hour decision to forget ‘for the
time their own serious differences with the
this most considerable
portion of the show would not be in evl-
dence—with the effect, 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 ine Erance:) con, )iwlveelyaeeby,
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 fifty-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.

Tam,

Sincerely,
VICTOR LOUGHEED.

AERONAUTICS

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No. 50 SEPTEMBER, 1911 Vol. 9, No. 3

COPYRIGHT, 1911, AERONAUTICS PRESS, INC.

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WHOLESALE WRIGHT SUITS.

Attention has been called to the wording
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 satisfv
the public, or even fly at all in many cases.”
It does not seem possible to believe that

September, 1911

anyone will credit us with charging 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.

COMMENDABLE, BUT INCONSISTENT.

In a recent bulletin issued by the Aero Club of

America, the following resolution occurs: ‘“RE-
SOLVED that the Aero Club of America

strongly 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 cross-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.

Up 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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THE INTERCOLLEGIATE MAGAZINE Nesavoee

107

AERONAUTICS

September, 1911

IN THEH MANUFACTURING FIGS

72

Description of the New

The Adams Company, Dubuque, Iowa, who
in 1898 built the first revolving cylinder
motor that actually ran, and since 1903 have

been building the Adams- Farwell 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
motor in the experimental stage.

In
ilar

some
to

respects this motor
the five cylinder
used in the Adams-Farwell automobile, hav-
ing the same number of cylinders, the same

is very sim-
revolving motors

Single throw crank,
and the same crank

the same positive oiler
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
on this motor and no
portant advance made
of aviation motors
of the _ revolving
elimination of the
ment of injection
lutely regulating

improvement found
doubt, the most im-
in the construction
since the introduction
cylinder type, is the
carburetor and employ-
with a means for abso-
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 free
exhaust.

H. P. Adams-Farwell

108

Aviation Motor,

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
eheck 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 the
motor.
The control of the motor is entirely

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
eonsists of an oiling device covered by one
of Mr. F. O. Farwell patents. This oiler
consists of a single rotary member much
resembling in form the cylinder of a re-
volver, with longitudinal chambers bored
therein. Each 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 eylinders, doing away with the
necessity for splash _ lubrication which

calls for the flooding of other revolving cyl-
indér motors with a great quantity of oil
which gums up the valves and soots up the
spark plugs.

There are two spark plugs
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 from a broken wire.

Something over ten years ago, the Adams
Company 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 radially,
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

in each cyl-

gasoline or naphtha with perfect 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. A. M. formula (square the

AERONAUTICS

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 drives 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 coOm-
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
earrying capacity are built, the high power
will be found essential. Another point tu
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 this 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. &
KE. Island, Canada, has sent us the follow-
ing description of a carburetor of his own
design, which he is desirous of putting on

Lock Not

CARBURETOR.
AND TURN-
SUG MLE Ol
INO. PC DON-

ALD, Point Prim
PE. Island, Can.

N
h)
SPs

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. The 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

109

September, 1911

DD. The piston E, 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
“FParman-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 the 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 flown under any cir-
cumstances, have been called ‘Curtiss’ or
‘Curtiss-type’ biplanes. In attempting to
fly 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
hospital 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.

“Oceasionally, 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 searcely
more than _ this. Several persons, having
more known hardihood than ability, have

entirely un-

”

advertised themselves, in an 1 :
authorized manner, as ‘Curtiss aviators.

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
together, 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 American-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 is a two-

one of fts
This was dem-
by Haupt,
15 min-
A. V. Reyburn, of
of one of
a 100

seater and is probably the only
Kind as yet in this country.
onstrated the first of August,
who circled the Mineola Field for
utes with a passenger.
St. Louis, is another purchaser
these monoplanes, to be fitted with
h. p. Emerson.

A visit -to the factory of this) ‘concern,
at 266 Main street, in Hempstead, L. 1, 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 aeroplanes,
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-magnetie compasses, revolution
counters, anemometers, gasoline and oil sights,
barometers, pressure gauges, inclinometers,
ete. 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 the automobile of today pos-
sible, the clutch, has been applied to the Zo-

September, 1911

diac dirigibles, those of the Astra company
and the new Zeppelins, and even to the aero-
plane.

The
a crank,

modern aviator starts his motor with
the same way as he starts that of
his automobile, with which he has come to
the aerodrome. The starting 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. 3

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 & Evans Company, of Philadephia. To
obtain small friction surface and not too great

spring tension, a novel method has _ been
adopted.

In spite of the very
the device, the undulated
theless, a _ relatively large

small encumbrance of
dises offer, never-
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 dises, the latter are extremely rigid
and can sustain enormous pressures without
losing shape.

To allow the aviator to increase the pres-
sure on the dises from 0 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
the pressure between
which one is stationary and the other ad-
vances to compress the dises B and C. On
the 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 bronze dises
B and steel discs C that glide alternately in
the grooves of the drum and core D. This
core is forged with the spindle Ef. Thus, when
there is no pressure on the dises, they all
turn on each other and the drum can turn
while the spindle remains immovable.

been obtained by applying
two ball bearings of

110.

AERONAUTICS

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
two concentric cages,
other.

The bearing C presses against the roller
J:

bearings F are contained in
one slipping into the

which is itself held in place by the screw
Kk, into which is fitted the 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 the lever O.

is joined with
Consequently,
rods

This lever, whose axis is in P,
the cage H by the rods @Q.
when the lever O is moved forward the

@ 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-
gear come _ back-

able parts of the starting

CLE OL LO

No aa

cos bod -RAA R

NY A Booodt! YT 1 WG
DF [cum @ TK eh gine! z

Vi poi) ee

N D Ric A oman

N &Y DSSS

around

ward under pressure of the springs

the 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

September, 1911

O. When the dises 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.

==————————————SSS===_=x{x=_—_—S———
CALENDAR OF EVENTS.
(Continued from page 87.)

Sept. 28—Evansville, Ind., Curtiss hydro-
aeroplane.

Sept. 28-29—Dubuque, Ia., Curtiss aviators.

Sept. 28-29—-Beach, N. D., Curtiss aviators.

Sept. 28-29—Binghamton, N. Y., Curtiss avia-
tors.

Sept. 29-Oct. 7—Springfield, Ill., Wright ex-
hibition.

Sept. 30-Oct. 7—St. Louis, Mo., open meet, not
definite.

111

Oct. 2—Walterborough, S. C., Curtiss avia-
tors.

Oct. 2—Beatrice, Neb., Curtiss aviators.

Oct. 2-7—Cedar Rapids, Ia., Wright aviators.

Oet. 2-7—Spokane, Wash., Curtiss aviators.

Oct. 3-6—Conway, Kan., Wright aviators.

Octs 4-5 Bad Axe, Mich., Curtiss aviators.

Oct. 5—Gordon-Bennett balloon race, Kan-
sas City, Mo.

Oct. 5-8—Peoria, I1l., 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—Hatchez, 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.

AERONAUTICS \ September, 1911

MANUFACTURERS OF =——=-=-——— in Brass, Steel and Aluminum.
Engine mountings for any

Aeroplane Parts motor. Also Copper and

Brass Tanks of any description.
STEEL TUBE FRAMES TO ORDER

Reliance Auto Parts Manufacturing Company

244-250 West 49th Street, New York City
Telephone 5135 Bryant

GDGSOOODOOOGOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOGOOOODODOOODODOOOQDOQOOOOODO®D

197th STREET and AMSTERDAM AVE., - - NEW YORK CITY

This company is ready to make quick delivery ofits 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 chiceea International Aviation Meet,
Boston Aviation Meet, Garden City, L. I., and Atlantic City, N. J.

EXHIBITION FLIGHTS ARRANGED FOR. TERMS UPON APPLICATION

i AEROPLANE COMPANY

MANO

On June 3lst WILLIE HAUPT made a twelve-minute flight 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 machine is an exact duplicate of Earle L. Oving ston’s mé a and is the first machine of the latest
type to be built in the U.

SINGLE SEATERS, PASSENGER MACHINES, MILITARY TIT RACING MONOPLANES, ETC. ———
Tuition Given Free to all Shee Cate at our ) PCT School

AMERICAN AEROPLANE SUPPLY HOUSE
266-68 FRANKLIN STREET - - HEMPSTEAD, L. I., N. Y.

In answering adver tisements please mention ‘this magazine.

AERONAUTICS

_

Copies of these patents may be obtained
for five cents each, by addressing the ‘“Com-

missioner of Patents, Washington, D. C.”
Grover C. Younggreen, Los Angeles, Cal.,
997,304, July 11, 1911. Filed Feb. 15, 1911.

PARACHUTE applied to aeroplanes.

John Travis, Cascade, Mont., 997,521, July
11, 1911. Filed March 7, 1911. ORTHOPTHER.

Johann Schutte, Langfuhr, Near Danzig,
Germany, 997,419, July 11,-1911. Filed July
as 11909: Steering, stabilizing and lifting
apparatus for DIRIGIBLES.

John Hafely, Boston, Mass., 997,496, July
11, 1911. Filed June 18, 1910. Screw-propelled

channeled DIRIGIBLE BALLOON.
Ferdinand Lischtiak, Eggenberg, near
Gratz, Austria-Hungary, 997,455, July 1d,

ioiie. Kiled March 2) 1901.
Charles Alfred Swenson, Medford, Mass.,
Assignor of one-half to Otto EH. Kuehl, Med-
ford, Mass., 997,587, July 11, 1911. Filed Sept.
thie 9 10)9): 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 which the rudders
are assisted in manual operation by the
force of the wind turning a propeller (with
blades angularly adjustable by a_ lever)
which rotates a shaft on which wind the
eontrol 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,

Sooo, July I, 19nd.

Device for manual

ING of aeroplanes.
Max Goehler, Vancouver, B.C., Canada, 997,-

Filed October 26, 1909.
and automatic STHHR-

Ramer Lye le Oly Filed June 28, 1910.
Pivotally mounted, vertical, oscillating
BLADES TO PROPEL aeroplanes, acting

similar rowboat.

to the sculling of

a

Foldable KITE.

M. B. SELLERS.
997,860.

Charles Obediah Rowland, Chicago, IIlIs.,
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 the
said opening and exhausting the said air

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,-
So July: 10), 1901, Filed April 28, 1909.
STEPPED AEROPLANE with two or more

11

9

wo

September, 1911

Peed Fy Nis eeAcBS TRAC TE Dp

aeroplanes arranged in stepped form, means
Supporting said aeroplanes at their fronv
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 runner
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,
the wheels alone being used for starting and
runners alone for finishing a _ flight. The
wheels are adapted to be automatically raised
or released after leaving the ground in flight.
The claims also cover the steering device in
form of a handle bar; lateral balance and
elevation being effected by depressing the rear
of the 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,-
S84. + Ilys et Suites 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, July 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
of a screw
rearwardly extend-

the form of a quarter-section
(said plane having two

998,333,

P. PARMEK.
AEROPLANE. |

fet
[

[

ing edges at an angle to each other, the
outer one of said edges being higher than
the inner one), which can be swung by ca-

bles over pulleys, one inwardly and the other
outwardly, automatically operated from a
pendulous weight, so that the balancing plane on the
lower side of a laterally tipping machine 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,

AERONAUTICS September, 1911

SANTOS DUMONT TYPE t Zam\ vor watuoonine uses

PPHE International Oxygen Com-

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We install complete plants or furnish
Oxygen and Hydrogen in cylinders

INTERNATIONAL OXYGEN COMPANY
68 Nassau Street, New York
Works: Paris, France :
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BUILD YOUR OWN AEROPLANE

We supply Blue Prints with exact measurements
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Write for prices of material for Bleriot Blue Prints are 27x40 inches and larger, and are
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Get our prices on complete machines,

Turnbuckles, “U”’ bolts, Sockets, Wheels, AEROPLANE BLUE PRINT CO., 208 W. 56th St., New York

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M. STUPAR. °°28 ERIE AVENUE List of BOOKS
1

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This is not one of the mechanically impossible blue print guesses, but is the result of

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In answering advertisements please mention this magazine.

AERONAUTICS

October, 19/1

A POPULAR SCIENTIFIC EXPLANATION OF THE
MOTIVES OF THE GYROSCOPE AND ITS
APPLICATION IN AVIATION.

By Emil Buergin.

HE 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 lack of literature concerning
the theory of the gyroscope. The few books
pertaining to the subject display such a col-
lection of higher mathematical formulae that
even technically educated men are not prone
to tackle 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 laws 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 first-class
newspaper exhibits an electrically driven gy-
roscope to the eager spectator. Instead of
explaining, however, 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

syro-

to the former one and goes through the axis
EN CHS 2),

35ut 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
(Fig. 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
the different parts of the rim of the wheel.
If the wheel bursts this reaction ceases. AS
nothing is preventing the detached pieces
from following the course they have at that
moment, they fly away tangentially but not
radially. It is similar with the gyroscope
where the centrifugal forces compensate each
other within the fly wheel proper. Bwt, ie
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 proportion 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!) Ns By this an element parting from
point B intending to follow the circular
course, will 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
@yroscope 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

tunis assumption proved to be a failure.

113

AERONAUTICS

Let us see how the gyroscope will act
according to these stated facts. The in-
clination around the axis Y creates a moment
of 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
ot 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
Zyroscope 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
Zyroscope we can consider three possible
ways:

(1) Entirely stable,

(2) Entirely free,

(3) Half free.

(1) The entirely
been tried the most.
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 we 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

and

stable suspension has
While this method

October, 1911

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 motor.

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
fyroscope 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-
ae 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.

During the present season the Curtiss Ex-
hibition Company has contracted for, and
earried out, exhibitions at thirteen state
fairs, viz—South Dakota, Vermont, Montana,
West Virginia, Wisconsin, Missouri, Maine,
Alabama, New Mexico, Oklahoma, Utah,
Georgia and North Carolina. Contracts are
coming in to the Company’s office every day
from secretaries of state fairs throughout
the country, particularly fairs in the southern
states.

114

AERONAUTICS

October, 19/1

POUTRE LONGITUDINAL STABILIZER

HIS apparatus, which was designed and
patented in France by M. Doutre for
the automatic maintenance of equilib-
rium of aeroplanes, is composed es-
sentially of three members: (1) an anemo-

meter, (2) an accelerometer, (3) a relay
eylinder.

The anemometer is composed of a _ plate
which normally receives the relative wind.

This plate is balanced by two springs Rt 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 original 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
aceeleration 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 apparatus 1S In-
‘“elined, either forward or at the rear.

By shifting, the weights set in motion the
slide value 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
aeroplane to fall.

The weights are subject to exactly the
same effects of inertia as the aeroplane ite
self, instantaneously registering the direce
tion, the duration and the intensity of the
shock.

The control, therefore, is
and accompanies the
words, it is the shock itself, which at ths
Same time as it produces a disturbance @&
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; theis
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
mounted thereon and retained in position by
the 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 overcome the
resistance of the springs R. By the rods
KE they are rendered rigid with the slide
valve of the relay cylinder.

The single resultant of the indications
given is registered by the shifting of a

instantaneous
shock; or in othe}

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-
rects 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 Rt 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

The rods BE, 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

bars K or L covering or uncovering the en-
trances of the passages N and O. Depres-

sions provided upon the rod T permit the

SES Ties a (ic

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SYD

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LBS

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October, 19/1

40 kilozrammes, 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

tas
Mie
aS
Vkalla 5

SY

S Q
SSS SSS SSS

SSS RS
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Plan view of Stabilizer.

compressed air to escape from the chamber
; H through the orifices 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.

Saf Rion

Doutre Stabilizer on an M. Farman Biplane.

May last it was installed on a Maurice
Farman aeroplane of the military type.
With this apparatus the pilot made flights
from Juvisy to Buc and back; Juvisy to
Villacoublay and from there to the plateau
de Milly and return.

A demonstration took place on July 21st,

tex SRR
iPS

before General Roques, who made a_ fifteen
minute flight over the field. General Roques,
upon alighting, declared that the operation
of the stabilizer had been perfect.

116

A force of 100 grammes at the most is
necessary to shift the rod T, and the piston,
according to the pressure of the compressed
air, can exert a working force of from 10 to

AERONAUTICS October, 191]

THE TWO-PLACE DEPERDUSSIN MONOPLANE

ESSRS. G. M. Dyott ana Captain P.

Hamilton, of 50 Church St., New York.

have brought to this country the first

Deperdussin machines seen here: one 2-
place machine with a 6-cylinder, 50-60 h. p-
Anzani motor, and the other a single flyer
with a 8-cylinder, 30-35 h. p. engine of the
same make. These engines are the very
latest put out by the manufacturer and are
Siving perfect satisfaction, even in their un-
tried condition. Both machines were flown
over from Mineola to the Nassau field the
first 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 anyway.

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 running 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 established and many
have learned to fly this machine. The smaller
machine, with a 30-h. p. Anzani motor can be
had in America for $4,000, while the 2-place
machine will run up to $8,000.

A military type, one-place machine, with
50-h. p. Gnome; a two-seater with either 60-
h. p. Anzani or 50-h. p. Gnome: a 70-h. p.
Gnome two-place and a 3-seater 100-h. p.
Gnome military type are other models. The
military types are used by every European
government save England.

The Deperdussin holds many world records:
in fact all speed, duration and distance
records for 4 and 5 men, up to 50 kilometers.

Supporting Plane. The wings offer very
ample lifting surface for the weight. Great
strength is imparted to their construction
by the two staunch masts erected at the
front of the fuselage. These are of large
size at their base and accommodate the ends
of the front lateral wing spars. The guys to
the front main spars are large stranded
cables. On the Nieuport one notices also
the use of heavy cables for guyine. The
wing construction is of conventional type.
The ribs, like those of the Bleriot, are of
“I” cross section, merely a web with top and
bottom chords tacked and glued. The enter-
ing edge is an oval strip of wood against
which the rib ends butt. Of course, the cloth
is put on both sides. A preparation called
“Emaillite” renders the fabric moisture proof
and nearly oil proof. This same varnish is
used to cover all fabric on the machine. The
trailing edge of the cloth is laced to each
rib-end through eyelets in the fabric. A strip
of wood runs along about an inch from the
back edge between the upper and lower
chords of the ribs.

Metal plates are placed under the metal
connections on the wings to which the guy
and warping cables run, to prevent abrasion
of the fabric.

The wing curve flattens out slightly near
the tips. There is a small dihedral angle to
the wings on the 2-place machine. On the
Single plane there is practically none. The

LL

AERONAUTICS

October, 19/1

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Scale Drawings of Deperdussin.

118

AERONAUTICS

zenter of gravity is about one-third back
The gliding angle is 5 deg.
to 7 deg.

Controls. The warping and rudder action
‘Ss instinctive. Pushing forward on the in-

at the rear
Turning a hand wheel,

nounted in the center of the yoke, to the
1aigh side lifts the low, or down, wing, and

i, J
[ara yi Z

Mp

Vii Yyy
WIRE CONNECTOR Wi 4

WITH GRERGE

AZZ
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CABLES

c

aPPER TUBE PACKED
‘a

vice-versa. A foot-yoke steers right and left,
ne rudder cables running straight. The ele-
7yator wires are good heavy cables running
ver pulleys and through copper leads packed
With grease. The cubles frum the warping
Wheel lead over pulleys in the angles of the
‘U” down to a rocking lever attached to
-he rear cross-member of the chassis. From
ere the cables run over pulleys on the skids
‘0 wire-thimbles, from which each branches
nto three heavy steel wires with tighteners
0 different points on the rear spar, as shown
n the drawings. The elevator cables are %
neh diameter and run back on exch side of

she fuselage to the two masts on _ the
elevator.

Fuselage. The Spruce fuselage comes
Part just back of the pilot’s seat. The

Ongitudinal spars butt together in an open-

Pt FRONT PEA

“Deperdofty5-n

October, [91 te

sided Square steel socket about 8 inches long.
At this point these spars are close to 1
inch square. They taper from 1% ineh
Square at front end of the fuselage to %
inch square 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

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PRESSURE

10735 *

the fuselage. The diagonal stay-wiring of
the fuselage is similar to Bleriot’s method.
A “belly” of laminated veneering extends
from the front of the fuseluge to a little
aft of the pilot’s seat. The passenger sits in
front of the pilot, just forward of the reir
lateral wing spar. Both are protected from
oil and wind by a high aluminum windshield,
just aft of the gravity gasoline tank. The
sides of the front end of the fuseloge are
covered with aluminum sheeting, fitted with
doors to give access to the magneto. oil
pump, piping, etc.

Power Plant. A six-cylinder stationary
Anzani air cooled motor drives direct anti-
clockwise a ‘“‘Rapid" propeller of 2.44 meters
diameter by 1.3 meters pitch. Bosch ignition
and G. & A. carburetor, with auviliary air
adjustment. are part of the equipment, as is

Lg,

AERONAUTICS

a revolution counter. The combined gas and
oii tank, 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 by 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
carburetor into the rear compartment of

October, 19/1

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 distributed to

the different cylinders by short lengths of
tubing. This compartment thus acts as a
manifold and reservoir for gasoline vapor.
Running Gear. The landing chassis is a
very neat, strong and light wheel and ash

skid combination,
conventional

the axle being carried by
radius rods 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. Very little wire bracing is used,

FLIES HOME FOR BREAKEAST,

After successfully filling an engagement
at Ocean Beach, Frank lL. Champion, the
aviator, flew from that place to his home

in Long 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
ras 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 was made without
incident and after landing on the beach, the
aviator walked home, arriving there in time
cto surprise his wife and baby at breakfast.

The Wright Company, French, inaugurated a
new big acrodrome to rank with Mourmelon and
Issy, when Count de Lambert, Wilbur Wright’s

first pupil discovered Villacoublay two years
ago. It-is nearer Paris than Mourmelon, only
10 kilometers and only a couple of kilometers

from the military aero park of Chalais Meudon.
Nieuport has established a branch here, as
has Breguet. The Wright sheds are lighted by

1

0

A flat surface starts fron

Fixed Surface.
just back of the pilot’s seat and spreads out-

ward to the spar whieh forms the pivot
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.

Weight. 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 18 miles.

electricity, complete electric plant being one of
the features. The French War Office has three
tents here, where experiments are conducted
and various tests made. Lacuapelle, who was
one of the first of the Wright exhibition aviators
in America, gave up flying last summer, and
is now manager of the Villacoublay field.

NO AERO BILL

The Aero Bill
press items has

IN MASSACHUSETTS.

Which caused
failed to materialize in
Massachusetts. The House passed a reso-
lution calling for an investigation of the
subject but this was “held up” by the Sen-
ate for some time and finally rejected by
that branch.

The New York state bill will come up
in September. It was still “in committee”
when the legislature adjourned for the sum-

so many

mer. The bill proposed by the Aero Club
of Pennsylvania failed to pass the legis-
lature; nothing ever came of California’s
bill and fortunately the fool law of Mis-
souri never came to pass. Connecticut is
the only state having legislation on _ the

books.

~ AERONAUTICS

October, 191]

NAVAL HYDROAEROPLANE EXPERIMENT

SUCCESSFUL experiment of great im-
portance to the aeronautical depart-
ment of the 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 was 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 ear-
ried out at San Diego, Calif., last winter in
eonnection 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

i condition
launching

of wind for quick

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 from a
platform and rose from 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
Se 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.
By 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. Ee
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
nearly 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 MILES BY AEROPLANE.

Some almost startling figures showing the
progress of aviation in France have been pub-
lished by M. Georges Besancon, the 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 these machines 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
France in aeronautics.

“My check for three dollars enclosed. I am
getting my copies regularly; if I didn’t you
would hear from me right off. I certainly
have no criticism to offer. I 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

future.” i
Fred W. Kiser.

121

1.—The Curtiss hydro-aeroplane before being drawn up the 350-foot cable.

in the lake and sawed off several feet below water line. From this cable is carried in-
land over a iack 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-
der wings. The weight rests on cable B. 3.—Lieut. Ellyson, U. S. N., about to start his

flight. Light wires removed so as not to foul rudder and machine steadied by guys
held by men on either side. The man in the rear of the machine is ready to start the
motor. 4.—‘Off.”’

A pile is driven

AERONAUTICS
N E W

HE Moisant Company has recently built

a passenger carrying biplane at their

Hempstead shop, of which great things

are expected. The general outline and
appearance of the machine is similar to that
of the Harry Farman Michelin Cup type.
The construction work has been carried out
in an excellent manner, the machine being
up to the high standard set by this Company
with its monoplanes.

Main sSuriaces. 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 83 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 trussing of the three sections at the
eenter of the machine is all double wire.
Those wires in the vicinity of the engine and
propeller are wrapped with string to keep
them from flying into the propeller should
they become broken.

Running Gear. The standard Farman type
running gear is used, the wheels and rubber
shock absorbers being Goodyear make.

Controls. 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,
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 vf 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

elevator and

M-O-1l.S’ ANT

October, 19/1]
Bl PE ASNaE

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 Long Island City,
while the school has its quarters at the
Mineola field under the careful tutelage of
Andre Houpert and Albert C. Triaca. A
large 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 Jsland
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

j pf ff

WAM
97

rN |
L WAS
aS
TO

\

.

The Moisant Biplane, Scale Drawings.

124

AERONAUTICS

fa Ee OU

October, 19/1

OFP “EVA TIN

The Ovington-Queen ’Plane

OME 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
6pacers on the wheel forks.

The new Indian 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. Wighty-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 Fort George, New York City, is fully
equipped with machine and woodworking
tools and apparatus of modern type, bought
especially for the work ir hand. The build-
ings which are of extremely large size were
peculiarly adapted to tne company’s needs.

12

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 ure.

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 Far-
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 tail, 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.

Following 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. :

5

October, 191]

Y
AA

zulu

AERONAUTICS
TN ——
in fh < A ae a

Scale Drawing

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 main lateral spar fits. The
curve is 3% inches deep, 2 feet from the front
edge. The wings are 2% inches thick at the
greatest thickness. The angle of incidence
is 6 degrees.

Qu

een Monoplane.

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 Gear. 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.

126

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 steering
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

AERONAUTICS

manner. Instead of a bell-shaped metal
affair from which the control cables go down
to the eross-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 well-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 make any adjustments to the
carburettor, piping, ete., 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 F & § 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-
eycle 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,
. peeneto 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 ae 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.

Sermo!
S$

ws

ee ne :

October, 19] /

At the last moment when Ovington ex-
pected to start for the Pacific Coast, it was
found nceessary 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 ash. 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 accorcing to the
system inaugurated by Curtiss, are hooked
up with the elevator flaps 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 of slack
to permit the ailerons to take a stream-line
position when not operated to avoid unequal
resistance.

Looking at the picture, the operating cable
runs from the top of the gate control to a
pulley between the two outer rear struts up

Queen- Martin Biplane.

127

AERONAUTICS

From the
is not at the axial

to the rear edge of the aileron.
top of the mast, which
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-ecyskbmder type, having seven
cylinders of 434 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 86 inches.

The crank case and cylinders are made from
heavy nickle steel forgings which are
machined uuwn to a very lignt weight, and
each cylinder is made of exactly the same
weight, te insure a perfect balance and

Sipe Evevation of Motor, Partiy in Section

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 operation,
and this is facilitated by a system of counter-

October, 19/1

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 the
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 rear 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, which feeds its current to a dis-
tributing dise 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 eb-
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 ecvlinders 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 v.he valves of a cylinder, the
head can be taken off in one minute, and
earries 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 pictures of the ’planes
they went in and what they did, together
with facsimile affidavits of actual flights.

Mr. Harry N. Atwood

on his record bre :king cross-country flizhts was enabled
to su pa-s his m-ny rivals both in Europe and America
by the rel able perf rmance of his

BURGESS AEROPLANE

Built only by

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

128

AERONAUTICS

eee oR Ex

HE 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 fide 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

October, 1911

i We ior: . Bly Po bcA Nee

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 planes 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. Hall-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.

Mai 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.

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AERONAUTICS : October, 191]

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ERONAUTICS

he ribs are laminated spruce, %-in. by %-
nch in section, and are fastened to the spars
ly steel straps. The spars are oval in shape
% in. by 2 in. and aie 4 feet 6 inches apart.

For convenience in shipping, the planes are
uilt up in sections, the spars being joined by
leeves of steel tubing. The eclotn is laced
ogether at these joints. The entire plane
aay be quiclely dissembled, the longest sec-
ion being the center one, which is 8 feet.

The upper plane is perfectly straight trans-

ersely, the lower one, however, rises from
he middle to the tips some six inches. The
epaiation of the pianes in the middle is 6
eet and at the ends 5 feet 6 in.

The angle of incidence of the main planes
3 stated to be 7 degrees both on the ground
nd in flight.

The struts, 16 in number, are of stream line

ection 1% inches by 2% 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
3 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 ailerons
3 the same, there being a fixed front portion,
rhite hickory ribs extending back as shown
n 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
vithout 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 coveling of the ailerons and rud-
ers is double, the flexible portions having
ockets sewed for the ribs.

This--is of the Wright type

vith four wheels. 20 Pennsylvania tires are

eing used at present. The axle is situated

0 inches back from the front of the plane.

ae skids are of spruce with a hickory shoe
>

Running Gear.

October, 191]

*s inch thick on the bottom. The length i
12 feet and the section 2x2 inches. aS -

Power Plant. The power plant comprises a
Hall-Scott 50 h.p. engine, and radi Hom 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 radiator, 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 equipme»t. The fuel

SHOULDER
SONTROL FOR
ALERONS \

CONTROL OF REX SMITH

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. The
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 mgde by
he Wright**Brothers at Kitty Hawk this
Vinter along the line of the possibility or
oaring. Mr. Chanute frequent stated that
t was entirely possible to sogrvall day Igng
vithout using the engine pdédwer in certain
arts of the world where there were ascend-
ng currents, notably in the great deserts.

The Fairchild monoplane has proven steel

ubing construction. After maiking a num-
er of flights of several miles in length, Har-
Id Kantner, a graduate of. the Moisant
chool, landed the machine in the power wires
f a local traction company at Mineola, des-
roying one wig, 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 any_of the tubing was_ so
nuch as bent. The regson for encountering
he wires was engine trouble, the power hov-.
ne fallen rapidly off due to too weak valvé
prings. The machine flew on even keel
ven after power began to drop, until it
fot so 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 description.

Aeronautical editors visiting the great me-
tropolis should take the pleige of sobriety,
at least before accepting New York hospi-
tality. Instances h»ve been known where
the aforessid, in consequence of not being
fortified with a double riveted and br zed
resolution. have succumbed in a wholly un-
dignified manner to the lib»tions incident to
the proper worship of the Goddess of Flight.

‘IT wouldn’t ba without AERONAUTICS if
I could possibly’scrape the price together.”
. George A. Dunlap.
2 Sane § “~
. —_ ——, ¢

; < ? cs -

Three ygung. men of Junction City, Kon.,
the Wetzig Bros.-and James McCarty, hove
returned,, here from St. Louis where they
lex1ned* to aviate. They hove leased the
baseboll .park and are assembling a new

~hiplane.

BL

~

AERONAUTICS

BU L

The Late Buel H. Green

know. the

HOSE who would meaning of
a certain passage to be found in

Moedebeck’s Handbook will find
enlightenment in the 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 theré 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

HUeR N DOWN

13Z

October, 19/17
¥

GREEN, M.Be

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 will
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.
with 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.

Resolution of the Aero Club of 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
memory 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 words 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 gaye
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 heart 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 riches
the memory of our lamented scientist and in-
ventor. “’

RESOLVED: That the Secretary be in-
structed to spread upon the minutes a copy
of this preamble and resolutions, and that
copy be sent to those who were nearest an

AERONAUTICS

dearest to him, his sorrowing family, as a
token of our respect for the deceased, one
who was, in evely way, worthy of our deep-
est respect and highest regard.
Van M. Griffith, Geo. B. Harrison,
e Secretary. President.

A SCORE OF DEATHS

CHARTRES, France, Sept. 2.—The French
aviator Marron 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, Lieutenant R. A. Cam-
mell’s Valkyrie military aeroplane collapsed.

MULHAUSEN, Germany, Sept. 7.—Lieut.
Neumann, with his passenger, M. LeComte,
were killed. :

KARLSRUHE, Germany, Sept. 7.—Paul
Senge fell with his aeroplane.

ESSINGEN, Germany, Sept. 9.—Raimund

Eyring was flying in the dark and collided
with a mast marking the limits of the field.

BUC, France, Sept. 2.—Capt. de Camine 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. Camine’s
machine became detached. With six other
Army flyers they were on their way to mili-
tary manoeuvers at Chalons.

PARIS, Sept. 12.—Lieut. Chotard, a pupil of
the Military Aviation School, killed while
making a flight at Villecoublay.

DEWITT, Ia., 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
rendered a verdict that the cause of his
death was not due to faulty construction. He
was 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 his building
back in 1902 Aw~other -vi-tor sent out by this
company refused to fly in the old machine
and Rosenvuuim cause un 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

landing and returning to Helena.

133

October, 19/1

making too sharp a turn to the right banked
at an impossible angle With the probability
that he either could not recover or still kept
his rudder turned to the right 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. Ss

SPOKANE, Wash., Oct. 2.—Thes ah: of
Cromwell Dixon while making an éxhibition
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 company. 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,
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.

Edouard Nieuport Dead

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 the 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 his many prizes at
the Nassau Boulevard Meet on his

BURGESS BIPLANE

with Gnome motor, built by

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

AERONAUTICS

oa oe

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, Mlle. Du-
trieu (Farman), Sept. 30.
Flyers and Winnings
Ovington (Queen and Bleriot)

Atwood (Burgess) $350
Lt. Arnold (Burgess) 350
Lt. Beck (Curtiss) 1150
Beatty (Wright) 950
Lt. Ellyson (Curtiss) 700
--Hly> Ee) 1400
Ww (Nieuport and Burgess Baby) 3950
Hy. fond (Baldwin) 500
Milling (Burgess) 2550
Miss Quimby (Moisant) 600
Sopwith (Bleriot and Burgess) 5200
Disbrow (automobile) 600
McCurdy (McCurdy) Exclese
Mlle. Dutrieu (Farman) 2500

Walden (Walden) 100
Miss Moisant (Moisant) No award.
Geo. M. Dyott (Deperdussin).

Present Awards Protested

Lt. Ellyson 600
White 300
Sopwith 700
Ely 100
Lt. Arnold 300

$22,900

HE 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 con-
tests, such as they were. Everyone who at-

of by EZOWIN Levicr NK

NN ese) AC

October, 19/]

M 4B Hoge

tended could mail postal cards te
friends to their heart’s desire.

To Earle Ovington belongs the distinction
of having been thefirst 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 throughout 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

their

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 Mineola, land, get receipt
from the postmaster there and return.

Sopwith in Gnome-engined Burgess.

134

AERONAUTICS

October, 19/1

Lieut. Milling, who, with the other Army
and Navy officers flew in the meet on leave
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 machines for the military
aviators.

The flights of Miss Quimby, Miss Moisant
and Ml'e. Dutrieu in the latest Farman were
especially interesting. 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 Wanamaker
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 monoplane, Mlle.
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 had a new pair of propellers
made 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 minagement 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-
eatch-c9n 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 obtaining of
pictures was a maiter of prime interest to
those interested in aviation and a club meet
is supposed to be run for the advancement of
the sport and scier.ce. 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 photog-
raphers by alleged cops on horseback, with
the Ex.-Lieut. Governor Woodfuff cheering
the gallant horsemen on to the fray. One

135

The Walden Monoplane just before

it: was Wrecked by the ‘‘Wash.’’

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 French Wright, the Burgess
Company and Curtis, of Marblehead, Mass.,
have taken the initiative here 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 eylinder 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 m2chines 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. I ;

The tank to the left of the picture is
used for the castor oil. :

The guying has been slightly altered in
the section where the aviator sits, thus do-

AERONAUTICS

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.
Ovine ton CBlerIOL) se. ayes cilenatemmere $11,782
Lieut. Milling (Burgess-Wright).. 6,200
Sopwith GWierles lit )icee ae». tenoneaeRon en 6,022
Wahite! MGNTEmpOrt) Mice cise ---tcitenciers ol 5,224
BeACheY, 1(GUPtISS ee cie o. cheese 3,630
Stone PCQuUCe nd) ere ecacere tele o-stemeraerrucrs 1,000
GHISGCBursess=Wiries tb) lye sec -eemelone sire 534
Beat bya GW esit)iciet-ce ers r< atcyena reas 482
Atwood (Burgess-Wright)........ 296
Coffyn re pak! | vegemaeweNeneke 200
HM lvzarn (Curt SS)ivercrrsree wie +, cus) nent teres 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. L.,
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. Ovinetonein a 70 Bleriot, covered
the course in the flying time of 3:6:22-1/5.
Lieut. Miiling, in « wurgess-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 sporting 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. “Fly” says: “Those who are aware
of Grahame-White’s avidity for the clinking
of silver and gold, as well as the yellow
eertificates of large denuminations 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.

October, 19/1]

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 MONOPLANE 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.
Walden made his first real public bow.
Although not a pilot or really an expert
flier he made circle after circle of the field,
flying 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. Secarcely 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 wash 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-Seott 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 contraet 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 the world’s best aeroplanes regularly flies |
one Nieuport monoplane and two specially designed

BURGESS BIPLANES
designed and built by

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

136

RONAUTICS

October, 19/1

PATS THE MATTER WITH AVIATION

AST issue we began a series of articles
under this heading, treating of the
status of aviation in this country at
the present time. At weast. that: is

.t we requested. In our letters we point-

out several items which were not en-

ly favorable to rapid progress and to the
istry. Some evidently believe that avia-
is flourishing. We do not wish to confine

symposium entirely to aviation. It

ild be interesting to bring in the sport

jsallooning, and the piloting of dirigibles,

ny are ever to be used for sporting pur-
2s in this country.
The ee NCTE OM LUD Obwietelcke =
is now without gas and
there is nothing doing.”
Signed by club’s president.

he aero clubs who are 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

1ething worth while to say are solicited
this series, provided they are brief, and

not “trade puffs.”
THE EDITOR

By Jerome §. Fanciulli,
Manager Curtiss Exh bition Co.

would say that progress in aviation is
isfactory 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 more than anything else to
nonstrate the increasing practicability
1 relinbility of the aeroplane.

regard the Chicago Meet held in August

greatest demonstration of the art of
ing that has ever taken place in this or
y other country. Its beneficial effects are
ind to be widespread. Already we have
J evidence of the aroused interest re-
ting from the Chicago Meet. :
fe is true that the U. S. is far behind
me parts of Europe, France in particular,
the motter of offering prizes for cross
aintry flights. However, there have been
yeral such prizes put up in this country

recently, notably the one of Gimbel Bros. for
a race of three Curtis aviators between New
York and Philadelphia, which was success-
fully carried out on August 5th. I look for
a great deal of cross country flying next
year, for which there will be adequate prizes
oftered. I also expect to see aeroplane racing
made a feature of all the big meets held in
the U. S. next year.

All things taken into consideration, I re-
gaid 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 hydroweroplane 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 many 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 or 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,
Smc’y Maxrmoror MAKERS.

We have industriously tried to find some-
thing the matter with aviation and failed.

Aviation is very young yet.

In comparison with it the beginnings of
the automobile industry, ete., etc., were in-
significant and slow.

You, 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 everybody’s joke.

Certainly aviation is rapidly passing from
a circus to an industrial basis. |

We are hopeful your diagnosis will in-
dicate the most serious “matter with avia-
tion” is “growing pains.”

ee eS

CLUB NEWS

The Aero Club Italiana S. U. A. has been
rmed with Albert C. Triaca, president;
‘ancesco Grutter, Secretary, Saverio

uscia, Treasurer; prominent New York
ulians complete the board of directors. The
ice is at 403 Park Avenue, New York. The
ib has been started by Mr. Triaca, who
ll be remembered by all who followed
iation from its rise in this country through
s school. This lost a pot of simoleons
parently because people thought they
uld copy well-known types from descrip-
ns and pictures in AERONAUTICS and save
e trouble of learning the principles and
signing their own. They evidently did.

The Trenton Aero Club has been_incor-
rated at Trenton, N. J., with the following
ficers: P. F. De Marco, President; Stephen
ack, Vice-President; John Falcey, Secre-
ry; Frederick Gebert, Treasurer, James
penton, Ass’t Treasurer.

strong effort was made to secure the co-
yeration of the business men of Trenton
it without success. It was planned to es-
blish a real club with grounds for experl-
ental flights.

Chas. F. Willard is having a new Curtiss
achine built, two passenger type, with
nome engine. The passenger will set to
1e side and to the rear of the pilot. Other-
ise, this will be a standard Curtiss. The
evating surface is slightly increased, for

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. Kearney. of St. Louis, will undonb'edly fly with

Huwil-Seott Equipment at the St. Louis m et, Kearney
is recovered from his fall of a month ag ,at whi h time
he flew 35 miles cr ss country te Kinloch tield, ant then
mide a hard landing «on acceunt of his moter stopping
due to his gas tank tunnieg dry. Thomas McGocy, who
purchased a 6) Hall Scott power plin’ after se ‘ing the
resul:sootsin d trom H I-Scott equipme»t in Baldw n

planes at the Chicago mee!. has been making more than
govud in and arvund 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
factory has several machines under con-
struction. Recently one was sold and dem-
onstrated to Mr. N. Lapadat, of Johnstown,
Ohio.

You have safar succeeded in your efforts to publish
a rery interesting and learned journal, and you
shall have yy subscription as long us you publish.
—CuHAS. HILLMAN.

137

AERONAUTICS

GERMAN BALLOON WINS INTERNATIONAL RAC

HE international balloon race which
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 of

America as yet and the distances given here

are measured on large scale maps.

The record distance in competition for
this trophy, 1172 miles, made last year, is
far from being beaten.

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; Dun=
ker, at Holcomb, Wis., 450 miles.

Buckeye, Lt. Frank _ P. Lahm and J. H.
Wade, Jr., at Sparta, Wis., 364.6 miles.

Berlin I, Lt. Leopold Vogt and: aut. Vie
Schoeller, at Austin, Minn., 301 miles.

America II, John Berry_and Paul McCul-
lough, at Emmettsburg, Lae e2iiby miles?

Million Pop. Club, Wm. F. Assmann and
J. Cc. Hurlbert, at Mason City, Ia., 265.5 miles.

Condor, Emile Dubonnet and Pierre Du-
pont, at Mingo, Ta., 172.8 miles.

Lahm Cup 4

Kansas City I, Capt. H. E. Honeywell and
John Watts, at Kennan, Wis., 486 miles.
Topeka II, Frank M. Jacobs and W. W.
Webb, at Dunnell, Minn., 302 miles.
Pennsylvania If, A. T. Atherholt and E. R.
Hunnewell, at Buffalo Centre, Ta., 293.6 miles.

OTHER ASCENSIONS

Salt Lake City, Sept. 4 H. E. Honeywell,
R. N. Campbell, Lewis B. MeCormick 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 course,
Honeywell didn’t mind it a bit. After 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 direc-
tion of Ogden, landing near Utah. The
party packed up and returned to Salt Lake
from Ogden.

Two other ascensions were
Captain Honeywell left the city after a
week’s instruction in 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 cubie feet from H. E. Honeywell, of
St. Louis, and on August 31 made a trial
trip, carrying nine people all told, of which
five were ladies. The rest of the party was
composed of members of the press and aero
club officials, including president George M.
Myers. They were not all taken up at once
but in relays, five different ascents being
made from the one inflation. Friends of
the aeronauts followed in automobiles.

made before

Pittsfield, 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, fadl-
ing back unconscious in the basket. Dis-
tance 190 miles.

Phila., Aug. 25.—Dr. Thomas E. Eldredge,
John Noggle, Frank Middleton and a 9-year
ascended in the

old boy, Mears Noggle,
“Philadelphia II’. The landing was at Ar-

neytown, N. J., after a trip of two hours,

October, /

Pittsfield, Sept. 17.—J. J. Van V
William, Van Sleet, and Jay B. ented
cended in the “Springfield” a few momen:
before midnight. Morning found them ove
Long Island Sound and a landing was mac
in Auburndale, L. I. The duration of tk
ae ae aod ue distance 109 mile
! 7 alkenburg’s i

his second as pilot. = Wh, ae

Atchison, Kans., Sept. 4— W. C. Ja

a ude Will Harburger ascendaa

opeka I” and ;

ibe eeu landed at Wathen:
Pittsfield, Oct. 8. Wm. Van _ Sleet

Jay B. Benton, in the “Boston” to Lakewall

Gee oan we) peeun 15 minutes afte

e wit
beautiful weather. 3) 20 aan

A Hudson River Steamer
balloon with its searchlight.

The landing was made 8
morning.

Pittsfieid.—Sept. 23. Ernest G. Schmole]
Mr. and Mrs. St. J. C. Wood and Malcom 4
Ludlam in the “Springfield” to Cheshire.

SPRINGFIELD, ILLS., July 17-18. John Berr
and Roy F. Donaldson in the ‘Million Popul
tion Club” to La Place, Piatt Co., Ills. on a tri
lasting from 7:30 o’cloeck Monday evening ti
10:30 Tuesday a. m. Two other landings wel
made earlier in the morning at Kirksville ar
Bethany.

KANSAS CITY, MO., July 14. H. BE. Honey
well, pilot, and four newspaper men in tk
“Kansas City” at 4 p.m. At 8:32 p. m. lang
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 attemp

to reach San Bernardino, Gene Savage, C. FE
Hunt, T. Henning and Stanley Schultz, em
ployees of the gas company, were caught in @
unexpected cross current of air, swept south
west over San Diego Bay and finally alighte
on Table Mountain below Tia Juana in Lowe
California. Their experience was terrible, 4
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. Th
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 €
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 start
qe start was at midnight and the landing @

aes

ST. LOUIS, MO., Aug. 12. St. « :
and Sergt. Joseph O’Reilly, of the Mo. N. G., @
7:45 p. m., to Black Jack, Mo., at 8:30. Distane
15 miles,

PARIS, July, 19. Ernest O. Schmolk, quali
fying for French license, sailed over Paris i)
the balloon Ariane.

discovered tk

A. M. Sunday

Lieut. T. D. Milling, U.S.A
having won the principal biplane prizes at the Bosto)
Meet on a

BURGESS BIPLANE

has established a new World's Record, carrying TW
Passengersat Nassau Boulevard on the same neroplane
‘built by

BURGESS COMPANY AND CURTIS, Marblehead, Mas

138

«

AERONAUTICS

October, 19//

Ns, Genel

FLY WITH TWO MOTORS.

Reports from Eastchureh 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”
There is very little doing.
Same here, old man.

in England.
Our sympathies!

VANIMAN 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 EHurope 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 shim 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 will 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 with 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
madé 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
cotntry 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-
ecribed 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 carried 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 that 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

MICHELIN PRIZE FOR DROPPING
PROJECTILES.

In order to encourage the development of
the aeroplene 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 tour 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 the
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 ovrizes 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 rem-in open till Aug. 15,
1913.

The prizes are known as the
Aero “Lai oer #

SCOTT BOMB DROPPER SUCCESS

A first trial was made October 10, under
adverse conditions, with Lieut. Riley E.
Seott’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 thousand 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 mathematieal accuracy with
which any gun is sighted.

WILLOUGHBY WATER ’PLANE,

Capt. Hugh L. Willoughby has had so much
encouragement from his experiment in New-
port Harbor during the last Summer that he
is to start a factory at Sewall’s Point, Fla.,
to build duplicates of his machine “Pelican.”
The hydro-zeroplane hus caught the general
fancy and the concensus of opinion is that it
will be the machine of the future, tor so
many obvious reasons. Safety 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 propeller in the front of the
machine. The f:ent -nd rear elevators «ww ™

“Michelin

4 aeCw.

The Willoughby

October, 191]

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 hard landing, will shut off the power
with certainty through the natural move-
ment of the body.

FLIES RUDDERLESS MACHINE

Frank E. Boland has been making good
flights with his rudderless machine, which
is, perhaps, still in the experimental stage.
Though even tailless at first, one had now
been added but the rudders are still absent,
later. 1 steering being accompilsheu by tri-
angular oblique fins at the outer extremi-
ties of the biplane cell. These likewise
se-ve to secomplish Ietero] st: bility.

Kennerly has been making flights at Mine-
ola with a Curtiss copy equipped with a

M.aximwtor ensine. Buisanu u.-es his own
design 8 eylinder 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 evlinder Emerson. Both Jannus, and Dr.
Walden have exhibition dates in the South.
Kennerly is taking his machine home in
Kentucky for the Winter.

Cc. O. Hadley now has Joe Seymour's old
original Curtiss, with the elevator way out

frent »nd hes made seme 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 Reaische has a new Curtiss-type
out with a Smalley engine. Clyde, with a
biplene of his own merke, has been trying
to fly with Hall-Seott, but hs not. done
much in the way of flying. Wilbur R. Kim-
bo'l hes heen mckine hens:with his 2-vnro-
peller tailless biplane with an auto engine.
All these fixers” re located in the Aeronaut-
ical Society’s sheds, at Mineola.

AVIATOR ELTON FLIES 244 MILES
Albert Elten, who had just lezrned to fiy
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
The third day’s trip took him
113 miles on

these places.
. S 5 ~e town Younvrstown

* ydro-aero,:lane.

140

AERONAUTICS

Sign

The Yamada Dirigible.

the way. A. L. Welsh, the Wright instruc-
tor, was his passenger throughout the flight.
This was the first long distance tow-man_ flight
in America.

ARMY’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 JAPANESE 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 1909 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 PILOTS
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 F. Chandler, U. S. A.,
(Wright), Washington, D. C.
Sept. 20.
60 John D. Cooper
Louis, Aug. 30
61 A. B. Lambert
Sept. 20.
Ga Lueut ids tos mowers,- OU. is. N., (Cur-
tiss), Hammondsport, Sept. 14.

(Curtiss-type), St.

(Wright), St. Louis,

October, 19/]

63 L. E. Holt, Los Angeles, Aug. 31.
Spherical balloon certificate number
32 has been given to George B.
Harrison, dated Los Angeles,
Aug. 31.

NAVAL 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 Lieut. R. E. Scott,
as a carrier of missiles. Paul E. Chamber-
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, with a light and powerful engine.
In the extreme front of the machine is a
projectile or explosive bomb. The seat for
the 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 torpedo is made of armor steel and
heavy enough to pierce the sides and decks
of vessels. It is intended to carry about 180
pounds of wet gun cotton and to be supplied
with an explosive means—for instance a
combination time and percussion fuse.

When the aviator is ready to direct his
attack and take leave of his machine, he pulls
a lever, which simultaneously drops him
through 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

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.
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 Fly 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 $200,000, 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 Horne.

Trenton Aeroplane Club, Trenton, N. J.

The Lindsay Hopkins Aviation Company, of
Greensboro, N. C., to manufacture and sell
flving machines, ete.: authorized capital. $30,-
000; paid in, $300, by Lindsey Hopkins, Thorn-
well H. Andrews and Thomas §S. Beall. -

Continental Aero Club, Richmond, Ky.

Smith Aero Engine Co., Traverse City, Mich.,
capital $100,000.

Reimers-Mair Biplane Co., Chicago;
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 William 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., c&pital $5,000. The incorporators,
with their holdings are: Ernest Orndorff, Mat-
toon; Ill., EH. i. ‘Grey, Ora Gratz, and i. ©:
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,
BE. W. O’Brien and Andrew Drew.

The Aero Exhibition Company, Canton, O., to
book exhibitions. 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. F. House and Lawrence
H. Smith.

Harvard Aviation Association, Boston, cap-
ital $40,000; Leonard DPD. Ahl, 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.

name

Perhaps he will.

October, 19/1

International Aeroplane Co., 104 Second
Ave. South, Minneapolis, Minn. Capital,
$50,000. Ineorporators: William V. Bloom-

field, Gustav H. Sachs and Sigvard Quam,
all of Minneapolis.

Gibson Propeller 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, of which
nothing is paid in. Officers: President, Leon
G. Chase of Boston, Mass.; treasurer, A. Ing-
ham Bicknell of Boston, Mass.

American Paraplane Company, Chicago,
Tll., the business of which is to manufac-
ture, sell and deal in paraplanes, aeroplanes
and dirigible balloons. The incorporators
are; ‘C. Ae ‘Pease, Chicazo; His TC} Corwia
and M. A. Noble, of. New York City. The
capital stock is $1,000,000. :

Kimball Aeroplane Co., Lynn, Mass., $30,-
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,
Juius Gottlieb and Edward Dolan of New

ork,

Nassau Aviation Corporation, 334 Fifth
Ave., New York, to finance meet.
Aeroplane Mfg. Co. (G. W. Strommer),

South Tacoma,

Wash., for
aeroplanes.

the building of

AERO 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. 12-183—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, Ill., Curtiss aviators.
Oct. 12-18—Macon, Ga., Curtiss aviators.
Oct. 14-21—St. Louis, Mo., Wright aviators.
‘ Oct. 16—Broken Bow, Neb., Curtiss avia-
ors.
Oct. 17-19—Raleigh, N. C., Curtiss aviators.
Oct. 18—Belvidere, Ill., 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.

—Shreveport, La., J. A. D. MeCurdy.

142

AERONAUTICS

BOOKS RECEIVED.

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 AHMRONAUTICS.
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 rely
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 History 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 8vo., 319 pp.
eloth, illustrated, published at 2/6 net by
Aviation World Publishing Co., 12 Newgate
St., London, EB. 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 aero-
plenes, description of the well-known engines,
and articles on aviation, patenting of inven-
tions, ete.

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 LAW OF MOTOR VEHICLES, by
Berkeley Davis, of the District of Columbia
Bar. 775 pp., 8vo., cloth, published by Edward
Thompson Company, Northport, Long Island,
IN. Y.,. at, $5.00:

The chapter dealing with the Law of Avia-
tion is, so far as we are aware, 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 Private 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;
Liability 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; Jurisdiction 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
FLIGHT, Smithsonian Institution, Washing-
ton, D. C. Edited by Charles M. Manly. Price
$2.50 in cloth and $2.25 in paper. Large

143

school, conducted by Glenn L. Martin.

October, 1911

quarto volume, 320 pp., fully illustrated with
beautiful halftones and line drawings.

The present woik, 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 Mr. Langley’s death in 1906, and Part L.,
recording expeliments from 1887 to 1896,
Was written by him, detailing the work up
to the close of the experimental period when
the first steam-driven model was fluwn.
Part Il, 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 largely 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 aerial de-
velopment, containing as it does so much
valuable data 1elative 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
eonduct of a school and for financing aero-
nautical enterpiises.

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. 238, and Beryl J. Williams at
Hyde Park on August 26. These three are
members of the A. C. of Calif., and others
will be flying soon.

Eaton Bros. & Co., at Hyde Park, have

four machines, of Curtis and Farman types,
with a couple of their design. They also

have three pupils.

Professor Twining, ex-president of the A.
Cc. 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

Mar-
tin has made a name for himself in aviation
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 rolled.
Glenn L. Martin, Beryl Williams, E. Lb. Holt,
and Fred De Kor have been making excellent
flights, many 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
vicinity of Los Angeles obtaining a license
with Hall-Scott equipment. E. L. Holt is fly-
ing with Hall-Scott 40 motor, installed in the

AERONAUTICS

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 Gage 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 time. They now have a 60
vower 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 quarters. 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.

October, 19//

“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, power plant, and other parts from
pictures but a short while ago, it must mean
a world 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, ete. For the
advanced or the model 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.

Ay ER ©

Mio ASR ST

Positions Wanted.

POSITION WANTED by an all around
flying 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 machines.

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.

AEROLANE 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 834, Schenectady, N. Y.

———

Power Plants For Sale.

ANZANI MOTOR, 12 h. p. 2 cylinder, air
cooled, weight 65 Ilbs., complete with car-
buretor and coil, $150. Mack, 571 Forty-
fifth St., Brooklyn, N. Y. Oct.

MOTOR, exceptionally fine, almost new, 8
cylinders, V type, 60-80 h. p., light but strong.
3uilt this summer by well known concern.
Will make price right and give terms if sold
at once. W. W. Simmons, Dayton. O. Oct.

—_[—_————
PROPELLER FOR SALE: Best grade Chel-

sea Aero Co. Walnut propeller. 8 ft. 6 in.
Dram, 6eeLt. 6s in. iplitch: Practically new,
having been used only six hours testing
engine thrust. Write for particulars. Will

accept any reasonable offer. A. V. Reyburn,
Jr., 58305 Delmar Boul., St. Louis. Mo. Oct.

Farman Type Biplane, Rebuilt.
Fine condition and without motor. Nassau,
c/o “Aeronautics.”

ANZANI 6 cylinder,
here $2,800.
flown.

50-60 for sale.
Will sell at $1,600 cash.
Only run few moments. Perfect con-
dition. Absolutely new. Good reasons for
selling. Address, AERONAUTICS, 250 West
54th Street, New York.

BLERIOT XI monoplane for sale at $3,000,
complete with 30-35 Viall 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.

Engagements Wanted—

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.

Lists
Never

Sep.

Instruction,

THE BAGLE 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. TR.

Help Wanted.

FLYERS WANTED. Manufacturer booked
for winter wants few men to train for avia-
tors, $100 to $350 required. Gates, 227
Englewood Ave., Chicago, I11.

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.. Vs. Dy Box, 47b, Patchorue, ii. ts Nee
Oct.

144

AERONAUTICS

PUBLISHED MONTHLY BY

\\ 4 J

ONAUTICS PRESS, Inc.
250 West 54th St, New York

CABLE: AERONAUTIC, NEW YORK
“PHONE 4833 COLUMBUS
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ERNEST L. JONES, Editor cad J. C. BURKHART, Ass't Editor
SUBSCRIPTION RATES
UNITED STATES, $3.00 FOREIGN, $3.50
ADVERTISING REPRESENTATIVES:

€. F. INGRAHAM ADV. Co., 116 NASSAU ST., NEW YORK
CLIFFORD W BEAN. S PARK SQ., BOSTON. MASS.

No. 51 OCTOBER, 1911 Vol. 9, No. 4
COPYRIGHT, 1°11, AERONAUTICS PRESS, INC

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

AERONAUTICS is issued on the 30th of each month
All copy must be received by the 20th. Advertis-
Mg pages close on the 25th. :: * as = es ts

Make all checks or money orders free of exchange
and pavable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. 23 :

AGENTS FOR “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,
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.; Cleve T. Shaffer, 331 Octavia St.

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.

ao UAND, ORE.—S. S. Rich, 267 Morrison

iG:

231 Vir-

SALT LAKE CITY—Sheppard, the Magazine

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

LOS ANGELES
S. Spring St..

WASHINGTON—Brentano’s.

BERLIN—W. H. Kuhl, 82 Koniggratzerstr.,
S.W. 3

PARIS—Brentano’s, Place de l’Opera.

LONDON—Aeronauties, 12 Newgate St., London,
E. C.. George Il. Seragg. Mgr.; also at the
office of British Aeronautics, 89 Chancery
Lane, London.

BERNE—A. I rancke’s Sortiment.

Whalen’s News Agency, 233

PLEASE 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.

October, 19) /

A BOARD OF INQUIRY.

The lack of foresight and the inability to
learn by hindsight is still a prominent at-
tribute of aero 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 many lives.

The wreck of Clark’s machine was carted
away at the same time the ambulance took
the body. No one was allowed to even photo-
graph the aeroplane in its smashed condi-
tion. Once moved, the possibility for any-
thing like an investigation with the ex-
pectation of results is gone.

Mb bb bbb bbb bbb bbb bbb bb peepee

GENUINE

CURTISS

4 CYLINDER

AEROPLANE

Complete,

Fe

t>>t

No. Restrictions

$1450

PERFECT CONDITION
DEMONSTRATION
First
bank draft or certified check

money wired, order,

helds machine’ for demon-

stration.

Also Genuine Bleriot, 6 cylinder
Anzani Engine, 20 H. P. Con-

tinental oe ac ee Ss
USED ’PLANE DEPT.

AERONAUTICS

250 W. 54th St., New York

Pebececde fe che fe fe che oe fo of fe fo oho chon go oho oho fe of ofe feof ofo fu of ofe ofa of ofe ofa on ofe ofc of ofe ofa of of ofa oe ofe ofe ofa of ofe ofe of ofe ofe fe ofe ofe ole choofe coded, ocoodefoapo
PEPE EEE LEE bb heehee lero olee cleo ofoofeofoofo oho fe fo oho che oho oho oho fo ofocd ofe fo ofe efoofe che ofo oho ofocfoefocoafone haf ofa che ofoohoofocfocfoafe

>,

145

AERONAUTICS

UW. $8. Sr AMEN 3b S

Copies of all patents may be obtained for

five cents each, by addressing the
“Commissioner of Patents,
Washington, 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 the 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,-
A0S = Julye 185 VOUT: 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 car and power plant, gas bag in
central prism.

Paul Lehmann, Schoneberg, near Berlin,
Germany, 998,538, July 18, 1911. Filed Feb-

BALLOON OR DIRIGIBLE
rigid exterior and non-rigid
imner 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 without
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, ete.

Tohn C. Schleicher, Mt. Vernon, N. Y., 998,-
aye dhetlyeamnss seal abate 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, 1999. Flying
machine consisting of hollow spherical body.

ruary -7, 1910.
ENVELOPE of

with 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, 9a. Filed
March 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
upwardly from the forward end of the
swinging basket, above the pivot and con-
nected to the forward end of said tail plane
rib, so that when the basket swings one way
the tail plane will swing the other way.

John W. 30ughton, Phila.,
the Boughton Flying-machine
Jitliy, © 25% Filed Noy. 13, 1909.

Johan R. Froberg, Goldfield,
844°) Julliya 25. . Eileds Oct, 45-1909:
BLE BALLOON, with retainer for
pressed gas, to be let into envelope
sired, means for heating the gas.

Ernest A. Norris, Albany, N. Y., 998,978,
July 25. Filed Oct.” 12, 1908. TANDEM
AEROPLANE, 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.

assignors to
Co., 998,834,

Nevada, 998,-
DIRIGI-

com-
as de-

Joseph Danziger, Chicago, 999,012, July 25.

Filed Mar. 18, 1910. AUTOMATIC STA-
BILITY device, comprising movable sur-
faces, operated by electric current, contacts
with magnetic coils being made through a
movable electric conductor.

Hans von der Oelsnitz, Pittsburg, Pa.,
999;068, July 25, 1911. Filed May 5, 1910.

October, 19] /

ABS TRACT ees

“GAS-AEROPLANE MOTOR-AIRSHIP.” Di-
rigible balloon with planes for guidance and
oe longitudinally extending ball-
oonets.

Henry Flanagan, Ft. Worth, Tex., 999,105,
Jit livaebs 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, Atitieas mds
July 25, 1911. Filed Aug. 29, 1910.
ING WEIGHT for biplanes.

JUSTIN P. C. Bouscal, San Francisco, Cal.,

999,125,
SWING-

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.

He h., A. Bs & H.. O2 Short, of ssasrerses
Park, London, 999,266, Aug. 1. Filed June

999,266.

21, 1910.

_ Applied to main, subsidiary or bal-
ancing SURFACES, means for their automa-

curvatures.
front edge, pockets in
front spar and
means for
edge to a

tically assuming variable
Claims cover fixed
fabric for ribs, pockets for
stiffening strip at rear edge and
elastically connecting the rear
rear main spar.

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
formation, balancing planes at side and pon-
toons.

Cae

Wassily Rebikoff, 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 plane.

William W. Green, Niles, Mich., 999,448.
Aus. 1. Filed Jan. 16, 1911. BIPLANE-
PARACHUTE combination. Upper plane has

bottomed tapering dome with nor-

an open
or parachute, at the

mally folded extension,
top.

146

AERONAUTICS

Johann Schutte,
Germany, 999,469, Aug. 1.
DIRIGIBLE ENVELOPE.
form thereof.

Langfuhr, near Danzig,
Filed July 2, 1909.
Claims cover the

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 Helfer, 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 are of
180 degrees. Wires from the operating lever
are crossed to one elevator. Movement of
lever forward or 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.

Osear 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-
wach aO©t.. O00 AT Amie2 <8 1 Milled Oet.- 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 front) is in two sections, later-
ally, which seetions 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. Gardner, Vallejo, Calif., 1,000,-
202, Aug. 8... Kited Oct. 19, 1910. AHRO-
PLANE in which the supporting surface is
described as disposed in the direction of the
line of flight, tapering from the front to the
said supporting sur-

rear of the machine, I
face curving transversely which curvature
eonstantly 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 platform 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 eoiled spring, for the purpose of limiting
deflection of machine from its course.

cae 19/1

Adolphe Clement, Levallois-Perret, Frz
1,000,494, Aug. 15. Filed Feb. 6. 1909°

SHOCK ABSORBING DEVICE FOR MOTORS
to save frames from vibration, r

A. CLEMENT.
ENGINE MOUNTING FOR AIRSHIPS,

comprising

spring mounting for motor
motor acting on a buffer.

Adolphe Clement, Levallois-Perret, France,

and arm from

1,000,495, Aug. 15. Filed Feb. 6) £90958 DiI=
RIGIBLE of the semi-flexible type, with
claims covering attachment of special

framework and _ balloonet compartments.

Albert J. Lockwood, Chicago, Tll., 1,000-
528, Aug. 15. Billed July 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, Ne Yo. 6t-
000,560, Aug 15. Filed Apr ee seel OhO ESA
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, which 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 18, 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
supposedly 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,
ete.

147

AERONAUTICS

Leon A. Hewitt, Livermore, Ia., 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. Wiled
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
Superposed wedge shaped SURFACHES.

1,000,999, Aug. 22, O. A. Danielson & Te ES
Jones. PROPELLER ,attachment to shaft.

1,001,143, Aug. 22, O. Kattenhorn, Flexible
OSCILLATING, WINGS.

WOO 120, Aus. 22:00.- A. ‘Bloedin:-
STABILIZING PLANES. i ?

1,001,123, Aug. 22, A. M. Collins, SWINGING
SEAT to operate ailerons.

1,001,160, Aug. 22, P. A. Otto.
MONOPLANE-HELICOPTER.

1,001,185, Aug. 22, A. M. Zimmer. SUPPORT-
ING SURFACE which absorbs shocks from
gusts of wind.

1,001,223, Aug. 22, ee 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.

HROOMRSRI2 Ate Ss Ve CaeDe® Wbarrondo:
PROPELLER mounting on universal joint.

Lake.

Vertical

Combination

1,001,721, Aug. 29, S. D. Wheeler. AIRSHIP
propelling device. ;
1,001,849, Aug. 29, P. C. Hopkins. HELICOP-

movable in various

PROPUL-
surfaces

TER, with
planes.

1,001,918, Aug. 29, F. L. Bartelt.
SION device of parallel rotating
winded with collapsible air pockets.

1,001,941, Aug. 29, V. P. Fleiss. 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.
elements of an AIRSHIP.

UR CKO ONDE WNitikes TAO lakes dbp.) te ID ee ely (OO)
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 LATHRAL BALANCE.
Various forms of the device are claimed.

1,002,067, Aus. 29, A. E. W. Macmanus.
AUTOMATIC STABILITY 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.

1,002,098, Aug. 29,. H. Thaden.
machine with FLAPPING SHUTTERS.

1,002,111, Aug. 29, B. R. Alexander. Four
superposed supporting surfaces hinged at
entering edge and capable of CHANGE in
ANGLE of incidence during flight at will.

propellers

Inflatable

Flying

148

October, 1911

H. L., A. BE. & H. 0. SHORT.

Aug. 2g9;.1W.,, C

1,002,138, 4 Culbertson.
AUTOMATIC STABILITY device in which
engine, operator, etc., are below the support-
ing planes in a pivotally hung ear.

DOO 2 fal Arie 2 9 Td Ds IVS Oye

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.

L002;703, Sept. 5, Ha A. King) BPROPEE-
LERS, turning in opposite direction.

1,002,724, Sept 55° Gl Fo Ag 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

axis in turning so as to assist in banking.

——

_ RODGERS BREAKS ALL RECORDS

Beats Atwood Record

New York, October 13.—Cal P.Rodgers has reached Kan®
sas City, Mo., on his attempted flight from New York to
the Pacific Coast. He left on September 17 in a new 82
foot EX one-man Wright biplane, with extra large fuel
and oil tanks. He has broken every existing record for
long distance continued flying. His distance to this
place measured in straight lines from place to place
totals 1341 miles. His actual route was considerably
longer.

Robert G. Fowler started from the Coast on September
11 and got only as far as Colfax, Cal., 124 miles by the 28d,
where he is still located. Fowler used a standard Model
B Wright, with extra large tanks. James J. Ward,
ina Curtiss, started from New York on September 13 and
got to Addison, N. Y., a distance of 221 miles in straight
lines, where he gave up the trip.

All started for the Hearst $50,000 prize under the im-
pression that it was only necessary to start before Oct.
10 and finish in 30 days, with compulsory stop at Chica-
zo. However, after they started it was made plain that
the trip must be finished by the 10th of October so after
all the competitors had gone to all the trouble of starting
they learned they had no chance.

AERONAUTICS

November, 1911

WHATS THE MATTER WITH AVIATION?

By Cleve T. Shaffer.

T isn’t what is the matter with aviation,
its rather what is hindering aviation.
It isn’t aviation that has the hook 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 wealthy
young man being placed first, because if the
sportive young tellow who has the means to
gratify his desires in automobiles, polo ponies,
motor boats, ete., 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
the 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 where 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 r7re minds at work
tabulating results from cneir own active ex-
perience, improvements and safeguards will
be developed which in turn will lure hundreds
of thousands of the more timid to the delights
of the sport.

Public apathy and distrust, one of the 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 tfrauit
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.

Fake 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 the 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. Jannus

N 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 following

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 these builders have
survived and are now earning money by
giving exhibitions or by catering to the ever-
increasing crop of fledglings who are impreg-
nated with the same germ which infected us
all. Still others are teaching pupils, and for
these there is much hope. But let me offi-

149

ciate as a cost expert and ask a few questions,
or rather suggest some questions which 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 ot 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 much
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 saying “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
misdirected or is absolutely uninterested.
James V. Martin.

———_—

Leo Stevens has bought the Wright biplane
of Harold H. Brown.

I read monthlies concerning aeronautics in Ger-
man and French, but I find yours the most inter-
esting and up-to-date.—FRANK THALMAN.

veritable mine of informa-

Your magazine is a ] 4 (
in aerial navigation.

tion to anyone interested
REG. HUNT.

AERONAUTICS

November, 1911

THE EFFECT OF COLOR ON AEROPLANES

By Prof. H. LaV. Twining.

NAUTICS, Mr. R. F. Patterson had an

interesting article upon the effect of

eolor 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 handful 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 sand
will weigh about .17 pounds.

In an wtdinary Curtiss 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

iP THE September number of AERO-

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 morning 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 wilh
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 fiights are being made every
day all over the country, from short hops
to little cross-country fiights of five and
ten and even more miles. It is obviously
impossible to chronicle these; and it woulda
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 Pacific 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 hundred. Out-
side of machines furnished by manufacturers
to their own aviators, one woild be safe

in saying there are not a dozen American
made aeroplanes in the hands of sportsmen
or exhibition flyers.

The Curtiss, Wright, Moisant, McCurdy-
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, 1911

DEATH OF PROFESSOR JOHN J. MONTGOMERY

HE death 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. The re-

port is that a little whirlwind caught 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 Lougheed and James HE.

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 his death and for a great many
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 1886 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. JOHN J. MONTGOMERY.
“My first practical experiments commenced
about 1883 and were continued until 1886.
The first machines which 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 machines 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—follow-
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 experiments with this crude de-
vice were 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 OF 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 yas 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 OF 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
Sai the flap of that wing would yield up a
ittle.

“But, in addition to the spring,
saddle which was

I had a
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 this 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.

“T 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
machine. 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 right 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 beam along the front of the
wings. These two beams were capable of be-
ing rotated in a socket in the frame extending
backward to the tail. Wires from the rear
of each wing ran to levers, one for each
wing, placed at the right and left 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

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,

“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 Flying Machines.’ He describes the experi-
ments and the machines. From this you will
see that warping of surfaces is not a new
question.

“But I was not at all satisfied with my
work because I was floundering in the dark-
ness, didn’t know where 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,

November,

THE
MOVABLE
FIN.

TAKEN
JANUARY,

HALF CIRCLE NOTICED ON THE MACHINE IS
HORIZONTAL SURFACE WITH FIXED VERTICAL

IN May, 1905, AND REPRODUCED FROM THE
1909, IssuE oF ‘‘AERONAUTICS.”

“T took the machine apart and commenced
at the bottom to study if possible the laws of
aerodynamics and determine the 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 these surfaces.
I no sooner had commenced than I detected a
peculiar phenomenon which suggested there
was something taking place in advance of the
surface. In order to test this I resorted to
a number of experiments, particularly one
which TI described to the Chicago Congress in
1893. I had my brother seatter 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. I simply studied my own figures and
made the first model. These were tested in
various ways. I stretched a cable between
two hills-so that 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 they 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 chose hy 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 papers 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 of
experiments. I elevated these between poles

November, 1911

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. 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
for 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 LL 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 beautiful 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 city. 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 MontTGoMERY GLIDER, SHOWING THE STIRRUPS OR CROSS-BAR WARPING, SUSPENDED FROM A_ CABLE
STRETCHED BETWEEN POLES, FOR EXPERIMENTS IN GLIDING,

153

AERONAUTICS

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 he 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 OF MALONEY.

“Tn 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
Maloney’s last flight, one of these ropes
caught in part of the machine. We called out
to Maloney 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 over 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.

“T eontinued 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
time.”

Montgomery’s patent, filed in 1905 and
granted 1906, number $31,173 may _be had
upon application to the Commissioner of
Patents, Washington, D. C.

ce

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 Ely. :
Eugene B. Ely, 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

AERO CLUB EXPOSITION.

An international aeronautie 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-
ducting 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 F. Butterfield, 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 coming,

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

November, 191 |

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 was 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 flying’ 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-
Ee of its Board of Directors on October

DEATHS ABROAD.

Rheims, Oct. 14. R. Level (Savary Biplane)
was killed.

Hamburg, Germany, Oct. 21. Ei Daeg
(Tacks monoplane) was mortally injured and
died a few hours later.

_ Berne, Switzerland, Oct. 14. Captain Jean
Schmidt (Bleriot), a Swiss army officer, killed
in meet.

Rheims, France, Oct. 27. Jean Desharmet
was killed flying a military machine,

After looking over your publication, it seems to
me that this magazine: should be of great value to
anyone wishing to keep informed on developments
along this line.-—JAMES G. HUNT.

construction of the machines, which, when
completed, were to be used in the first lessons
in fiying. 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 chose’ of his
college career.—Detroit News.

AERO CALENDAR.
Noy. 14-19—Houston, Tex., Curtiss aviators
eS 16-18—Atlanta, Ga., Curtiss aviators
se 21-22—Austin, Tex., Curtiss aviators
«_ 21-22—-Salisbury, N. C., 1 aviator
ee 22-23—New Bern, N. C., Curtiss aviator
“ 294-25—Chattanooga, Tenn., Curtiss avi-

f ators i
= 24-25—Savannah, Ga., Curtiss aviators
43 25—Rome, Ga., Curtiss aviator

« .29-30—Spartenburg, S. C., 2 aviators

30—Winston-Salem, N. C., 2 aviators
Dec. 7-12—San Juan, P. R., Curtiss Aviator
Jan. —Los Angeles, A.C.C. meet

Mexico City, Moisant aviators at presiden-
tial inauguration; later touring Central Am-
erica.

1912—International Exposition, Vienna
May. 9-18, 1912—-Show at Grand Central
Palace, Aero Club of America.

154

wiES
AERONAUTICS

\ wR =

: 1 SAS Rae ~ |
NOs!

\ |

November, 1911
November, 1911

COLLIER HEADS A, C. A.

The Aero Club of 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 EF. 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, which 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. This is
designed to limit these eight to live ones
The office of Con-

abolished and a

and eliminate the drones.
sulting Engineer has been
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
zrown from 390 to 540, say an increase in a
single twelvemonth 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-
tificates 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 rooms
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 avidtion 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 informal talks.
On November ist 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 opportunity 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, J. 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. Atherholt’s description of his
trip in the international balloon race at a
meeting held October 20.

The Aeronautical 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 hight
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. Frank W. Walton
delivered an address upon “The Development
of Aeronautics among School Boys, and its
effect upon their mental activity.” He spoke
from 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 Flying 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. Willoughby’s Pelican?

If Ovington flew across the continent do
you think Atwood?

When Atwood left Grand Park, did Chic-
ago?

If rye 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 were 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

AERONAUTICS
THE“BO LAND TT ALLA Ess

November, 1911
BIPLANE

THe Botanp TaiL-LeEss BipLANE. THE “JIBS”
AVIATORS LEFT,
FTER experimenting with power ma-
A chines since 1908, flying, smashing,
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, Frank E. Boland, of
Rahway, N. J., has demonstrated during the

past Summer that he can fly as well as any-

exhibition flights were made on

one. Some
October 21st for the benefit of a number of
interested persons who had assembled for

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

the purpose of seeing

abroad. Nothing now startles aviation
“fans.” There is no grandstand play about
Boland’s flying. He just gets in the machine
and 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 can 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 nicely 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 another; sometimes they are flat, due
to weather conditions, Out under the eleva-

ON THE RIGHT OF THE PHOTOGRAPH IS PULLED IN TO STEER
OR TO DEPRESS THAT SIDE.

tor hang four sash weights which some
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 was 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-four
field in Jersey until he built the present ma-
chine, about a year ago. Soon Boland Flyers
will be on the market.

Main Planes. 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
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 %
deep about half way between the spars. The
trailing edges of the ribs are straight as
originally bent. but they are very flexible.
% 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. |

The plane flies as it stands on the ground
with searcely any angle of incidence,

ends of both front and rear spars being the

same height from the ground.

Elevator. The elevator, pivoted 14 feet in
front of the main plane, has a span of 13
feet 2 in. and a chord of 3 feet. It is single
covered and has a very pronounced curyve—
2% inches. When in horizontal flight this
is held at a very flat angle. The surface is
strongly stayed by wires running from the
two steel tube masts to which the wires

from the steering frame are run. The front

156

sections butt against these struts |

in. |

the >

—_—

ERONAUTICS November, 191

LSS IF MIA

Lh lf fl pli Le

THE BoLanp MACHINE,

157

AERONAUTICS

spar is formed of a piece of % inch tubing,
the rear being of spruce.

Controls. The main point of this machine,
and the 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. Bach
works in one direction only and both are

AY

iy
=

November, 1911

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

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 properly.
When the turn is complete the wheel is
brought back to center and “that’s all there

Is to it.” The jibs are triangular in shape
with a balancing portion, and are pivoted at
the points A and B as shown in the sketch
the wire C from the wheel going to the
lower corner. When the wheel is turned, the
lower corner of the jib is pulled in, thus pre-
senting an obliquely inclined surface, offer-

SS

HINGE A
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
mounted, 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.

COL SPRING

The other set is situated about 4 feet in
front of the planes and are flexibly mounted
by means of cable running over pulleys and
back to coil springs attached to the skids.
The wheels of the forward set are 2 by 20 in.

Power Plant. An 8 cylinder “V” motor of
Mr. Boland’s own make is used. This has
stood the test and runs right along with very
little tinkering. The cylinders are 4” by 4”,
brass water jacketed on the sides, the heads
not being jacketed. The valves are concen-

158

AERONAUTICS

tric and are located in the cylinder head,
only the exhaust valve is mechanically oper-
ated. The oiling system is a combination of
Ronee feed and splash, with oil well in the
ase.

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-
The cylinders and connecting rods are

ELL:

November, 1911

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

thatyvany change in the level of the machine
wil? 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 crankshaft. The other crankshaft bear-

THE Boianp ENGINE.

not staggered in this method. The special
system of connecting rod bearings 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

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. E. Honeywell

Honeywell piloted his balloon the
“Kansas City Il,’ 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 by 30 miles the winner of the
international, the “Berlin II,’ of Germany.

Lieut.

the contest held in
Oct. 5th, -proved

UR experience in
Kansas City, Mo.,

a strenuous one. All the balloons
encountered 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 eyclonie 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

159

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.

AERONAUTICS
McCURDY

November, 1911

HEADLESS BIPLANES

HE machine illustrated is one of six that
were built to Mr. McCurdy’s design by
the Queen Aeroplane 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
F. W. Baldwin, another member of the As-
sociation, formed the Canadian Aerodrome
Company at Dr. Alexander Graham bBell’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 Planes. 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-
tomary 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 approximately 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.

Elevator. 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.

Rudder. 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 fliexible 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.

Running 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.

SS

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.

Weight. The weight of the apparatus is
565 pounds, without gas or oil. The speed is
51 miles per hour over a circular course.

ze

{

Tue McCurpy Heapiess BIpLane.

160

November, 1911

AERONAUTICS

Scare Drawincs McCurpy Macurint.

161

AERONAUTICS
THEO NES H

a

BAD LESS

TT i\ al oy Ve

November, 1911
BI PL AWNee

eee

WALTER JOHNSON, FLYING THOMAS H®ADLESS

HE Thomas Brothers, of Bath, N. Y., have
been 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 flew 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.
Vain Planes. These spread 31% ft, 5% ft.

chord and spaced 4’ 5” apart. The depth of the
curve is 5” at 2’ back. The planes are double
covered with treated sailecloth, tacked on. The
front beam is 2‘* by 1%“, the rear the same
dimensions, 15** forward from the rear edge.
The rectangular in cross section ribs, spaced
14° apart, size 14‘° by %‘‘, are fastened to the
beams by iron strips. The 1%‘ by 1%“ struts
fit in soekets or tubing. Wire is used for guy-
mig, 1/16 and 3/382‘ diameter. tightened by
locking turnbuckles.

Blevator. 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-

“a

vator measures 10‘ by 3‘ 2‘ and the area is
27% sq. ft.

Rudders. Of these there are four, pivoted
18‘ back from the front of the main planes.
Kach measure 11%‘ by 2‘. These are operated
by the turning of the steering wheel through
1/16" Roebling cable over pulleys where turns

are made.
Stability. Ailerons at the rear of both planes
are used for keeping lateral equilibrium. Fach

162

of these four measure 66‘

Diya Loe
operated in the manner first adopted by Cur-

These are

tiss, by means of a shoulder brace.

Cable 1/16”
diameter is used.

Power Plant. A 50 h.p. 6 eyelinder Wirk-
ham motor, weighing 230 lbs., is now used,

m?

driving a 7’ by 61%’ pitch propeller at 1,100
rpm. The cylinders in this engine are 4%%”’ by
4%,’’, 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 24%, Diamond, 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
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.

monoplane from

The Republica Dominicana, through _ its
state engineer, Z. H. Garcia, has placed an

order and work has been commenced.
will be equipped with a Roberts.

The fifth monoplane turned out by the Ameri-
can Aeroplane Supply House at Hempstead, L.
I., has been sold to E. J. Marley, 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 flown at
once,

This

AERONAUTICS November, 1911

——____—_,

—THOMAS BIPLANE —
I9Oll Move

ScALE DRAWING THOMAS BIPLANE

163

November, 191]
AIDS, xX

AERONAUTICS
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Method of Jo/nin Plane Lees
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AERONAUTICS

November, 1911

mae RATING. OF GASOLINE MOTORS

formula for the determination of the

brake horsepower of a gasoline motor

is one that has caused a great deal of
discussion, and many formulae have been
avolved. Some have been too complicated,
and others, on account of their simplicity,
were rendered unsuitable.

The formula known as the A. L. A. M.
formula, (diam. squared x no. cylinders~2%)
has been widely used, but is at the best
rather unsatisfactory.

it problem of deriving a satisfactory

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 434”; then run across to
the right where you arrive at 32 h. p.

It might be worth while to point out that

Cylinder diameter in Inches and Millimeters

90 10 110

3.5] 4 4a

g

150[ HORSE POWER
No. of Cylinders
eCCAG

120 130
5

Z

33 | 66 | 132} 198

o
~
=)
=
=
me
o
a
n
=
<
~
=
°
>
o
oe

7 6

180 160

5 4
140 120 100

Stroke in Inches and Millimeters

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
2 9
dnsv 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
eylinders, 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
avery 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
ean aim at when using a formula.

This is only One of Many.

“T 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 AEFRONAU-
TICS that I have read. The book is a sort
of condensation of all the essential points
that you 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

filled

AERONAUTICS

HEN W. Starling Burgess first became
interested in aviation and began to

~
PROGRESS
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, taking 60% of the biplane prizes at the last
important meet, at Nassau Boulevard when
competing with aeroplanes of five other

makes.

This success, with the very excellent cross
country work 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.

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.

The hydroplanes,

On the morning of October
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
harbor. His expectations were entirely ful-
in finding the hydro-aeroplane a sea-

25 Mr. Burgess

eae

ALS of

A

Tue Burcess WATER

’PLANE Just

Wisi |

T.
hd

November, 1911

IN HYDRO-AEROPLANES

worthy craft, as easily steered as a fast mo-
tor boat. While 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.

30th 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
pa water as compared with flying over the
and.

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.

: gery

» te

“LEAVING THE GROUND.”

166

AERONAUTICS

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 prevented
from flying when the conditions are unfa-
vorable,

It is reported that the company 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 Goy-
ernment is already interested in the devel-
opment for its own equipment.

November, 1911

they shut off the motor and alighted on the
water. When a suitable place was found
to get ashore, the motor was started up
again and the ‘plane run aground.

The double control system was employed
and each of the officrs relieved the other
from time to time, the jointed control lever
being shifted from one to the other without
any difficulty whatever. The details of this
were published in the August number, page

56. <A self-starting device has been added.
A lever at the side of the aviator works
a ratchet gear on the propeller shaft, just

forward of the propeller.
During the following week the return trip

Yur Curtiss Hypro-AEROPLANE.

MANY HYDRO-AEROPLANES BUILDING,

The hydro-aeroplane has “caught on” all
over the world since Curtiss first made real
flights a year ago in California. Numerous
experiments are being conducted abroad but
none of the machines there has reached the
present stage of those in this country. One
or two are busy giving exhibitions, the Navy's
machine has just flown up and down the
Atlantie Coast and Robinson down the Miss-
issippi River.

The Queen Aeroplane Co. is trying out
a monoplane equipped with a boat.

The early part of October Frank Coffyn
attached floats to a Wright machine and

made a large number of flights at Detroit.

Hugh L. Willoughby promises to have an
aquatic aeroplane on the market this coming
spring. Some flights have been made in
Baltimore with E. R. Brown’s biplane and
there are other private experimentors widely
seattered who are getting active in this
direction.

Curtiss is experimenting with another vari-
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 RECORD

The U. S. naval officers Lieut. Theodore G.
Ellyson and Lieut. J. G. Towers on October
25th established a non-stop hydroaeroplane
record by flying from Annapolis, Mad. to
Buckroe Beach, near Fortress Monroe, Va.,
a distance of 188.2 miles in the Curtiss hydro-

aeroplane recently purchased by the Cap-
tain W. Irving Chambers, head of aero-
nautical work in the Navy, which machine

is the only successful water ‘plane of any
government to date. The distance was
made in 2 hours 27 minutes, which avera-

ges 56.4 miles an hour.
When the aviators sighted the
land at the entrance to Hampton

point of
Roads

was made, with two stops, due to motor
trouble.
RETURN TRIP.
On October 30, the Navy aviators started

for the return flight and got as far as Glou-
ecester Point, on the York River, Va., when
a landing was made on account of a broken
pump shaft. The following day they reached
Smith Point, 84 miles on the way back when
the water pump broke. Here a landing was
made and the Navy Department wired of the
situation from Reedville, Va. In response to

offer of a tug, Lieut Ellyson telegraphed
“Tug not needed. Machine in fine shape.

Waiting in weather.”

The following days were very cold and the
aviators endured maty hardships, as their
resources were poor for subsistence and com-
fort in their determination to make a practi-

eal test out of the flight and to get along
as well as possible without outside assis-
tance.

Ellyson and Towers completed the return

flight to Annapolis on November 8 in a biting,
strong, northwest wind. They were nearly
frozen stiff but cheerful and happy in having
“stuck to it.’ The machine was in fine con-
dition.

Lieutenant Ellyson, in writing to Glenn
H. Curtiss, gave the following interesting in-
cidents about the flights :-—

“T steered for the first half hour and then
Towers, for the same length of time. At the
end of an hour the water connections on top
of the radiator began to leak and water went
on the magneto, causing the engine to miss.
Towers climbed and repaired the leak the best
he could and had to hold the water-pipe an
place, which he did for over an hour while
I drove,

After two hours flying, 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

Hee ofo nfo fe cfoofe oo ofe ogo ole cfooke eo oho fo ofe ofo oho ofo oho cfoofoofeoforfe ofefe

Mr. Reader!

WEY ARE YOU
Interested in
AVIATION?

Tell Us Your Reasons
And We Will

Mail to You

FREE OF CHARGE
An Attistic

Autographed Photo of
GLENN H. CURTISS

Goof oko ofe ogo nfo ofe ofeofe ofe ofe ofe nfs ofe fe fe oe feof of of fe ofe of oBonln fe oho oe oe oe of obs edad of of ofe ofe ofe ofe ofe ofe of ofe fe ofan a ofa ake oa ofa ofa ozn of ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe ofa ofa ofa ofa of ole ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe ofo ofc of ote

tbe btet

Like above cut

This photograph is 5 x 7 inches, suitable for framing.

: ; Z ‘ x
Itis an excellent likeness of Mr. Curtiss and is a work of art. &
This offer is made because © :
& Le 7
740 io
We Want to Know Me
. : ave WL en oo
The extent of the interest in aviation and the IS eee
opinions of those interested in the future eS) oe ee Sane
development of the Aeroplane Industry. N/a es
et elie , w/ Oo Dh ets hae ee ae
If you are pessimistic regarding the My See
ag % wie te Rs ee ae
progress of aviation, state your & Qo Rae a Ree
. . w ry Ape Vie ace as) en
views on the accompanying oy pion Vee eee a y
. / YO ig Ooi
coupon or in a letter. If B/r Pe SOE He
. eee / SS oY SA” +9 a & aes
you are optimistic, say so! Wis Le Oe Ae ee
at fae We NS oo 8 z
Fill in the Coupon and Mail it to « SY Cie AT Ue
A). Sh IS BF SPS ET aoe
THE CURTISS EXHIBITION CO. “SP SSS Oe we FE
. we Tess e Rey > SSL fie oe
JEROME FANCIULLI, General Manager ne SY BGO SenONSONO Oe UN.
1737 Broadway, New York ~ Po we x & Srey st igh a eat
Sales Agents and Rereign Representatives He SPOS (ASE Re i A +
The Curtiss Aeroplane Co. : fe ees :
Hammondsport, N. Y. “ Ao Ke +

PPP EE bbb bb bbb pbb bee bebe feb feed ofefendeede oleae ofeofeofe feof afeofeofeofe fo afeage

In answering advertisements please mention this magazine.

AERONAUTICS November, 1911

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 of Lapis Lewkowicz, licensed pilot of
The Aero Club of France, the only aviator who ever flew over New York
City with a monoplane. School 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 flownat 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-
ing, fitted with 50 H. P. Gnome Engine

Each machine is delivered after 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

chine high 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. Ellyson 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 telegraph for a
boat to bring them back. During the trip
they 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 38:45
Tuesday afternoon, the 17th.

Flight was resumed at
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
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.

8:19 Thursday

short ex-

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.
Landed 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 Dayenport 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 water 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 plans and to abandon his flight
at this point. The reason for the decision
was that cities which originally promised
financial assistance in the undertaking took
advantage of the fact that, because of wea-
ther conditions, Robinson was unable to
start his flight at Minneapolis on the date
scheduled. A heavy storm prevented his
starting on the day set, but the people of
Minneapolis were satisfied with the arrange-
ments that were made, though they were
the heaviest contributors toward the fund for

168

November, 1911

the flight. They gave Robinson a check
$3,000 before he started.

for

SCHOOLS MOVE WEST FOR WINTER

As soon as cold weather arrives in earnest
at the 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 Moisant 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 himself will follow
in November and takes up some further ex-
periments which he has in mind. Lieut.
MecClaskey 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.
The 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 condueted 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 fire had happened. On October 19 the
aeroplane factory of the Benoist Aircraft
Co., at 6664 Delmar 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 with the 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 school 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-Seott, Maximotor and Gray Eagle mo-
tors. The monoplanes include a Bleriot, an

imported Demoiselle and a copy. The 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 ist. A two-propeller
biplane is being built by the Rubel company
for Messrs. Huff and Maris, of Columbus.

The construction of AWRONAUTICS, and its con-
tents show to me that you are purveying only the
best material.—T. CHALMERS FULTON.

AERONAUTICS

November, 1911

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Map oF RopcGers’ Fiicur.

Miles
Total Distance measured in
straight lines between towns.. 3390
Air line, New York-Pasadena.. 2540
Stops
Number of stops including start
and end

, Miles
Longest single flight, Stovall to
Imperial Jet

Longest day’s journey,

174
Days
Nov. 5) 59

City to Vinita

Days consumed (Sept. 17

Best Previous Records.
Miles

H. N. Atwood, St. Louis-New

York
German Flight Circuit
British Circuit
European Circuit

MAKES TRANSCONTINENTAL
FLIGHT.

T is extremely 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
eontinuous 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.

RODGERS

As will be noted by the map, the most
direct course was not taken. ‘there 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 mind 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 throughout.

At the present +ttime, 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’ time was spent waiting for bad
weather to pass over or in making repairs.

From Texas Rodgers followed the line of
the Southern 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 On Way 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.

NEW CROSS COUNTRY RECORD.

Fowler came 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
"Tae,

QUEEN-MARTIN

November, 1911 |
BIPY ANG

Eee

ae) SRS we 5 Be , |

THE QUEEN MARTIN BIPLANE.

HE 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 the 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 lbarger and, perhaps represents a
more ambitious effort. It is capable of carry-
ing passengers and has double the power, It
= a most substantial machine and finely
uilt.

Main Planes. 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 1144”x1\%” except on the main
section, under fuselage, which is 1% sq.
section ash, the rear beam being 134” x14”,
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
are 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
isa “T” rib of usual Farman 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 % round rattan. Section are
laced.

Over the top of the rear beam is a strip
of cloth sewed to the fabrie 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 rear of rear beam consists of but
the lower member, tapered. The whole re-
maining surface back of the beam is more or
less flexible. A wire runs along the rear edge
in a pocket of the cloth.

Fuselage, 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. The 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 manner,
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 company.
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 ailerons cables have a cert®in »>mount
of slack to avoid any turning movement of
the aeroplane or to avoid unequal pressures
on the 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.

Elevator. Hinged to the rear edge of a
perfectly flat fixed surface, semi-circular in
shape, are the 2 elevators. These 9re onerated
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.

Rudder. 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

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.

titt( 0
Gite

Power Plant. Fourteen cylinder, 100 h.p.
Gnome, driving a Gibson propeller Sette owt.
diameter, 7 ft. 6 in. pitch. A large ecombina-
tion oil and gas tank divided fore and aft
is just in front of the aviator. On one side
is the gas and on the other the eastor 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

November, 1911

for auxiliary air and throttle. Here Bowden

wire is used.
Running 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
sweated over.
hickory

_The tail is
skid pivotally

larger diameter
supported by an

FUSELG OE

STA 7

BS rev B67"
e ‘ FRc

with rubber shock

mounted at the middle,
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 five 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 2% inches.

BOOKS RECEIVED.

THE SECOND BOYS’ BOOK OF MODEL
AEROPLANES, by Francis A. Collins. 12mo.,
267 pp., cloth, handsomely illustrated, $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 many 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
Librairie, Paris. 8vo., paper, 380pp., illustra-

1

ted by charts and diagrams. The author ad-
vances a new theory of dynamic air pres-
sure, especially with reference to inclined
planes 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
velocity 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 efficiency 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 of a
plane inclined at a small angle. While it
is difficult to prove experimentally such a
theory, the author's exposition of it is worthy

attention.

fi aa

November, 1911.

AERONAUTICS

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AERONAUTICS
NEWS

IN

MANUFACTURERS ASSOCIATION.

Mr. Seiberling, 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
in the work contemplated. Communications
should be addressed to the association at the
office of the Secretary, F. D. Wood, 17387
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.

apply and assist _

November, 1911
GENERAL ,

For one hour and seventeen minutes
at times reaching

stead.
he kept on flying steadily,
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-
country 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 returning,
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

Lapis LEwkKow1cz

IN

LEWKOWICZ FLIES OVER HOUR.

On October 25th, Ladis Lewkowicz started
from the Nassau Boulevard Aerodrome to try
his Queen Monoplane and made a flight which
was one of the best ever seen on Long
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-

HIS QUEEN AT

NASSAU.

way over to fill it, making a high flight, th
sensation of looking down on the cloud
being a novel and beautiful sight, he claims

The machine used, a modified Curtiss typ
is almost a duplicate of the one Martin 1
now using in the middle west, tho’ somewh
heavier; extensions on the upper plane ar
supported by tubing diagonals, and tubin
stays are used between all the struts. T
outriggers of quite large sized bamboo ar
very rigid, and the writer recommends the
adoption in lieu of the smaller size general
used, the latter being so flimsy that unle
a large number of wires and struts are @
tached, proper strength is not obtained
“trueing-up” is a difficult matter. An
cylinder Hall-Seott is giving excellent
sults.

174

AERONAUTICS

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.

NortH CAROLINA.

THe WriGHtT GLIDER IN

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.

FLIES 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 was Captain Hamilton. The battery
was stored under the passenger’s seat. The
sight of an enormous 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-

November, 191t

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 $25,000. 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.

NEW 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
as far west as Buffalo should be known 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 Pacific 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,
the air could see
far from the city.

so that an aviator in
where he was and how
For illustration, Kansas

City would be “Cil’’ 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 arrow 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 cloth 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 ‘‘Cl 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 gaso-
lene.

(9

AERONAUTICS

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.

THE HAMILTON

THE J. W. HAMILTON BLERIOT TYPE.

J. W. Hamilton’s Bleriot No. 11 type mono-
plane, remarkable 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

ito. Rae

General dimensions are practically identical
with the Bleriot No. 11. Mr. Hamilton’s
aim 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
not 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 drawn through
their centers bisects the crank shaft, thus
keeping the centers of effort and head re-

176

November, 1911

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.

MOoNOPLANE,

The radiators are swung by steel straps
from the upper longitudinal members, which
project about an ineh beyond the upper
main cross piece they are also fastened at
their centers, to engine base and main knee
uprights. The El Arco 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 thrust, 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

AERONAUTICS

of spruce of a little larger section than the
original, with taper towards the rear, hav-
ing 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
being insignificant compared to the security
obtained. A strap of 1/16x1 inch flat steel
similar to the diagonals, passes under two
blocks, on the under side of the lower cross
numbers which are set directly beneath

the main wooden upright or knee pieces. It
is riveted at each end to oval steel plates

1. SHOWING MAIN SURFACES OF STANDARD CuRTISS

AEROPLANE LOADED WITH 900 LBS. OF GRAVEL, SUR-
FACES ARE UPSIDE DOWN AND SUPPORTED FROM THE
ENGINE 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 POINT AT WHICH IT IS ATt-
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.

November, 1911

whieh encircle the main tubing
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
4x1" 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 aluminum or McAdamite,
which is not only more dependable but al-
most as light. The cost however is some-
what greater, owing to the

uprights

machine work.
Bronze is now used for sliding collars.

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

November, 191]

THe Loose

Control is identical with the original, 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% 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 collars 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 a 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 Goodyears.
_ The rear skid is of 1” rattan fastened to
fuselage with wire wrapping and then taped.

The Planes have 6’ 8” chord, camper 4%”
very neatly made, Ribs of spruce are of I
beam cross section. Beams are of ash. Good-

BIPLANE

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 Ibs.

thrust, which is decidedly complimentary to
both his constructive and flying ability.
CLEVE T. SHAFFER.

FLIES WITH SMALL POWER

The pictures show George Loose, 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 than run into the crowd
Which had encroached upon the course, de-

liberately wrecked the aeroplane, with great
peril to himself.

178

AERONAUTICS

November, 1911

LinutT. Scorrt PREPARING FOR A BOMB-DROPPING

SCOTT BOMB DROPPER TRIALS. his bombs. According to his tables with

A few unofficial trials made by Lieut. R. E. which projectiles may be dropped with almost
Scott at Washington of his bomb dropping theoretically perfect accuracy—as perfect as
device during the month of October proved gun fire—the element of possible inaccuracy
fairly successful. It was impossible to get up ‘8S greater at such low altitudes. The short

to an altitude of more than 300 feet on ac- space of time given the operator to consult
count of the weight of Seott, principally, and his table and set his telescope at the correct

SPy GLASS

QUADRANT

s ¥
EVICE COUNTER S®
a NS WEIGHT Ip

AERIAL
BOMBS

Boms :
GUIDES

i

~S

Tue Scott Boms DRoOpPER.

179

AERONAUTICS |

angle at such an altitude is not sufficient to
obtain from the device the results of which
it should be capable.

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 target, 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 given in the August issue.

NEW PILOTS.

The following are new aeroplane pilots
whose certificates were granted by the Aero
Club of America on October 18:
64 Jesse Seligman (Moisanbt), Mineola, Sept. 24.
65 Harold Kantmer (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 (Wright), Oct. 10,
Nassau Boulevard

69 Clifford L. Webster (Wright), Oct. 10,
Nassau Boulevard

70 Claude Couturier (Wright),
Boulevard

Spherical balloon certificate 43 has been
granted to Major Samuel Reber.

71 Berry J. WILLIAMS (CURTISS TYPE), AUG. 26,
Los ANGELES, CALIF.
72 Frep. Dp Kor (Curtiss Tyrn), Ocr. 14,
_Santa ANA, CALIF.
T. Latuir (WRIGHT Typpr),
Sr. Louis.

WALDEN (WALDEN MONOPLANE),

Nassau

73 Max Ocry 28;

(ASD Race. We

SEP. 22, MINEOLA, N. Y.

A thousand feet eleva- :

November, 1911

New Headquarters 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 growing 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-Secott 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 Moror.

180

AERONAUTICS

November, |911

JAPANESE AVIATION “Fans.”
NEW COMPANIES. Timothy L. Woodruff, Allan Ryan, Chicago
Hudson Aviation Co., Cleveland, O., $5,000; Aero Club and all other meet promoters
Mark A. Copeland, Jos. A. Schlitz, W. S. would find a better field in Japan than in
Mitchell, G. B. Kennerdell, W. A. Greenland. America. The picture shows part of the
Americe=n Nieupost Aeroplane Co., 32 Lib- crowd which paid 400,000 admissions to see

erty St., New York. Exclusive selling rights
for United States. Capital $50,000. Allan A.
Ryan, I. V. MeGlone, Kenneth R. Howard, M.
F. Greggs, John Nordhouse.

Hamilton Aeroplane Co.,
$25,000; W. G. T. Hamilton,
and J. W. Neblett.

Redlands, Calif.,
George E, Henry

Froberg Aeroplane Co., Richmond, Calif.
2100005 J. ER. Mrobers sd. EH. Widelen, Ji. ik.

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-
nooea,. TRenn., ($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

Diego, Cal. Capital, $50,000. Incorporators,
Charles R. Mitchell, Carl Johnson, Bertie
Mitchell.

Mid-West Aviation Company, Sioux Falls,
Ia., 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,
Ja tadson, sD. Coupland;
and E. M. Bramlette Company was erganized
in Longview, Tex., but will oe.
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.

. ait

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, whichever is cor-
rect. If only a fortieth this number had paia
to see the “‘scientific experiments” on Sundays
ind 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.

Aeronautie Co., of Albion,
Mich., has completed a biplane for the Chi-
nese revolutionary party. It is 30 ft. double
surface, designed 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 Wolverine

. the revolutionary party visited the East re-

Otis Williams’

181

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 two 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

and 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.

AERONAUTICS

November, 1911 |

COLLEGE

BALLOON ASCENSIONS.

Pittsfield—A. Leo Stevens, W. D. Munn and
Miss Mary Van Rensimer to Hawley, Mass.

Pittsfield, Oct. 14. Jay B. Benton, H. H.
Clayton and Frank Bowker in the “Boston”
to Hartford, Ct. Dur. 2 hr.

Salt Lake City, Sep. 20. R. W. Campbell
and J. Frank Judge in the Salt Lake Aero

Clubs new balloon “Salt Lake City” to Heber
City, being up for 4 hrs. 15 min.

Pittsfield, Oct. 17. Wm. Van Sleet and
Walter Richardson in the ‘Pittsfield’ to
Glens Falls, N. Y. Dur. 3% hrs.; dist. 64

miles.

Fort Omaha, Nebr., Oct. 20 Capt. Chas.
De F. 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 “Sienal Corps Nos 117% (35,000 £t), on
May 15th, Captain Chandler and four other

officers, landing near Woodbine, Iowa, a dis-
tance of 34 miles. Up 50 minutes. Hydrogen
gZas is used in the Signal Corps balloons.

ARMY DIRIGIBLE UP.

Three ascents were also made by Captain
Chandler in the Government
who returned to the College Park
school on October 20.

aviation

Salt Lake, Oct. 18. 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. Jalloon ‘‘Peoria”
from Luna Park, Los Angeles, with Chas.
B. Saunders and Albert Carter. Highest ele-
vation 7,800. feet. Landed at 4.20 P. M. in
buckthorn brush in mountains back of
Soldiers Home where Saunders got out and

PARK FROM THE

Dirigible No. 1

182

ARMY AEROPLANE,

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.

Holmesburg, Pa., Nov. 4. A. T. Atherholt,
P. T. Sharpless and H. L. Hess in the balloon

of the Pennsylvania Aero Club to New Bruns-
wick, N. J. Duration 4 hrs. They passed
over the Princeton-Harvard football game.
James H. Hare, piloted by Oscar Brindley
in Collier’s Wright flew over the game and

photographed it from aloft.
Pittsheldy eivass sO Cty seZio- Ernest G.
Schmolek, Emile Dubonnet, Mme. Dubonnet

and Mlle. Vrasdi to Springfield in a two-hour
trip.

U. S. PATENTS ISSUED

(Continued from page 188)

Carl E. Ritter, Petaluma, Calif., 1,006,282, Oct.
17, 1911; HERICORRER:

Samuel S. Yarrington, Wilmington, Del., 1,006,-
33D, OCT aie maltgial. 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,
aS Combination AEFROPLANE and BAL-
LOON.

Thomas F. Dunn, New York N. Y., 1,006,734,
Oct, 24, 1911. DIRIGIBLE.

James Hayton, Salt Lake City, Utah, 1,006,846,
Oct. 24, 1911. AEROPLANE with PLANES
capable of ROTATION.

Samuel B. McHenry, Chicago, Ills., 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 AEROPLANES.

Thomas F. Dunn, New York, N. Y., 1,006,998,
Oct. 24, 1911. DIRIGIBLE.

AERONAUTICS

SS
Worpbs Cannot Express Wuat I Woutp Like To Say

To THose WuHo FaiLep vo REip My LetTrerR
OpposirE PAGE 132 OF THE OCTOBER NUMBER.

—K. L. JONES,

November, 1911

Epiror.

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EX-

CALL AVIATION ENGINE

(Continued from Page 185)

Lubrication 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.

Ignition 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 Ibs. and of
the 100 h.p. 325 Ibs. It will be seen that although
the 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
cAMONG

THE NEW FRONTIER AERO MOTOR.

The illustration herewith 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% 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 motor for aerial purposes. It is of
the V type, eight cylinder, four cycle. The
makers claim it is faultless in design, work-
manship and efficiency.

The cylinders, pistons and rings are of a
mixture and grade of iron that has made the
company’s reputation famous as a good wear-
ing and non-overheating metal, being used by
thousands yearly. The crank case 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 parts loosening or
becoming false timed.

The crank shaft is made from Krupps 31%
chrome nickel steel, hollow, as is also the
connecting rod and piston wrist pins, through
which the lubricating system pumps a con-
tinuous flow of oil from the reservoir, 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. :

MAKERS

November, 1911
Ore M © T O:ReS

The valves are of special alloy and con-
struction 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 offering it to the public have put it
through severe long run tests. With ten
gallons gasolene supply at 1200 R. P. M.
carrying an 8% 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-CYLINDER 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 from 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., 34 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% 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
propellers at one time. This method in-
sures absolute correctness 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.

184

AERONAUTICS

NEW 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
eylinders 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 power has been found to be in direct

November, 1911

The cylinders are cast of a special alloy
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 by mixing oil
with the gas.

—

Roperts S1x-CyYLINDER Moror.

proportion to the number of cylinders, and
according to the makers’ tests the four gives
FORhepocat L100} a@-pam. and the: six 7b hip. 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 motor 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
toe shaft and is operated by a couple of
fingers and a warm 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 ¢ell-
ular bipass which is a feature of all Roberts
motors,

CALL AVIATION ENGINE.

Aerial Navigation Company of Girard,
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.

The 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% 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
chrome-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 evylinders heads are casv
separately of vanadium grey iron, and are re-

The
IxXansas,

185

_ 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 Mr. Seely will
receive his prompt attention.
inforced at points where special stress is en-

The cylinders are secured to the
and the cylinder heads to the cy-
dozen steel cap screws respec-

countered.
crank-case
linders by one
tively.

The water jackets are of aluminum 1% inch
in thickness, and are set in asbestos packing
in grooves turned in the eylinders. Inside of
these 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
the cooling water to come in direct contact with
the valve seats. The water circulation is
secured by the use of a large gear pump.

The valves are two inches in diameter and
have a lift of 7/16 inch, both being mechanic-
ally operated. There are auxiliary exhaust ports
uncovered by the piston on its down stroke to
relieve the pressure on the exhaust valve.

(Continued on page 183)

AERONAUTICS

November, 1911

CG: © MENE UN 1'C-A tO uwNrs

GIBSON PROPELLERS 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:

Kinloch, 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 propellers were not at
fault, on November 4th, while making a
eross 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
referred to in.the same 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-
rated, which explains the weakness and ac-
eounts for its blowing out.

As you are aware, this same thing hap-
pened to Mr. Wilbur Wright at Governors
Island and to Rodgers on his transcontinen-
tal flight.

Further, the Gibson propellers have stood
the racket of all this engine trouble in a

remarkable way. The back fires and bumps
experienced during that period would have
wrecked three or 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

Trials and Tribulations,

To the Editor:

The boys have asked me to write you a
letter about the 5 mile flight I made a few
days ago over east Detroit and tell you
_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-United States soldier who
came from California; Tom _ Ross, athletic
instructor and wrestler of British Columbia;

186

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 room, sleeping room, work shop and
hangar. Ross gave us the kind of cooking
he learned while mining in Alaska. We stuck
it through—camping out in the city for near-

ly five months.
After 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 down
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 cireled back toward camp. Easy?
IT was just figuring 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 alame duck. Toppledover on her
back.

“He’s gone sure’, 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.

Anyhow we were satisfied our planes would
fly. The accident, I believe, was caused by
the eddy and up-current in the wind it
went over the trees.

The season nearly -over
spent most of our money (some of us far
over $1,000) so we decided to break up for
the winter. Ross has gone back to British
Columbia. A friend of his there already has

as

was and we had

AERONAUTICS

a plane that has made short flights. He has
arranged for a Maximotor from Detroit and
will attempt the first flght across Puget
Sound from Victoria to Seattle. The rest of
us are going into the automobile business
for the winter and are storing the planes, ete.

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 immedi-
ately transformed into another satellite or

November, 1911

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,
fundamental law governing it has
accepted by any scientific institution in au-
thority.

Now the fact is, scientists told us we could
not fly, 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,

File Hast 98" St: 1eitys

A aE REO

M-AOR Tt

WORK FOR NOTHING. High School Grad-
uate would be glad to work for instruction
in aviation. Want to study eare, construc-
tion, engines, with a chance to fly. Percy
Williamson, 40 Holmes st., Providence, ae Te

Ov.

TRIPLANE—32 ft. by 25 ft.-rear control
(headless) without power, $200. Laminated
propellers, any reasonable pitch up to 8%
ft, $20: 20 ft. biplane: gliders $30. 30 ft.
Curtiss-type biplanes without power $475.
Address John Frier, 5833 Julian St., St. Louis,
Mo. Nov.

BLERIOT XI monoplane for sale at $2200;
eomplete 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.

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. 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, eee

Nov.

RUBBERIZED 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., car
AERONAUTICS. Nov.

FRENCH motor, 4-cylinder, for sale.
Good for biplane. Queen Aero-
plane Co., 197 St. New
York. 7 eee Hs

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 SALE:—Very slightly used 14-inch
Schebler carburetor. Aluminum aviation
model all complete. Address A. V. Reyburn,
Jr., 53805 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.

wOR SALE—A bargain. One De Chenne 50
H. P. Power Plant complete with propeller,
ete., 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 employ an aviator ?
State your proposition with full particulars. Address ;
Arg, care AERONAUTICS.

@

new,
Make offer.
& Amsterdam Av.,

187

AERONAUTICS

Ux. Sis

1,003,714, Sept. 19, J. W. Dolson. PARA-
CHUTE for aeroplanes.
1,003,721, Sept. 19, J. W. Dunne. London,

England, assignor to Blair Athall Aeroplane
Syndicate. Filed 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.
STABILITY.

1,003,411, Sept. 19, H. H. Bales. Auxiliary
device to fly 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.

LATERAL

PeAedt E Nass

1,003,687, Sept. 19, E. H. Andrae. Novel
FLYING MACHINE.

1 003 565 Sept. 19) ha 7G) iincannon. Im-=
provement to previous patent.

1,003,782, Sept. 19, C. Ostermai. HELICOP-
TER-PARACHUTE.

1,003,851, Sept. 19, P. & L. Zampol. N
ABROPLANE. : es ove

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. HELI -
TER AEROPLANE. 7 Sa
1,004,058, Sept. 26, W. H. McKeen. OSCIL-

LATING WINGS.

188

November, 1911
LS-S°uU- Ess

1,004,117, Sept. 26, De Witt C. Vought.
AEROPLANE with car containing motor, etc,
free to swing.

100436", ‘Sept. 26; 2. EY sChamberlime
AERIAL TORPEDO, the whole aeropiane con-
taining explosive shell is directed toward the
desired object, the aviator dropping first in
a parachute.

1,004.378, Sept. 26,
Novel AKFROPLANKE.
Chas. H. Duncan, New York, N. Y.,

Oct. 3, 1911. Novel AEFROPLAN}#.
ohas: He Duncan, New GYvorks IN ye;

W. A. Crawford-Frost.
1,004,558,
1,004,559,

Oct. 3, 1911. AILERONS operated by the
tilting of planes; also variable center of
eravity.

Charles A. Kuenzel, Buena Vista, Colo., 1,004,-
662, October 3, 1911. DIRIGIBLE.

Francisco Filiasi, Naples, Italy, 1,004,761, Oct.
83,1911. DEVICE TO KEEP AHROPLANES
AFLOAT ON WATER.

Mihaly Mihalyfi, New York, N. Y., 1,004, 805,
Octies se Loin CERO Rein

Thomas Malcolm Walling, Tinton Falls, N. J.,
1,004,944, Oct. 3, 1911. Automatic trans-
verse STABILITY.

Robert P. Hall, Searchlight, Nev.,
Oct. 3, 1911. Novel AEF ROPLANE.

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-

1,005,026,

FACBES.
Chas. R. Mitchell, San Diego, Cal., 1,005,272,
Oct. 10, 1911. HYDRO-AHMROPLANE.
yohn C. Schleicher, Mount Vernon, N. Y.,

1,005,327, Oct. 10, 1911. Novel AEFROPLANHE,

Samuel Weber, Ossining, N. Y., 1,005,381, Oct.
10, 1911. Combination BALLOON and AERO-
PLANE.

Auld Weinberg de Meir, Providence, R. L,
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, Wisc.,
Oct. 10, 1911. WINDSHIPLD.

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 HQUI-
LIBRIUM.

Silas J. Conyne, Chicago, I1l., 1,005,810, Oct.
iyi allay, eC abs,

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. SAMA DY DEVICHS for
Balloons.

Thomas H. EH. Folger, Corral, Idaho, 1,006,074,
Oct. 17, 1911. PROPELLING MECHANISM.

Leon Marie Joseph Clement Lavavasseur, Pu-
teaux, France, 1,006,106, Oct. 17, 1911. HELI-
COIDAL DEFORMATION.

Amos A. Wyckoff, Santa Cruz, Calif., 1,006,171,
Oct. 17, 1911. Combination BALLOON and
ABROPLANE.

(Continued on page 182)

1,005,759,

AERONAUTICS

Page 189

December, 191]

Wood Finishing for Aeroplanes

A Talk Before the Aeronautical Society

By Professor A. H. SABIN

KS TT may be laid down as a fun-
nes = Se * damental principle that a

: good and durable finish can-
x I be) not be had without a proper
er) 1) foundation. Fortunately,
tA Sthe wood used in aeroplane
CEOS construction is as a rule,
LO) Saoro ooo) Guite dry; this is an essen-
CORN tial condition for proper fin-
CIEE EOE) ishing. The surface of the
RO RIRARO RS) wood 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% 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,
well 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. ‘Then 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 way, 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 225)

AERONAUTICS

Page 190

Decenber, 19/1

Competition of Military Aeroplanes

By Lieut. RILEY E. SCOTT, Foreign Representative
Held under the Auspices of the French Ministry of War

SOOM ON the 7th of November, 1910,
BIE the French Minister of War,
x
1) gram for a competition of
. 2) military aeroplanes, to be-
WEEE IES) October, eae and to con-
SONS OOOO NOr tinue for at least one month.
COREE) Copies of this program were
that time, thus giving them
nearly a year to prepare for this event.
aeroplanes were entered has just been com-
pleted and the final classification announced.
of the prizes make this the greatest event
in the history of military aviation and dem-
head of military aviation and intends to
maintain that position. In fact, this com-
all, that the aeroplane has become an im-
portant factor in modern warfare, as the
the nation which neglects the development
of this arm does so at its peril.
all competing machines were the following:

(a) To be constructed entirely in France
materials.

(b) To be able to fly, without landing,
(186 miles).

(c) To be able to carry over this course
in addition to gasoline, oil, water, etc.,
necessary for the trip.
one each for the pilot, a mechanician and
an observer.
of at least 60 kilometers per hour.

(f{) To be able to alight without accident

"as %*) General Brun, issued a pro-
a gin on the first day ok
NN) furnished to constructors at

This great competition in which thirty-one
The severity of the tests and the value
onstrate to the world that France is at ‘the
petition proves conclusively, and once for
French call it, ‘the fourth arm,” and that
The general conditions to be fulfilled by
with the greatest care and of the finest
over a Closed circuit of 3800 kilometers
a useful load of 300 kilograms (660 pounds),
(d) To be furnished with three seats,
(e) To be able to maintain a mean speed
on stubble ground, plowed ground, sowed

and clover land, and to be able to arise
therefrom.
(z) To be easily transported, 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) Ist flight, cross-country, carrying 300
kilograms useful weight and landing on
clover ground between two flags about 75
meters apart. Hach 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 3800 kilograms.
This test to be duplicated. This concluded
the eliminattion 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
Deperdussin monoplanes
Bréguet biplanes
H. Farman biplane
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

bo Fe bb bo

AERONAUTICS

300 kilograms, the departures being given
by the 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, Chauviére propeller,
average speed, 116.9 kilometers per hour.)

2. Moineau (Bréguet biplane, 140 H.P.
Gnome Motor, Chauviére propeller average
speed, 95 kilometers per hour.)

3. Prévost (Deperdussin monoplane, 100
H.P. Gnome motor, Chauviére propeller,
average speed, 87.5 kilometers per hour.)

4. Brégi (Bréguet biplane, 100 H.P.
Gnome Motor, Chauviére propeller average
speed, 87 kilometers per hour.)

5. Fischer (H. Farman biplane, 100
H.P. Gnome motor, Chauviére propeller,
average speed, 84.4 kilometers per hour.)

6. Barra (M. Farman biplane, 70
H.P. Renault motor, Chauviére propeller,
average speed, 76 kilometers per hour.)

7. Renaux (M. Farman biplane, 70
H.P. Renault motor, Chauviére propeller,
average speed, 72.3 kilometers per hour.)

8. Frantz (Savary biplane, 70 H.P. Labor-
Aviation motor, Chauviére 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

Page 191

December, 191]

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
lO smachines: vaite+ 0:00 05 irs... 2 steer 80,000
Bonus on? 10) machimesinn. «42. - 4s. 56,900
BREGUET.
6> machines tat 4000 Oli s cine cre ore $48,000
Bonuston: (Gr mMachinesiae ascites 35,000
DEPERDUSSIN.

4 machines at c40200 Otis cere ote ose $32,000
Bonus on=4emachimesinno. «ches cere. 27,500

Grand 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. Schmidt has just installed a model 2
Maximotor in the Bleriot he had built by the
National Aero Co. of Woodhaven, N. Y.

Reports from 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 attachments wouldn’t be good.*****)
Soon we will have aero clubs as proud of aero-
planes as they are today of clubhouses, and

then great things will come. ;
Walter Brookins in N. Y. Times.

A view of the Etrich from Underneath. ‘|

AERONAUTICS

Page 192

December, 1917

The Etrich Monoplane VI-VIII

By FRITZ EDELSTEIN

KDA AAA AA
CENCE the great pioneers’ of
1) 1) mechanical flight must be
1) 0) given to Igo Etrich, who is
= ws the first Austrian aeroplane
eS 1) builder. Not merely con-

1) FOREMOST place amongst
SO

EIR) tent with cone eae 2
Para Vora \GraVore machine that would only
WEEE) fly, he has probed more

Soro orooreove) deeply into this problem, in
CEI ENED 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 HEtrich commenced his
experiments by the study of gliding and
bird flight in the year 1898, when he acquir-
ed the well-known Lilientthal-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
lliner, 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
Reference to the ac-
diagrams

merit a careful study.

companying sketches and 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). Blevation and lateral bal-
ance are controlled by a rotatable hand
wheel, mounted at the top of a vertical

Page 193 December, 19/1

Double surfaced

Wing warp

92" >< 50" = 30" =
'
|

Rudder cable

ié

Elevator, sin
Sur fac

Etrich VI-VIII

Nin

Sw Se a ere a Fritz Eae(stein

Scale Drawing of Etrich Monoplane,

AERONAUTICS

December, 191]

ba. Bamboo
fur fuel, ;
Main wing spor

/

Sheet V.—Detail of Wing Construction. Sheet VI.—Vlew Through the Front of Fuselage,
Landing Chassis and Wing Construction.

MIDDLE RIB
qT

36’

END RIB

oS)

SHEET Vip

M16

Sheet VII.—Middle Section of the Main Plane and Rib Curves.

AERONAUTICS

Page 195

es5mm

SHEET DL

‘3S ere
SHEET IL {ee

column (Sheet III). In the matter of
under-carriage the Etrich VI-VII monoplane
has a Bleriot-type landing chassis with a
central-ash skid, which is movable in any

direction together with 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 work, then is a very
effective circulation guaranteed of the hot
water by thermosiphon action, which is
favored by this disposition of the radiator.

AERONAUTICS

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 hp. 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,

Page 196

eee is5 a

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 Ist. On October 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.

I hope ABRONAUTICS will continue as it began
in quality, and that its readers will steadily in-
crease.—G. W. HOLMES.

The Hamilton Biplane

By THOS. F.
SPEIER 10" i prot, he
a
eS
wees
Ree

Hamilton Aero Mfg. Co.,
of Seattle, Wash. This
company perfected a
hydroaeroplane this sum-
mer that gave excellent
results, propelled by a
6 cyl. 60-90 h. p. Elbridge.
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 ithe 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

HAMILTON

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 cne,
there held in place by a serew. The li
is held to the ribs by pockets 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 hcoks are used to fasten
the end ribs of adjoining sections together.
A wire passes over the tips of the ribs to
keep the cioth 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
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

plane is provided

1911

AERONAUTICS Page 197 Decenber,

— ‘
' Ferfable extension 4
_o=-2== (Wee ac}

ii ET | reer team §

“LE &
(2) Mentle gue Fag :
ee =O Mi} Alone

NY

Hook hokds
Sections “ofbner

ee
<—<_<_§3/* —— 4 '"_»
tos ee
i
Se
Aluminum ape, oy ‘ =
x Tse TH q] ame
he | | GAs ] oe
Nien i Mime Siead
a NS eel AGE ¥ = —
YN Ay We a

etn”

Scale Drawing of Hamilton ‘X" Biplane.

AERONAUTICS Page

chrome-leather hinge. Two small light steel
tubes, one to each beam are used to hold
the plane and 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 space. The front sec-
tion is mostly covered by an aluminum hood.
The balance is enciosed 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 should the
motor take fire. 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

198 December, 1911

elevator. They are made of spruce and
surfaced on both sides, being sattached 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 jas 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 ithe same reason. This also greatly
strengthens the fuselage. The skid projects

(Continued on page 204)

AERONAUTICS Page 199 December, 19/1

‘the «IN ieuport Monoplane

eae ——-—~--—— -- . - . —

Sx x ROSS ve designer of this machine speed in lat same nee: The 1910 Gordon
e late M. Edouard Nieu- Bennett was won with a 100 h.p. Bleriot
2s port, has aimed to develop) which made 61 miles per hour.

2°] Xx a machine, the features of The machine described herein was a

I which would be simplicity, 50 h.p. Gnome engine, 2-place machine.
efficiency and speed. That ° The Main Planes are built upon two main
See he has been successful can spars of ash, the center lines of which are
IIIS be seen by an examination of shown in ‘tthe plan view. Between the spars
PANSANE AAS the machine, which is, per- are run three light battens merely to tie
RONEN) haps, the simplest looking the ribs together. The ribs, which are
machine that has been pro- spaced about 13 inches, are built up in the
duced. Its efficiency, as compared with that usual manner, being of “I’’ section, with the
of other machines, is vouched for by the webs perforated for the sake of lightness.
fact that, at one time, one of these machines The box ribs are built up by using two
equipped with a 30 h.p. motor held the webbs and wider top and bottom flanges.
speed record, the speed itself being within The rib curve varies in each rib, decreasing
two miles of that made by the winning toward the wing tips, going down to a flat
machine at Belmont Park last year which bow. The curve given in the sketch might
was equipped with a 100 h.p. engine. The be taken as the standard curve allowance
70 h.p. Nieuport made a speed of 74.8 being made for the different chord at various
miles per hour. in the last Gordon Bennett. places, and also for the different thickness
Weyman’s 100 h.p. Nieuport made 78 miles of the spar, which, by the way, tapers both
per hour. The 30 h.p. made 58.9 miles ways from a straight central portion. It

G

————<—— oe

oe

Running Gear of Nieuport.

AERONAUTICS

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.

= TO ad

7 NIEU PORST SYS

1
Te |

TE ™

The Fuselage ieneienainene 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

200 December, 19/1]

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, 19/1]

Wing Section Ftb yale

ug
ch E
» LBS

I: | |

Le

Main Planes
221 sq fr.

Weight of Slachine. |
7/5 lbs

Beuas

FS

Scale Drawing of Nieuport with Wing Data.

AERONAUTICS

Bae 202—

December, 19/1

Military Bice oe XXI

SONG ON EVEN models of the new
CEE Bleriot Type XXI have been
%) delivered to the French

S e army after very successful
1)

trials, with prizes awarded
for extra lifting capacity,
Suiaaa economy in fuel, ete.
sox oN rae oe eae ek
been tried out in rance
3 x IOI] by Lieut. .Yencey and in
England by the late Lieut.
Cammell 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 ot 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 385 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 kind,
and I wish it every success.—LouISsS R. MILLER.

]

AERONAUTICS

December, 19/1

D. C. De Hart in Eaton Biplane.

Eaton Brothers Biplane

By CLEVE T. SHAFFER

Farman type that is doing
good work is the new
school machine of the
Eaton Brothers at _ their
grounds near Los Angeles.

The machine, a large and
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”x214”; 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 steep
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 efiect 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”,
Algain, 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,

PRISE BIPLANE of the Curtiss-

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 Eatons
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 79” diameter—4’6”
pitch, blade 1014” 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 fleet 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

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.

Page

204

December, 19/1

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 Machine.

The Hamilton Biplane

(Continued from page 198)

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 delivered’
for military purposes 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 numoper of machines:

Russia: 14 single and 10 2-place.

Italy: 9 single and 1 two-place.

Roumania: 8 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.

ALINONAU LICO December, 19/1

QUEEN AEROPLANE CO.

Dd 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.

197th St. and Amsterdam Ave.
NEW YORK CITY

AERONAUTICS

Page 206

December, 1911

The Ellemoeth Lateral, Stabilizer

By CLEVE T. SHAFFER

SOOM HAS. F. Walsh, the well
COS known Southern California
»,

¢ *%*) aviator, has just concluded
=
1)
ye

eS) a series of successful ex-
= periments with the _ Ells-

a 1) worth Equilibrator, having
4 Re Se) made up to the present,
Os = BIEIEY thirty-one flights in which

the lateral balance of a

Se) HO) MONSON) Curtiss-type aeroplane was
ae SRS) 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 Hlls-
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

The Machinery of the Ellsworth Stabilizer.

The equilibrator 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 ithe 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:—

It 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, 19/1]

Charles F. Walsh In Machine Fitted with Stabilizer.

Wooden Frame underneath the Motor.
seen in his shirt sleeves.

trically driven motor will automatically cut
in and drive the equilibrator mechanism
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.

Though 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

Capt. Hugh L. Willoughby, of Newport, R. I.,
and Sewalls Point, Fla., has recently received
delivery of a 6 cylinder ‘‘Kirkham’’ motor to
be installed in his hydroaeroplane, the ‘‘Peli-
can.’’ Motors have also been delivered during
the past month to Jas. V. Martin, and the
Chicago Aeroplane Mfg. Co.

The Wires AA Run to the Ailerons.

The Apparatus Is Located in the
Ellsworth is

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 the 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.

On October 15, John Schwister, of Wausau,
Wis., in a biplane of his own construction,
equipped with 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, 19/1

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

iS
mH
BS

clubs, contests and de-
scriptions of some of the
best models here and

abroad. I 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.

WATKING

SNC ONMSLE model described in this
Bee) issue was designed by
vas res

oe) eS) Frederick Watkins, one of
1) Se) New York’s enthusiastic
= =<; model flyers. The unof-
ee) eS) fical flight to its credit is

considerable more _ than

HNMR) RO ROM

ees 621600 feet; official, 1400 feet.
KISIEIEIES) It first made its appear-
Np peojoreiere) ance at Van Cortlandt
ok EES) 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 21%
ounces, and has a supporting area of about
48 square inches.

The Frame. This is of bamboo taper-
ing from % inch at the middle to % inch
at the ends. All the joints are held to-
gether by Ambroid (a waterproof glue)
and thread. The fin at the front, enabling
straight flight to be made, is of 34 gauge
aluminum. The white pine propellers are
7 inches long, %4 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
@& ANCHORACE

MONOPLANE 21

‘AERONAUTICS

16 inches by 2% inches, with eleven double
ribs. The front one has but three. The
planes are covered with rice paper, coated
with varnish, which 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. Highteen 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

Se —

Page

209

December, 1911
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 dunation
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
secs.

Second. R. F. Mann, (Mann monoplane)
112 secs.

Third.
secs.

Address all inquiries to PERCY W. PIERCE, 5907 Osage, Phila., Pa

C. K. Srarf, (Srarf monoplane) 77

The 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. Newell, 2nd Vice-President.

Joseph K. Post, Secretary, 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. Wilison, 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
Wye 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-
seribed a new instrument to determine the
speed of an aerostat, Jay B. Benton described
a recent night trip from Pittsfield over New
York City, William Van Sleet, the pilot, made
a short address, and Mr. Merrill concluded the
meeting with a lecture, illustrated, 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. Byrnes, Jay B. Benton, H. Helm Clayton,
J. Walter Flagg, Charles J. Glidden, Henry
Howard, Harry C. Pollard, Griswold 8S. 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. Benton and
J. 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, 19/1

== | lee

SEES) O all my good friends who read “Aeronautics,” who have sent me
& 1) so many kind and complimentary letters, whose co-operation has
50) Ale eS) made it possible to conduct this journal for a longer time than

1) any other aeronautical publication free from club subsidies—
ae) Greeting!

Since the inception of this paper, time has not been a cheap
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 with 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 would 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 will 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 2/3

December, 19/1]

NS, Genes

Curtiss Notifies Alleged Infringers

Patent on Pressure Equalizer

NON 59) LENN H. CURTISS has noti-
AAI: @z fied manufacturers of so-
ee) called Curtiss-type aeroplanes,
2X parts makers and other alleged
&) users of his devices, warning

#X them against using his shoulder
1) control and other devices of
2X{ which he is inventor and
which are being widely used
in this country.

Mr. Curtiss has applications
pending, also, on a device for
equalizing the pressure on
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 general 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, Glenn
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 covering 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 but two magazines combining
the essentials of their class—presenting news, at
once, timely and authoritative, and always “read-
able.’ The which justifies their being called
representative of their subject. in their respective
continents a-d the world at large. Of course, IT
mean “VAerophile’ and A®RONAUTICS.—JOS. A.
BLONDIN.

The Wittemann Stabillzing Experiment.

AERONAUTICS

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 pivotally 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
here 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 least 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. Aeronlanes will
fight aeroplanes and those that are not over-
burdened with missles 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 always 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 John Rodgers proclaimed that torpedo
warfare was inhuman and ought to be sunpres-
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 development of torpedo warfare.

Page 214

December, 19/171

“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 29th. Capt. C. Det’. Chand-
ler, ieutis, Rec) kartland,) OH. 2 Arnold; a
DeW. 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, Burgess-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-
elane flights will be made practically every
ay. 2

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 city 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 penalties
set forth in Article 63 of the Regulations of the
International Aeronautical Federation as it may
deem expedient.

PRESIDENT MADERO’S FLIGHT.

President Madero, 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 8,000 feet altitude and around
New York. Some of the 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 may 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

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,
he 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 Bleriot 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.”

Page 21/5

December, 19/1]

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
‘Jost 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.

Munich, Germany, Dec. 3. An aviator by the
name of Reeb was killed making a flight from
Munich to Nuremberg.

Berlin, Germany, Nov. 25.
Freytag lLoringhoven, military aviator,
killed at the military field at Doeberitz.

Berlin, Nov. 15. Herr Pletsheker (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 tvoucn the
ocean. The Long Beach’s offer was finally ac-
cepted and he started for that point on Nov. 12.

Lieut. Baron von
was

Walter Johnson Flying the Thomas Biplane.

AERONAUTICS

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.

The 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:

“AEFRO-ASPHYXIA MADE ME FALL.”

“IT 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.

“Tt was not, in my case, the rarified 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 1500 feet.
I tried to shake 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.

“T 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 or Hazleton, Pa.,

claims auto-hypnotism. He says:—

“The cause is, in my judgment, wholly psy-
chological, absolutely independent of atmos-
pherie 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 balloon 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 West 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 Mineola,
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 e@évery 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. d

Rex Smith has bought a Roberts 4x and an-
other Paragon to go on it.

FRENCH TRIAL OF SCOTT BOMB DROPPER,

Arrangements have been made by Lieut. R. E. |

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 800- ke.
easily, Lieut. Scott states, has offered him all
their facilities and it is expected to have some-
one compete for the Michelin bomb prize.

Personally, I consider APRONAUTICS of the ut-
most value to any experimentor. to keep him up-
to-date and for the valuable information it con-
tains. It has been a great help to me. I recom-
mend APRONAUTICS to any one looking for the best
in aerial locomotion.—J. BENSON Fryar.

Your paper is certainly the best published in the
interests of aeronautics in this country.—G. B.

*

AERONAUTICS

Page 217

FOWLER CROSSING CONTINENT TO EAST.

Robert G. Fowler, in a Wright 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 18. 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
handear on the railroad and was able to get
up speed enough to leave the handear and fly.

Following is the route he covered:—

Miles
Oct. 18 Left Los Angeles
Mt 18 Arr. Wilshire
ie ete AUS ACCT Aa iaverelcvolais closeierere is, esete 7
ey ler ea MEUI VISCO mecichctepels cis ecerelscciete.e oe 45
> hues SAMMI Py cteuevars ey acres. cfece oebcosteer 36
me mmenrin MEY ACTIN MEAT Zita cove c/ cicseyencuecdeoter ence 149
De Osman VUDET CODA iustee ccs:c, 0/4 siekere. cus anes 108
<¢ SS Oram a ING CSOMeee tee elects ale tyece se tiate.ess.e 84
INOVom Cre ES CNSONs CATIZ siete se cle ere. e 48
a Op meat f MISISD EC ha lcvere gercreitievciows role aueiste 42
oF SO OUPIASS . cacterak wis ancyeiereoavetanacest 3
we 5 ‘“* Mastodon, N. M. not on map
INOw apis eeAger sl MPASOs | MExas oasis cate cae 168
oh UTE rae PAV CELT, el OTM Wate cyerastotiajat ousvacetevnette ols 110
ES i des EC COS ineen pyc vetete ove voter cuore Sia siete 6 85
oS Sia tee SE VOLO pe terctensiercvevetavsuens. ote rersvevorete ta is 18
a An EOI WiCCTE WATERS iiss soars cievere alee 190
eee we OTE TING lence ssecs, c-avaxciaievene Mise reareisiore 40
RE coms EV OISELELIVGN Creycie ote ists evesahavece da nc sve vee 55
een 2 tamer dt ® CEVA CI; wes. fenaversttsraecoccverevaie etangiese 5
+ Ameer OLGA Wiliam rpsrctees, anaieaterticite, ceatets Otel 12
ss Gate otee ESENULT? i OT tied s Ayasrswar Sv eyelet av vaersiosctevoe e 5
oe On VCaAtMentoOnds settee eto cent. 40
Se leper ELC VVIOTUNS Pisce ciavocle oleic ciehaction 2D
ss Se AUTO SUM avers ap sisralatohensentetern accretions 20
os 3 oA MeASGel Na CLT Gla cya Noutene earere stolons 30
et OL me MEL TIN LM os ias eie Seer aer ee tery 3 15
ee 3 ween © OLSTCAM AN teyeanicrslsie is srokere oon oleic 18
Mec dees IVC alee ake ietaxes Satika Devers sidicia onal 3
y pe MC LOCSDCCKe Baty... toramie cea s kb aise 13
ss eee OL CESS A ose c cote Nosswes sient eye 65
ss eee BOSVIDE CSS ca yhitya cya se stereo earhc. oakesavs 60
sf eee ETOUMSTOMY ates sisiersreemie ne iciete erers 20
e (eee SHEL ON: a. ccaecistes tietak octet as
Se are eee mE ET LYE 5 crrebdeves aie ele dualleiine ehaiare ie 25
af fie me ES CANTON te oh aie sls tees clolticiaeerece 40
ss (moma eh OT ATU Gh iar sates) atena, crater acctacsees gusce, ove 20
Total 1679
JANNUS FLYING IN ST. LOUIS.

Antony Jannus has associated himself with
the Benoist 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, Ill. $3,000, to manufacture
aeroplanes and parts. Adolph Katz, Arthur J.
Trion, Chas. F. Bushong and Jay J. Douglas.
Fred. R. Golder, assistant manager.

Am. Aeroplane Mfg. Co., Chicago, IIl.

The Sea Gull Aeroplane Co., New York. ($100,-
000; V. E. D’Urso, 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 manu-
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
bankruptey of the Aerial Equipment Co., of No.
1743 Broadway, New York, show liabilities $13-
467 and assets $141, in accounts. The company
had office 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:—

75. Albert Elton (Wright), St. Louis, Oct. 8.

76. John H. Worden (Moisant), Mineola, Nov.
14.

Francisco Alvarez, 22 years old, a rich Mexi-
ean, 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
countries. 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 Mavxi-
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. 1

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 very few American machines which bear the
stamp of individuality. It is safe to say that
95% of the machines actually flying in this
country to-day are copies of some well known
make of Aeroplane, foreign or American. Among
one of the few exceptions may be the machines

Page 218

AERONAUTICS

= — December, 191]

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. Extensive experi-
ments were carried on with this machine in the
spring of 1909, which to some extent 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 which 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,
the 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 flyers,
Dekor, DeHart, Champion, and C. P. Rogers is
there. The Curtiss and Queen schools are both
ReaD 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 F. Willard,
however, built end flew one along this line last
summer, drawings of which were published in
AERONAUTICS. No fights 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

Earle 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
g00d 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

$4

-

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 machine 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 was designed to keep inexperi-
enced men from attempting the flight. Moisant
had flown from Paris to London and was fairly
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;
that the meet had no right to change published
rules. The club sustained his protest and award-
ed the money to De Lesseps, the last man, on
the ground 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-
eylinder ‘‘Kirkham’’ motor, flew for 64% minutes
at Nassau Blvd. Ascending in the fast ap-
proaching darkness he flew on schedule and
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 In'terested
Parties. In the meantime they want to hear
from those contemplating 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
very many parts and fittings that they carry in
stock in large quantities at all times.

They have recently placed upon the market
an extra large turnbuckle with locking device,
preventing loosening or the turnbuckle and
slacking of the cable around the engine sections
of the biplanes which is expected to be a very
popular seller.

CURTISS HYDRO-AEROPLANE GOES TO
RUSSIA.

An order reached this city yesterday from the
Russian Aerial League for a two seated Cur-
tis hydro-aeroplane of the dual control type
used by Lieutenants Ellyson and Towers in
their recent successful flight 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 fleet 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 Bing-
hamton, President of the Aero Club of that city
and also head of the Binghamton Automobile

Club.
Mrs. Lillian Janeway Atwater, formerly
widow of the late Senator Thomas C. Platt,

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 Ist 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-

G

oe |

Page 219

December, 191]

ful, it will prove conclusively the great value
ot the hydro-aeroplane in war as a means of
rescue.

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 daily
action at almost every aviation field in the
country, and at every meet of any consequence
their engines were prominent in the hands of
professional 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

December, 1911

The Call Monoplane.

CALL COMPANY BUILDS ’PLANE
A monoplane has been built and flown

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, ete., 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, Mr.
Scott informs 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
swiftness 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 7% ft.
d., 4% 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 the 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 Al, A2, A38 give this in a more
thorough manner than space here would allow.
A final impression gained was that the engine
is worthy of the plant or vice versa.

CLEVE T. SHAFFER.

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
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 was 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. 19-28—Los Angeles, A.C.C. meet.
1912—International Exposition, Vienna
May. 9-18, 1912—Show at Grand Central Palace,
Aero Club of America.

_ ABRONAUTICS is a very instructive and interest-
ing magazine.—Epw. E. Brown.

AERONAUTICS

Page 22]

toe
ae Sina

The Mormon Tabernacle, Temple and Utah Hotel at Salt Lake City taken by H E.
Honeywell from his balloon.

ASCENSIONS.

Philas eNO ul Sr Hew. Pyfer- and ir EL:
T. Ash, of the Norristown Asylum for the 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.
“Tuzerne‘’‘ (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 Myrtle Dennison,
Frank 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. 13. H. P. Shearman,
pilot, H. R.. Corner and’*J. A. Jones in: the
“Stevens I’ to Unity, 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.
ferson, ascended in the ‘‘Dayton,”’’
at Upper Sandusky 5 hours later.

landing

L. E. Custer. in the

Warren Rasor and son Jef- —

Fifteen balloon ascents have been made this
year by one man alone, Captain H..H. 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, Ia.,
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 now being compiled and will be ready for dis-
tribution about Jan. ist. Mr. W. E. Watts, the
president of the company, has just returned
from a trip through New England and Canada

—and reports the outlook for next Season ‘‘very

bright.”’

I find the magazine all that could be desired.
Tt is filled with instructive and enlightening litera-

ture. It is a compendium of useful knowledge per-
taining to the science of aviation.—A. E.
HOSTELLEY.

AERONAUTICS

Page 222

December, 191 /

Questions and Answers
Edited by M. B. SELLERS |

SE are glade at all times to answer
2X 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-
tions asked are such that they
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, ete. 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 4% by 4% engine, and
7’ diam. 3%’ pitch propeller I have made, lL
am getting 200 Ibs. 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
Ibs. 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, ete., 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?

17 Ge ete) BliSsy Lex.

(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
seem 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 4%
be about 28 inches from front edge.

(3) 4% degrees. The trailing edge would be

deg. will

5% 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) Exylain how the gas gains 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 om 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 514%4° 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 dise to one of the rods to prevent
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.
€ember Lin 20 Met ow

AERONAUTICS

Page 223

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 2.6 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,
BE. 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. EHiffel, the c. of p. on a Wright wing at 314°
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 Ibs. 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.
without more

Your questions can not be answered
data. Besides depending 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 machine.
From what you state we should say that about
100 lbs. standing thrust and an inclination of
1 in 12 would be right for 350 Ibs. 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 International 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 Smithsonian Report for 1910,
Smithsonian Institution, \Wvashington, 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 by the late Mr. Chanute, who certainly
was the best qualified 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 been orcered 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. :

“T take five aviation papers and I think
AERONAUTICS is leading them all.’
(Signed) George Kane.

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.

iu December, . 19/1

BLERIOT type monoplane ready for power

$125. Stickney, 2407 6th Ave., Moline, Il. Dec.

Jee SHERIFF, Mechanical Engineer and
Inventor. Original Designs a specialty. 125
Watts St., New York. Dec.

_FRENCH> motor, new, 4-cylinder, for sale.
Good for biplane. Make o:fer. Queen
plane Co., 197 St. & Amsterdam Av., New York.

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
One French propeller, type 8.097 ft.
diameter, 3.45 ft. pitch 50.00
One Dean Mfg. Co. propeller type 6% ft.
diameter, 434 ft. pitch 50.00
The above French propellers were made
in France, are of the very best of
material and workmanship. The price
FE. O. B. Paris is $100.00 each.
1-50 H.P. Harriman c«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.
wig are closing out our
sell.

business and must
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,

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,
e.

FOR SALE—FINH BLERIOT MONO-

PLANE, 100 H.P., TWO-SEATER.
APPLY RUBER, % AERON-
AUTICS, 250 W, 54 ST,, NEW YORK.
MFG. CO. wants men for aviators, $100 re-
quired. B. L. Gates, 227 Engelwood Ave.,

Chicago.

FOR SALE

NEW BLERIOT MONOPLANE, almost completed. $600
First-class materials and workmanship used throughout.
Can be seen any time. Call or write M.R.L., 26 N.
Franklin Street, Hempstead, N. Y.

FOR SALE

FINE BLERIOT MONOPLANE—Cheap

sul A. V. Reyburn, Jr., 5305 Delmar Boul., St. Louis,
oO.

LOST—A young Aviator, height 5 ft. 1% 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 had, a black derby at late hours: usually
found in a cafe after 11:30; will answer, if
coaxed, to the name of Brown. 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, 19/1

U. S. Patents Abstracted

Copies of any patent may be obtained for
5 cents (cash) each, from Commissioner of
Patents, Washington, D. C.

Spencer Heath, Washington, D. C., 1,006,209,
Octialic PROPELLER. The claims cover a
blade with variable pitch at different blade
lengths, pitch maximum beyond the half blade
length from the axis 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
gine has set, reaming and inserting dowel pins;
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 heavy, woods in combination; the
second, 41,244, Mar. 14, covers the design which
is a feature of Paragon propellers.

Paul Meissner, West Hoboken, N. J., 1,007,225,
Oct 3th Lol Srilled) Nove, 10 Lome iNiowel
FLYING 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. EF. Mangels, New York, N. Y., 1,007,467,
Ochoa ons MEANS FOR TEACHING
AVIATION and Testing Aeroplanes.

D. L. Mobley, 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 AHKROPLANE HELICOPTER.

R. R. Waterman, Upland, Cal., 1,007,827, Nov.
7. Vertical STABILIZING SURFACHE above and
below main planes.

Clarence E. Darrow, Fairbury, Neb.,
1,007,926, Nov. 7. AILERONS actuated by pen-
dulum.

Hugh L. Willoughby, 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. ©. 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 win
tips, curved and projecting upward and down-
ward laterally in series.

A. S. Greenamyer and Alfred Hallett, Los
Angeles, 1.008,258, Nov. 7. SUPPORTING SUR-
FACES. Top plane of biplane bent down in a
“Vv to level of lower plane at middle position;
lower. plane bent likewise, containing power
plant in the space thus made.

Edward William Young, Tytherley. 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, ete., to allow blade to vary in-
clination with respect to shaft axis.

William C. Lawson, Roanoke, Va., 1,008,417,
Nov. 14. HELICOPTER.

Edmund Seelig. Berlin, Germany, 1,008,437,
Nov. 14. AERONAT.

Christopher J. Lake, Bridgeport, Conn.,

1,008,479, Nov. 14.
triangular surfaces.

AEROPLANE with stepped,

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. ‘“‘SBALANCING 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 AP-
PARATUS. Universally mounted control lever.

Peter F. Carmichael, Dahlonega, Ga., 1,009,-
048, Nov. 21. HELICOPTER.

Konstantin Ziolkowski, Kalouga, Russia, 1,009,
PADS IN Kons ale METALLIC ENVELOPE for
Dirigible Aerostats and other purposes.

George Lehberger, Newark, N. J., 1,009,157,
Nov. 21. FLYING-MACHINE.
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, IlJ., 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, 1,009,692,
Nov. 21. FLAPPING WINGS.

Louis Beauclere 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 5B. Mayes, Houston, 1,009,766,

1,909,770,

Nov. 28. PARACHUTE.

Colin B. McKenzie, Chicago, IIL,
Nov. 28. SUPPORTING SURFACES which in-
crease angle of incidence when moved forward
from a pivot point.

France,

Texas,

Pehr A. Nilson, Philadelphia, Pa., 1,009,780,
Nov. 28. FLYING-MACHINE.

Attilio Pusterla, Fort Wadsworth, N. Y.,
1,009,855, Nov. 28. AUTOMATIC 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
One ites

George Rifflard. New York, N. Y., 1,009,996,
Nov. 28. FRAMEWORK system to avoid holes
in spars, using yoke-bolts and plates, ete.

Joseph Rosenberg and Rudolph Glabanznya,

Chicago, Ill., 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 onen.

Josiah Sparks, University Place, Nebraska.,
1,010.324.. Nov. 28. FLYING MACHINE, with
pivotally mounted wings, front, rear and top

propellers. parachute, ete.

Hugo Kardos, New York, N. Y., Assignor of
one-half to A. J. Moisant, of New York, N. Y..
1,910.374 Nov. 28. HALF AEROPLANE. HALF
OSCILLATING WING MACHINE with flap
valves in the wings.

AERONAUTICS

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 design everything in such a way
that only sufficient material is used to give
the requisite strength. The heaviest part
ot 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-
tully 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 itthan an iron cylinder
under the same conditions. After a few
hours, running the bore of a magnalium
cylinder seems to take on a very high
mirror polish.

Wood Finishing for Aeroplanes

Continued from page 189

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,
such as is used by yacht builders, and what
is called wearing body varnish, used by ear-
riage painters. Rubbing varnishes are worth
$3 to $4 per gallon; spar $4 to $4.50, and
wearing body varnish about $6.00. Avoid

Page 225

December, 191]

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 121449 lighter than
castings of #12 aluminum, assuming that
this grade is true to analysis 930%, 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.

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 durable 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- leading journal of its kind in
America. You are to be congratulated on the
painstaking care with which you give any informa-
tion published.—EpDWARD H. YOUNG.

AERONAUTICS Page 226 December, 1911

Index for Volume IX

Page

Note.—Volume I started with the first issue, Atwood Flight, St. Louis-New York......... lvl
that of July, 1907. Volume II started with the Garros Makes New Altitude and Other Rec-
issue of January, 1908. Volume III started with OTS) 0 Oiee 2 ole coe ornie 88 ane retertoie te) cee ede eee naa 104
the July, 1908, issue. Volume IV started with Club UN@WS'? 20.2% «0:0 aera ie eee ee le eee 105
the January, 1909, number. Volume V started Adams-Harwell Motor sy occ cee eee 108
with the July, 1909, number. Volume VI started Evele=Shaiwi Gliuitelit ete steelers) tatssceNcuey-nereeia ts aee tana 110
with the January, 1910, issue, and Volume VII Patents) sec 55 ais cphee cuealeren ete eae een 112
started with the July, 1910, issue. Volume VIII
started with the January, 1911, number. Volume OCTOBER, 1911.

IX with the July, 1911, issue.
Only principal articles are indexed. News notes A Popular Scientific Explanation of the Mo-

in general, and smaller mentions are not in- tives of the Gyroscope and its Application
dexed. in Aviation. By Emil Buereins sees. 113
JULY, 1911. Doutre Longitudina IStabilizer.:...s..2--+-0.-- 115
Page Two-Place Deperdussin Monoplane, with
Propeller Testing Device, By Prof. David _scale Drawings BSI AG at entiatorhevestetore tee eee eee ees ih
eC allup eM silae: aa ee eres eens 1 Naval Curtiss Hydroaeroplane Experiment. .121
Tests of Wooden Struts, By Prof. D. A. Low. 4 New Moisant Biplane, Scale Drawings........ 125
Testing of Aeroplane Engines (Leighton Queen Monoplane, with Scale Drawings... .125
NEO TOT) Soo an oe eS SE 6 Rotary Indian) Motos casceisae ieee 128
Ammney amg Nal viye Atvilait lone crprreieitete eleven ale 7 Rex Smith Biplane with Scale Drawings... .129
Table of American Aeronautic Motors (Com- Death of Buel Hurndon Green, M.E., and
piled by E. L. Jones & S. Y. Beach)....... 7 Others Sais ehetesafe Garey s auc Glo ake Cea r eee Eee on en ee Rene eee
Valkyrie Monoplane, Scale Drawings......... 9 Adak UNiSseAbl Wag bomb Oooo foo b oop no ONdo Ss 134
Intercollegiate Balloon Race and Ascensions. 11 Gnome-Engined Burgess-Wright............. 13
French Court Favors Wrights..............+. 12 Boston Meet and Cross Country, Ragen et 13
Gonstructions Aide) Xess eermerc eee 14. What's the Matter with Aviation? Sym-
Ga tiS SR a Gage See ee ene Koen 15 (DOSIUM - eee e eee eee eee teeter etter eee ees 137
Synopsis of U. S. Aerodromes and Flyers.... 18 Club NeWS ......+.-+-seee eee sete eee et anes 13
What’s the Matter with America? By R. E. International Race and Ascensions............ 138
Sa oe I 0 neg See 95 Vaniman Dirigible “Alcron” .2-.0- eeu 139
Detroit Club Members’ Tournament.......... 26 New Pilots ........c eee eee cece tee e eee e eee 141
How to Build a Curtiss- type Biplane. By G: BACCMES) ss ae ane, Sccnetons odovere oreo mioleletonet une Tele nen 146
Veg OGG: ce = cieuc cus ate reunions esse aslo ele emcee c cclior steder yeas 27
European Cross-Country Circuits............ 29 NOVEMBER, 1911.
PREPARES mais tice a checelench occ eka sue ievees op sraitentredetel eve tenevencte 29 = ; Kae
(IT Wee NWS: hee es Sichereetiatieitel saedee corrence ates cre) oeteletion cle yexenatetens 3 What s the Matter with Aviation? Sym-
INE HOTEL IERNNMovoIa TREY TS oo 55 oo deooamenbonand de 32 POSIUM 25.0 ee ee ee nee ne ete teen eens .149
New Pedersen Lubricator. Brooke ‘‘Non- The Effect of Color on Aeroplanes. By Prof. _
tyro” Motor, G. & A. Carburettor........ 23-34 H. Lav. Twining . ......----..0++++.0:- .-.150
DALCUCS MR eee ee ale eminsiee poe he 3 Death of Prof. John J. Montgomery with
Arr CLEP yan EM UIA A eye tetedayeeieoielee cabal le re kote ketetetsteretcne 151
AUGUST, 1911. Death of Hugene Ely and Other Fatalities. .154
; ; : ; (OND MINES Sooomad onc occ obo obocagaddCeco or: 155
Scott Device for Bomb-Dropping from Aero- Boland Tail-less Biplane, with Scale Draw-
DIAMESMen eccrine e ltrs terrestrial oo MES) cc gabe Oe lees Bee sre oe ee ee eee 156
Making of a Propeller... .:. tee eee e eee ee 41 Kansas City International Contest. By Lieut.
Formula for Horsepower of an Engine....... 42 EH. Ds Honey wWellsiaene orn eon eee eee 159
Gliding as a Sport and as an Aid to Flight. McCurdy Headless Biplane, Scale Drawings. .160
By T. W. K. Clarke, with Scale Drawings. 43 Thomas Headless Biplane with Scale Draw-
Willard Headless Biplane, with Scale Draw- TIES) ccc cy ndee 3 osm ON Mer eee 162-163
SUN SSeS aesheh af Sees areca SoReal eel hos teN 43 Construction) Adds, XOX 2222. 22. )-)e sees 164
Pressure Equalizer for Ailerons ............ 48" (Ratinewot . Gasoline: Motors seis lelslch eine 165
Kirkbride Biplane, with Seale Drawings....... 50 Progress in Hydroaeroplanes Burgess Cur-
GOnSERUCELO MPN CIS 5 ee eNareretstenepent eee te tetera cnsiiore 52 fiSSeeLGee ene pias: ts oy ee , a : eee 166
Atwood’s Flight from Boston to Washington. 53 Longest Flight of Hydroaeroplanes........... 168
Johnstone Breaks Duration Record <<... i... - 54 Rogers’ Transcontinental Flight ...........--- 169
Be achey’s Flight Over Niagara............... 54 Queen-Martin Biplane with Scale Draw-
Navy Curtiss Hydro-aeroplane.............-. 55 LIVERS eves, llsesttatoe svn yoc aor Cacuelo ») Sacve Ne Raeeene totals 170-172
Automobile Club Motor Prize ............... 57 Aeronautical Manufacturers Association..... 174
New Pilots weet eee eee eee teen eee eres 59 Scott Bomb=-Droppers DrialS.. ss) pose osee een 179
Aviation Insurance...... ottapi et tteressseeee E D9 New: Pilots:ae= he ee ee eee 180
Reports on European Circuits.........-....- 62! VBailoon eAScensions eee ene eee ee 182
List of Broken Records ........++..+.++++.+-s ® Frontier, Detroit, Roberts and Call Motors...184
ECANUEVES) Fcicmetcmetomisietoismcneel i edeisieiete falls fanacolnsterrvens 64 Patents 8s
Gordon Bennet Race. By George H. Scragg. 65 IOS AIM Sh Sveum 9” Sl a ee
National Balloon Race and Ascensions........ 67
Hall Scott and Curtiss Motors..............+- 69 DECEMBER, 1911.
eae ojo basis satis sgrheaphavaawepes asspetie ani chars < ese cae i Wood Finishing for Aeroplanes. By Prof. A
Wie ING WS ieee. et ee ets ate Greer eh ef ateasie iouavaioie na age 71
Subscribers’ Forum 1 Excha oa Ele ‘Salim Soe incre cise. catetctele: a pace rents . ‘18
Subscribers: Forum and Mxchange.--.7.+-.++. J Commer Military Aeroplanes in France, by. d
XR SCOtt 2oieitivaecinescovechbecede iG a eect eee pen non 1
SEPTEMBER, 1911. Etrich Monoplane. By Fritz Edelstein..... 192
What’s the Matter with Aviation, Sympo- Hamilton “~Biplames csc cctessnete «0 a'sim iota sie aeneenar 196
Sima. lake anis cee ee EE Reese 75 The Nieuport Monoplane..........+++++0.++ - 199
Does Color Affect Aeroplanes? By R. F. Pat- Blerloty eX Discs costes tceoe cose ote salen epateeae so oe inane ae ee 202
tersons inn = oe ee ee, ee 77 Eaton’Biplane. By Cleve T. Shaffer......... 203
Stresses due to Diving or Swooping.......... 72 Elisworth Stabilizer. By Cleve T. Shaffer... 206
Burgess-Curtiss “Baby” with Scale Drawings 79 Model Notes. By Percy W. Pierce........-.. 208
Aviation “Schools,” by Grover F. Sexton.... 83 Patents ....... sce esses eee eee eee ener ete - 209
Military Aviation and U. S. Aero Guns...... 84 The Fourth Military Arm, By General James Allen.. 212
New (PilOtse . ct cee ee rs ene ny ret 86 Wittemann (Stabilizers. 2.0. «2 -cies + einen 213
Aeronautical Manufacturers Association.... 87 Curtiss Notifies Infringers .......+...++++++s 214
Myer @hicaeov Metter ce ia ol aeaaieie iris chile 89 PST SY Serco acc. cra ie fe eco Ue eens ef RMR oon de er ene RNs ons Ieee . 2
New York-Philadelphia’ Raceé................. 91 Fowler’s Trars-Continental Flight......... 217
Death of Badger and Johnstone and other Ne@w Pilots sca. cave ieieicisve es cturs olauniete erctetarersramm 217
STEN BEL So rete ers suv valteve coe ome reny <teterebarerepons ieee ater 92. “ASCENSION! so... crc:lousretelviteretemmen ie ieusve) viene Sean . Bal
Wright Biplane, Model ‘B,’’ with Complete Questions and Answers. By M. B. Sellers... 222

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ieee :
tlemeniary Aeronautics

OR

THE SCIENCE AND PRACTICE OF
AERIAL MACHINES

BY
ALBERT P. THURSTON, B.Sc.(Lond.)

ate Engineer to Sir Htram Maxim; Lecturer in Aeronautics,
East London College (University of London): Member
of the Aeronautical Society of Great Britain

of

This little volume is of the greatest interest to all who
re interested in aviation. he many recent develop-
1ents in this science and the many new problems which
onfront aviators render imperative the appearance of a
rork like the present in which all recent discoveries and
neir principles are collated and explained. The great aim
f the author has been to present to the reader a simple
nd concise account of the action of air upon moving
lanes, aerocurves, propellers; bars, and the like, and the
pplication of these principles to practice. The volume is
wendidly illustrated by many photographs and diagrams
hich elucidate the subject matter of the text. The book
ill be highly welcome to all aeronauts and also to every
udent of aeronautics, as it contains a vast amount of

formation of the highest value,

|

126 Illustrations. $1.25 net;

Cloth 8vo.
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of Illinois.

|. VEHICLES oF me AIR
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MODERN AERONAUTICS:
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REVISED TO JUNE 1st, 1911
Vehicles of the Air

By
Victor Lougheed

Founder Member Society of
Consulting Engineer of the Aero Club

This book is known the
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Aeronautical Bible.*’ It

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comprehensive. Noth-
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The only book that act-
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repair all types of suc-

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500 subjects. Over 200
VICTOR LOUGHEED

aeronautical terms de-

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including detailed working drawings and parts.
140 half-tone views. ‘Tabulated list of flights to
date, both long distance and hourly, fatalities,
etc.

Price $2.50 net. Postage 25 cents extra.
Printed in Cloth, 550 pages, handsomely stamped.

\

NEW YORK

AERONAUTICS July, 1911

but get enough power
to fly and not “‘cut grass’”’

Profit: by. the expemences -of ormers
‘The Engine that stands up to the
work and is the “last word” an engine
building. : z ‘

OVER 100 FLIGHTS BY

ANTONY JANNUS and REX SMITH at
Washington, D. C., without a single accident.
cA record unequalled by~ the best of flyers.

Be “‘Wise’’ and get our Information

The Emerson Engine Co., Inc.
ALEXANDRIA, VA., U.S.A.
New York Office: 1737 Broadway

(Buick Building)
J. R. Westerfield Telephone 782 Columbus

In answering advertisements hone mention this magazine.

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Serial No. 49

Vol. IX, No. 2.

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A record of 300 successful fli
annus and

day for literature!

Write to

ALEXANDRIA va.

EMERSON ENGINE co

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NEW YORK OFFICE.

AERONAUTICS

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August, IQII

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,
has been made the aeroplane of most ad-
vantageous possibilities. In the develop-
ment of the aeroplane Curtiss has been
eminently practical ; 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 CURTISS HYDRO-AEROPLANE—

Robs aviation of half its dangers; multi-
plies the pleasure of flying. Air, water and
land alike may be traversed by the new
Curtiss machine. The hydro-aeroplane can
fly 60 miles an hour; driven over the sur-
face of the water, the hydro-aeroplane
will run away from the fastest motor boat;
it responds to its rudder more quickly
than any water craft afloal. It arises
from, and alights on, water as well as on
land. The U.S. Army and Navy officers
have recommended the Curtiss 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 efficiency
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
eapable of transporting the most blasé 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. L.,
Karle 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.

foofo ofoofeofoofeofe ofa nfo ego ofe che ofeefe eo ofe dfosfisfoofocfoofoofoefe fo oo ofocfecfoote sfootecfoofoode sfoofoolo ste clonocteshocfocdodoe ose doete eh

MOTOR RELIABILITY DEMONSTRATED BEYOND QUESTION

Youcan’t have if it isn’t a Curtiss.

Did Beachy have confidence in his ran’ t hi
There’s a reason for it.

CURTISS MOTOR

When he flew over

NIAGARA FALLS AND UNDER
THE BRIDGE?
Kiverybody knows he must have had
Absolute Confidence. Are You going to have
as much confidence in the motor You are

Acquaintance Develops Confidence

Why Not Start Right?

30 H. P. 4 cylinder Power Plant
40 H. P. 4 cylinder Power Plant
60 H. P. 8 cylinder Power Plant
70 H. P. 8 cylinder Power Plant

One Of These You Will Eventually Buy

Going to Install in Your Aerop!ane ? Get our proposition now

Prompt Deliveries

Aeroplanes now offered for unrestricted use. Early delivery of all models can be made

HAMMONDSPORT, N. Y.
address The Curtiss Aeroplane Company, yey yet offic, 1737 Broxdway

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AERONAUTICS September, 1911

Mobiloil

Endorsed by

GLENN EL CURM>s

VACUUM OIL COMPANY,
No. 29 Broadway, New York.

Gentlemen :—

I am again pleased to report the
success I have met with in the use of Mobiloil
for the lubrication of the engines in my aero-
planes. I have used this oil for the past three
years, and I am greatly pleased in having found
such a good oil for my aeronautical work.

Yours very truly,

Are You Using the Right Oil on Your Car ?

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J HE most important thing left entirely to the judgment of
J the owner in the operation of his automobile or aeroplane
é is the selection of a lubricant. The discriminating car
%4 - . . .
y owner selects the grade of MOBILOILL especially suited to his
4 type of motor—a grade for each type.

# Is it not significant that aviators generally, in this country
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In answering advertisements please mention this magazine.

AERONAUTICS September, 1911

HALL-
SC TT

VIATION POWER PLANTS MEAN PROFESSIONAL SUCCESS

=

They are earning thousands of dollars for the many users through-
out the United States and the Orient.

They can be depended upon to operate successfully under most try-
ing conditions, and require the least amount of adjustment, care and
attention of any aviation power plant built.

Hall-Scott power plants are being generally purchased by amateurs
and professionals who have not been able to obtain results with other
makes, among these the following:

MATHEWSON AEROPLANE CO.,
HALL-SCOTT MOTOR CAR CO., Denver, Colorado, July 8th, 1911.

San Francisco, Cal.

Gentlemen:—Your valued favor of June 27th, received on my return from a trip in
Wyoming, where we gave a two days Aeroplane exhibition with one of our headless bi-planes.
We made a five-minute flight at Gillette on Sunday which was considered a very successful
one on account of the condition of the ground, wind, etc. In trying out the motor Sunday,
preparatory to a flight Monday, the * * * * * went wrong with the * * * * * and we were
up against it with that motor. We wired into the General Aviation People here, for their

Hall-Scott motor, received it Monday night at ten o’clock, and by nine the next morning had
it properly installed and the machine balanced up. Gillette, Wyoming, is a very rough

country in more ways than one, and it was up to us to fly at ten o’clock, wind or no
wind, as per advertisement. The machine rose out of the sage brush with a run of less than
75 feet and crossed over to the top of the foothills which were at least 800 feet high and less
than a mile from where we started. The wind must have been blowing better than twenty
miles an hour and full of eddies. The thermometer registered 102 degrees. ‘The altitude at
Gillette is a little better than 5,000 feet. Kverything being considered it was anything but
an ideal place to fly. The machine remained in the air about seven minutes, making three
large circles at an altitude of 500 feet. Several times Thompson ran into air holes and whirl-
winds which would have certainly smashed him if we had been using our old motor.

At 7:30 the same evening after the wind had died down he made another flight, rising
with a start of 61 feet from a small baseball ground, circling over town several times at an
altitude of over 1,000 feet, made several long dives, and, in fact did everything that any
aviator in a machine could have done. We fully realize that without the Hall-Scott motor
both of these flights would have been impossible.

Very truly yours,
THE MATHEWSON AEROPLANE CO.,

Signed: E. L. Maruewson, Pres. and Treas.

This is one of many instances where Hall-Scott motors have proved
their worth. For details of other flights made, and power plant details,

Address

Hall-Scott Motor Car Co., San Francisco, California

In answering advertisements please mention this magazine.

AERONAUTICS September, 1911

Ye He VE HIPHOP III IH HII II HII IAI IIIA IAI AAAI AIA AAAI KK KAAEKK IAAT AIK

ROBERTS MOTORS

WE HAVE FULFILLED EVERY PROMISE
HERE ARE THE RESULTS :

*
ot

40 motors sold outright in 4 months

Not one has failed to fly

Not one has ever missed

Not one has ever back-fired
Not one dissatisfied customer

Don’t Buy Motors on Manufacturers

“GUARANTEE” alone

We would gladly refer you to every single one of our
forty customers, and will forward names and addresses on

request. WRITE US TO-DAY. CATALOG FREE.

THE ROBERTS MOTOR CO.

1430 COLUMBUS AVE., - . SANDUSKY, OHIO

ARE GOOD MOTORS

PIII II IIIA I IAAI AAA ASIA AA AAA AAA ADA AAA ASD AAAS AA AAAS AAAS AAAI AK IK

MOOR RRR REE OP OE I

UU CO ORO IOI ARO

*

In answering advertisements please mention this magazine.

AERONAUTICS os AMGUSE, TOTI

Type A-2
60 H. P., 400 lbs.
flying thrust

@ As a positive guarantee of their excellence, reliability and efficiency have
some successful airman tell you about the HALL-SCOTT, or write for

information direct to

HALL-SCOTT MOTOR CAR COMPANY, - = - _— San Francisco, California
QR Sie oh a Peck a esl

In answering advertisements please mention this magazine,

AERONAUTICS

¢

SELELELEELE LES

USSSSSAAAAEAESESSESSS EES 4EESS

PPPS PPP PPP SPSS FPP PPFPFSPSSSSSOS >

S. D. Dixon at Chicago Aero Club Field.

THE ROBERTS MOTOR
Makes Flight Certain

READ THE FOLLOWING:

26-CH. X 72 Paid Night Letter.
Jy, Chicago), Dhl wine wise ie

The Roberts Motor Company,
Sandusky, Ohio.

Roberts four X motor a dream, S. D. Dixon President of
the International Aeroplane Manufacturing Company to-day got in the
Curtiss type machine, which they built, for the first time in his
life and made three very successful flights, the motor by its power
and consistent running opened the eyes of all aeroplane owners at
the aero club grounds where several of the best aeronautical
motors are represented, both domestic and imported.
840P International Aeroplane Manufacturing Co.

The Roberts Motor Company Chicago, June 15, 1911.

The motor has all other motors on the field put in ‘the
shade including the-------——and—-——-—- . We pull surer than they
on the same scale.

THE ROBERTS MOTOR COMPANY

1430 Columbus Avenue - Sandusky, Ohio

7

July, 1911

FF PP FFF SP SSS STOTT

SHVIITTSTSSSSSSTTSSTTSSNNE

In answering advertisements please mention this magazine.

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OCTOBER, 1911

Vol. IX, No. 4.

Skill and Experience Combined

100 H. P., 300 lbs.

6 cyl.,

cyl., 60 H. P., 225 lbs.

powerful, high
other single

rs—motors that have more speed championships to their credit than any

will make no mistake intrusting your power problem to specialists in light,

YOU

y9eed moto

ALEXANDRIA va.

Write to-day for literature.

EMERSON ENGINE co
NEW YORK OFFICE

merican competitor.

1737 BROADWAY

AERONAUTICS October, 191]

The Kirkham Aviation Motor

50 H.P. Wt. 235 lbs,

In an aviation motor you must have Power, Reliability, and as light construction as consistent, but it is also
yery important that the fuel and oil consumption should be as low as possible.

The Kirkham Aviation Motor (which has been developed after years of experience, building hundreds of light-
weight auto motors which, without exception, have been very consistent performers in economy contests) are proving
to be very economical, of both fuel and oil.

Kirkham Six-cylinder motors will deliver continuously 50 B.H.P. at 1250 r.p.m. on 33 1bs. gasoline and 4% Ibs.
lubricating oil per hour.

The main air supply for carburettor is drawn through gilled copper tubes placed across through oil in reservoir
in base, thus warming the air supply and also keeping oil in reservoir cool, which, together with the very efficient
system of lubrication makes it possible to run this motor almost indefinitely without fear of bearing troubles.

Better write for literature. This space is too small to even mention the many good features in the Kirkham

| CHARLES B. KIRKHAM, mtr

Savona, N.Y.

In answering advertisements please mention this magazine.

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Serial No. 52

NOVEMBER, 1911

Vol. IX, No. 5.

Skill and Experience Combined

6 cyl., 100 H. P., 300 Ibs.

4 cyl., 60 H. P., 225 lbs.

powerful, high
other single

y

’

problem to specialists in light

Ppionships to their credit than an

YOU will make no mistake intrusting your power

speed motors—motors that have more speed cham

-day for literature.

Write to

American competitor.

ALEXANDRIA va.

EMERSON ENGINE co

AERONAUTICS November, 1911

The Kirkham Aviation Motor

SOR ok. Wt. 235 Ibs,

In an aviation motor you must have Power, Reliability, and as light construction as consistent, but it is also
very important that the fuel and oil consumption should be as low as possible.

The Kirkham Aviation Motor (which has been developed after years of experience, building hundreds of light-
weight auto motors which, without exception, have been very consistent performers in economy contests) are proving
to be very economical, of both fuel and oil.

Kirkham Six-cylinder motors will deliver continuously 50 B.H.P. at 1250 r.p.m. on 33 lbs. gasoline and 4% lbs.
lubricating oil per hour.

The main air supply for carburettor is drawn through gilled copper tubes placed across through oil in reservoir
in base, thus warming the air supply and also keeping oil in reservoir cool, which, together with the very efficient
system of lubrication makes it possible to run this motor almost indefinitely without fear of bearing troubles.

Better write for literature. his space is too small to even mention the many good features in the Kirkham

CHARLES B. KIRKHAM, wer

Savona, N.Y.

In answering advertisements please mention this magazine.

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.
.
LEELA EEE EEE LEE LEE EEG GE LE GEE GEL GOL EEE ELE ECE EEE ELE EE EE EEE CE EEE TIES EOE SD

They Never Stop Singing the Praises of

THE ROBERTS MOTOR

[he Tarbox Automatically Controlled Biplane Powered with a Roberts 4X, Shipped April 1, 1911
Washaneiorn,: De C2 Nev. clea oiee

The Roberts Motor Company,
Sandusky, Ohio.
Gentlemen :
We must not delay longer writing you of the success we

have had with the Roberts Motor which drives our Automatically
We are able to start when we want, to

Controlled Biplane.
fly when we want, for as long as we want, and as high as we
want and this without trouble. Through its reliability
the motor has made an excellent reputation for itself at
College Park where we are now flying.

Very truly yours,

TARBOX SAFETY AIR CRAFT CO.,
Reredic 2 larb Om. erese

We have many similar letters. Write for copies and for our catalog. It is Free.

The Roberts Motor Company, 1430 Columbus Ave., Sandusky, Ohio, U. S. A.
CLEVE EEE MELE TRELLIS LALA ALLL ELE LE EGE RE LEME LEE LEERY ERLE LEGER E RE REED:

Published by AERONAUTICS PRESS, 250 West 54th Street, New York

Te ee te

LAOCCINOCTH, FALT

e Kirkham Aviation Motor

50 H.P. Wt. 235 lbs,

In an aviation motor you must have Power, Reliability, and as light construction as consistent, but it is also
very important that the fuel and oil consumption should be as low as possible.

The Kirkham Aviation Motor (whichhas been developed after years of experience, building hundreds of light-
weight auto motors which, without exception, have been very consistent performers in economy contests) are proving
to be very economical, of both fuel and oil.

Kirkham Six-cylinder motors will deliver continuously 50 B.H.P. at 1250 r.p.m. on 33 lbs. gasoline and 445 lbs.
lubricating oil per hour.

The main air supply for carburettor is drawn through gilled copper tubes placed across through oil in reservoir
in base, thus warming the air supply and also keeping oil in reservoir cool, which, together with the very efficient
system of lubrication makes it possible to run this motor almost indefinitely without fear of bearing troubles.

Better write for literature. his space is too small to even mention the many good features in the Kirkham

CHARLES B, KIRKHAM, mer.

Savona, N.Y.

In answering advertisements please mention this magazine.

AERONAUTICS

Cy
+
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+
+
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+
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POWER
PLANTS

40 to 80 H. P.

Warren Eaton, signalling Mr. De Hart in after
one of his runs

November 8, 1911
Hall-Scott Motor Car Co.,
San Francisco, California.
Gentlemen:

I wish to call your attention to the fact that our Mr.
De Hart, has been doing SOME flying with your motor.

He made the following flights last week: Sunday 22 Min.;
Monday 37 Min. over the south end of city; Tuesday 16 Min.;
Wednesday 15 Min.; Saturday 1 hr. 20 Min.; left field at 9:20, passed
over San Pedro at 9:45, circled over the fleet and passed over
Long Beach at 10:08, landed at Thompson Ranch for fuel at 10:10,
left ranch at 11:30, and returned to field where landed at 12:20
with every barrell hitting, never a miss.

Capt. Thos. S. Baldwin, Eastern Distributor for Hall-Scott Equipments
Address, P. 0. Box 78 Madison Square P. 0. Show Rooms 164 W. 46th St., N. Y.

HALLSCOTT MOTOR CAR COMPANY
SAN FRANCISCO, CALIFORNIA

In answering advertisements please mention this magazine.

HALL-
SCOTT

AVIATION

For the year 1912

Will be continued in the

three well-known Types

Decenber, 1911]

:
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+

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AERONAUTICS December, 19/1

Cer 1114 445555555$55554555SSSSSoSSboooboobddDodSE LL

5 4.55.554555555555454454445545455454555455555555h5h1

AVIATORS

WANTED

(We Want Aviators for Our Exhibition Teams)

We have completed arrangements to give instructions to a limited number
of Students at our Southern Training Camp.
Our Special Pullman Car leaves Chicago for our Training Camp on Jan. Ist.

This Car will be for the exclusive use of our Students and Instructors only.

Why You Should Enroll With Us

We pay transportation from Chicago and return.

We pay Hotel Bills during period of training.

We have competent Instructors.

We have Three Passenger-Carrying Machines, thereby teaching Students

under actual conditions, the Art of Flying.

The Total Cost of Instruction, Including Railroad Fares, Pullman
Berths, Board and Lodging in Training Camps, is $300.00.

CAN YOU BEAT THAT?

You Can Readily See We Want Aviators,
Not Your Money

If impossible to call at our office, wire for reservation, as only a limited

number of Students will be taken on this Special Proposition.

Our Training Camp is Eight Miles Long and One
Mile Wide, no Better in the World, Average

Temperature, Seventy Degrees

All Winter

Aero Exhibition Co.

Continental National Bank Bldg.
206 §S. La Salle Street 3 3 st CHICAGO

SPOS SSS SS SO SSS SSSSSSHSSO SSOP SSSSSHSSSHSSSSSSSOSS SOSH HSS SSOSOSSSSSSOSSSSSSSOOOS?S

In answering advertisements please mention this magazine.

|

AERONAUTICS November, 1911

IRE IRISI I ll l

HALL-SCOTT

AVIATION POWER PLANTS

USED AND ENDORSED BY PROFESSIONAL AVIATORS
A Positive Guarantee of Their

EXCELLENCE, RELIABILITY AND EFFICIENCY

Fred DeKor arriving at Dominguez Field, Los Angeles, after thirty-five mile cross-country flight from Santa Ana

Dekor recently qualified for his pilot certificate at Santa
Ana, being the fourth aviator to qualify for this within the last
few weeks in Southern California.

HALL-SCOTT EQUIPMENT USED IN EVERY INSTANCE

Over a dozen professional licensed pilots are flying with
HALL-SCOTT POWER PLANTS within United States terri-
tory, and a large number of as yet unlicensed professional flyers
in addition. Enthusiastic owners are their best endorsement.

Write to-day for information

Hall-Scott Motor Car Company

San Francisco - : r - California
Poofeefe of ofp ofe of ofe abe ofp of of of off off ofe af of of of of of ofe ole ofe ole ofe ole of of ofs ofe ofe ole ofe of fe ofe ofs ole ofe ofe ofe ofs of ofs ole ofs ofs ofe ofe of ofe ofe abe ae ofe ofa

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In answering advertisements please mention this magazine.

AERONAUTICS November, 1911

We Challenge the World

TO PRODUCE A BETTER MOTOR THAN

THE ROBERTS

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END VIEW SIX-CYLINDER 75 H. P. 245-LB.

Not excelled in performance by any other motor made, either here or in Europe
Recognized everywhere as the Leading American Motor

THE ROBERTS MOTOR COMPANY

1430 COLUMBUS AVENUE, SANDUSKY, O., U. S. A.

SOP SS9DOFO OOOO OD OOOO >> >DOD ESOS ESOS SOOSODOSOOOSEO DOSES DOSESSSEOSOSOSOSSSOSOSOOSODOS

In answering advertisements please mention this magazine.

SoSSSsseeeeee tlle :
+94$66054655565655555b5SSbS6SbSSbSSSSS>SSSOEO EEE eee eee ee TTT ETE PPP ETI IIIT 5455656556554 5S0S555055555604645655455555445555555555545555454h45555544455455h5555455550

PPP PP OP PP Oe ee eee eT TTT TIT TITIES SCTE EEE ee

AERONAUTICS October, 1911

HALL-SCOTT

AVIATION POWER PLANTS MEAN PROFESSIONAL SUCCESS

Q.They can be depended upon to operate successfully under most trying con-
ditions, and require the least amount of adjustment, care and attention of any

aviation power plant built.

@HALL-SCOTT Power Plants are being generally purchased by professional
airmen who are in a position to know what is necessary in a power plant for

successful flying.

Dr. H. W. Walden in flight over Coney Island

The Only Original American Monoplane That Has Flown Successfully
HALL-SCOTT 40 H. P. Power Plant Used

@HALL-SCOTT equipment is not only well endorsed on account of its use by
such well-known airmen as Capt. Baldwin, Shriver, and Chas. kK. Hamilton who
were among the first licensed pilots in America, and obtained their licenses
with use of other than Hall-Scott equipment, but here are seven airmen in ad-
dition who obtained their licenses with Hall-Scott equipment: Wm. R. Badger,
Lee Hammond, Paul Peck. Glenn L. Martin, Beryl Williams, E. L. Holt,

and J. J. Frisbie.

For details of flights made, and power plant details, address

HALL-SCOTT MOTOR CAR CO., San Francisco, California

In answering advertisements please mention this magazine.

AERONAUTICS October, 1911

KN

Satisfaction Everywhere

WITH THE

ROBERTS MOTOR

YOU SHAVE BUA LO

ASK THE AVIATOR

BEACHY FLYING

en —— —

St. Louis, Mo., Oct. 6, 1911.

Roserts Motor Co., Sandusky, Ohio
GENTLEMEN:—I wish to express my appreczia-
tion of the treatment you have accorded me
in connection with the purchase made of one
of your 4X Motors. In practice it flew the
plane owned by Mr. Hilleary Beachy and my-
self to our entire satisfaction and later when
on the road giving exhibitions it flew the
plane and got the money which is more than

any motor has done for us up to date.

M. A. HEIMANN.

Norr.—Mr. Beachy was testing a motor of
another make at the time of his recent
accident.

1430 Columbus Avenue

WITH A 4-X ROBERTS

Alma, Neb., Sept. 25, 1911.
Tuk Ronerts Motor Co., Sandusky, Ohio

Dear Sirs:—I thought possibly you would
like to know what success I had on my west-
ern trip.

This to advise that I used my Benoist
Biplane equipped with one of your 4X Motors
in all my flights and wish to say that the
motor was the last to quit in every instance
and Iam more than pleased with it.

At Alma, Neb., which is 2200 feet above the
sea level, I attained a height of 1500 feet, cov-
ering a distance of ten miles cross-country,
and at Aurora, Neb., I went up 2000 feet,
crossing the Republican River, making two
complete circles over Ex-Governor Schalle.-
burger’s residence; in the latter flight I cov-
ered a distance of about 18 miles.

Wishing you success, I remain,

Yours very truly,
WILLIAM H. BLEAKLEY

(Signed)

THE ROBERTS MOTOR COMPANY

Sandusky, Ohio

In answering advertisements please mention this magazine.

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J) Vol. X, No. 1. JANUARY, 1912

ISSAC SRSA SRSA ASR AAR A RAR An AARP A ARR RAR RR AAR RRA RRA RRA aR SAAR AR RAR A A Rn ALFA

ins Fame in Hazardous Feat with a

ROBERTS MOTOR

fe

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Altitude
4,500

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CEP LOSE D a a

ack-cover of “AERO” of Jan. 20th, for Map and Account of this Daring Flight
We have just received the following telegram from Mr. Cooke :

Oakland, Calif., January 14, 1912.
oberts Motor Company,
Sandusky, Ohio.

Passed tests for pilot license yesterday. Easily gained altitude eight
ed feet in four minutes. Seven figure eights in seven minutes in gusty wind.
four X motor runs seven foot six by five foot pitch Paragon Propeller
e hundred eighty revolutions per minute, four hundred pounds standing thrust.

WELDON B. COOKE.

Get our Catalog, tt is Free to You

E ROBERTS MOTOR COMPANY, sanptsky."onio, 0's) 4.

SLEEP LE LE LE LPL ie ie ie ie rere ie ie ier ee iri ieee ree cece eee eee Cee eee eee cee cece eee eee ee ce ec)

January, 1912

AERONAUTICS

LEEPER PELE EEE EEL EEE EE ELE EEL LEE EEL EE EEE EEE EEE EEE EE ELE ELE ELE

“KIRKHAM” AVIATION POWER PLANTS

FOR SEASON OF 1912

Lorforsecfoofecfoofeote
Foofe ofoofe ofeofeofeofeofoofe

Model B—6 Installed in ‘‘KIRKHAM’’ Tractor Biplane

The ‘‘Kirkham’’ Aviation Motor is offered in four different models, —

Model B-4, - 35 H.P., 4-cyl., weight 185 Ibs.
Model B-6, - 50 H.P., 6-cyl., weight 235 Ibs.
Model B-G-6,- 70 H.P., 6-cyl., weight 255 Ibs.

*
*
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+
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+
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Model B-12, -120 H.P., 12-cyl., V, weight 400 Ibs.
All of these models are sold as complete power plants or motor only,
:
:

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as desired.

The universal success of every 6-cylinder, 50H. P. ‘‘ Kirkham ’”’
motor for the season of 1911 has demonstrated their unquestionable reliability
and efficiency, therefore, the new models listed above contain not only all the
features which have made the ‘‘Airkham’’ Aviation motor noted for its
reliability, but in addition, all models for 1912 are to be equipped with the new
Bosch 2-spark magneto, larger valves and special cooling tubes through oil tank,
whereby the oil is always at a safe temperature, no matter how hard or how
long the motor is run.

Now is the time to get in your order if you want reasonably quick delivery
as a large number of orders have been booked for spring delivery and there is
sure to be a rush when the spring opens. Anyway you better get acquainted
with the only American motor that actually delivers what is claimed for it.

CATALOGUE FOR THE ASKING

CHARLES B. KIRKHAM, Manufacturer

SAVONA St ate re a a a NEW YORK

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In answering advertisements please mention this magazine.

PARAGON

scarce PROPEL E,
m

AERONAUTICS January, 1912

Propeller Perfection

har aS
4 3'
HINGTON, D.C»

PATENTED MARCH 14, 1911; JULY 25, 1911; OCTOBER 17, 1911; OTHERS PENDING

HE Business End otf your Aeroplane is the Propeller. We confine our business to the Business
| End. ‘That is one reason why we succeed and make such propellers as we do make. There are
also a lot of other reasons. @ Anyhow, you have got to have propellers if you fly; good ones if
you fly well, and the best one if you want to do your best flying. We know you want the best and
your problem is how to get it. We can solve this for you once and for all. You will never change
when once you have tried a Paragon Propeller furnished for your machine in accordance with our
system of calculation. @ Paragon Propellers are patented in every detail. There are none others
like them and none others that you would want after your first Paragon experience. We admit our
opinion of our work is not impartial, but we refer to the hundreds of Paragon flyers all over the
country for their opinions. @ It won't hurt to write to us anyhow, and we will give you our expert
engineering advice as to power, pitch, thrust, etc., gratis, whether you become a purchaser or not.
We have earned a reputation for special knowledge in our line and we will make good that reputation
with you, if you will let us.
NOTE — Beginning January First we have established under the personal direction of
Mr. Spencer Heath a special consultation department for giving competent engineer-

ing advice upon matters relating to propellers and power equipment generally. This
department is at your service.

AMERICAN PROPELLER COMPANY, WASHINGTON, D. C.

THE
BURGESS

PRK IGN NIN HEH. HH

HYDRO-
AEROPLANE

4
— a.

the sportsman for safe flying. Six-cylinder muffled motors. In the 1912 models, we offer no untried
experimental devices; simply refinements in construction, additional strength and durability, both the
hydro-aeroplane and aeroplane may be started by the operator while in the machine.
@ The following aviators, when free to choose their own aeroplanes, selected a Burgess type :—

C. Grahame-White; H.N. Atwood; C.K. Hamilton; Lieut. T. D. Milling ;

Clifford L. Webster ; U. S. Navy (hydroplane); T. 0. M. Sopwith;

W. R. Brookins; H. W. Gill; Phillips W. Page; U.S. Army.

@ Training on Burgess Hydro-aeroplane equipped with duplicate control, under the instruction of licensed
aviators only,may be secured during Feb.and March at Daytona, Fla., LosAngeles, Cal., or Marblehead, Mass.

IS EPOCH MAKING

@ It has brought flight into the field of yachting. Wherever there is a small body of water, at the

summer place by the sea, on inland lakes and rivers, the Burgess Hydro-aeroplane meets the demand of
pept.c. BURGESS COMPANY AND CURTIS, Marblehead, Mass.

KKK 9... IH HH ET!

In answering advertisements please mention this magazine.

Of the Aeroplanes at the 3rd

Parisian Aero Salon were

BOSCH

EQUIPPED

The predomination of Bosch Magnetos and
Plugs in aeronautical exhibitions and con-
tests is the most emphatic proof of their
true worth as a reliable and efficient ignition
system beyond comparison with all others.

Be Sure Specify Bosch

We are glad to give advice on
your Ignition System

Bosch Magneto Company
223.225 W. 46th STREET, NEW YORK

meee ae

Page |

January, 1912

A Review of 1911—Forecast for 1912

By ERNEST L. JONES

N endeavor has been made

HO) HON MO) ME

BIS: to compile with the _ pro-
1) a) verbial accuracy of AERO-
ie s NAUTICS, figures on the
= Ge) production of aeroplanes
vo 1) and accessories which
POH) ROMO GS) would be a definite guide
Ie to the state of aviation

Beene)

actual number

from one point of view.

It has been possible to
arrive very closely at the
of aeroplanes produced, of
one kind or another. The thanks of the
editor are extended to the aeroplane, motor
and accessory makers for their kind co-
operation.

One notices at once the great number of
aeroplanes built by the individual, either
for his own amusement, in the hope of mak-
ing money by exhibitions, or with the ex-
pectation of starting a business. It may
be said that very little has been done by
this class in the way of original work.
The great majority have built more or less
good copies of, say, three standard ma-
chines, Curtiss, Bleriot or Farman. There
is not the large class in this country of
trained engineers, scientific experimentors
and theorists that there is in England, for
example.

It is disappointing to note that no Amer-
ican made and designed machine has been
up for two hours, save those of the Burgess,
Wright and Curtiss companies. Opportun-
ity has thus not been given motor manu-
facturers to prove out their engines in com-
petition with the Wright, Curtiss and
Gnome.

Just what the more distant future holds,
is difficult to forecast. The best known
inventor in the aviation world gives it as
his opinion that the constructor of the near
future will sell governments and wealthy
sportsmen to a moderate extent.

The hydro-aeroplane will doubtless bring
the sportsman into the purchasing class
more quickly than the land machine. The
motor boat enthusiast will adopt the water
‘plane quickly. He is fond of the water
and flying over it will not have the dangers
for him it may hold for the landsman.

Bodies of water make free aerodomes.
There is no stubble, holes or rough ground.
The aeroplane can be speeded along the
water smoothly until the novice becomes
familiar with the “feel’ of the machine,
when he can begin by himself making little

jumps. PRODUCTION.

At least 750 aeroplanes were built during
1911 by manufacturing concerns and by in-
dividuals. Out of this number not more
than 200 at the very outside were made by
concerns who can be considered as aero-
plane manufacturers. This number is put
at 12 in these calculations and includes

she Wright Company, The Curtiss Aero-
plane Co., Burgess Co. & Curtis, Benoist
Aircraft Co., Moisant Aviation Co., as well
as a half dozen smaller concerns. These
12 concerns produced, according to figures
obtained from the companies themselves
or by count of their products known
to be in various hands, a total of 174, divided
as follows: 58 for private use, 105 for exhibi-
tion purposes and 11 sold various govern-
ments.

The balance of the 750 aeroplanes were
built by backyard builders and ever- hopeful
individual exhibition flyers. Many of these
machines had no engines; others were un-
successful.

The number of engines sold total but 425,
divided between Gnome, Roberts, Gray
Eagle, A-M, Elbridge, Kirkham, Maximotor,
Wright, Curtiss, Emerson and Hall- Scott.
Only one manufacturer’s figures are esti-
mated, the others being given us by the
makers. One can not limit the number of
aeroplanes built to engines sold, for the
Same engine has been transferred to new
machines; many have made their own
motors or adapted automobile engines: and
there are still other makes whose figures
a-e not given.

The different purchasers of propellers to-
tal 454, figures being obtained from four
propeller makers. Add to this a number
to cover the blades produced by the large
aeroplane makers for their own machines,
and consider those made by scattering in-
dividuals for sale and by builders them-
selves, and one can see that our estimate of
750 aeroplanes is correct.

It certainly is not possible to start an

aeroplane business without money, as so
many have tried to do. Capital is the first
requisite; brains the next. Scores have
attempted it on the “shoestring” basis,

over-encouraged by a few sensational win-
nings by phenomenally expert air-men and
by the grossly exaggerated reports of earn-
ings of a few big aeroplane companies, only
to fail dismally after doing the “game” no
little harm. Many of those who rushed in-
to aviation without capital or ideas have
fallen behind and quit and it is claimed by
the best class of manufacturers, the indus-
try will be the better for the “process of
natural elimination.” Certain it is, the
individual will have a hard road to travel
in the exhibition field hereafter.

AMERICAN AVIATORS.

The number of aviators holding Ameri-
can certificates has increased from 26, at
the close of 1910, to 81 in 1911. On Feb-

ruary 15th last, the tests for the certificate
were made more stringent by the Interna-
tional Aeronautical Federation. The Aero
Club of America might well follow the lead
of the British Royal Aero Club which issued

AERONAUTICS

Page

D, January, 1912

——SS—————— = —$—$=+

conditions for a still harder series of tests
for the purpose of establishing a hew
award, known as the ‘Royal Aero Club’s
Special Certificate.”

EXHIBITION FLYING.

The profits expected to have been derived
from exhibition flights at fetes, fairs, etc.,
have attracted a large number of individ-
uals. The Wright, Curtiss and Moisant
companies have done a very large exhibi-
tion business. A large part of the entire
output of the Curtiss plant has been for this
work. About 282 different towns were
“made” and the actual number of days on
which flights were made by four concerns
total 814. The Curtiss Company aione
covered 210 places with 541 days’ flying.

Like the dirigible balloon, which still
continues to be an attraction, the aeroplane
bids fair to continue as a feature at fairs,
parks, fetes and tournaments. In England
and on the Continent exhibition flying is
dead. In America a bigger volume of exhibi-
tion contracts is expected in 1912 than in
1911, which year saw a fair crop of broken
would-be exhibition flyers and disgusted
managers. The man with a slapped-together
*plane will stand small chance in getting
dates in the future. No more will it be
possible to sign contracts long ahead, be-
fore the machine is, perhaps, built and the
owner has learned to fly.

Big prices will not be paid in 1912. Only
with an efficient and economical organiza-
tion, can even good profits be made. Flights
must be guaranteed according to some
program, on pain of forfeit, not only of the
price for the flight but of a sum of money
in addition. Fair managers must now be
“shown’—they are skeptical; they have
been “stung” by the incompetent and the

faker. a VIATION MEETINGS.

Meetings conducted by clubs have been
held the past year at Los Angeles, San
Francisco, San Diego, Chicago, Boston and
Nassau Boulevard. None of these have been
profitable.

RECORDS MADE IN AMERICA.

A number of world records were broken
or established in the United States during
the past year, which French journals never
mention; and English papers with a note
of doubt. Beachey made a world altitude
record of 11,642 ft., Beatty broke the world
2-man duration by doing 3 h., 42 m., 22 s.,
and the 2-man altitude with 3,080 ft. Lieut.
Milling made a new world 3-man duration
record of 1:54:42, and Sopwith and Simon
tied for world climbing speed to 500 metres.

Many American records were broken or
established. St. Croix Johnstone made a
new duration record, of 4:1:58 which was
again beaten by Gill, who made 4:16:35.
Johnstone established American records
for 150, 200 and 250 kilons, and for Deo
and 4 hours, which still stand. The late
Hoxsey made American altitude record of
10,428 feet, narrowly breaking the world

record at the time, and also broke the
duration record by doing 3:16:50. Par-
malee broke this immediately after with

3.39:49. At the Army grounds, Coffyn and
Foulois made a 2-man record duration of
tS Olio Welch made a 2-man altitude

record of 2,648 but was beaten by Beatty.
A number of other minor American records
were made and broken by Sopwith, Cof-
fyn, Beatty, Parmalee and Welch.

NOTABLE FLIGHTS.

Many very notable flights were made in
America, by American flyers using Ameri-
can machines. Rodgers flew across the
Continent 3417 miles in straight lines—
the longest aerial tour ever made; Fowler
has covered 2081 miles to January 15, on
a cross-country tour from Los Angeles. At-
wood flew the 461 miles from Boston to
Washington, in 21 days, after which he
traveled from St. Louis to New York, fly-
ing every day for 12 days, 1155 miles in
straight lines—28 h., 53 m. flying time.
This was without touching the machine
or engine, save to re-babbit two bearings;
and it was the same machine which he
used in his flight from Boston to Atlantic
City.

Lieuts. Ellyson and Towers made a non-
stop flight of 1388 miles, in the Naval hy-
dro-aeroplane, entirely over water, at more

than 56 miles per hour, later making a
return trip with stops. A previous one
was made of 75 miles. Hugh Robinson

established a record flight for water planes
of 314 miles down the Mississippi River,
in 3 days, carrying U. S. mail. Parmalee
and Lieut. Foulois flew with army
despatches 106 miles non-stop from Laredo
to Eagle Pass in 2 h., 10 m., returning
over the same rough country, with one
stop on the way.

McCurdy flew 89 miles from Key West
over water, nearly to Havana Harbor.
Ovington and Lieut, Milling completed a
160-mile cross-country race during the Bos-
ton meet, over very dangerous country, stop-
ping at four towns on the way, as arranged.

Beachey and Robinson raced from New
York to Philadelphia, 83 miles, with stops.
Masson flew 60 miles cross-country from
Los Angeles to San Bernardino.

All these were with Wright, Burgess, or
Curtiss machines.

Many sensational flights have been made
over cities by Ovington, Masson, Sopwith,
Lewkowicz, Beachey, Robinson, Ely, Wil-
lard, Hamilton, Atwood, Jannus, and others.

Harry Atwood made the closing flight
of the year in his water ’plane, flying from
Lynn to Providence over the water route,
110 miles or more in 2 h., 45 m.

OTHER PROMINENT ACHIEVEMENTS.
In January, 1911, Glenn Curtiss pro-
duced the hydro-aeroplane and made nu-

merous experiments. As soon as the ma-
chine was found up to expectations he flew

it to a battleship in San Diego Harbor,
with it was hoisted on board, let down

AERONAUTICS

again later into the water and flew back
to his shed. At San Francisco, Ely flew
an ordinary land machine from the meet
grounds, landing on a special platform on
board a ba.ueship; starting on the return
trip from the same _ platform. Wireless
messages have been sent from Signal Corps
aeroplanes and balloons, and during sev-
eral aeroplane exhibitions. Wireless was
put to practical use on the Laredo-EKagle
Pass military flight.

Military reconnoissance by aeroplanes
was practiced at San Antonio and de-
tachments and batteries were discovered by
the aviators.

Matthew B. Sellers has made flights all
during the year with an engine which de-
velopes less than 6 horsepower, carries 41
lbs. to the horsepower, and has contributed
several papers of note to the aviation world.
A scientific device for the accurate drop-
ping of bombs from aeroplanes or airships
has been invented and tried by Lieut. Scott.
Curtiss, Burkhart, Zahm and others have
invented pressure equalizers designed to do
away with turning movement caused by
ailerons. Successful experiments have
been conducted with the Ellsworth lateral
stabilizer. The Wright company has _ per-
fected a patented device for maintaining
lateral stability without action on the part
of the aviator, and many sustained flights
have been made by Welch with a machine
thus equipped.

The Automobile Club of America has of-
fered a $1,000 prize for motors, in which
competition a score of engines have been
entered. Several bills of little value have
been presented to state legislatures for the
control of flying. A very good bill is be-
fore the legislature of New York State at
the present time, which is a considerable
improvement upon the others. The Aero-
nautical Manufacturers’ Association has
been formed by a group of makers and
dealers with a view to self protection,
eliminating unnecessary shows and to aid
the industrial side of aeronautics. Two
aero clubs have had aeroplanes, with pilots,
at the disposal of members for flights at
reasonable rates. The Aero Club of Amer-
ica has provided itself with a magnificient
building, the only aero club house in the
world. The Army has developed a high-
angle gun.

The United States Government has pro-
vided for the Signal Corps of the Army,
2 Curtiss, 1 Wright and 1 Burgess aero-
plane; the Navy has a Wright fitted with
hydros, a Curtiss water ’plane and a small-
power instruction machine of the same
make.

Toward the end of the year the experi-
ment was made of launching a Curtiss hy-
dro-aeroplane down inclined cables, to dem-
onstrate the feasibility of starting from a
ship’s deck.

A rather interesting aeroplane has been
flown by F. E. Boland, which machine has
no tail structure, nor rudder or ailerons as
generally so-called.

e 3

Pag

January, 1912
Night flights have been made by the
Army aviator, Lieut. Milling, at College
Park, Md. Two acetylene searchlights were
placed on the ground so that their rays
crossed. Lieut. Milling depended on these
beams of light to guide him and by which
to land. The experiment was carried out
on an overcast, dark night.

AERODROMES.

; The second necessity for practicing fly-
ing is the open field. New aerodromes are
being constantly put in order. Some cities
have several fields at short distances out.
The principal centers of flying, where there
are schools, or where there are sheds and
attempt has been made to make them more
suitable for flying, are: Nassau Boulevard
Mineola, Belmont Park, Bergen Beach—all
near New York; Washington Park and Kin-
loch at St. Louis; two fields near Chicago,
one at San Francisco, several near Los An-
geles; the Signal Corps and private indi-
viduals at College Park, Md. and near Bos-
ton. A hydro-aeroplane school is conducted
by the Burgess people, at Marblehead,
Mass., and temporary winter schools are
being conducted at this season by the Sig-
nal Corps, Burgess and by Glenn Curtiss, at
Augusta, Ga., Palm Beach and Miami, Fla.

For the past two winters Curtiss has
made experiments, taught officers and other
pupils at North Island, in San Diego ((Cal.)
Bay. Flying can be seen at most of the
fields any day of the year. Geo. W. Beatty
has been teaching pupils with snow on the
ground, at Nassau during January; in fact,
at all the fields until the storms of January
put an end to it, pupils were being taught
or individuals testing out machines through-
out the cold weather.

No one need stay on the ground who
has the price. During all or part of the
past year, schools have been conducted by
the Wright, Curtiss, Burgess, Moisant, Ben-
oist, Atwood, Eaton Brothers, Gage,
Shneider and other people, at tuition fees
of from $250 to $750.

AEROSTATION.

Ballooning has not been quite so popular
in 1911 as in 1910, in which year 142 ascents
were made. In 1911, trips to the number
of 116 were made; and 233 passengers,
in addition to pilots, were carried. The
coal gas used totals 6,245,000 cubie feet.
Hydrogen was used in several ascents of
the Government dirigible and in balloon
ascents made by the Signal Corps, to the
extent of 420,000 cubic feet. No new rec-
ords were made in America in 1911. Two
big races were held at Kansas City, the
National and the Gordon Bennett. The
successful use of treated natural gas in
these two races will certainly make _ bal-
looning more frequent in the future, owing
to the lessened cost. Balloon builders are
looking forward to a revival of this ancient
and exhilarating sport, in 1912.

Germany and France lead in the con-

AERONAUTICS

struction of big airships, Germany haying
no less than some 26, either belonging to
the government or upon which she can
call; France has 16. England, Russia, Aus-
tria, Italy, Spain, Belgium and Holland have
25 more. The French airship Adjudant-
Reau’”’ holds the record for distance, dura-
tion and altitude, making a continuous trip
of 550 miles in 21 hours, 20 minutes. It is
stated that the German, passenger-carrying
airship “‘Schwaben” has made 140 trips, cov-
ering 12,670 miles. The German airships
of the Zeppelin rigid type are _ being
mounted with guns and make speeds of
40 to 45 miles an hour. Orders are in hand
for many additional airships to be com-
pleted in the next two years.

WORLD RECORDS.

Aeroplanes have, seemingly, almost
reached the limit in record-making. In
round figures, Garros has climbed into thin
air 13,947 feet, Fourny has flown, non-stop,
all the daylight hours and more—eleven,
Gobe made 20 kilometres more in 3 hours
less time—also non-stop; Helen, two weeks
after he obtained his certificate, flew 1,252
kilometres in 14 hours, including six stops
for fuel—four days after being made a
pilot he flew 1,126 kilometres in 12 hours,
40 minutes, with 3 stops; Nieuport
and Vedrines have speeded at 93 miles an
hour, Prier has flown, non-stop, Paris to
London, 223 miles; Rodgers has flown by
easy stages across the American continent,
2567 miles, the longest cross-country trip
ever made—and Fowler is more than half
way across on a trip in ‘the reverse
direction.

Atwood flew from St. Louis to New York,
1155 miles, and the 460 miles between Bos-
ton and Washington. Hirth took a_pas-
senger from Munich to Berlin, 330 miles.
Between May 1 and October 1, Renaux was
credited with 6830 kilometres, made up of
trips of 100 kilometres or more each; Beau-
mont in three great races covered nearly
3,000 miles; we have seen cross-country
races conducted with wonderful results—
Paris-Madrid, 726 miles, the Paris-Rome 910-
mile contest, the 1,073-mile European Cir-
cuit, the 1,093-mile German route, and the
Tour of England, 1,010 miles. In the Eu-
ropean circuit, Renaux carried a passenger
the entire distance.

Sommer has carried seven people for 1
hour and 31 minutes; Moineau took two
passengers for a two-hour cross-country
trip, with one stop. The two-man height

record has been put to 9,840 feet by Pre-

vost, the three-man distance record has
jumped to 69 miles. These are only the

greatest flights. Scores have approached
them in rapid leaps.

To chronicle each successive step is pro-
hibitive. By years only can the leaps be
pointed out. For the Minchelin Cup, the
yearly steps from the 1908 flight of Wilbur
Wright to that of 1911 are: 123 kils., 232
kils., 583 kils., 1252 kils. The altitude rec-
ord has jumped from Mr. Wright’s of 110

Page

January, 1912

metres, in 1908, to 4252, nearly 40 times
the first ever made. From the distance
and duration record of the Wright Brothers
in 1905, 38 kilometres in 88 minutes, we
have progressed to 740 kilometres for the
former and 11 hours for the latter, in 1911.
The speed has jumped in the same period
from 88 miles to 93 miles an hour. Lieut.
Bague flew 188 miles non-stop from Nice
to the island of Gorgona.

It is estimated that 15,000 flights in
France, of not less than half an hour each,
total 350,000 miles for 1911. There are
nearly 2,000 French aviators to help make
this record.

FOREIGN OUTPUT.

The French firms, ®Bleriot, Train, H.
Farman, Pelterie, and Breguet—five con-
cerns out of more than thirty French con-
structors of more or less note, produced in
1911, 813 machines. No figures are available
on the Nieuport, but we know they sold 10
in the last military competition, making 822
for these six factories. Out of this total,
410 were sold to various governments, 367
were used in exhibitions and in school work
and 46 for sport. It is a very moderate
guess that the other 25 builders constructed
at least 150 more aeroplanes, as we have
no data on other large concerns like M.
Farman, now associated with his brother,
the Astra company, Antoinette, Paulhan,
Morane, Deperdussin, Sommer and Voisin.
These five firms estimate their 1912 output
at 1,608 machines.

The figures here given are the results
of letters sent to foreign builders, the ma-
jority of whom did not reply. It must be
considered, therefore, that the figures given
represent the minimum.

In our October issue we published some
startling figures, which were compiled by
M. Georges Besancon, the secretary of the
Aero Club of brance. In reply to inquiries
made by his club among the French con-

structors, seventeen firms sent in their
figures.

These seventeen firms between them
have turned out over 1,300 aeroplanes. The

horsepower fitted to these machines totals
up the enormous figure of 60,000. The pas-
sengers actually 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 kilometres in length made on
these machines number over 3,000 or 30,000
kilometres, equal to about 18,000 miles. Be-
sides these he computes that the flights ac-
tually logged in the form of flights around
aerodromes total about 500,000 kilometres,
or more than 300,000 miles. These rep-
resent 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 men-
tion, and the figures show the marvelous
progress made by France in aviation.

Sho ae

January, 1912

American Aero Records

AVIATION RECORDS IN CLOSED CIRCLE,
WITHOUT STOP.

ONE-MAN

Duration—4:16:32, H. W. Gill (Wright), Oct.
ORO Ste TOUS:

283.628 kil, St. C. Johnstone
(Moisant), July 27, 1911, Mineola.

Altitude—354814 metres (11,642 ft.), L.
Beachey (Curtiss), Aug. 20, 1911, Chic-

ago.

Fastest Speed—109.237 kil. p.h. (67.877
miles), A. Leblanc (Bleriot), Oct. 29,
1910, Belmont.

Speed Over Given Distances—

5 kil—2 m. 44.78 s., Alfred Leblanc
(Bleriot), Belmont Park, Oct. 29,
1910.

10 kil—5 m. 30.92 s., es -

20 kil—11 m. 04.78 s., -

30 kil.16 m. 38.31 s., .

40 kil.—22 m. 12.58 s., m a

50 kil.—27 m. 48.70 s., > ‘s

100 kil—i1 h. 0 m. 41.69 s., C. Grahame-

White (Bleriot), Belmont Park,
Oct. 29, 1910.
150 kil—2 h. 8 m.-1.2 s., St. C. Johnstone
anaes ieola, July 2 27, Our
200 kil.—2 h. 49 m. 52.2 s.,
250 kil.—3 h. 32 m. 56. 4 s., s
Distance for Certain Period—
Y% hour—25 kil., Alfred Leblanc (Bleriot),
Belmont, Oct. 29, 1910.
% hour—)0 kil., er
1 hour—95 kil., Mg -
1 hour—95 kil., C. G. White (Bleriot),
mont. Oct. 2921910!
2 hours—141.97 kil., St. C. -Johnstone
(Moisant), July 27, 1911, Mineola.
3 hours—214.57 kil., ss
4 hours—283.628 kil,
Climbing Speed—500 metres in 3:35, tied
between Rene Simon (Bleriot) and Sop-
with (Bleriot), Chicago, Aug. 19, 1911.
Alighting—1 ft. 5144 ins. from mark; Sopwith
(Howard-Wright), Nassau, July 22, 1911.

TWO-MAN

Duration—3:42:22.2, G. W. Beatty (Wright),
Chicago, Aug. 19, 1911.

Distance—No record.

Altitude—1020 metres (3347 ft.), C. G. White
(Nieuport), Nassau, Sept. 30, 1911.

Fastest Speed—101.762 kil. (63.232 miles)

Bel-

“ “

per hr., C. G. White, Boston, Sept. 4,
Ose

Speed Over Given Distances—

10 kil—6:13.4, C. G. White (Nieuport),

Nassau, Sept. 30, 1911.

20 kil.—12:26.6, i

30 kil.—18: 42, i

40) kil—24:49.8, oe -

50 kil.—31:01.6, * *

Distance for Certain Period—

Y% hour—24:14 kil., C. G. White (Nieuport),
Boston, Sept. 4, 1911.

% hour—48.28_ kil., :

Climbing Speed—
1000 metres—9 min.,
Nassau,

C. G. White (Nieuport),
Sept. 30, 1911.

THREE-MAN

Duration—1:54:42.6, Lt. T. de W. Milling
(Burgess-Wright), Nassau, Sept. 26, 1911.
Greatest Speed—56.263 kil. (34.96 miles) per
hour, T. O. M. Sopwith, (Wright), Chi-
cago, Aug. 15, 1911.
Speed over Certain Distances—
5 kil—6:56.4, T. O. M. Sopwith,
Chicago, Aug. 15, 1911.
WEIGHT CARRYING
458 lbs., P. O. Parmalee (Wright),
ago, Aug. 1:9, 19:4.

Aerostation
AMERICAN FREE BALLOON RECORDS.

Distance—1,172.9 miles, Alan R. Hawley
and Augustus Post, St. Louis to near Lake
St. John, Que., Oct. 17-19, 1910.

Duration—48 h. 26 m., Clifford B. Harmon
and Augustus Post, St. Louis, Mo., Oct. 4,
1909.

WORLD DIRIGIBLE RECORDS.

Distance—989 kil., ‘“Adjudant-Reau’’,
Sept. 18-19, 1911.

(Wright)

Chic-

Issy,

Duration—21 h. 20 m., “Adjudant-Reau’”’,
Issy, Sept. 18-19, 1911.

Altitude—2150 metres,
Issy, Dec. 6, 1911.

AMERICAN DIRIGIBLE RECORDS.

Duration and Speed—U. S. Gov. No. 1,
Capt. T. S. Baldwin, Ft. Myer to Cherrydale
and return, Aug. 14-15, 1908. Dur. 2 h. 1 m.
50 s.; speed 19.61 miles per hour. Separate
ascents.

WORLD KITE RECORD.
Altitude—23,800 ft., Mt. Weather Observa-
tory, May 5, 1910.

WORLD SOUNDING BALLOON RECORD.

“Adjudant-Reau”,

Altitude—29,040 m. (95,251.2 ft.), Royal
Observatory, Brussels, Belgium, Nov. 5,
1908.

LAHM CUP RECORD.
See Distance Record of A. R. Hawley.

WORLD FREE BALLOON RECORDS.

Distance—1,925 kil. (1,195 miles), Count
de la Vaulx, Paris to Korostychew, Russia,
Oct. 9-11, 1900.

i h., Col. Schaeck, Berlin,
Oct. 10-12, 1908.

Altitude—10,800 m. (35,424 ft.), Profs.

Suring and Berson, Berlin, Germany, July

31, 1901.
(James Glaisher claimed 37,000 ft.

Michelin Cup 1911
125228 kil (7707.99
50 s.: including
(Nieuport).

in 1862.)

he fm:
Helen

miles) in 14
six stops, by

AERONAUTICS Page 6 January, 1912

Construction Aids XXI

Sak |

President Madero Presents Mesdames Quimby and Moisant with a Bouquet—From ‘“Multi-col

HN OIMOINES

Page 7

January, 1912

Report on Propeller Experiments

TO THE TECHNICAL COMMITTEE OF TIIE AERONAUTICAL SOCIETY

By MATTHEW B. SELLERS

PROPELLER THRUST DURING FLIGHT AND

WING to other’ matters
which demanded immediate
attention, I have written
this report rather hurriedly
and hope that its short-
comings due to that cause
may be overlooked. I have
concluded my propeller ex-
periments for this year; but
this does not mean _ that
they are completed.

ate

MS og

TENS
=
. 1)

OOO SO
Beier)
REE)

Measures Thrust While Flying.

After considering the feasibility of using
a large wind tunnel or of mounting pro-
pellers on a car, I decided to measure the
thrust in actual flight. I used my quadru-
plane, having an area of 200 sq. ft. and a
speed from 21 to 22 mi. per hour. The 31%”
x31,” Dutheil & Chalmers opposed engine
was mounted in front, and the propeller
direct connected. For these tests, I made
a triangular engine bed, having a horizontal
rod or pin in a fore and aft direction at each
corner. These pins were arranged to slide
in bearings on a fixed support attached to
the aeroplane, so that the engine bed could
slide one inch in a fore and aft direction,
and it was held against the pull of the pro-
peller by two springs of such tension that it
would require 40 lbs. pull to move it from
the back stops and about 64 lbs. to reach
the forward stops. The tension could, how-
ever, be adjusted.

Attached to the rear pin beyond the bear-
ing, was a device carrying a _ recording
pencil: and beneath this in a horizontal posi-
tion, a tablet, to which a card, 5 inches long,
could be affixed. The card could be slowly
moved transversely; being connected to a
perforated piston, in a cylinder of oil; the
motion being produced by a spring and ren-
dered approximately uniform by an eccentric
countertension device.

The bearings were loose, and the vibra-
tion of the engine prevented any error due
to friction.

For calibrating, a large accurate spring
balance was attached to the propeller hub.
The error due to calibration recording and
reading did not exceed 2 lbs. The record
during the run on the ground was shaky
(due to jolting), but in flight it was a fairly
Smooth line about 1-20” broad. All flights
were made over the same course, and with

Y

SOME TESTS OF ABROFOIL SHAPES.

same preliminary run of 250 ft., and gener-
ally with wind less than 2 mi. per hour. A
centrifugal tachometer connected to the
engine by a flexible shaft was mounted in
front of aviator, and also a “U” mercury
level, so that machine could be kept hori-
zontal; otherwise, the record would not be
correct. The flights were short as the field
is only 700 ft. long, but were long enough
for the purpose. A number of records were
taken with each propeller and the results
were remarkably uniform.

The record shows the standing pull, the
pull during run, and in flight. Fig. 1 of the
table gives the records of 5 propellers. The
first numbers of column 1 give the pitch,
next the diameter and third the width of
blade. All these propellers had radially ex-
panding pitch giving nearly uniform angle
of attack in flight. The pitch given is
the maximum pitch. Propeller No. 3 was too
small and the action of No. 4 was anoma-
lous. The others show about the same
thrust in flight; and the ratio of the flying
to standing pull for all is from .73 to .79.
Propeller No. 5 required the least horse-
power.

One thing I might mention, viz.: there is
quite a difference between the actual pull
of the propeller as shown py the record, and
the pull on a spring scale attached to the
aeroplane. With this one it was about 12
lbs., due to the backward pressure of the
blast, but this is not all lost, as a large
part of this is drift; and the lift of the
Wings, within the area of the blast, is in-
creased.

Experiments on Surfaces.

The aerofoil shapes were tested in my
wind *tunnel and the results are given in
table 2, while the shapes are shown in Fig.

3. All these had an area of % sq. ft. and
were 5” x 14.4” in size.
\All curves are circular. In designating

these thickened shapes, the first number is
the top cambre, next the bottom cambre,
and last the thickness at front edge. While
these values are probably all correct to
within some 8%, the measurements were
not repeated often enough to make them en-
tirely trustworthy.

The last column of fig. 2 gives the lift
ratio or efficiency. The lift and drift are

(*Note—See Sci. Amer. Supp., Nov. 14, 1908.)

AERONAUTICS

given in grams. Wind velocity 1,400 ft. per
sec. The shapes having a rounded front
edge seem from my experiments to be more
efficient at small angles than those having
sharp front edge.

What is Propeller Efficiency?

I want now to call attention to a conclu-
sion regarding propellers. The thrust torque
and efficiency are influenced by the blade
section (which of course varies at different
points; and the values found for aerofoils
having the shapes of these sections can be
applied to the propeller. (i. e. can be used
in determining its thrust, efficiency, etc., and
it seems to me that a study of aerofoils hav-
ing the shapes of these blade sections will
throw more light on the sometimes anoma-
lous actions of propellers than any other way
of attacking the problem.

To illustrate: I believe that it is generally
accepted that the efficiency of a propeller,
revolving at a fixed point, is the pitch speed
times the thrust, divided by the H. P. de-
livered to it, and the fact that this quotient
has been found to be nearly or quite 100%
has led to the conclusion that skin friction
was negligible.

Now a little consideration will show that
this amounts to saying that the thrust times
the pitch would (if no loss) equal the turn
ing moment at a given point, times the cir-
cumference for that radius; which means
that, the ratio of thrust to turning moment
would be that of the cos. to sin. (i. e. the
cotangent of the angle of the blade at that
point.)

Now adopting the analogy to the aero-
plane that means that the lift ~ drift is
equal to the cotangent of the angle; which

Page 8

a. a
16x 24x 5

CS Se

8

—— 12 %24x0)
Fig. 3 |

NOTE :—An error has been made in redrawing these
curves. The curves on the back of the 12 x 24x
should be an arc of a circle.

is not true for the shapes used. For instance
the cotan. of 10° is 5.7, whereas the lift ratic
of many shapes at 10° is nearly 8; so that <¢
propeller might, according to above rule
show more than 100% efficiency (a reductic
in absurdum so far as the rule is concerned)
In fact I have had propellers show more thar
the brake horsepower of the engine wher
calculated in this way. |
M. B. SELLERS.
Dec. 20th, 1911.
Can’t get along without AERONAUTICS.
FISHER.

A. Hi

The Quadroplane which Mr, Sellers has been flying the past year at his experimental grounds in Georgia, with a

5 h. p. engine.

Patent drawings and records of engine tests and flights have been published heretofore in “Aeronautics”

Page 9

January, 1912

are aN ase a Fig. ith he ae ee ss _
yeasts: Sse Flying inal eA
at i Rev. __ Rev. DSena gene Ratio | imate Slip
1 DAG 1500 1700 62 AT 6 41
2 94 x BB x 7 1300 1500 62 46 Th 33
3 30 x 48x 6 1600 1600 58 43 A 50
4 30 x 60 x 8 1240 14002 60 44 TB 43
5 30 x 58 x 6 1240 1260 61 AT TT 37
x Fig. 2 ; acer!
LIFT (giams) DRIFT | RATIO
Shape i : ; |
0° Bee iilh 102 0 | 5 | 10, V0 5 10
= —————— — = l= ———
C 12 40 86 124 8.7 10 1622) I 456 8.6 7.7
C 16 38 82 115 5.7 TES Wael heey) ile AOLBe (hemes
A | | = ||
Gen 24ex 4. 44 | 84 114 6.2 9. 16.5 | 71 9.3 6.9
; fs | ‘ 2 ee
(etd 41 82 | 112 B5 | 85 | 142 || 7.5 | 9.6 7.9
12x 24x Serv loan! el Mee | 26/7 10 | 15.2 | Boi Met ae Gea
Beales. — =e|
12 x 24x 0 32 69 104 | 62 8.2 13 5.1 8.4 8

STABILITY IN AVIATION, by G. H. Bryan,
svo., cloth, illustrations and diagrams, $2.00,
Macmillan & Co., 66 Fifth Ave., New York.
The contents include, Fundamental Principles,
reneral Considerations Regarding Symmetrical
Derivatives, Graphic Statics of Longitudinal
Yquilibrium, Longitudinal Stability of Single-
Lifting Systems, Longitudinal Stability of
Double - Lifting Systems, Extension of
Results to Systems other than Narrow
Aeroplanes Moving at Small Angles, Asym-
metric or ‘“‘Lateral’’ Stability—Straight Planes
ind Vertical Fins, Lateral Stability--Bent Up
Planes, General Conclusions, Comparison With
Ither Theories, Problems, Notes, Nomenclature
ind Notation. This is the only book which
sonfines itself solely to stability, the subject
Which is interesting everyone. The author
concludes from the fact that movable parts
of an automatic stability device are apt to
set out of order, that they increase the num-
ber of degrees of freedom of the machine
(thus adding to the number quite large enough
ulready), that the successful aeroplane of the
future will possess inherent, not automatic
stability. For the mathematician the book
will be a delight as there are equations enough
to suit the most fastidious.

It is interesting to note that there is a
bulletin posted in the Boston office of the
Associated Press ordering against the filing of
any aviation stories save on flights of a
spectacular nature or accidents, it is reported.

Henry James White of Baltimore, Maryland,
who is believed to be the youngest aviator in
the country, finished his course of instruction
at the Burgess School December 22. Imme-
diately after his matriculation he started on a
cross-country flight, carrying as a passenger
Clifford L. Webster, his flying instructor. The
flight was over Salem Bay and portions of
Beverly and Salem. Over the latter town an
altitude of 1,500 feet was reached, and main-
tained until the conclusion of the flight, which
lasted 25 minutes.

White, who is only 19 years old,
up aviation partly as a sport and in part as
an aid to advancement in the navy. He has re-
ceived his appointment to Annapolis from Mary-
land, and expects to enter the naval academy in
the spring. Arrangements are being made for
him to qualify for his pilot’s license in the
water machine at Marblehead.

AUTOMOBILE CLUB PRIZE COMPETITION.

Additional motors have been entered for the
thousand dollar prize, as the committee has de-
cided no harm can accrue to those already en-
tered. One of the next motors to be tested will
be the Kirkham six. The only engine to start
the actual test thus far has been a Wright.
The Renault and Ithaca motors have been with-
drawn from the lists.

has taken

A well-Known aviator, who has made a
number of exhhibition flights, may now be
found .at the warping levers of a _ taxi
on the streets of New York. ‘“‘How are the

mighty fallen!”’’

AERONAUTICS

Page 10

_ Ja

nuary, 1912

Natural Gas for Ballooning
By F. F. SCHAUER

Assistant Engineer, Kansas City Gas Co.

Natural gas has always been considered more
or less valueless for ballooning purposes, though
Carl Myers used it in a number of ascents a
score of years ago in Pennsylvania, and within
the past three years several ascents have been
made in the Middle West

This gas was used for the first time in balloon
racing by the competitors in the National balloon
race last July and in the International in
October, both starting from Kansas City and
with great success. Coal gas as generally used
by balloonists has a specific gravity of .40 to .45,

EN VV) HE following is a description
CEIE9 of the method used in treat-
Be) 1) ing natural gas for the
1) 1) National Elimination Bal-
és =

e ye loon Race and _the Inter-
a) 1) national Race in Kansas

An 11-ft. water gas machine
of the Lowe type was used.
This machine consists of
three vessels;

1. The Generator, which is a cylind-
rical shell, lined with fire-brick. This
contains fire.

2. The Carburettor. This is a shell,
similiar to the Generator, but filled with
a checker-work of fire-brick.

3. The Superheater, which is practi-
callyof the same construction as the Car-
burettor. These latter two vessels
store the heat by means of the checKer-
work of fire-brick.

See

HOW WATHR-GAS IS MADE.

In making water-gas, the coke in the Gene-
rator is lighted, and the fire in the genera-
tor is blown by means of a fan blower.
Secondary air is admitted into the top of
the Carburettor. This unites with the CO
from the Generator, and heats the checker
brick work of the Carburettor and Super-
heater. When the whole machine is suffi-
ciently heated, the blast is shut off, and the
stack valve at the top of the Superheater
closed. Then steam is admitted at the bot-
tom of the Generator through two sprays.

This steam passes through the fire into
the Carburettor and Superheater, and thence
to a wash box and the scrubber, which is a
cylindrical shell filled with a lattice-work of
wood. This baffles the gas, and takes out
the heavy tar.

The gas then travels to the Condenser
which consists of a cylindrical shell filled
with tubes. The gas passes through these
tubes, which are surrounded with circulating
water.

Thence the gas travels to the relief holder,
from which it is taken to the purifying
boxes, and then to the storage holder by
means of exhausters.

after
had

The natural
Kansas City

gas,
works,

being treated at the
a specific gravity of

but .353, with a very high percentage of pure

hydrogen—more than half.

For the benefit of balloonists who want to try
record distance ascents at a lower cost for gas
than that for coal gas, Mr. Schauer has given a
very interesting description of the
treating natural gas to make
on a par with good coal gas.

The Editor.

TRHBATING THE NATURAL GAS.

This simple description of a water-gas ma-
chine will, I think, enable the reader to bet-
ter follow our method of treating natural
gas for balloon purposes.

After the coke in the Generator has been
lighted and. blown for a while, and the brick-
work of the Carburettor and Superheater
had come to a high heat, the blast was shut
off, and a little steam was turned into the
Generator. This was done as a precaution
to purge the machine of any air that might
exist, and thus prevent a possible explosion
when the gas was admitted.

The steam was then shut off, and natural
gas admitted to the Generator through the
two steam sprays, in exactly the same man-
ner as the steam was admitted in the manu-
facture of water-gas. In passing through
the body of hot coke, the natural gas, which
is about 96% CH,, is partially decomposed,
and carbon is thrown down in the form of
lamp-black. This liberates some free hy-
drogen, which as you know is the lightest
gas.

The stack valve on the Superheater is
left open until a dirty brown-colored gas
appears, showing free carbon.
valve is then closed, and the gas takes its
course as in the manufacture of water gas.
It was necessary to use a liberal amount of
water in the scrubbers and condensers, in

order to prevent an excessive amount of
the |

lamp-black from being deposited in
mains and other apparatus.

We made about 800,000 cubic feet for the
meet in July, and about 100,000,000 for the
one in October. At the end of our runs, we
found very little carbon deposited on the
checker-work of the Carburettor and Super-
heater. This carbon was, I think, burnt
off during the blows.

After the machine had reached a good
heat, we were able to make runs of 20 min-
utes duration, with 5 minute blows. Tests
were taken every few minutes during the
run with a specific gravity machine, and
when the gravity was over .4, the run was
taken off, and the fire blown. The gas was
passed through the machine at the rate of
50,000 ft. per hour.

method of |
it suitable for
ballooning than in its natural state and at least

The stack |

ERONAUTICS

Page ||

At the end of twenty minutes the gravity
ould rise, due to the deadening effect of
ve gas on the fire. We were fortunate in
aving petroleum coke, which gave us an ex-
‘emely hot fire with practically no clinkers
nod ash of a very high fusing point.

The following is an analysis of the natural
as and of the gas made for the first meet
1 July. Unfortunately I had none made of
le gas made in October. This latter had

specific gravity of .353 and undoubtedly
ad a higher percentage of hydrogen than
hown in the following analysis. A series
f about 200 tests of the July gas showed an
verage gravity of .3807, but the gravity
alculated from the analysis is .3914. This
iscrepancy may be due to a small amount
f air that may have gotten into the sample
1at was tested.

| ANALYSIS OF NATURAL GAS.

CnHn (Illuminants) .05
CO 200)
Ee .20
CHa 95.64
CeHe 90
CO; 4
Oz 3
N, 2.15
100.00
BIBLIOGRAPHY.

The TRIUMPH of the AERIAL NAVIGATION

Le Triomphe de la Navigation aérienne), by
Sount Henry de La Vaulx: 1 vol. in-4° of 400
nages, with 300 illustrations. Price: stitched
2 fres; bound 16 fres. J. Tallandier, Editor,
5 rue Dareau Paris.

This new work (in French) of the famous
.teronaut fills an important gap in aeronautical
jibliography. Mr. de La Vaulx justly considers
hat the practical development of aerial navi-
sation confines itself to the last ten years. His
shief aim therefore has been to follow the ef-
‘orts accomplished during those years and re-
20rd its progress. His pen successively describes
che novel scientific applications of the ‘‘sperical
dalloon,’’ the ancestor of aerial machines, of the
lirigible, primitively a simple toy but which,
thanks to the united efforts of mechanical in-
ventors, quickly blossomed into a useful war
machine; then the aeroplane claims his atten-
tion, the aeroplane of quite recent realization
and which remains the most admirable concep-
tion of this early 20th Century.

The author placing himself as an independent
observer, notes and disposes of facts in dealing
upon them and pointing out their consequences.
The technical considerations are reduced to the
strict necessity of allowing a clear and thorough
understanding of the characteristics and work-
ing of the machines described.

THE HELICOPTER FLYING MACHINE, by
G. Robertson Porter, A. M. Inst. C. E. 16 mo.,
cloth, with diagrams and tables. Published hy
British ‘‘Aeronauties,’’ 3 London Wall Buildings,
London. E. C. at $1.00 Mr. Porter’s book deals
with one of the most fascinating problems that
has attracted the attention of Experimentors.
Unfortunately, of late the helicopter has given
place to the aeroplane. <A recent series of art-
icles by Mr. Porter in British ‘‘Aeronuatics”
has been reprinted to form this interesting vol-
ume. The Author has conducted many experi-
ments with model and full size direct-lift
machines and has carefully analyzed previous
experiments propounding his own theory sup-
ported by careful calculation.

January, 1912

ANALYSIS OF BALLOON GAS MADE BY
KANSAS CITY TESTING LABORATORY

Carbon-dioxide 1.10% by volume

Ethylene (Illuminants) 4)
Oxygen 1.4
Carbon non-oxide 6
Hydrogen 53.9
Methane (Marsh Gas) Bont
Nitrogen 6.8

100.00

It is very interesting to note the high
amount of hydrogen in this gas.

The method of delivering the gas to the
balloons seemed to be quite a revelation to
the balloon pilots. There was a 12” line
running past the balloon field which we were
able to isolate from our distributing system.
A 12” connection was run over the field and
this was connected to a header with 12 out-
lets. This 12” line running to the header
was directly connected with the outlets of
two compressors about 500 yards from the
field. The gas was taken from a 1,000,000
ft. storage holder, and pumped to the balloon
field at 1 lb. pressure. If it were necessary,
we could have carried 5 lbs. pressure and
filled all the balloons in less than an hour
but with one pound pressure, and the indi-
vidual valves to each balloon throttled down,
the aides were unable to handle the gas as
fast aS we could deliver it to them.

This feature of rapid filling will, I think,
appeal to the aides and pilots who have been
accustomed to spend from 12 to 48 hours
filling their bags and taking chances of
their balloons escaping when the wind was
blowing.

Had it not been for the unfortunate
weather conditions, I feel sure that with
this gas, having a specific gravity of .353, a
distance record would have been made.

*Water-gas has a specific gravity of about .6.

COURS D’AVIATION, Book I, by M. M. G.
Espitailér and Rene Chasseriaud. Published by
the Ecole Speciale des. Travaux Publics, 3 rue
Thenard, Paris, at 13 francs. Paper, Svo., 295
pp., 30 figures, and many tables. This is a text
book used by students of a correspondence
course in aviation. For the 13 francs, is sent
this work, a set of three exercises of applica-
tion and includes the privilege of having the ex-
ercises corrected by the professors of the school.

After first chapters on bird flight, history of
aviation and description of various types, the
solid portion of the work may be found; cover-
ing Resistance of the Air, Resistance on In-
clined Surfaces, Profile of Wings and WBiffel’s
Experiments, Calculation of Aeroplanes, Prob-
lem of Sustentation, Stability, Turning, Pro-
pellers, Experimental Studies thereof, ete.

to the
much

IT think it is a most valuable addition
cause of mechanical flight and wish you
success.—HARRY C. RICHARDSON,

I think
BENNETT.

your magazine is all O. K.—GroRGE

I was indeed surprised to find ABRONAUTICS such
a fine paper. Everything is there-——Frrep W.
KISER.

AERONAUTICS

January, 1912

Ry EFORE the association for
the advancement of Sci-
ence, Dr. Zahm explained
what an efficiently conduct-
ed and well equipped lab-
oratory could do for aero-
nautics.

Furnished with a liberal
endowment or still better,
financed by the govern-
ment and conducted on
lines similar to those of the pure food,
forestry, agricultural or commerce and
labor bureaus, valuable data, not the repe-
tition of work done abroad, could be ob-
tained and published in bulletins.

He pointed out that in the light of the
large expenditure necessary for the main-
tenance of similar laboratories abroad, that
no manufacturer has the means to equip a
laboratory of his own.

Since France, Russia, Germany and Eng-
land all have well equipped laboratories,
it is the obvious thing for the United States
to take some action in the matter especial-
ly as the Smithsonian Institution is now in
a position to begin active work, should the
inauguration of a laboratory be made a fact.

The Smithsonian Institution is a national
institution that handles private funds and
is the most available place for the work.
We emphasize strongly that a combined
effort should be made by organized clubs to
bring the project into being.

QNQN)
ARPA PD VAAN AAAS
NSN)

rw \ o¥, W2)\ 5% )\ a %)
BSE)

PON opening mail after the
December issue we were
agreeably surprised at the
number of letters making
favorable comment on the
general contents of issues
of AKRONAUTICS, partic-
ularly on the scale draw-
ings and descriptions.
These were in response to
our request for sugges-

Several valuable ideas have been

Some have asked for articles

we will en-

deavor to have. “Out of five descriptions
of the Nieuport,’ writes one good friend,

“vours is the only one worth more than a

Your dimension drawings are just

what we need, but personally I wish a few

tions.
given us.
on particular subjects which

glance.

more wing
shown.”

We want every reader to get “right up in
meetin’ ”’ and say what he thinks, or wants,

sections could have been

ie SOIR AST view of the remains

os) will now be taken by
4% friends of the deceased,

the immediate family re-
; S maining seated until the
YENYENISNIGNSS 4«CONgregation has passed
XS Se) xX = ;

FASE OS OSL up the center aisle and
down the side to the seats.

IQ ) After eleven months of
RAD life AVIATION has been
3) 7 |

Ass called to its last resting
place. Van M. Griffith, the editor, pub-
lisher and printer’s devil of this earnest

and enterprising periodical, adopted at the
outset a straight-forward course and, be-
sides publishing only reliable information,
adopted a campaign against fake promotion
companies and mushroom _ enterprises.
Mr. Griffith retires with clean hands and a
clear conscience. May he return to the
editorial field with sharper shears and a
brighter beginning.

APIA APVVAA)VAD) RT . i © riati
1) eS 1) ONS 1D} us consider aviation as
= = making steady progress.
S2 1) ahs

* The public in general now
LW, iy,
ae Be)

~,
®, Pt

Ww,

1)

not acquainted by newspa-
W,
Ae
IRIE)

pers with what is being
QS SV2

done in aviation from day
Cee eves)

Cae
S

to day and from month to
month. It has been kept
posted only upon the un-

SVEN YSENVEN YS fortunate accidents’ that
KRIS) pe ee) .
PAA ASA have happened from time

to time and not upon the details of the ac-
tual work being done by reputable builders
to improve the aeroplane as a vehicle of
commerce.

It is acknowledged by all those who have
kept a keen eye on the recent developments
in aviation, that the advance has been re-

markable. Achievements by both Ameri-
can and foreign aviators, which one year
ago were considered marvellous, have, 1n

the short period of twelve months, become
commonplace. There has been a marked
advance in the dependability of the product
of the best manufacturers both at home
and abroad.

AERONAUTICS January, 1912

HALL-SCOTT.
+ AVIATION POWER PLANTS :
+ Make Good Where Others Fail and are :
i: Sold on Merit :

A Portion of the 400,000 Japanese Spectators Watching Capt. Thos. S. Baldwin, Bud ‘‘ Mars” and
“Tod” Shriver in Flight at Osaka, Japan, February, 1910; Hall-Scott Equipment

Capt. Thos. S. Baldwin is again flying his way through the Orient.

His equipment consist of two of his famous “ RED DEVIL” Biplanes,
equipped with Hall-Scott Power Plants.

Hall-Scott Equipment is unquestionably the choice of all airmen who
know what is required in an aviation power plant.

For Information Address

HALL-SCOTT MOTOR CAR COMPANY
Crocker Building, San Francisco, California

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In answering advertisements please mention this magazine.

January, 1912

URTISS AVIATION SCHOOL

AT MIAMI, FLORIDA

AERONAUTICS

Another CURTISS Winter Training Camp for teaching the operation of both the
Curtiss Aeroplane 224 Curtiss Hydroaeroplane

HE Miami school is splendidly situated on the shores of Bay Biscayne, with wide
level field for long flights with the aeroplane and a great expanse of smooth water
for hydroaeroplane flights.

The climate is ideal and flying may be indulged in six

out of the seven days of the week.

The Miami school is under the direction of C. C.

WITMER, a licensed aviator of wide experience in oper-
ating both the CURTISS aeroplane and hydroaeroplane.

we 0 i a
| Learn to Fly a Standard Aeroplane

fr Aviators who are able to make exhibition flights with
both the CURTISS aeroplane and hydroaeroplane during
the coming season of activity in aviation, will possess a
decided advantage over all others.

The Curtiss schools are the only ones teaching the
pupil to use both the aeroplane and the hydroaeroplane.

The Curtiss training method is the safe and sane one,
and embraces both a practical and a theoretical course in
aerodynamics.

For booklet giving full information as to terms, length
of course, etc., address:

Cc. C. WITMER

THE CURTISS EXHIBITION CO., - no yvorcs

Sales Agents and Foreign Representatives for The Curtiss Aeroplane Co., Hammondsport, N. Y.

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The Training Grounds at Miami, Fla., Showing Bay Biscayne

In answering advertisements please mention this magazine.

AERONAUTICS

January, 1912

Edward Shaw Behind Motion Picture Camera,

and Phillips W. Page, Aviator.

The Aeroplane and the Motion Picture
Camera

By ISRAEL

URING the aviation meet at
< Nassau Boulevard, it be-
came one of my Official
duties to the corporation,
which was promoting the
Meet,to dispose of the mo-
tion picturerights. In spite of
extra efforts, no bid what-
ever was obtained from any
of the various film manu:
facturers throughout’ the
Knowing that such picture rights

country. |
have been sold in the past, a natural curios-
ity was excited to discover the reason of the

present failure. It was found that the busi-
ness of taking motion pictures had enor-
mously developed within the past two or
three years, and had formed definitely on
certain lines from which the manufacturers
were unwilling to deviate.

A very profitable market, and practically
the only market for the films, were the
five and ten cent motion picture theatres
throughout the United States. It is report-
ed that there are over ten million people who
attend these theatres daily, and this public
demands not a scenic or educational picture,
but rather a photo play which shall have
some dramatic climax, or which shall en-
tertain the spectators by its comedy feat-
ures. The motion picture manufacturers
have grown wealthy catering to the public
along these lines; and they declared that
a simple picture of one or more aeroplanes

LUDLOW

flying in the sky attracts no more than a
picture of an express train or the race of
a fire engine down the street, because the
human element is lacking.

The owner of one of the great film fac-
tories very frankly told me in detail of
this situation, and as a result of the friend-
ship thus formed, he suggested that I write
a scenario or two in which the aeroplane
played a part, and engage the &viator, and
his company would produce it. His offer
was a very generous one, and I wrote two
scenarios which were enacted before the mo-
tion picture camera on the aviation field at
Nassau Boulevard, immediately following
the Meet. Lieutenant H. H. Arnold, U.S. A.,
played the leading part; that is, he was the
aviator and substituted for the actor when
the actual flying was necessary. A leather
coat, knickerbockers, puttees, and goggles
gave actor and Lieutenant very much the
same appearance, and the audience which
subsequently saw the pictures projected on
the screen, probably never detected the
difference. :

The plays had strong simple situations.
Their titles fully suggest their plots; ‘The
Elopement” was the story of a young Loch-
invar who runs away with his lady-love in
the aeroplane. ‘‘The Military Airscout’” was
about a brave officer who succeeded in de-
livering a message to the Commanding Gen-
eral, though his aeroplane was brought down
by the aeroplane guns of the enemy, and

AERONAUTICS

Page 14

January, 1912

he was badly hurt in the fall. Other stories:
“The Red Cross Nurse”, “The Aviator’s Suc-
cess’, “Aviator and Automobilist’, etce.,
followed.

Not satisfied entirely with work of this
character, and recognizing the scientific pos-
sibilities of the combination of the aero-
plane and the motion picture camera, the
Aviation Film Company was organized.
This Company put Robert G. Fowler, the
cross-continent aviator, under contract to
carry a Camera on his aeroplane from Texas
to New York. The unique qualities of a
motion picture taken from an aeroplane were
so striking that little difficulty was expe-
rienced in making a contract between this
Company and a great film concern, which
is a member of one of the big sales organi-
zations that have an exclusive contract for
the disposal of films to the exchanges, who
in turn deal directly with the exhibitors,
Mr. Sexton, and Mr. HE. R. Shaw, a camera
man, joined Mr. Fowler at Beaumont,
Texas, where on December 17th, 1911, the
first aeroplane picture in America was made.

Mr. Fowler’s contract with us required
him to carry Mr. Shaw as passenger, with
camera, or in place of Mr. Shaw, an auto-
matic device which would turn the crank
of the camera with power transmitted di-
rectly from the aeroplane motor. This
device was the joint invention of Mr. Rob-
ert L. Baird and myself. It was obvious that
such a mechanical instrument had econom-
ical qualities of great value. It would save
the weight of the passenger, and thus gaso-
line equal in weight could be carried, in-
suring longer flight, and one life instead of
two would be risked.

Mr. John G. Hemment, a professional pho-
tographer, Mr. Frank §. Lusk, and the
writer went to the Burgess Co. & Curtis’
aeroplane factory, where with their assist-
ance, on December 21st, 1911, a mechanism
was perfected and successfully tried on a
hyrdo-aeroplane, at Marblehead, Mass. The
device was the result of ten days’ or two
weeks’ experiments, and its value is so great

ae

in our minds that it is being patented in
behalf of the Aviation Film Company. The
device has its possibilities in connection
with making a topographical survey of the
country for railroads who may want a map
of a route to be covered by a proposed
line, and on a scouting expedition the mili-
tary aviator could carry sufficient film to
cover his flight, no matter of what dis-
tance (this exceptional length of film being
one of our improvements over the ordinary
camera) and within a few hours the films
can be developed and projected on the
screen, greatly magnified. The telephoto
lens would probably also be added, enabling
the aviator to fly at any height. Photo-
graphs can also be made when desired,
which will not overlap but which join or
abut on each other. Examination of these
latter pictures, of course can only be made
one at a time, but their value is unquestion-
ably great, for the result of any scouting
expedition, even hundreds of miles in length,
would be certain and exact.

During the first flights at Marblehead,
the camera was operated by hand, but
for the continuation of the experiments the
camera was geared to and run by the motor.
By means of a switch attached to one of
the uprights, aviator Phillips W. Page was
able to start the film revolving and stop
it at the completion of a picture. So far
as is known, this was the first time in
this country that an aviator has taken mo-
tion pictures unassisted.

On the following day Page took up Hem-
ment, who has recently returned from a
hunting trip in Africa, with Paul Rainey,
adding a new sensation to his list of ex-
periences of pursuing game with his motion
camera. Flying over the bay at a height
of 150 feet, the aeroplane gave chase to
a flock of wild ducks, and, after some ma-
neouvring, the ducks were brought within
range of the lens.

Development of the films showed the pic-
tures did not suffer from the motion of the
aeroplane.

A View of Louisiana by the Motion Camera.

AERONAUTICS January, 191

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AERONAUTICS January, 1912

-- Do You Want To Go -:-

AEROPLANING?

| By special arrangements I have installed

“WRIGHT AEROPLANES” and “LICENSED
AVIATORS” of the highest standing and ability.

Mr. GEORGE W. BEATTY, the Society Pas-
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between the hours of 10 A. M. and 5 P. M.

For all information, ‘phone CHELSEA 3129.
Tickets can be had at

$25-- TWENTY-FIVE DOLLARS--$25

per trip during January and February. Parties wish-
ing to become “AVIATORS” will do well by com-
municating now. We guarantee to make you a flyer
in less time than any other first class establishment
in the world.

Finest flying grounds in America, thirty minutes
from New York.

Address

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BOX 181, MADISON SQUARE :: :: :: NEW YORK

In answering advertisements please mention this magazine.

AERONAUTICS

Page 15

January, 1912

New Kirkham ‘Tractor Biplane

Three-Quarter View of New Kirkham.

illustra-
tions show a new biplane
recently brought out by
Charles B. Kirkham, the
manufacturer of the well
known “Kirkham” aviation
motors. As will be seen,
this machine is of the mo-
tor-in-front, tractor-propel-
ler-type. While brought out
originally for experimental
work in connection with the manufacture of
the “Kirkham” aviation motors, it has dem-
onstrated in recent trial flights such remarx-
able speed and climbing qualities that it has
been decided to cffer them for sale gener-
ally in the near future.

In general this machine consists of a con-
ventional biplane main cell, into which is
fitted a monoplane fuselage carrying the
complete power plant, fuel tanks, operator
and controls.

MAIN PLANES.

The main planes are 34 ft. spread with a
5/6” rib and are placed 58” apart. The rib
curve is a modification of the curve used on
the Nieuport monoplane, the ribs being of
the built-up type, spaced 13” center to center.
The planes are double covered with Naiad
cloth put on diagonally. Each plane is
made up in three sections so arranged as to
be very easily taken down or assembled.
This is also facilitated by a new design of
strut socket which is so made that all of
the struts can be removed without loosening
any of the wiring, therefore to completely
take down the main planes it is only neces-
sary to disconnect the wires in the two
panels where the sections come together. All
other wiring can be left alone, which means
a considerable saving in the lining-up opera-
tion. All of the wiring in the main cell is
double 3/32” Roebling cable, except the end
panels, which are single wired.

The fuselage is built up somewhat on the
Bleriot design with elm longitudinal mem-

bers and spruce struts. The wiring and U
bolts are the regular Bleriot type, used
on account of their simplicity. The fusel-
age is covered with sheet aluminum for near-
ly one-half its length, affording protection
for the aviator, especially in cold weather.

The engine is located in the front end and
is completely housed except the cylinders.
The front end of fuselage is curved to re:
duce head resistance. It fits directly onto
the lower wing bars, where it is fastened by
four nickel steel bolts and there is a separ-
ate pan bolted underneath the wing bars,
continuing the curve of the front end until
it joins the line of the bottom of fuselage,
to reduce the resistance of this part to a
minimum.

The gasoline tank is immediately back of
engine under the sloping hood shown in
cuts. This tank holds 28 gallons of gasoline
and as it is mostly below the carburetor
on engine, air pressure is used to force the
fuel up to the float chamber on the carbure-
tor, this pressure being maintained by a
special pump on the end of engine cam shaft,
which is supplemented by a hand operated
pump on the left side of fuselage. There
is also a pressure gauge directly in front of
operator so that he can see it at all times.
The sloping hood completely protects the
aviator from all air blast, it being so shaped
that even the propeller blast is deflected
to clear the aviator’s head, and at the same
time it does not obstruct his view to an
appreciable extent.

The running gear is of the wheel and skid
type, similiar to the Wright, but is fastened
to the main cell in such a way that by the
removal of six bolts and four nuts the com-
plete landing gear can be removed.

The center panel of the main celule is
supported by a heavy flat steel truss under-
neath front and rear, which carries the main
portion of the weight of fuselage and power
plant, the skids being connected to the above
truss and also to the next outer post socket

AERONAUTICS

Page 16

January, 1912

bolts,—front by a flat steel ribbon and in
the rear by heavy Roebling cables. All of
the other wire bracing is of heavy cable, thus
there is no tubing used in the construction
of the landing gear, except wheel axles and
their steering rods. The weight of the com-
plete landing gear is 100 lbs.

The tail, which is of the flat, non-lifting
type, has a semi-circular stationary surface,
8’ wide with two semi-circular movable flaps,
43” wide, each of which are separately con-
nected to the control, thus adding a certain
element of safety. The rudder is of large
size and pivoted to the rear of the fuselage
and this is also double connected to the
foot steering bar. The ailerons are of the
double acting Farman type, 7’7” by 18”,
hinged to both upper and lower surfaces,
thus providing ample control for any emer-
gency. These are separately connected to
the control wheel and are both positive in
both directions, even if one set should be-
come disconnected. With the machine
standing the tail is supported on a swivel-
ing, shock absorbing rear skid.

This feature of double connection to the
controls is carried out more completely in
this machine than in any other now on the
market, it being considered essential that
the safety of the aviator be given more
consideration than is usual in most of the
present machines.

The control system is similar to the De-
perdussin,—that is, steering is by pivoted
foot bar. For the control of the elevating

of the Kirkham Biplane.

flaps and ailerons a wheel mounted on a bow,
pivoted to the sides of the fuselage, is used,
the wires for rear flaps being con-
nected,—one set to the bow on each side of
the fuselage, and are controlled by a fore
and aft movement of the bow by means of the
wheel, while the ailerons are operated by
turning the wheel in its bearings. A good
feature of this general construction is the
almost entire absence of bends for the var-
ious control wires, which are so much in
evidence on the usual biplane construction,
which makes the controls more sensitive
to the touch of the aviator.

The power plant shown is a regular model
B-6-50 h.p., Bosch equipped “Kirkham” mo-
tor, which drives a 7/2”x5’ pitch propeller,
1325 turns, which flies the machine at from
56 to 62 miles, depending on the load carried.
This machine can also be furnished with a
model B-G-6-70 h. p. power plant instead of
the one shown.

It might be mentioned the maker claims
for the B-6-50 power plant delivery to the
propeller of 56 b.h.p. at 1360 r.p.m. on a
fuel consumption of 56 lbs. of gasoline and
1 oz. of lubricating oil per horse-power-hour,
which is a remarkable showing in economy,—
a feature so necessary for long distance
flights. Another point of interest is the fact

that in dismantling this machine for ship-
ment it is not necessary to disconnect a sin-
gle power plant connection, either gas, oil,
water, or control, as the whole power plant
including radiators, can be taken out by the

{1ERONAUTICS January, 1912

SERRE ERE RRR ERE CREE

|
|

YOU CAN WIN

If You Use One of the

New Elbridge 60-90 “Sixes”

They have the extra power needed
to drive the hydro-aeroplane and
: heavier types of biplanes that will
Hamilton Hydro-Aeroplane with be much used during 19 LD

Elbridge 60-90 “‘Six”’
Self-Starting

device and Bosch Dual ignition remove the discomfort and
danger of starting the engine on hydros.

It Doesn’t Pay to Fool

with untried motor propositions. Any of the thousands of men
in America who have tried to save money that way during the
past two or three years will tell you that. Ifyou buy a cheap
engine your original payment may be a little less, but within
three months you find that the time and money wasted would
have paid for two good engines in the first place.

Results Tell the Story

Walsh, Evans, Frisbie, Castellane, Morok, Schmidt, Paine and

dozens of other good men made their first successful flights with

Elbridge Engines. They achieved reputations while other men of

equal ability were fussing around with experimental power plants.
Don’t Overpower Your Machine

If you have copied a Curtiss or a Bleriot designed for 30 h. p. to
40 h.p. don’t install 60 h.p. Plenty of good men have been
killed that way. Our three and four cylinder engines are quite
powerful enough for good flying with any of the lighter types
of machines. We have some

Good Territory for Agents
and an attractive proposition for builders.
Write To-Day for Details

ELBRIDGE ENGINE COMPANY

10 Culver Road ss ss 3 3 Rochester, N. Y.

eee ee Ee OO eee

In answering advertisements please mention this magazine.

a ICS

GOODRICH-

|

CONTINENTAL
“LUMINA”

Sheds water like the pro-
verbial ‘‘duck’s back’’—
and judging from exhaus-
tive comparative tests

It is the only aeroplane
cloth which is practically

moisture proof.

This means no shrinking
or stretching when ex-
posed to the elements—
a condition especially ap-
preciated in the manufac-
ture of planes where the
cloth is relied upon to
hold the plane _ together.
The Silver Sheen Cloth

that stays taut in all
sorts of weather

Send for samples
Address

The

B. F. Goodrich Company
Akron, Ohio

LARGEST IN THE WORLD

A tte ne ee

In answering adz ertisements please Wiention this. magazine.

+

PEREEEEE EEE EEE Eh hh ibe pbb bebe poh poeterdo fee ofooge ole cfefo ode fo ofe cle ole ofo fe ofenge ole afeofe ofe ofe ofe ofa ofe fete cfonkeafe e fe

+

January, 1912 |

Wright Flyer

1912 Models

In addition to those features which in the past have
made Wright Flyers famous for efficiency and reliability,
the new models can be furnished with Automatic Con-

trol, Silent Motors, and Hydroplanes. ‘These special
features make the 1912 machine unusually aitractive
to sportsmen.

Exhibition Machines

For exhibition work we have other models especially
adapted to high winds and small fields. It was with a
stock ““EX’’ Model that Rodgers made his wonderful
flight from Coast to Coast. Reliability means dollars to
the exhibitor.

Wright School of Aviation

Training consists of actual fiying, in which the pupil
is accompanied by a competent teacher. No risk and
no expense whatever from breakage. The most famous
flyers in America are graduates of our school and
include such names as—

Lieut. Arnold Drew Lieut. Rogers
twoo Elton Parmalee

Brookins Lieut. Foulois Page

Brindley Fowler Reynolds

Bonney Gill Simmons

Beatty Lieut. Lahm Turpin

Burgess Lieut. Milling Welsh

Coffyn Mitchell Webster

Capt. Chandler C. P. Rodgers And a score of others

Our School at Dayton is now open and pupils may
begin training at once if they wish. By enrolling
now you can reserve date most convenient to you for
training.

Write for Particulars

THE WRIGHT COMPANY

DEPT. A

DAYTON, OHIO —

'

AERONAUTICS

Page 17

feneaty, 1912

removal of four bolts holding it to the main
cell.

The weight complete with 28 gals. of gas,
8 gals. of lubricating oil, 3% gals. water,
ready for flight, less operator, is 980 lbs.
This, owing to liberal supporting surface,
makes only a trifle over 3 lbs. per sq. ft.
which the machine has demonstrated it
could handle at less than 35 miles per hour,
while the regular flying speed is nearly 60,
giving a large margin of safety for windy
weather.

Recent test flights, which were made by
Aviator W. F. Cline at the Kirkham factory

testing grounds, have shown that while this
machine rises easily at less than 35 miles,
it behaves very much the same as the Nieu-
port monoplane in flight; that is, as the
speed goes up the tail rises until the ma-
chine flies at a very small angle of incidence,
this angle being approximately 4 deg. when
flying with 138 gals. of gasoline on board,
and the machine is a good glider with power
off. The capacity of gasoline, oil and water
is sufficient for a continuous flight using full
throttle, of 5144 hours’ duration, although the
machine flies easily on two-thirds throttle
on a consumption of four gallons of gasoline
per hour.

The New Voisin Aeroplanes
By ALEX. DUMAS

TORIES S MONG the French construc-
v Lv,
eo S
v, A
1) .

)
Eee

tors, Gabriel Voisin is in-
contestably one of those
who have conceived and ap-
plied the most novel ideas.
He has proved it once again
5 by the creation of his latest
, types, touring machines and
OS) the ‘“Canards” (ducks)

Sos entirely of metal.

The touring apparatus, centered very far
forward, has made possible some extremely
interesting performances, among which the
world’s altitude record with a passenger
established a few weeks ago by Michael
Mahieu is not the least.

SIGIR:

We give a sketch of this apparatus, that
is, of a purely documentary sort; the mount-
ing of the adjustable elastic crutch project-
ing the direction rudder; the fastening of
the stay wires of the turned down planes
and the appearance of the front of the
framework, with the glass plate giving a
view of the ground below the apparatus.

We will give much more space to the
discussion of the “Canards” because of
the immediate interest afforded by this
apparatus of an absolutely original type.

The scale drawings are of the three-
seated 70 h. p. Renault and some _ photo-
graphs of the type called “porpoise nose”
(a bec de marsouin).

The Voisin ‘‘Duck.”

AERONAUTICS

The principal supporting surfaces being
arranged at the rear, the wing arrange-
ment is absolutely eliminated. The balancer
is carried very far toward the front at the
end of a framework of a certain length.
This balancer is so constructed that even
when it is pointed for descent, its surface
forms with the surface of wings a dihedral,
open at the top. The existence of this di-
hedral prevents the aeroplane from making
a too greatly inclined trajectory and so plays
the part of a balancing plane.

The principal characteristics are as
follows:

Extremity of lower plane

Some Details of

The Voisin ‘‘Porpoise Nose.’’

January, 1912

eae

Span across wings ...... 15 metres
Total leneth s ssemceeooee 9 metres
Depth of planes ........ 1.75 metres
Distance between the

SUTFACES. sc). sc ores ote 1.75 metres
Supporting surface ...... 56.950 metres
Weight when empty ..... 650 Kgs.
IPOWeTi acres Soeoncc sicaweudo h. sp:

The “Canards” are as desired, either land
aeroplanes or water aeroplanes. Attempts
have even been made to make a mixed
apparatus. They have been attended with
complete success.

the Voisin.

AERONAUTICS

po ofopeofeetecterfonteofeofeofe nde rferfeofeofoobeoferfecteofeoleoheoherirdetet:

Benoist Planes

wall “pult you in
the professional class
because they fly

TWO MODELS

Also operate the

Benoist School of Aviation
Address

BENOIST AIRCRAFT COMPANY

Successors to

AERONAUTIC SUPPLY COMPANY
6628 Delmar Blvd., St. Louis, Mo.
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FoeForFoofo ogo ofeofoofe oso ofe ofeefeofoofe ofe ese oho fo fo oho ofe oho fe oho oho ofa fe foal fe oho ofe ofa of ofe ofe oe ofe ofa of fonforde fi of

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SURE RARE MLL Rei RRR eB he Be MRe le Sete

Cleve T. Shaffer

Can be communicated with by addressing

>

331 Octavia St., San Francisco

250 W. 54th Street, New York

On all matters pertaining to Aviation

AEROPLANES

DESIGNED AND CONSTRUCTED

3 YEARS EXPERIENCE

DESIGNS DEVELOPED
AVIATORS BOOKED

Information to Prospective Students,
Business Men and Manufacturers

FI II III III III III IIIA III III AIA AAAI AA ADA SD AIA AAACN

JA A AR A III AIA IAI AIA IIA ISI SIA SASASISIASSISSISSASISAAIN.

OOOO

January,

1912

= oes a
Be a
a es as

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WITTEMANN
BIPLANE

The Wittemann Biplane with a Reputation, not only
sets the pace for Quality but for Service.

Write for information of 1912 Biplane with our new
Stabilizer.

Own a Wittemann Biplane Glider:
safest, easiest to operate,
form.

Do you want to build a machine of your own design
or parts thereof? WE can help you to make it successful.

Some parts of your ‘plane can be made of steel, we
rid you of the annoyance of constant repairs and insure
absolute safety.

Send us your specifications and requirements and
secure our quotations.

Large stock of steel fittings, laminated ribs and
struts of all sizes carried in stock
YOUR OPPORTUNITY

Two single covered biplanes for immediate delivery,
slightly used. perfect condition, with 8 Cyl. 60 H. P.
Hall-Scott power plant. Write for particulars

C. ana A. WITTEMANN

Aeronautical Engineers

OCEAN TERRACE and LITTLE CLOVE RD.
Staten Island, N. Y. City

: r: the best, the
and enjoy flying in a moderate

Works :

Established 1906

Write for Catalogue

In answering advertisements please mention this magazine.

AERONAUTICS January, 1912

Winter Training Grounds CURTISS AVIATION SCHOOL San Diego, Cal.

North Island in San Diego Harbor

1000 acres of level sand without a tree or building to interfere with flying. Undoubtedly the best ground for
aeroplane flying in America, if not in the World.

Delightful and Perfect Climatic Conditions. Leased Exclusively for
THE CURTISS AVIATION SCHOOL AND EXPERIMENTAL GROUNDS
Opened October 20th, 1911. Season 1911-12

Under the direct supervision of GLENN H.CURTISS, assisted by Lieut. J. W.McCLASKEY and staff of aviators.
Among the prominent aviators trained at these grounds are:

Lieut. T. G. Ellyson, U. S. N. Capt. Paul W. Beck, U. S. A. C. C. Witmer Hugh Robinson R. C. St. Henry
TUITION applies on purchase price of aeroplane. All classes filling rapidly. Get our proposition and booklet ““ TRAINING” to-day.

THE CURTISS AEROPLANE COMPANY, Hammondsport, New York

Sales Agents and Foreign Representatives
THE CURTISS EXHIBITION COMPANY, 1737 Broadway, New York City

How would you like

to win a Race?
BUY A
French— American Balloon

They always Win.

We make more good Balloons than
all the world.

Records Prove It

Chicago International Contest, 1908—9 compet-
itors, distance and endurance.

Indianapolis National, 1909—1st & 3rd money
distance.

St. Louis Centennial, 1909—1st, 2d & 4th money

Peoria Contest, 1909—Ist & 2nd money.

Indianapolis National, 1910—2nd money.

Kansas City National, 1911—Ist, 2nd & 3rd

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Kansas City International, 1911—‘‘K.C. II.’’
non-contestant—whipped the world’s
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Both Silverized and Rubberized materials,
instruments, etc.

French-American Balloon Co.
4460 Chouteau Ave. St. Louis, Mo.
H. E. Honeywell, Mgr.

In answering advertisements please mention this magazine.

AERONAUTICS

The land chassis is composed of four
wheels and two runners. The two forward
wheels are arranged under the rudder, with
which they may be steered. The two rear
wheels, rigidly connected with each other,
are mounted at the end of two braces ar-
ticulated to the frame. The axle of the two
wheels is thus moved backward and upward
along the runners. Two spiral springs limit
and regulate this movement, absorbing the
shocks.

The hydroplane chassis is composed of
three floats, arranged after the manner of
the Fabre type; two under the main body,
the third under the horizontal rudder. These
floats, having an adjustable angle, are
jointed at the front; when subjected to
shocks upon contact with the water they
can oscillate about this joint, these move-
ments being reduced by the elastic suspen-
sion of the rear of the floats.

The wings form a body of 15 metres
across the span. They are 1,750 apart.
This body is divided by four steering planes
into three unequal compartments. Lateral
stability is assured by four ailerons.

Page 19

January, 1912

The rudders are arranged in front of the
frame. They constitute a group, the ar-
rangement of which is varible. In the type
called “porpoise nose”, the vertical rudder,
alone, is arranged above the frame. The
horizontal rudder oscillates at the front,
and is composed of two solid panels sym-
metrical to each other in relation to the
frame. In the three seated type, the draw-
ings of which are herewith published, the
arrangement of the steering group is en-
tirely different. A vertical frame movable
about a vertical axis placed in the axis of
the frame of the aeroplane carries at the
same time the two direction rudders, the
forward wheels and the horizontal rudder
divided into three equal panels.

All these apparatis are provided with the
usual Voisin controls: wheel mounted upon
an oscillating axis controls at the same time
the direction and the elevation; a foot lever
operates the balancing planes.

Arranged at the rear of the frame, the
power that is composed of a 75 h. p.
Renault motor actuating a screw with two
blades of 2 metres diameter and 3 metres
pitch.

New Curtiss Water ’Plane

INES ow) HE new Curtiss hydroaero-
ESN Bee plane was given its first
trial at the North Island
ground of the Curtiss Com-
pany in San Diego Bay in
California on January 10th.
Mr. Curtiss made the flight
himself in the presence of
Naval officers, pupils and
invited guests.

The new craft, which is
equipped to carry a passenger and is driven
by a 60 horsepower motor, made tremendous
speed in contact with the water, estimated
at about 50 miles an hour. It lifted off the
water with ease and traveled at more than
60 miles an hour in the air. It differs in
many respects from the Curtiss hydroaero-
plane now in use by the United States Naval
officers. There -are two propellers instead
of one and these are driven by clutch and
chain transmission. The propellers turn
both in the same direction. The motor is
equipped with a new automatic starter,
which Mr. Curtiss has lately designed, and
there is also a fuel gauge and bilge pump.

The boat, or hydro equipment, contains a
bulkhead fore and aft, and is twenty feet
long, with an upward slope in front and a
downward slope in the rear. The great ad-
vantages claimed for the new machine are
that it is safe, comfortable and quick to rise
from the water in response to its control.
The hydro equipment, which is more like a
boat than anything yet designed and used
on the aeroplane, will, it is claimed by Mr.
Curtiss, be able to withstand any wind or

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wave that a motor boat of similar size could
weather. The planes are standard model
“D”’, 26 ft. 3 ins. spread.

A hood is used over the engine to protect
it from the spray.

CURTISS FLORIDA SCHOOL.

The Curtiss hydroaeroplane school in Florida
started up at Miami, Florida, on January 1, in
charge of C. C. Witmer. Barney Moran, a
wealthy young man of Birmingham, Alabama,
with wide social connections, was the first to
enroll. The school will have both land and
water machines for instruction purposes.

NAVY FLYERS AT SAN DIEGO.

All the Navy aviators have been
Capt. W. Irving Chambers, to the Curtiss
training island in San Diego, Cal. bay, includ-
ing Lieutenants Ellyson and Towers, flying the
Navy’s Curtiss hydroaeroplane, Lientenant Rod-
gers, flying the Wright machine with Burgess
floats fitted, and Ensign Victor Herbster. Spec-
ial tent sheds are being made by the Mare Is-

sent by

land Navy Yard. Some of the officers of the
Pacific fleet will be instructed in flying and
some naval experiments conducted with the

hydroaeroplanes.

Charles K. Hamilton has purchased one of
the present Curtiss machines, especially powered
and designed for increased speed.

William H.. Hoff, of San Francisco; S. C.
Lewis, Boston; J. B. McCalley, Pittsburg; and
Chas. W. Shoemaker, of Olean, New York, are
Curtiss students. Lieut. MeClaskey, instructor
of the school, has obtained his pilot certificate.

I wish to thank A®RONAUTICS for the good in-
formation with which it has afforded me. I do not
think there is a magazine in any part of the world
to equal it.—W. E. LOoNnEY.

AERONAUTICS is all to the good.—Dr. W. NIcHo-
LAS LACKEY.

January, 1912

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Page 20

AERONAUTICS

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AERONAUTICS

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AERONAUTICS Page 22 January, 1912

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W35

Scale Drawing of New Morane Monoplane,

The Latest Curtiss Hydroaeroplane, with Two Screws in Front.

January, 1912

The Oval Picture is of Hugh

Robinson and the Preceding Type.

Morane-Saulnier Monoplanes
By ALEX. DUMAS

trials by Vendrines and
Tabuteau at Villacoublay,
the first Leon Morane mon-
oplanes constructed by my
colleague, Saulnier, have
SANSA ASS SCogiven proof of the most
WISIEIEMES) prilliant qualities.
‘ Xx Xx RO The new apparatus is
constructed invarious types.
The “touring” type is the one of which we
give a drawing to scale. Its principal char-
acteristics are as follows:
Span across wings

EEE recent and most successful
2

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9.18 metres

MOCAIIEN EG soca «aie crore 6.120 metres
Depths of wings at shoul-

MOTE ara ooss oes okie) oases os 2 metres
Supporting surface ....... 14.9 metres
Weight when empty ...... 300 Kegs.

BON ET Be srelaaloyalelaieie soe sueleve ies 50: h. p

This apparatus, the entirely metallic con-
struction of which is a guarantee of safety,
comprises a frame work entirely covered
with canvas in which the driver is concealed.
This framework rests upon a very simple
chassis devoid of any buffer system; it car-

ries wings with a double curve, character-
ized by the fact that their maximum span is
at the rear.

This arrangement was adopted for the pur-
pose of reducing marginal losses to a mini-
mum.

The stabilizing system, arranged at the
rear of the framework, is composed, as in
the Bleriot, of two lateral and movable
planes or wings on each side of a fixed sur-
face. This surface is given a hollow form
to permit the movements of the direction
rudder. This stabilizing system is protected
by a small elastic crutch.

The heavier types, constructed in a similar
manner, are provided with a landing chassis
having four adjustable wheels mounted elas-
tically in pairs on each side of a pair of very
short runners.

These new machines promise to be the
best among aeroplanes of French construc-
tion, on account of their speed as well as of
their efficiency.

Your magazine is a most interesting and instruc-
tive paper, and I certainly want you to continue
sending it to me.—W. C. JONES, Ist Lieut. 13th
Infantry.

AERONAUTICS

Page 24

January, ofl

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The Latest Morane.

Clubs Must Secure Fields

By VAN M. GRIFFITH, Secretary Aero Club of California

Yee) OTHING is more necessary
sa towards success for the
iS

Aero Clubs thruout America
than proper grounds and
facilities. At the present
time, with the exception of
two or three of the pioneer
organizations, few clubs are
in the possession of fields.
Possibly the principal reas-
on for this is that an ex-
ceptionally large tract of land is required.
The majority of cities are so built up and
subdivided that it is almost impossible to
secure the proper acreage within the city
limits, and to go beyond the twenty-five cent
round trip fare districts has proven imprac-
tical.

The first condition in considering a field,
of course, is the size. It might be well to
state that the club should not be stingy un-
less rental per acre is required. In this
case it is advisable to look up bank balances
before signing a contract. An important
point is to obtain a course sufficiently large
for aviators to qualify for their licenses.
Under the present rules it takes at least fifty
acres, with the length twice that of the
width. A field of one hundred acres divi-
ded in this way is excellent.

One of the most important features which
is often overlooked is the condition of the
territory on the windward side. To the
professional this makes little or no differ-
ence, but the beginner will find it very im-
portant. When the wind blows, the air
over the field will be similar to the country

on the windward side. That is; if the
country is rough and jagged, the lower

strata of wind will be puffy. A vast stretch
of level land on the windward side usually
makes ideal wind conditions.

Another important factor is freedom from
obstructions. So long as there is a pylon
or any other possible obstacle on the field,
regardless of where it is located, the begin-

ner seems sure to hit it. The best methoc
for marking a course is to drive a piece
of two-inch iron pipe flush into the grounc |
and then mark the place with lime oi
whitewash. In this way, when it is neces
sary to use the course a flagpole can be
wedged into the pipe making an excellen’
pylon.

Machines should never be left on the
field, especially if unattended. It is sur
prising the amount of damage a _ sudder
side gust of wind will sometimes do
Probably the best way to sub-divide the
space set aside for sheds, is to measure
a strip, at least fifty feet in width, along’
one side of the field and allow each man a
space of fifty feet square. A reasonable
rental should be decided upon by the cluk »
for space, and certain restrictions should be
drawn up in regard to sheds. If business
concerns are to be allowed, it is well to form
a trade association ¢9 that the concerns may
buy and sell to one another at a small mar:
gin less than the list price. Co-operating
in this way will be a great aid in keeping a
congenial feeling.

It is best to have the field under the super:
vision of a special committee, or the board |
of directors of the club. Rules and regu-
lations should be drawn and enforced to the
letter. '

Every member should deem it his duty to
do every thing in his power to aid in the im-_
provement of the field. If it is possible to”
hold exhibitions and meets or occasionally
give a matinee, the best plan is to divide the
gross receipts into percentage for prizes”
and to the club. An excellent plan in regard
to prizes is to have a meeting of the aviators
who are to participate in the entertainment
and let them vote as to the division. In
this way there is usually no chance for dis-
satisfaction.

An occasional feed or barbeque at the field
will bring much enjoyment and end in
hearty good feeling among all.

= ONS CHESS

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oS &

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Ve

ODELS have been flying so
far of late, that some sort
of a measuring device had
to be made; ‘‘tapeing it off”
took up most of the time.
The illustration shows
one of these machines,
known as the “Durant Meas-
urer’, used at the weekly
contests held in New York.
The large laminated wheel,
hich travels over the ground, is protected
-a brass tire. It has a circumference of
| actly two feet. There are two brass clips
. the small three inch wheel (which is
ued to the large one) which as the wheel
rns, strike the lever of the revolution coun-
re If the counter shows the number 50,
-y, one knows that the wheel has traversed
feet of ground.

PIERCE MONOPLANE NO. 68.

This model, which holds the American re-
rd for distance, was designed by Percy
erce, now of Philadelphia. The official
stance is 1814% feet; and the unofficial
iration, 72 seconds. It has made un-
in Hartford,

imbered exhibition flights

A MEASURINIC
DEVICE

JOINT FOR
BACK TURNING

SMALL

DETAIL OF A
WORKING MECHANISM

Page 25

a)
Ae ZR Ss.

MODEL NOTES

PIERCE, MONOPLANE

January, 1912

Ld

Lm sé

By PERCY PIERCE, Model Editor

New Britain, Bridgeport, New York and Phil-
adelphia.

Frame. This is of straight-grained spruce
sticks, each 34 inches long, tapering from
3/16 inch at the middle to 1 inch at the ends.
The cross-brace, which holds the propellers
at the rear, is also of spruce, 1/32 inch in
thickness.

Planes. These are something on the or-
der of bird-shaped wings, which were found
to be very satisfactory. The front plane
has a dihedral of about 90°.

MODEL CLUB NEWS.

The Central Y.M.C.A. of Philadelphia
is forming a Model Aero Club and hopes to
challenge the New York boys. Their first
meeting was held at the association on
Saturday, Jan. 13th.

The Cypress Hills Model Aero Club of
Brooklyn, N. Y., is progressing very rapidly
and holds contests about once every month
at their aviation field.

The New Jersey Model Aero Club has just
been organized and hold their weekly meet-
ing at the Newark Y.M.C.A. The club has
nearly forty members already and hopes to

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AERONAUTICS

double their membership before the coming
year. The advisory board of the club are
as follows:—M. Ivan P. Flood, Newark Y. M.
C.A., Mr. Frank Walton, Newark, Mr. Hd-
ward Durant, New York.

CONTESTS.

Master Carl E. Trube, a ten-year-old Yonk-
ers boy, made a flight of 534 feet at the con-
test held at Van Cortlandt Park, Dec. 2nd,
winning two medals offered by Mr. McDonald
and Mr. Shrive of Yonkers.

The same day, Stuart Haster won a stop-
watch offered by Mr. Herreshoff, of New
York, making a flight of 1517 feet.

The Stuyvesant Aeronautical Society held
an exciting contest at the 71st Regiment Ar-
mory, New York, on Dec. 16th. There were
twelve contestants and the winners were as
follows:—First—R. W. Overton, 191 feet;
Second—L. Schwartz, 162 feet; Third—Phil-
lips Hayward, 135 feet.

On Dec. 28th, at Fairmount Park, Phila-
delphia, the distance record was broken by
a flight of 1814% feet made by Percy Pierce.
The former record was 1691% feet made by
Cecil Peoli of New York.

The A. Leo Stevens trophy for 1911, for a
flight of a model aeroplane rising from the
ground under its own power, indoors, for
boys of geater New York, was won by Stuart
Haster, by making a flight of 263 feet made
on March 25th. The contests held at the
22nd Regiment Armory every other week for
the purpose of competing for this trophy
were held under the auspices of the West
Side Y. M..C. A., New York. On Dec. 30th,
1911, the Ragot trophy for weight lifting
was won. by Russell Holderman of New York.
The winning model had to carry the greatest
weight per square foot with the least power
and fly over a four foot rope.

The Cypress Hills Model Aero Club held
their second contest on Jan. 1st. The first
event was open only to club members and
the winners were as follows:—First—J. F.
McMahon, 460 feet, winning silver cup;
Second—Harry Eckhardt (handicap 690 feet)
467 feet; Third—A. Holderman, 376 feet.

The winners for the second Cypress event
for outsiders were as_ follows:—First—
George A. Page, Jr., 1376 feet, winning bronze
medal; Second—Harry Adler, 970 feet;
Third—Francis Walton, 11 years old, 782
feet. Their next contest will be held Feb.
22, for cup and medal.

The New Jersey Model Aero Club held
its first open contest on Jan. Ist, at Mili-

SHOOTS DUCKS FROM AEROPLANE,

A successful duck hunt from an aeroplane took
place for the first time in New England, when
W. Starling Burgess, on December 10th, took up
as a passenger A. V. de Forest, carrying a
repeating shot-gun. What this innovation in

hunting demonstrated, at the outset, was that
the aeroplane is more than a match for the duck
in point of speed. Little difficulty was experi-
enced in overtaking several flocks, which usually
veered out of range at the last moments. One

flock, however, was surprised close at hand, and

Page 26

January, 1912

tary Park, Newark. There were twenty
contestants who attracted quite a good deal
of interest. The winners were:—First-—
Francis Walton, 17 seconds’ duration, 247
feet distance; Second—John Miller, 11 2/5
seconds’ duration, 323 feet distance. Wal-
ton won 150 points out of a possible 200,
whereas Miller won 125.

At the West Side Y.M.C.A. on Jan. Ist,
the models competing for the Sidney Bow-
man cup for construction were on exhibi-
tion. Master Rutledge Barry won the
trophy.

The first contest on Jan. 14th, held for the
Collins’ medal for the model winning three
contests, did not prove very exciting on ac-
count of the cold weather. The rubber of
the models froze and therefore flights of but
a little over 600 feet were made. The win-
ners for this competition were:—First—
George A. Page, 678 feet; Second—Harry
Adler, 529 feet.

The A. Leo Stevens’ “year trophy” for
aeroplane model flying in 1912 may be com-
peted for by any person in the United States,
provided that the flights are made within
the limits of greater New York and held
under the auspices of the New York Model
Alero Club. The model to compete must
start from the ground under its own power.
Contests are held weekly at Van Cortlandt
Park.

Cecil Peoli, who formerly held the dis-
tance record has now gone into the model
glider end of the sport. His latest glider
has made a flight of two minutes and ten
seconds carrying a weight of 12 oz. at the
Englewood Golf Links, New Jersey, starting
against a twenty mile wind. ‘The glider is
constructed of spruce with built-up wings
and has a spread of two feet. The length
of it is thirty inches.

The English duration figures mentioned
in December issue represented the aggre-

gate of three flights: made by each contestant. —

REPLIES TO INQUIRERS.

S. F. H. —Preserve your rubber by keeping
it in a tin box with some corn starch.

H. D. —The best way to bend wood is to —

heat it over a gas jet or alcohol lamp.
Address all inquiries to Perey Pierce, 5907 Osage,
Philadelphia, Pa.

de Forest had a good chance at them as they
took wing, killing one duck,
made to retrieve the game.
The hunt was continued about the entrance of
Marblehead Harbor. In each case the hydro-
aeroplane was miu&uneouvred so as to come upon
the ducks while they were upon the water.
Usually they would rise when the plane was
within a range of about fifty yards. Despite
the fact that the shots were fairly difficult,
or that aim was taken from above the ducks,
two more were killed before the flight ended.

No attempt was —

AERONA UTICS

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Manufactured Especially for

Aeroplanes

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Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS

101 Franklin St., New York
Rede dodesbesdesdecfosbesdocfecdefecde de checfoedectocdocfoecfocdecdoedetecd

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——WOLVERINE=
Motors, Propellers, Aeroplanes

We will continue until Feb. 1st to sell
a limited number of complete bills of
material for either 26 or 30 ft. Curtiss type

biplanes at $160 00

This bill of material includes everything
except power plant. The wood parts are
made from selected western spruce and
white oak. The metal parts, seamless
steel tubing, steel straps, aluminum cast-
ings, etc. All parts are bent, formed and
drilled ready to be varnished and put to-
gether. The wheels are 20" x 2" Hartford
tires and knock out axles. The wire is the
finest tinned German music wire tightened
with our improved wire tighteners.

CLOTH, NAIAD No. 2-C

Drawings and complete instructions for
assembling are furnished with each set.
The 26 ft. machine will fly with 25 H.P.,
and the 30 ft. with 30 H. P., but either
are strong enough to carry 60 H. P.

For further Particulars address thea—_-u

Wolverine Aeronautic Co.
DETROIT, MICH.

January, 1912

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500 lbs. Guaranteed Thrust

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THE CALL AVIATION ENGINE

The Aviation Engine Without a Peer

Right in Principle. Artistic in Design. Powerful Action
Perfect in Material and Workmanship.

100 H.P. SIZE
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Write for our Special Prices

The Aerial Navigation Company of America

In answering advertisements please mention this magazine.

SST OTA TDA MMM ee

AERONAUTICS January, 1912

0 Dap eae See a a CHARAVAY Our Designing
Engineer, Onziads
Do NOT Experiment ! Rap peeene ec

9 tor of the Propeller

which is the prototype of all Aeroplane Propellers made
THOMAS BIPLAN ES in America will tell you exactly what is the trouble
with that propeller which will not give you proper

results. Write us your troubles. Charavay’s analysis,

ARE UP-TO-DATE experimental work and advice is FREE.
A11S 7 are ¢ You incur no obligation. We want to get
And EXCELL because they aha acquainted. When you know us and know
sound combination of the CHARAVAY PROPELLER we know
= a Y AND PRACTICE we will get your business exclusively.
THEOR me REPAIR DEPT. PARTS
For Particulars write to Quick, Thoro, Complete Large Ready Stock
AEROPLANES
THOMAS BROS. Standard Types of Both Kinds
Pupil Exhibition Flights SLOANE AEROPLANE CO.
Trained Bath, N. Y. Guaranteed OFFICE ’Phone

ms | 1733 Broadway, New York City 5421 Columbus

George W. Beatty tests out the FRONTIER MOTOR at Buffalo, December
21st and 22nd, with grand success, carrying passengers in a number of flights.

Mr. Beatty orders a FRONTIER MOTOR for his Wright machine and says
he believes the FRONTIER MOTOR is the best engine in the world.

Write for Full Particulars Regarding this Motor Today

FRONTIER IRON WORKS 222222 **

AGENTS WANTED:

GIBSON PROPELLER CO.| | (hyss<3i°st= Bl |

250 West 54th St. Phone, Columbus 8758
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a

PERCY PIERCE RACER No. 68

THIS MODEL, WHICH HOLDS THE AMERICAN RECORD
FOR DISTANCE OF 1,814! FEET, IS NOW ON THE MARKET
The Parts, Drawings or Made-up Machines can be obtained from

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PERCY PIERCE RACER, No. 34, Winner of U.S. Record, 1910. PERCY PIERCE RACER, No. 68, Winner of U.S. Record, 1911.

In answering advertisements please mention this magazine.

niin

AERONAUTICS

[D2

Page 27

January,

The Jennings Monoplane

The Jennings Monoplane

R. C. Jennings, of Uniontown, Pennsylvania,
has been one of the few in this country to go in
for monoplane building. The machine described
following was built early in 1911 and tried out
during the Summer at the local golf club
grounds.

The wing spread, including body width bhe-
tween, is 33’ 0”. The length from front of pro-
peller hub plate, to rear edge of tip of rudders
ise25/- 0/4;

The motor at first was a rebuilt ‘Detroit’
motor of 1910 model, but after some experiment-
ing I purchased an air-cooled Gray Eagle 30-40
H.P. motor, with a Rubel expanding pitch pro-
peller of 6’ 3” dia. by 4’ 02” pitch, 1250 r.p.m.,
250 lbs. thrust. The machine was built for one
seat, but the lifting surface is enough for two
persons.

The wings are doubled-surfaced, and have
210 sq. ft. lifting surface in wings alone. The
tail is non-lifting type and since the photos
have been taken the tail has been changed to a
type similar to Bleriot’s latest military type,
although the change was made in July, 1911.
The tail has about 35 sq. ft. The horizontal
rudder has 16 sq. ft. and the vertical rudder
about 6 sq.

The controls are very simple and are of
Jennings’ own design. The spark and throtue
controls are on right side of aviator, while in
the middle, directly in front is the horizontal
rudder control together with the wing warping
system. Since the last trials he has abandoned
wing warping for another system, pull (in or
ge) for up or down, and right and left for wing
action.

To the aviator’s left is the spark switch; to
the right are batteries. In the center is the
magneto control. All of the different controls
are marked with name plate, directly in view
of aviator. The vertical rudder is controlled by
pedal system, the same as in the Etrich mono-
plane. The pedals were for working the two
vertical rudders, together or independent of each
other. These worked very well, the maker
states, but were a little too small, and he has
since been using but one vertical rudder, mov-
ing both ways by pedal.

The wires are all 1%” dia., 19 strands steel
wire, 2,300 to 2,500 lbs. breaking strain. The
mebuckles are extra strong Bleriot-lock-nut
ype.

There are four wires each, to each of the bot-
tom sides of wings and three to each of the
top sides, besides the wings are trussed An-
toinette type, and are extremely strong. The
machine in some of its trials has hit wing tips
on ground in making too low a turn, and has
withstood the shock more than once.

“While making my last trial this winter, the
machine collided with a half-grown sapling, and
the only damage done was the cracking of the
rib next to the body, while the tree was bent
and the bark peeled considerably. At the time
of the collision, the machine lit on a little down
grade, and in spite of the aviator’s efforts to
stop same, he hit the tree with the recorded re-
sults. The machine was travelling about 25 to
30 miles per hour when it hit the tree. The
speed in flight is about 50 miles per hour with
the throttle at about half open.

“Weight complete with aviator and fuel, 650
lbs. The rib curvature is Bleriot type for 1911,
but I made my own ribs. The fuselage is made
six bars instead of 4 or 3, and I use a much im-
proved tie bolt of my own, and with small wires
as there is in Bleriot, and other machines.

“By placing fuselage on supports on extreme
ends, and four persons sitting upon same, the
give was a fraction over %” and the material
used was clear white pine throughout.

“The wings have two main supports. They
are 1144” 16 gage steel tubing instead of wood.
Of the ribs five are %” thick and four 4%” thick
and thoroughly braced. The complete wing
weighs 40 lbs. with guys attached.

“The principle I am working at this winter is
automatic control. Both fore and aft and right
and left, together with engine controlled the
same; that is, as the machine rises, the engine
increases speed; when descending it diminishes;
when right to left it is normal but can be
changed instantly.

I am putting some improvements on the ma-
chine for 1912, but in appearance it will make
little difference. I am experimenting upon this
subject, and my object is the manufacture of
this machine in the near future.

“The longest flight was 45 minutes duration
at 50 ft. height, but I have made many smaller
ones.”’

If ‘‘Aeronautics’’ continues to be as good a
paper in 1912 as you have in your December
number, it will certainly be a winner and I con-
gratulate you on this issue.—E. W. Roberts.

I would hate to miss a single copy. I have
found AERONAUTICS the one and only real
aeronautical magazine.—W. A. L., Canada.

Your query: ‘‘What part of the magazine is
most interesting’ is certainly a puzzler. We
can only say—all of it.—A. Black

ee ee

Page 28

January, 1912

News Genewalo

ATWOOD MAKES NOTABLE WATER
FLIGHT.

A flight of more than 110 miles entirely over

water was made by Harry Atwood in a
Burgess hydroaeroplane on December 21 from
Lynn, Mass., around Cape Cod to Narran-

gansett Bay, in 2 hours and 45 minutes. He

was suffering greatly from the cold, when
he was met by a reception committee in a
launch from the Edgewood Yacht Club. He

flew the trip with one of the pontoons broken,
which accident he had met with the night
before, in making a flight at Lynn.

Atwood is instructor of the Clayton and
Craig aviation school in Boston. This con-
cern has secured a Park at Saugus, consisting
of over 200 acres. A number of students are
already entered for instruction.

On January 1 Atwood started from Point-

of-Pines, Lynn, Mass., on a flight to Port-
land, Me. He failed to put a rubber cover
on the magneto and a half-mile was as far

as he got. The 18-mile wind kicked up some
rough water and the magneto got wet before
he left surface. Shortly after it shorted and
let the flyer into the chilly waters. The wind
blew the ’plane backward on a sandbar, and the
tail spars broke. As the machine turned over,
Atwood climbed upon the lower surface and
was rescued by a launch.
C. W. BEAN.

FOWLER NEAR END OF JOURNEY

Robert G. Fowler, the transcontinental avia-
tor, expects to finish his flight at Savannah,
Ga., before the end of January. He cannot
complete the trip to New York, as planned,
on account of the extreme cold weather and
the snow. In the last issue we left him at
Orange, Tex. He has had a hard time getting
across Louisiana and Mississippi Swamps, de-

tained by rains. It took him from Dee. 7 until
Jan. 11 to go 402 miles, bringing his total
mileage up to 2081 miles, in straight lines.

At Ama, La., he had to make his raise from
a handcar on the railroad tracks. following
is his intinerary from Orange:

Dec. 17th., arr. Lake Charles, La.,—30 miles;

20th., arr. Jennings—34 miles; 21st., arr. Evan-
geline—6 miles; 21st., arr. Crowley—1l14 miles;
21st., arr. New Iberia—35 miles; stopping at
Paradis, Seixas, Ama, on the 3l1st., arr. New
Orleans—108 miles; Jan. 10th., arr. Biloxi, Miss.
—68 miles; 11th., arr. Mobile, Ala.—57 miles;
1lth., arr. Flomaton, Ala.—50 miles.

NEW PILOTS.

Clarence de Giers (Moisant), Mineola, Dee,
3 tO tele

78 Francisco Alvarez (Moisant), Mineola, Dee.
oe Oils

79 Alfred Bolognesi Dec.
oe A OMae

80 Anthony Jannus (Benoist), St. Louis, Dee,
xii, Alba.

81 Not assigned yet.

82 Henry W. Reichert (Moisant), Mineola, Dee.

Dien AO atte

“1

~1

(Moisant), Mineola,

83 Cok Kearney (Kearney), St. Louis, Jan.
5 Loma:
$4 Arch Freeman (Wright), Dayton, Jan. 10,

19122
85 F. T. Fish (Wright), Dayton, Jan. 10, 1912.
86 Frank J. Champion (Curtiss-type), Los
Angeles,, Jan. 10, 1912.
87 Earl Dougherty (Curtiss-type), Los Angeles,
(Curtiss-type),

dha, ald ally,
Los
10, 1912

88 Frank M. Stites
Angeles, Jan.

Lieut. McCloskey and four pupils, S. C. Lewis,
Wm. A. Hoff, J. B. McCalley and C. W. Shoe-
maker, have qualified at the Curtiss school, at
San Diego. Joseph Richter (Schneider) has
also had his tests.

Weldon B. Cooke flew for his pilot’s license
on Jan. 14 before the officers of the Aero Club
of America, in Oakland, and his flights were
very successful, doing all that was required
in a gusty wind, with a Roberts-engined ’plane.

BURGESS WATER ’PLANE SCHOOL,

On January 25 the winter training camp of
the Burgess Company and Curtis, of Marble--
head, Massachusetts, opens at Palm Beach, |
Florida to be in operation during the remain- |
der of the winter season. Phillips W. Page will
be instructor at the school. One of his first”
pupils to begin training there will be Patrick —
Grant 2d, of Boston, the former Harvard foot-—
ball player and a member of Walter Camp’s —
All-American team in 1908.

For the southern headquarters a Burgess hy-_
droaeroplane has recently been shipped from —
Marblehead. Mr. Grant is now at Palm Beach
overseeing the construction of a permanent shed
on Lake Worth. Inasmuch as the air currents
to be found over water are usually steady and
consequently favorable for training purposes,
it is expected that the major part of the fly-
ing will be done over water, while landing
wheels and skids have also been shipped to use-
in land flying.

Robert C. Fowler Starting from a Hand Car Near New Orleans.

4ERONAUTICS

Farman Running Gears Complete, as above - $47.50
AERONAUTICAL SUPPLIES

Everything to build any type flying machine.

New Catalogue with working drawings of Curtiss,
Farman and Bleriot-type machines in course of con-
struction and will be mailed free upon request to all

parties as soon as received from the printer. Write

for quotations.

A FEW IMMEDIATE DELIVERY PRICES

Curtiss Steering Wheels - $9.00 FREE with

Curtiss Seats - . - 5.50 | eyery, S000
5-Gallon Tanks - =EOMUOleAronautical
Aviator Caps - - = 1.25 ReneS
Outrigger Fittings - =a LD eae
Oval Post Sockets - = ih Tn TGAO
Aluminum pulleys with brass bushings:
ZN 25e, 25" 30¢, 3" 40c.

Wheels and Tires complete, Eclipse Hub:

20x24" $6.75 20x3" $9.50

E. J. WILLIS COMPANY, New York City
85 Chambers Street (Telephone 3624 Worth) 67 Reade Street

Ppp fede ole of ofp oho choco oe oe oho forbes hehehehehe heheheh be

Aeroplanes Designed
Expert Advice
Data Investigated
Construction Supervised
Planes Balanced
Working Drawings
Tests of Power Plants

Supplies Purchased

John C. Burkhart, M.E.

250 West 54th Street
NEW YORK

fe oe oo offe offe ofe ofe of ofoeZooge fe Fe ofe Go Og" OF" oF? °F" °F? 5° 5° G°°S? M59? FPF" G9 MG? T° PS? SO MG? MH? PG" G9 MS PE" 9S MS" SPT
Mf Fo ofp of oe fo ofoofo ofoofe of fe ofe ofe ofoofe oho oho ofo ofe ofe ofe ofeofe oho fe ofe ofe of ofa fe fe of of ofe oe oe oe of of oe hofooforhs

?
oe

SEES EEEEE PEPE PEEP EEE EE EEEP

III III III II III II IIIA AAAI AAI

‘| 200° to “4800°

We GUARANTEE each
machine to fly at least 1,000 ft.
in height and at least 10 Miles of
cross-country flying before delivery.

We GUARANTEE ow
workmanship, material, and_ fin-
ished machine to be supezrior to
all competitors.

To owners of REX MONOPLANES

we will replace wings, wheels,
chassis or any other parts broken

during the entire life of the machine

at COST PRICE

This means a saving of from

50% to 15%

NOTICE

The Rex Monoplanes will be constructed
by Mr. LOUIS STANKIWITZ who
is well known in aviation circles as a
competent constructor of monoplanes
having built the only successful two
passenger Bleriot in America, while
with a Long Island monoplane company.

He has greatly improved on this
machine and it is this improved machine
we wish to specialize.

1200305 to *4800500
Rex Monoplane Co.

SOUTH BEACH, S. L., N. Y.
OOO Og

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In answering advertisements please mention this magazine.

AERONAUTICS

Drop a
postal to

|

i

Oval 16c.
round 10c.

m No. 177 Struts, Heavy,

More Maximotors

were built, sold and flown
last year than any other

motors in the western

hemisphere.

The Maximotor

is the only one of the seven
prominent American en-
gines (the only aeromotor
in the world produced in
commercial quantities)
with which no fatal acci-
dent has ever occurred.
THE REASON?

The *“‘MAXIMOTOR BECAUSE” booklet will tell you

CIAKIMSER. MAKERS
DETROIT

AEROPLANE SUPPLIES

@.We invite special attention to
our WOODWORK and the re-
markable value and prices.
AS A LEADER

Bleriot Ribs - - - $1.00

Double Surface Ribs 5 ft. at 50 cts. each

SEND 4 Cts. IN STAMPS FOR CATA-
LOGUE AND REVISED PRICES.

No. 177 Struts, Light,
44', 5' and 6', 43, 51 and 57 cts.
4%', 5' and 6!, 50,
No. 174 Ribs, Light,
4%2', 5' and 6!', 37, 48 and 50 cts.

No. 174 Ribs, Heavy
416', 5' and 6', 72, 86 and 93 cts.

57 and 73 cts.

One wa
Two, tl
four
WHEELS WITH TIRES
20 x 214 $6.60
20 x 8 9.15
A All prices subject to change without notice

New York Aeronautical
Supply Co.

Dept. C, No. 2

New York

(Suite 62)

50 Broadway

50 Crane
Ave.

SHNEIDER
‘PLANES

Biplanes that Fly—Come and See

Price Low—Get Quotations

Instruction $250
Nassau Boulevard Aerodrome

@_ Before buying any aero-
plane, be sure the maker is
not a novice himself. Get
names of purchasers. Visit
the plant and school.

@ Every Shneider machine
flies—and flies well. All parts
standardized. No freak con-

struction.
z @, Amply powered (Roberts.)
@ Get a demonstration flight
1 first. Then ask those who
(Uo have flown Shneider machines:

Jos. Richter Wm. Kline
R. Jennings
H. Binder J. P. Tarbox

@. The late Tony Castellane
learned on Shneider planes.

Write Your Own Contract
and Guarantee
y - 2e

iree and
ways

_ Fred. P. Shneider

1020-1022 East 178th Street
New York

Established 1908

In answering advertisements please mention this magazine.

January, 1912

AERONAUTICS

Page 29

January, 1912

FRONTIER ENGINE IN WRIGHT

George W. Beatty, is awaiting delivery of
in eight-cylinder Frontier engine for installa-
ion in his Wright school ’plane at Nassau.
This is being fitted with fuel injection system
ind a magneto similar to that used on Wright
|

| uae!

Mounting a Frontier Engine in Beatty’s Wright.

engines for starting propellers at low engine

speed. A number of flights were made re-
cently in Buffalo by him with the eight, with
much success. The 60 h. p. engine will add
considerable to his speed.
ASCENSIONS
ATCHISON, KANS., Dec. 13.—Frank H. Ja-
cobs in the ‘‘Topeka II’.

ARMY AVIATION

From Dec. 10, when active work started at
the U. S. Signal Corps aviation camp at Au-
fusta, Ga., to Jan. 14, 1912, 99 £flights
have been made altogether, totalling 17 hours.
Snow has arrived in the ‘‘Sunny South’’, the
thermometer has run down to 14 degrees and
the sleet has frozen the snow on the tent sheds,
Which, broke the poles and rigging. LEssis
impossible to remove the ice from the tents
until warmer weather arrives and in the mean-
time the aeroplanes are out in the snow
Rain has cut down the flying days to about
one half in the above period.

A wireless equipment, designed in the Signal

Office in Washington, especially for use on
anes, has been installed on the Wright
plane.

Captain Crandler and Lieutenants Arnold,
Kirtland, Milling and Kennedy are the officers
who are doing the flying. Lieutenant Wm.
C. Sherman has taken several lessons on, the
Wright with Lieutenant Arnold as instructor.

The first aeroplane of the Aviation School
Was received at College Park, Md., June 16,

1911. From that date until December 31,
1911, seven hundred and nineteen flights were
made by the four aeroplanes; the total dura-
tion being 138 hours and 54 minutes.

The average duration of each flight was
11.5 minutes. This short time of average is
due to the many flights made by beginners
in practicing the starting and landing.

The most flights were made with the stan-
dard type B Wright biplane; this machine
having four hundred and nine flights to its
credit; the total duration being 74 hours and
13 minutes. It was received at College Park
June 16, 1911.

The Burgess-Wright aeroplane was received

at the School July 8, 1911 and it made 183
flights; the total time in the air being 36
hours and 380 minutes.

The Curtiss 8-cylinder machine was received
from San Antonio July 25, 1911, and since its
arrival at the School has made 91 flights

The Curtiss 4-cylinder aeroplane which was
purchased especially for training student of-
ficers arrived at College Park July 27, 1911
and has made 36 flights, the total time in
the air being 38 hours and 34 minutes. On
November 15, the S-cylinder Curtiss engine
was taken from the old machine and installed
in the new training aeroplane where it has
remained and with very good results.

Captain Chandler, Lieutenants’ Kirtland,
Arnold and Milling fly the Wright type bi-
planes; Captain Beck, Lieutenants Kennedy
and Milling fly the Curtiss type.

COMMUNITY AERODROME
A mass meeting of all the aeronautical con-

cerns, professionals, amateurs, novices, etc.,
was held in the office of Van M. Griffith, the
editor of the late journal ‘Aviation’, at Los
Angeles, California. In the notices sent out
it was stated that the object of the meeting
was to “find a remedy” for the present lull in
aeronautics. After three hours of careful con-
sideration, it was decided to form a community
field where all interested could be centered.
Hight fields were considered and _ voted upon
by those present, and one which is about six
miles north of Los Angeles, was accepted
unanimously. A name was also voted upon,
besides a dozen or more other details.

The field (comprised of about 200 acres) was
leased by Mr. Griffith who will act as General
Manager. Mr. Griffith is not interested in any
way, whatsoever, with any concerns, nor does
he act as agent for any, so that members can
rest assured of impartial treatment. The field
is located near Griffith Park.

AERONAUTICS

PARSEVAL AIRSHIP FOR AMERICA.

If plans now in more or less concrete shape
are carried through by Ex-Comptroller Herman
A. Metz, it will be possible for people to make
passenger trips between New York and Albany
or Philadelphia or other cities in one of the
Parseval airships, similar to those which are
now almost daily carrying passengers between
cities in Germany. It is hoped that the airship
will be here at the time of the International
exhibition to be held in the Grand Central
Palace next May. For some time the project has
been on foot to bring over one of these airships
and some $60,000 has been subscribed. This
company plans to sell dirigibles and to use them
for advertising purposes. It is likely that
another company will be formed at an early
date to bring over an airship under bond to
operate over New York and nearby cities during
the show and after, at which time it may be
easier to finance the previously mentioned
organization. A large shed will be built at Mine-
ola, and, once inflated, the dirigible can be
operated without great expense for additional
gas.

VETERAN CURTISS ENGINE.

In view of the statements to the effect that
the life of a well-known rotary motor is but
150 hours’ running, it is interesting to recall
the second water cooled eight cylinder motor
which Curtiss built. He made it in one
big rush for, and flew in, the Gordon Bennett
in 1909, winning it against Bleriot. Other
contests were entered in Italy before return-
ing to America. The engine was then flown
in the Los Angeles meet in January, 1910,
turned over to Hamilton who flew it in the
flight to Philadelphia and back from New York,
and his exhibition flights. Next, McCurdy
used it in his flying when it was turned

to C. C. Witmer

in 1911. The latter
up the hydroaeroplane with one of the
new engines and Eugene Godet fell heir to
the power plant. This Winter it has been
employed in a school machine at San Diego,
teaching twenty-five men. It is stated by
Mr. Curtiss that it still has its original cylin-
ders, pistons, crank case, cam shaft, connect-
ing rods, gears, ete, the only repairs made
have been replacement of crankshaft and
taking up bearings. The mileage has been
estimated at between 30,000 and 40,000 miles,
turning the propeller forty million times.

over
took

IN MEMORIAM.

Senlis, France, Jan. 12. The aviator
Ruchonnet was killed in making a landing.

Paris, Dec. 7. Lieut. Loder died of in-
juries received in a fall on May 6 at Saint

Cyr.

AERO LABORATORY URGED.

for an aeronautical laboratory in the
States was urged before the meeting
of the mechanical engineering section of the
Association for the Advancement of Science
on Dec. 28 and a resolution was passed pledg-
ing the support of the aeronautical associa-
tions in a movement toward the founding
of such a research institution. It was regarded
by many as the most important and positive
action that has been taken so far by any
of the numerous sections meeting here this
week.

An address was delivered by Dr. Albert F,
Zahm, pointing out the urgent need of such
a laboratory. He sketched the future before

Need
United

aerial navigation in the United States and
gave an account of the laboratories now in
existence in England, France, Russia and

Germany. He said that there were several
institutions in the United States well equipped
for handling such research, and named the
bureau of standards, the Smithsonian Insti-
tution and the Franklin Institute of Phila-
delphia.

It is hoped that active steps will be taken
in the near future by the clubs of America
to secure the founding of such a laboratory
and an endowment fund for its maintenance.

Dr. W. J. Humphries, of the Weather
Bureau, spoke on ‘‘holes in the air.’ The
military side of the aeroplane was discussed
by Major George O. Squier. Emile Berliner
showed what had been done in the develop-
ment of the rotary motor and Spencer Heath
talked on the mathematics of propeller con-
struction.

Dr. Humphries said that the dreaded ‘‘holes”
were the results of varying speeds of different

currents. Mr. Humphries urged aviators to
avoid landing in hollows, to shun _ bright,
sunny days when the earth is well heated,
or “thunderstorm weather’; and to avoid

traveling from one sort of surface to another.
Sandy soil, he described as most productive
of the rising currents that produce ‘‘holes.”’

He indorsed the suggestion that there are
pockets in the air full of poisonous gases
whieh partially asphyxiate the airman when
he rushes through them.

“AMERICAN” SCHOOL AT CHICAGO.

Andrew Drew, pilot No. 50, has closed a con-
tract to take charge of the winter classes of
the American Aeroplane Manufacturing Com-
pany and school of aviation, starting with the
classes January 8th.

The company has completed another new shed |

at their aviation field at West Pullman, Illi-
nois, and also expect to start another one with-
in a couple of weeks. These sheds are each
capable of housing two machines.

The school is also offering the use of two
makes of motors to experimenters of new types
of machines. This is being done as a great
many amateur builders have not the capital
to secure motors and also to those who do not
wish to purchase motors until they are sure
their aeroplane is a success.

The Tantarnapol Exhibition Company,
cago, expects to leave shortly for the South to
make exhibitions throughout the Southern
States, Mexico and South America. They have
purchased ‘‘American’”’ biplanes equipped with
Kirkham six eylinder motors, the American
Aeroplane Company booking them unon this
trip. The aviators and crews graduate pupils
from the above School.

Rider Bros., Newark, Ohio, is another exhibi- |

tion firm to use one of these

for a southern exhibition tour.

biplanes

IMPORTS AND EXPORTS.

The records of the Bureau of Statisties, De-—

partment of Commerce and Labor, show that
during the months July to Oetober
imports of aeroplanes totalled $41,471 whi'e
ports for the same period ran up to £25
leaving $15,521 worth of foreign aeroplanes in

this country, when all is balanced up.

ex-

Chi- |

950, ©

inelusive, —

[ERONAUTICS

ROAR A I DR IA A
KOK KKK OK OK KK KK OR OR
) o,

Lees:

2

* YOU can fly in 10 lessons on a Wright
Model B.

YOU can get your Pilot Certificate at my
School.—No other school promises
this.

YOU have no breakage or other extras.

YOU have the best field in this country.
‘ You are at the center of ‘‘doings.’’

GEORGE W. BEATTY
ECT, N.Y.

$250

£ K
: :
SPRITE
CLEVES GEE EEE EEE MEE EMMA EON

HOLBROOK
_ MOTORS

1912 Models Now Ready

Nassau Boulevard -

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The Motor You Will
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ae

In answering advertisements please mention this magazine.

January, 1912

SHELBY COLD DRAWN
SEAMLESS STEEL TUBES

FOR
AEROPLANE CONSTRUCTION
and
MECHANICAL PURPOSES

LLLP

We carry regularly in stock over 2,000,000 feet in
our own warehouses, of assorted sizes from 1-16"
OD to 8" OD many thicknesses of walls from 1-32"
to 34" according to size. The material we stock
is regular carbon in Rounds, Squares, Oval and
Rectangular, and can also furnish to order other
shapes. When greater elastic limit and tensile
strength is desired we can supply on order High
Carbon stock and also 344% Nickel Tubes.

Tool Steels Steel Folding Horses
Steel Tubes Tool Steel Tubes

PETER A. FRASSE & CO.
New York Philadelphia Buffalo

We Make a Specialty of Designing

PROPELLERS

Aeroplanes Designed or
Built from Inventors’ Ideas

Our Engineers are Experienced

In All Branches of Machinery
Experimental Work-Shop Co.

150 NASSAU STREET NEW YORK CITY

WE WANT AVIATORS

and all readers of AERONAUTICS to send for our new
booklet, “‘EVERYTHING AVIATIC,” the very latest
regarding Biplanes, Monoplanes, Hydroaeropl:anes,
Hydroaeropropellers, Gliders, Motors, and everything
in the supply line. Learn how

TO OPERATE A HYDROAEROPLANE

and get into this new field before the other fellow.
There is an ever-increasing demand for flyers of hydro-
aeroplanes, which are safer to operate, more profitable
and make the repair bill disappear. Wecanconvert your
land machine into a hydroaeroplane ata very low figure.
Send for this booklet now and mention “Aeronautics.”

HAMILTON AERO MFG. CO.

208 30th AVE. SEATTLE, WASH.

MONOPLANES

(Genuine)

WINNERS OF ALL EUROPEAN
CONTESTS IN 1911

In 1909:

The First Aerial Crossing of the
Channel

In 1910:
The First Circuit de 1’ Est

In 1911:

The Paris—Rome Race (1st and 2nd)
The European Circuit (1st and 2nd)
The English Circuit (Daily Mail Race)
The Belgian Circuit

The St. Petersburge—Moscow Race
The Valencia—Alicante Race

The London to Paris (Non-Stop) Race

GUC .eCLC:

WORKS AND OFFICES:
39, Route de la Révolte a Levallois-Paris

and

Belfast Chambers, 156, Regent St., London

AVIATION SCHOOLS:

Etampes, near Paris, during summer
Pau - -
Hendon, near London

during winter

January, 1912

(00
HOW VETERAN AVIATORS
AVERT DANGER ON LANDING

A tire tearing loose when the aeroplane lands
means injury to its mechanism, a possible wreck and
perhaps injury to the aviator.

When a tire tears off this way, the tire is at fault.
Veteran aviators know this. So now the keenest of
them have adopted a tire that cannot tear loose.

That is the Goodyear Aeroplane Tire. It is held
to the rim in a vise-like grip by 42 wires in the tape
at the base—21 wires on each side of the tire. Hence
it cannot tear loose !

This is the Wing Aeroplane Tire used by Atwood,
Ovington and Brookins, and by Rodgers in his remark-
able Coast to Coast flight. They use only Goodyear
equipment throughout.

(j00D>YEAR

Wing Aeroplane Tires

Charles K. Hamilton, Rene Simon, Roland
Garros, Glenn Curtiss, Claude Grahame - White,
Alee Ogilvie, William Hilliard, Harry Harkness, P. O.
Parmalee, Capt. Thomas Baldwin, J.A D. McCurdy and
scores of American and foreign aviators have adopted
Goodyear Aeroplane Tires. Their verdict, prompted by
experience with all makes of
tires, is vastly significant.

These men know—to them
tires are no longer a problem.

The Goodyear’s extra-tough
tread makes it practically non-
puncturable. Itis the strongest
tire in the world for its weight.
The Goodyear Tire & Rubber Co.

Main Offices and Factory

94th St., Akron, Ohio

Branches and Agencies in 103
[454] Principal Cities

Subscribing Contributing Advertising Selling

The Intercollegiate

Established 1899
1135 BROADWAY NEW YORK

@ An illustrated monthly magazine of
interest to all recreation-loving Americans.
@ A medium using only the best in Fic-
tion and Articles; also Aeronautics and
Dramatics.

@A field that is only properly covered
by THE INTERCOLLEGIATE — and
our advertising columns bear us out!

@ Always for sale at News-stands, Rail-
road Stations, Alumni Ass’ns, Frat Houses
in the United States.

Published by

INTER PUBLISHING CO., "¥.Brssdvey

Model Aeroplanes and Accessories

We manufacture the highest grade of aeroplane models
on the market. Every part is well made from the best of
materials and in exact accordance with the designs submitted
tous. We have on hand at all times stock models of all well-
known machines. We carry a complete stock of accessories
of all descriptions—miniature pneumatic wheels, ball-bearing
shafts, turnbuckles, eyebolts, light model wood, Para rubber,
wire, etc. Our simple and compound elastic motors are the
most durable sold. Our prices are very reasonable. Send
at once for eur catalogue D, which fully deseribes and
illustrates all models and parts.

Aero Mfg. and Accessories Co.
18 DUNHAM PLACE BROOKLYN, N. Y.

In answering advertisements please mention this magazine.

AERONAUTICS

NEW COMPANIES.

Curtiss Motor Co., Hammondsport, N. Y.,
$600,000, to take over and control Curtiss
Aeroplane Co. and Curtis Exhibition Co.
Directors: Glenn H. Curtiss, Monroe Wheeler,
Jerome S. Fanciulli, G. Ray Hall, Philip B.
Sawyer. Five hundred shares of 7% cum-
ulative preferred stock will be disposed of,
the proceeds to be utilized for improvements
and enlarging of plant.

Eagle Aerjal Mfg. Co., St. Louis, Mo.,
$100,000, to manufacture aeroplanes. Thos.
H. Keppel, Robert F. Keppel, both of Indian-
apolis.

American Hydro-aeroplane Co., 1420 Race
St., Philadelphia $100,000; E. R. Brown, pres-
ident.

Dayton Paranoplane Co.,
OF wv, Es Wampler; «G@: Re Watson,
Blocher, D. T. Bennett.

$50,000, Dayton,
W. L.

Crumley Multiplane Co., filed papers at
Reno, Nev. Capital $500,000. KF. Bern-
stein, C. D. Crumley, Jacob Miller, Dolph
Miller of Alameda, Cal., and Alex. Logan
of San Francisco.

The Experimental Workshop Co., has

recently been formed under the laws of the
State of New York, with a department for
the construction of aeroplanes of new de-
and also the perfection of models,

signs,
ete.

The officers of this company are: M. G.
de Simone, President; A. Scavullo, Vice-

President; S. M. Mascia, Treasurer and Sec-
retary.

Their New York office is located at 150

Nassau Street, and their work-rooms and
factory at Stapleton, S. I. They have a
foundry for brass, bronze, ete; a big room

for fitting experiments, and testing all kinds
of apparatus. The machinery room is fitted
with 20 tool-machines of the latest type,
with an independent tool room, in which is
kept and manufactured all tools used in the
factory. This concern also expects to manu-
facture propellers of all kinds.

The Company has already the construction
of models of new patents and is going to
build an Hydro-aeroplane of new design for
military purposes invented by an Italian and
earried out by an Italian Company.

CURTISS TO DEFEND CUP.

Glenn H. Curtiss is very much interested
in the probable action of the Aero Club of
America in choosing the place where the
Gordon Bennett cup race will be contested
this year. He has announced his intention
of building a machine to defend the cup.

Following up the success of his new
hydro-aeroplane, the first test of which
was made at San Diego, Curtiss has taken
great interest in the idea of flight across
the Atlantic Ocean by aeroplane. In view
of the success of his new machine he con-
siders the flight possible, and is willing to
undertake the construction of a machine
for the purpose, provided any of the avia-
tors now considering the flight wish him to
do so,

The Curtiss Exhibition Company, exclusive
foreign sales agents for Curtiss machines,
has announced that it will invade the for-
eign market. The Curtiss Company has al-
ready received several orders for aeroplanes
from various foreign governments and many
inquiries have been received from every
part of the world, including South America.

Jerome Fanciulli, Vice-President and
General Manager of The Curtiss Exhibition
Co., which is the sales agent and foreign
representative for The Curtiss Aeroplane Co.,

Page 31

January, 1912

sailed for Hamburg, Germany, on January
6th, accompanied by Hugh Robinson, Eugene

Godet, and mechanic W. J. Shackleford.
They took with them two Curtiss hydro-
aeroplanes, one of which is to be delivered

to Louis Paulhan and demonstrated by
Robinson, in the vicinity of Paris.

From France, the party, will go to Ger-
many, thence to Italy and finally to Russia,
Where the Curtiss hydro-aeroplane sold to
the Russian Aerial League, will be demon-
strated. This latter demonstration will
probably take place at Sebastopol on the
Black Sea, about the first of March, or earl-
ier if conditions permit.

_ Robinson will give exhibitions with the
Curtiss hydro-aeroplane equipped with an 80
H. P, Curtiss engine, in the principal cities
of Europe, in order to demonstrate the pro-
sress that a representative American builder
has made in producing a machine capable
of flying from either land or water.

IMPROVEMENTS IN BOSCH PLUGS.
high tension spark plugs for 1912
Same general construction as the

satisfactory Bosch plugs of former
years, but have been made even more effi-
cient and reliable. The accompanying cuts
showing the complete plug, also an end view,
give a fair idea of the sound and substantial
form adopted in the construction of this
item.

he Bosch plug consists of but three prin-
cipal parts: the heavy central electrode, a
one-piece insulator and a steel shell.

Bosch
are the
highly

As shown in the end view, however, the
form of the three electrodes is now ¢Gres-
cent shape, which gives them a lower elec-
trical resistance and produces a spark in the
form of a sheet rather than as a ball. In
consequence of this formation a spark will
jump the gap at lower cranking speed than
regular types,

The steatite insulator, which is retained
in the 1912 construction, has long been a fea-

ture of the Bosch Plug. Steatite has ex-
ceptional insulating properties and is free
from the disadvantages of porcelain, glass

insulators, being neither brittle nor
deterioration by intense heat,
extreme pressure or excessive oil. The
unique character and strength of these in-
sulators make it possible to eliminate all
joints which are commonly found in others,
insuring perfect insulation and gas tight
construction, the plugs being guaranteed to
withstand a pressure of 750 pounds.

or mica
subject to

AERONAUTICS

The reliability of these Plugs is shown by
the fact that they were.used in the great
majority of racing cars during the _ past
season; and by the winners of every large

without ex-

practically

road or track
ception.
These plugs may be used either for mag-
neto or battery ignition, and can be sup-
plied in standard %”’, %’’ and metric threads.

race,

The American Aeroplane Supply House, of
Hempstead, L. I., is getting out a catalogue of
their monoplanes, eight of which were sold last
year. The concern is now busy working up
parts in order to have several machines ready
for immediate delivery in the Spring.

I have read with pleasure your splendid pub-
lication, and congratulate you upon its improve-
ment.—DaAvip B. CARSE.

I am a reader of ABRONAUTICS, and find it very
helpful in designing the machines.—BABCOCK,
ROBINSON & GLBEASON.

Page 32

January, 1912

AERO GOODRICH,

ae

The time has come
For us to hum,
O’er City thru the air;
Our Ship with wings
Sails o’er all things
yoodriech Tires It will wear.

9
“.

Some ride the cars,
Just think of Mars,
Our fame sails to the planet
Why should we walk!
No use to talk!
We can no longer stand it.

9
oO.

All those who sail
Will never fail,
To equip with Goodrich Tire.
The view so fair,
That cool, clear air,
No chance to rouse your ire.

So trouble not,
You know we've got
A tire that has won,
First Place throughout,
The Rubber World:
The Best in The Long Run.

The Aero Club of America has awarded its

gold medal to C. P. Rodgers in recognition
of his great feat in completing his trans-
continental flight.

The Aero Club of Syracuse has been formed
at the Hotel Onondaga, Syracuse, N. Y.

On December 28, «the Aeronautical Society
hold its regular semi-monthly general meeting.
Mr. George S. Bradt, the treasurer of the
Society, gave an exceedingly interesting history
of the Society’s work, beginning early in 1908
up to the present date, He illustrated his
talk with about 150 original lantern’ slides
of unusual interest. On the same evening Mr.
Wilbur R. Kimball showed a number of. pic-
tures of foreign and domestic machines and
gave a well worked out review of the world’s
progress in Aeronautics for the past year.

On January 11, 1912, Mr. Hugo C. Gibson
presented a paper upon some propellers that
were tested by Prof. D: EL: Gallup at the
Worcester Polytechnic Institute. The propel-

lers were accurate copies of prominent foreign
makes and the results obtained were very
interesting.

Mr. Robert F. Macfie, a well-known designer

of aeroplanes who has worked in England
and on the continent for a number of years,
reviewed the commercial aspect of the aero-

plane business and pointed out
estimation, would be the
velopment of the art.

On January 25, 1912, the Society will
an entertainment and smoker, to which
interested in the society are invited.

A series of lectures was inaugurated at the
January meeting of the Aero Club of Long
Island. The lectures are given by the mem-

what, in his
probable future de-

hold
those

bers of the club and are in the form of
debates, so designed, that the maximum of
instruction is obtained. The innovation was
proved wholly successful at the January meet-
ing, when C. F. Rockstroh, Jr., past president
of the club. lectured on ‘“‘The Motor Problem
of the Flying Machine.’’ The subject was
discussed in both the theoretical and practical
aspects, in a comprehensive way, enabling
conclusions to be drawn which were the opin-
ion of the majority.

The subject for the February meeting is
“Progress Made in Aerodynamics in 1911.’’
Henry I. Newell, Jr., treasurer of the club,
will lecture. All who are interested are in-
vited to attend. For any information, ad-
dress the Secretary, Richmond Hill, L. I.

It is rumored that Martin Mendia, a Mexican
Aviator, the scion of a wealthy family of the
State of Jalisco, who is soon to arrive from
France on board one of the French Liners, will
on his arrival, make an attempt to fly from
Veracruz to Mexico City on a Deperdussin mono-
plane which he is bringing with him. It is
claimed he proposes to make the journey in
three and a half hours. The first part of the
trip is over very lofty and precipitous mountains
the principal one of which is the peak of
“Orizaba’’—17,632 ft. high, then the table land
is reached and is comparatively easy going until
the Valley of Mexico is neared, where more, but
not as lofty mountains are again encountered.

Fifty-one aeroplanes were shown at the recent
Paris Show, of which 48 were equipped with
magneto ignition, 94 per cent. of the latter using
Bosch. One Nilmelior and two Nieuports were
the equipment of the balance.

AERONAUTICS January, 1912

SCooceesoeoooosesoooooeos DETROIT ARO POWER PLANT

s ° : MODEL
é : i 4 compcete $300 Reavy ToRuN \ ame) 'g
INCL.PROPELLER-CARBURETOR-BOSH MAGNETO,
§ Felix Bischoff Steel Works : OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS 5
2 DUISBURG, GERMANY. 4 'S GUARANTEED 0
2IO LBS MIN.STATIONARY THRUST 4
¢ The VITAL part of a Motor is the $ [58 LBS MAX.WEIGHT(COMPLETE) %

36 HOURS DELIVERY

LIFT AND FLY
CURTIS BYPLANES
BLERIOT XI MONOPLANES &
DEMOISELLE MONOPLANES
OR CRAFTS OF SIMILAR MAKE

DETROIT AROPLANE CO. '

MICHIGAN

Our HIGH GRADE CRANKSHAFTS
are made from our Special CHROME-
NICKEL AUTO-STEEL ZH. This steel
has an elastic limit of 135-150,000 Ibs. per sq.
in., and enables you therefore to econ-
omize in weight and space. Put this in
your motor and you need never fear a
broken crankshaft.

4
4
4
4
4
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We are the MAKERS of the Steel, and
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se

AVIATOR WIRE

Extra strong and
easy to solder.

Mh (iy
PLATED yy
FINISH @ .. AVIATOR

WIRE CORD

our aim is to produce the BEST.

We furnish crankshafts drop-forged or
finished complete to the most prominent
manufacturers in Europe.

Our Die Cost is Very Low.

We can quote f.o.b. your city, free of duty.

Send blue prints and all enquiries to
our representative

John A. Roebling’s
Sons Company
TRENTON, N. J.

H. A. ELLIOTT, (mastic estos.) DETROIT, MICH.

SOSOOSSOSOOOOOSOPSOI®

PSCC OCOSOOSCSOOOOCOCOOOOSS

“ALL HAIL THE GYRO—sinD OF bins, Wr PARACHUTE AND & THAT,

THOUGH SHUNED AND DAMNED WITH VULGAR WORDS, IT’S A’ THE BETTER FA’
THAT; FOR A’ THAT, AND A’ THAT, INSPIRED LIES, AND A’ THAT.”’’

“THEN LET US HOPE THE GREAT SKY SCOPE MAY WITH US STAY FOR A’ THAT, THAT SENSE AND
WORTH O’ER A’ THE EARTH, MAY BEAR THE GREE AND A’ THAT, IT’S COMING YET, FOR A’ THAT, THAT
MAN TO MAN THE WARL’ O’ER SHALL BROTHERS BE FOR A’ THAT.”

BOS) E. BISSELL, = _(Box 795) "+ _ PITTSBURG, FA.

z a5 7 me. Ad-
oe vice and book sent free. TERMS LOW.
GEO. C. SHOEMAKER, Patent Atty., 929 F St., Washington, D. C.

AEROPLANE RADIATORS

IN STOCK OR TO ORDER
EL ARCO RADIATOR CO. 6 EAST 31st STREET

NEW YORK

In answering advertisements please mention this magazine.

AERONAUTICS

®

MANUFACTURERS OF

Special grades of bamboo for aeronautic work. Reed,
Rattan and Split Bamboo for models. All Grades In Stock.

J. DELTOUR, INC., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

MONOPLANE WHEELS

Light, strong and rigid.

Ball bearing or bronze bushing hubs.
20x 2 and 20x 24" Each, $4.75
Immediate delivery guaranteed.

We can also furnish, on short notice, wheels of any dimensions.

Tiger Cycles & Aeroplane Go, 782 Eighth Ave., NY.

Phone, Bryant, 1268

ADAMS-FARWELL
REVOLVING MOTORS

HAVE BEEN IN
DAILY USE FOR
TEN YEARS.

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

Ask for our
Circular No.16A

THE ADAMS COMPANY
21 ATHOL STREET, DUBUQUE, IOWA, U. S. A.

EDWIN: LEVICK

Aeronautical
A N D IM 2A: OR. LN, E

Photographers

108 FULTON STREET
NEW YORK

Photographs of Practically every Aeroplane and Airship in the World

Cable
Photonews, N.Y.

Telephone
100 John

Lantern Slides and Enlargements our Specialty

Write for Catalogue Agents Throughout Europe

Aeroplane Part

STEEL TUBE FRAMES TO ORDER

Reliance Auto Parts Manufacturing Company

244-250 West 49th Street, New York City
Telephone 5135 Bryant

Bs

Jan anuary,

DODDDDOOOOOOQOOOOOOOOOOOOOOOOOOOOD

in Brass, Steel and Aluminum.
Engine mountings for any

motor. Also Copper and
Brass Tanks of any description.

OOODOOODODODOOODDODODOOODOODOOQOOQODOODOOQDDODOODODOQDODODOOQODODDDOOQOOQDODOOOOOOOD

MODEL AEROPLANES

SCALE KNOCKED DOWN MODELS
Wright, Bleriot, Antoinette—3-foot Flyers, 1000-foot
White Racer.

Complete new stock. Send for our First Edition 1912
Catalogue of Supplies and Fittings.

THE WHITE AEROPLANE COMPANY
Office and Salesroom 337 Adams St., Brooklyn, N. Y.

EMERGENCY RATION

prepared as per formula of U. S. Army Emer-
gency Ration. This ration weighs 8 oz. net and
will sustain the average U. S. Soldier for a
period of 24 hours in perfect physical condition.
Prepared by

POWELL’S, Canal and Sullivan Sts., New York

FOR AEROPLANE MOTORS USE
PEDERSEN LUBRICATORS

@, The P pump is the smallest practical rotary pump
and can be regulated. Write for circulars.

644 FIRST AVENUE, NEW YORK, U.S.A.

“IDEAL” AEROPLANES

Are Guaranteed to Fly
$3.00 will purchase complete materials *
to construct our 3-foot Bleriot Mono-
plane with plan and directions. Ex-
press 25c. extra. Plan and directions only, 15c. postpaid.

$6.00 for complete materials to build 3-foot ‘‘Ideal”
Wright Biplane with plans. $6.40 by prepaid express.
Plan and directions only, 25e. postpaid. Send stamp for
Catalog of ‘Ideal’? Model Aeroplane Supplies.

IDEAL AEROPLANE & SUPPLY CO., _82a West Broadway, N. Y. City

WHEELS

Stock Sizes Prompt Deliveries

16 x 1% in. Monoplane Tail Wheel. Weight 3 lbs.
20 x 2in. Curtiss Type. Weight 7 lbs. Rims, either
wood or steel
20 x 2% in. Wheels for Single Tube Tire.
20 x 3 in.
20x 4in.
24 x 3 in.
HUBS Furnished 4 x 5x 5% or6inches wide. Fitted
with Plain or Knock Out Axle or Bronze Bushed to fit
lin. Axle. Other Sizes to Order.
FARMAN TYPE RUNNING GEAR
14-INCH STEERING WHEEL

Don’t Fail to Get Our Prices
132 West 50th Street
J.A.Weaver, Jr., Mfr. tec otha 7th Aves. N.Y.

Sey Se

“Clincher Tire.
“ oe “

In answering advertisements please mention this magazine.

AERONAUTICS

Page 33

January, 1912

The “Gyro” Rotating Motor

Since 1907, Mr. Emile Berliner, scientist, in-
ventor of the telephone transmitter and the
Victor talking machine has been experimenting
with and building internal combustion engines;
first for his own aeronautical experiments and

later, when success crowned his efforts, for
the market. Last year the results of his labors
were incorporated in two 7-cylinder all-steel

motors and during 1911 rigid tests were made
and the engines flown in aeroplanes. A _ finely
equipped factory has been put in running order
and the production of ‘‘Gyro’’ motors for the
market has begun.

The -wonderful success of the Gnome motor
resulted in many rotary engines being built by
motor makers. However, no foreign rotary en-
gine has proved its equal,

The pistons are of special construction. The
outer shell is of fine converted iron of elastic
formation whereby it keeps tight and conforms
perfectly to any change of size or shape that
may occur in the cylinder. The head portion of
the piston consists mainly of the intake valve
support, which is machined from a nickel steel
bar and carries the wrist-pin and the intake
valve with its operating mechanism.

The connecting rods and spider are of nickel
steel forgings, machined all over. The master
connecting rod to which all the others are artic-
ulated, is of chrome nickel steel, the same as
the crankshaft. This master rod carries the
ball bearings by which the entire set of con-
necting rods forming the ‘“‘spider’’ are con-
nected to the stationary pin,

A salient feature of revolving cylinder motors
is that, neither cylinders nor pistons have any
reciprocating motion but simply revolve, each
around a Separate center. The motions of both
are continuous as in a turbine.

DETAILS OF THE “GYRO.”’

The crankshaft is machined out from a heavy
chrome nickel steel forging. The shaft is bored
out hollow and forms the conduit through which
the fuel and oil are brought to the interior of
the crankcase and to the eylinders.

Forming the central portion of the engine, the
crankease of Vanadium steel provides a mixing
chamber for the fuel and air. This case is
divided into halves which are bolted firmly to-
gether. The exterior of the case carries the
exhaust valve operating mechanism and the
ignition distributor. By simply removing the
bolts which hold the crankcase together (seven
bolts in a 7-cylinder engine) the entire interior
and practically all working parts of the engine
are laid bare.

Hach cylinder is machined out of a heavy 3
per cent. nickel steel tubular forging weighing
nearly forty pounds, the metal being removed
until the finished cylinder weighs about six and
a half pounds. The wall of the cylinder is pro-
vided on the outside with radiating surfaces in
the form of radiating fins disposed in helicoid
or screwlike formation around the cylinders.

The intake valves are located in the pistons.
They are mechanically operated by a patented
movement comprising only two parts—a coun-
terbalancing member and a single operating
member pivoted on the connecting rod. This
device depends for its action upon the centrifu-
gal force of the rapidly moving parts, the direc-
tion in which the force shall act for opening
or closing the valve depending upon the move-
ment and angular position of the connecting
rod. The operation is very simple, and insures
full opening of the valve during practically the
entire suction stroke with prompt and secure
closing at the end.

The cylinders are provided with two separate
exhausts for the burnt gases.

Auxiliary exhaust ports are provided in the
eylinder walls to be uncovered by the piston at
the end’ of its stroke. The greater part of the
exhaust passes out here. These ports are
formed through a ring section turned on the
eylinder to allow ample material between the
closely spaced holes. The peculiar feature of
those ports is that they are not bored radially
through the eylinder wall, but are inclined
backward and outward toward the crankcase.
This makes the ports of considerable length
through the thickened wall and their inclined
position makes it impossible for the cylinder
oil to escape through them, owing to centrifugal
force.

AERONAUTICS

The main exhaust valves in the center of
the cylinder heads are operated by levers and

push rods connected with a very simple and
accessible cam mechanism exterior to the
crankease. A single cam ring usually operates
the entire set of valves, but in cases where a

step-by-step compression is desirable, a pat-

ented compound cam is used.
Ignition Is By

High-Tension Magneto.

SANS

See “Ty yyy

INTAKE VALVE 4
MECHANICALLY | ©
OPERATED :
OIL DEFLECTOR |
AUXILIARY

a

EXHAUST

SS

SSS SSS

Lh AD

mm ‘
The oil
combination positive pump which measures the

and fuel supply is maintained by a

supply the

speed

and feeds in exact proportion to
and requirement of the motor.
Both the oil and gasoline enter the crankcase
by way of the shaft and mingle freely together
as in other motors. Under ordinary arrange-
ments the greater portion of the cylinder oil
passes through the intake valve and out the ex-
haust with but little opportunity of ever reach-
ing the cylinder walls. The Gyro pistons, how-
ever, are fitted with a Special separating shield
which carries the oil directly to the cylinder
walls. This device makes for economy in the
quantity of oil required, not to mention the
cleanliness and comfort thereby secured.

feature peculiar to the Gyro mo-
tor is its facility of cranking and _ starting.
The exhaust mechanism is provided with a
simple device whereby the closing of the ex-
haust valve may be delayed through any portion

A valuable

or all of the compression stroke.

The motor is started with compression en-
tirely released in which condition it can be
spun about its shaft with great ease. By a

simple stroke of a ratchet and lever, the motor

Page 34

) Aso MN. 27

January, 1912

may be given initial spin from the aviator’s
seat from any desired location. The spark and
compression are then thrown in and the engine
speeds up at once or gradually, according to
the movement of the compression lever. This
compression release lever plays an important
part in starting, in slow-running when desired
and in absolutely cutting off the power regard-
less of charge or ignition. For hydro-aeroplanes
and other purposes the value of a means for
ready starting without assistance and of a per-
fect speed control under all conditions of land-
ing and flight need only be suggested to be
appreciated.

These motors are now being made in three
sizes, of three, five and seven cylinders, giving
respectively 22, 35 and 50 horsepower, all being
of the same bore and stroke, 4.30 inches by 4.75
inches, respectively. Weight, 314 pounds per
complete.

horsepower,

lf

PUBLISHED MONTHLY BY
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No. 54 JANUARY, 1912 Vol. 10, No. 1

COPYRIGHT, 1911, AERONAUTICS PRESS, INC.

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

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AERONAUTICS

1912

January,

geeP AT ENT S sccuneo on ree rerurneo

Send sketch or model for FREE Search of Patent Office records.
and What to Invent with valuable List of Inventions Wanted sent Free.

special list of prizes offered for Aeroplanes.

$600,000 OFFERED IN PRIZES FOR AIRSHIPS
Qn. are Experts in Aeronautics and have a special Aeronautical Department.

patents in Airships, 10 cents each.

Main Offices’ -

SPEPEEPEE PEPE PERE ELE EPP EPL bebe be eho cdefeoleode ford fe ohe ce oho cfeofe che fe ofe dle ooo fos

Improvements in Airships should be protected without delay
as this is a very active field of invention and is being rapidly developed.

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724-726 NINTH ST.,N.W. =

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WASHINGTON, D. C.

Of Fo Ge ofe fo ofe of ofe oho oe of oho ofe fe ofe ofoofo of

%

ABLE IDEAS WANTED

Manufacturers are writing me for
patents obtained through me.
Send for three books with list of
200 inventions. A postal will
bring them free. My clients’
patents sold free. Personal
services. Aeronautical expert.

PATEN
FA atag, Washington, D. 6.

RICHARD B. OWEN, OWEN BLDG.
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request to inventors. Wide
Trade-marks registered.

experience. Personal service.
Write today.

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N—Care Aeronautics

PATENTS

Cc. L. PARKER
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Attorney-at-Law and Solicitor of Patents
American and foreign patents secured promptly and
with special regard to the complete legal protection of
the invention. Handbook for inventors sent upon request.

30 McGill Bldg. WASHINGTON, D. C.

THE INVENTOR’S EDUCATOR

140 Pages
All about PATENTS—how to apply therefor—
costs—how payable. 600 mechanical movements—
50 Perpetual Motions and Flying Machines.
Price, $1 by Mail
Address F. B. DIETERICH, OURAY BUILDING, WASHINGTON, D. C.

PATENTS

Send 8 cents for our new 128-page book.

R. S, and A. B. LACEY, Dept. C, Washington, D. C.

How to get every
dollar your invention
is worth.

ALLOWED

PATENT

PROPELLERS FOR MODELS; Veh smooth, «tum imu

variable pitch, steel
shaft accurately and securely attached; 35 in. 15c., 5 in. 20c.
6 in. 25c.,8 in. 35c., 10 in. 50¢. Post- paid. Low quantity price Ss.
Jersey Skeeter Ae ropl ines 25c,F lying Squirrel Aeroplanes 1l5c.

LINCOLN SQUARE NOVELTY WORKS, 1939 Broadway, New York

NMAGNALIUM

12 1-2% LIGHTER, 15% STRONGER

AND OVER TEN TIMES AS TOUGH AS ae
BEST ALUMINUM CASTINGS. : _ :

Use De HOR LOY LAIN ERS

SAVES TWO-THIRDS OF THE WEIGHT IN IRON—
ALSO USED IN MANIFOLDS, CRANK CASES, ETC
G. A. CRAYEN & CO. Metal Dept.
81 New Street MORRIS R. MACHOL
Ne Ge C:

AERONAUTICS

The Leading British
Monthly Journal Devot-
ed to the Technique and

Industry of Aeronautics.
(FOUNDED 13907)
Yearly Subscription One Dollar, Post Free
Note:—— A specimen copy will be mailed

free on receipt of 10 cents.
HEAD OFFICE:

89 Chancery Lane, London, England

American Office: 250 West 54th Street, New York

Hasdeopebesecbedeceeedeseobebesbobebeeeeebeeeeeebeeheb ge

PEPE Eb bh hh popeh
debe fo efo fo fe fo che cho ofecfocte che cfooke oko ofoahe

A TALK TO THE INVENTOR

PATENTS
TRADE
MARKS LEARN HOW A PATENT MAY BE MADE VALUABLE
. If there isany basis for an application in your idea, d What You Should Know
Copyrights I can find it. ButI will explain it to you before filing Send for \ Wiheactounvent
Etc. your application. FREE - UT PORINOTitolavent

H. L. WOODWARD, -:-_ -:-

Copies of Nearest Patents, and Report, in Every Case.
patented inventions reported unpatentable elsewhere
705 Ninth Street, Opposite Patent Office,

I have

BOOK How to Sell Your Patent
WASHINGTON, D.C.

In answering advertisements please mention this magazine.

AERONAUTICS January, 1912

BALDWIN

Vulcanized Proof Material

For Aeroplanes, Airships, Balloons. First Rubberized
Fabric on the market. Lightest and strongest material
known. Dampness, Heat and Cold have no effect.
Any Strength or Color.

“Red Devil’ Aeroplanes

That anyone can fly. Free Demonstrations.

Hall-Scott Motors

Eastern distributor. 40h.p., 4-cyl.; 60 and 80 h.p., 8-
cyl., on exhibition at Frank Schumacher’s, 164 W. 46th
Street, New York. All motors guaranteed. Immediate
delivery.

Experting

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

CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York

AEROPLANES
= —_

In answering advertisements please mention this magazine.

AERONAUTICS

Page 35

January, 1912

Questions and Answers

Edited by M. B. SELLERS and HUGO C. GIBSON

Se) y%) [PH the December number we
AS inaugurated a Question and
Answer Department, for the
printing of questions and
their answers where they are
* of general interest.

LY Mr. Matthew B. Sellers has
* kindly undertaken to handle

0) (5% )(S%O 0) (5% ll subjects involving... the
Qh ®) all subj ng
BIS 3 3 es principles and experimental
6M NN) data of aerodynamics; ques-
BIOS SAE tions on motors will be
RIND OI) 1) Sate eT NAS =
SQSQISAISS answered by Mr. Hugo C.
SAS ANEAE Gibson.

Questions requiring refer-
ences can not be answered, as matters relating
to history and bibliography involve too great
time. Answers to queries will be promptly
answered by letter and the questions and an-
swers subsequently printed for the benefit of

other readers.
BE. LL. JONHS.

To the Editor:—

1.—What is the method or formula for locat-
ing the centre of pressure (a) for biplanes and
monoplanes? Does it differ (b) for the two
types? Ans.: (a) Answered p. 223, December
number; (b) no.

2.—At what point longitudinally is the centre
of gravity located (for a flying angle) and what
is its relative position to the center of press-
ure; does its position differ for monoplanes and
biplanes? Ans: the ‘‘centre of gravity’? means
the centre of gravity of the whole machine,
with operator aboard, ready to fly. Whether it
is located before or behind, the centre of press-
ure on the wing, and how far depends on a
variety of conditions, chief of which is, the ef-
fect on the machine of the stabilizer, both in
direction and quantity. If stabilizer (tail) is
“lifting,’’ then ec. of g. will, of course, have to
be back of ec. of p., and vice versa.

3.—Is the operators position located especially
to one or both of the above centres? <Ans.: See

answer to (2).
A. B., Saginaw, Mich.

To the Editor:—

As an interested reader of your monthly, I
would like to ask the following questions:

1.—If the planes on an aeroplane were made
to curve upward would not that give it lateral
Stability? Ans.: Yes, planes curved upward
transversely increase lateral stability and at the
same time diminish the unit lift.

2.—Then, in addition, if the tail were built
large and carried no weight so it would run
Straight with the line of flight and at an angle
from the wings, would not that give a machine
of automatic balance? I have a model of tltis
design which we can fly straightaway or in a
circle and it seems to balance perfectly under
all conditions. Ans.; Yes, in still air, approxi-
mately—but not in gusty wind. Non-lifting tail
gives superior stability to lifting tail at expense
of a little more power to drive the machine.

3.—Would it not be practical to couple the tail
close up to the planes and guide your machine
up and down mostly by the speed of the motor
to avoid too quick action of so large a tail
coupled close up. Ans.: Yes. but would not do
for gusts; too’ slow.—F. E. C., Livermore, Ia.

To the Editor:—

Do you know what Wright Bros. attribute
the soaring of birds to: irregularities or ascend-
ing currents? <Ans.: No, but from statements
eredited to them we infer that they attribute it
chiefly to ascending trends or currents.

You stated in one of your copies about three
years ago in an article by Prof. Zahm that it
Was not possible to soar in horizontal winds. Do

you know of anyone who has written on the
directly horizontal wind theory?

Ans.: It is not possible for birds to soar in
a horizontal wind of uniform velocity and con-
stant direction. A body at rest immersed in a
fluid moving with uniform velocity and direction,
and opposing only its inertia to ths movement,
will acquire the motion of the fluid, after which
it can derive no power from it. Its relation to
the fluid is the same as if both were at rest.
If now the body is set in motion, e.g., by gravity,
the relation of the body to the fluid is the same
as if it were moving in a fluid at rest. The
conditions are the same as with a bird flying
or soaring in an inclosed car running on a hori-
zontal track—it would make no difference to the
bird whether the car were in uniform motion
or at rest. I have not time or space to explain
fully but indicate the line of reasoning.

Could you furnish printed matter on this
theory? Ans.: there have been a number of art-
icles on this theory. Suggest you purchase the
Bibliography of Aeronautics, published by
Smithscnian Institution.

We have read articles on the following
thecries and think they do not fully explain the
phenomenon: Maxim, Chanute, Lilienthal and
others, on rising trends or air currents: Langley
and Lancaster on irregularities or pulsations of
the air; Prof. Montgomery’s action and reaction
theory. Now if you Know of any other theories
that are distinctly different could you furnish
printed matter on them or tell where it might
be had? <Ans.: Do not know of other theories
distinetly different from those involving (1) ris-
ing currents, (2) rising trends, (3) pulsations and
varying velocity, (4) veering wind horizontally
and vertically, and (5) horizontal uniform wind.

What theory is most commonly accepted?
Ans.: The theory assuming that there is an as-
cending current or trend.

Have the Wrights soared? <Ans.: They have
remained stationary for several minutes in the
air over the same _ spot, according to eye-
witnesses.

Is there a reward offered for the performance
of soaring flight? Ans.: No.—F. B., Middle-
town, Mo.

AN EDITOR’S INVOICE

“An editor has kept track of his profit and
loss during the year, and gives an invoice of his
business at the end of twelve months of ups
and downs:

Been broke 361 times.

Had money 4 times.

Praised the public 9 times.
Told lies, 1,728 times.

Told the truth 1 time.

Missed prayer meeting 52 times.
Been roasted 431 times.
Roasted others 52 times.
Washed office towel 3 times.
Missed meals 0.

Mistaken for preacher 11 times.
Mistaken for a capitalist 0.
Took bath 6 times.

Delinquents who paid 28.

Those who did not pay 136.

Paid in conscience 0.

Got whipped 0.

Whipped others 23 times.

Cash on hand at beginning: $1.47.
Cash on hand at ending 15 cents.’

’

—From N. Y. Aeronautical Supply Co.

AERONAUTICS

January, 1912

U. S. Patents Granted

Copies of any of these patents may be secured
by sending five cents in coin to the Com-
missioner of Patents, Washington, D. C.

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

It would take an entire issue of the magazine
to abstract in a full and clear manner the claims
of the majority of the patents issued. In a
great many cases it is even impossible to give
in a few lines what sort of an apparatus the
patent relates to. In most instances we have
used merely the word ‘‘aeroplane,”’ or ‘‘helicop-
ter’ if such it is. Where it is impossible to
indicate the class, even, in which the patent be-
longs, without printing the whole patent, we
have used the word ‘‘flying machine.”

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

Editor.

Simon B. Minnich, Landisville, Penn., 1,010,-

443, Dec. 5. FLYING-MACHINE.

Surville J. De Lan, Glenwood Springs, Colo.,
1,010,483, Dec. 5. AIRSHIP.

Lionel A. Carter, St. Louis, Mo., 1,010,585,
Dec. 5. FLYING TOY.

Christopher J. Lake, Bridgeport, Conn., 1,010,-
644, Dec. 5. HYDROAEROPLANE.

Louis C. Badeau, New York, N. Y., 1,010,718,
Dec: 5. ALR SEMIE.

William Mooney, Washington, D. C., 1,010,783,
Dec. 5. TOY AEROPLANE.

Frederick W. Baldwin, Toronto, Ont., Canada,
1,010,842, Dec. 5. AEROPLANE, whose sup-
porting surfaces are bow-shaped laterally, the
central portions being farther apart than the
lateral portions, in the same method as the
machine of the Aerial Experiment Ass’n. Claims
also cover details of staying the structure.

Augustus F. W. Macmanus, San _ Antonio,
Texas, 1,010,932, Dec. 5, LONGITUDINAL STA-
BILITY device employing swinging platform.

George Washington Thompson, Kingston,
Okla., 1,010,986, Dec. 5, AFROPLANE.

Ralph Cole, Norwalk, O., 1,011,031, Dec. 5.
AUTOMATIC STABILITY device: supporting
planes have flexible guys connecting to frame,
which slacken under pressure and vice versa.

Hans Rottges, Bremen, Germany, 1,011,083,
Dec. 5. ABHROPLANE.

Alexander Graham Bell, of Washington, D. C.,
Frederick W. Baldwin, of Toronto, Ont., Canada,
John A. Douglass McCurdy, of Baddeck, Nova
Scotia, Can., Glenn H. Curtiss, of Hammonds-
port, N. Y. and Edward A. Selfridge, of San
Francisco, Cal., 1,011,106, Dec. 5. LATERAL
STABILITY device and means for operating.
See special article in December issue, 1911.

Robert J. Haskell, Louisville, Kv., and James
G. Haskell, Washington, D. C., 1,011,124, Dec. 5.
LATERAL STABILITY device comprising
ailerons operated by gravity.

William Edward Adams, New York, N. Y.,
1,011,139, Dec. 12, 1911. AKROPLANE, with
wings movably mounted.

S. Cc. Anker, Holth, Riverside, Ils., 1,011,148,
Dec. 12, 1911. FLYING MACHINE.

John P. Skripec, Cincinnati, Ohio, 1,011,254
Dec. 12, 1911. FLYING MACHINE.

Cc. T. Litchfield, Rosalia and Ralph D.
Tacoma, Wash., 1,011,354, Dec.
STABILITY DEVICE. Ailerons
pendulum.

McKay,
enue
operated by

*Moses F. Patton, Hollins, Ala., 1,011,365, Dec.
12, 1911. STABILITY DEVICE. Operation of
Ailerons by aviator’s body through a. sliding

member on a frame secured to the seat.

*William Stevens, Los Angeles, Cal., 1,011,386,
Dec! 2;, L191. SUPPORTING SURFACES:
wings which are movable about a lateral (of
the machine) axis.

*William Stevens, Los Angeles, Cal., 1,011,387,
Dee. 12, 1911. RUNNING GEAR.

Robert W. Linville, Los Angeles, Cal., 1,011,454,

Dec. 12, 1911. Unclassed machine, with RE-
CIPROCATING SURFACES having valves
therein.
Herbert L. Stillman, Westerly, R. I., 1,011,519%
Dee. 12, 1911. FLAPPING WING machine.
Herbert J. French, Seattle, Wash., 1,011,604,
Dee. 12, 1911. VERTICAL FINS on wings:

with vertical rudders attached to fin extremi-
ties.

Ernest W. EF. Herrman, San Antonio, Tex.,
1,011,620, Dec. 12, 1911. WARPING DEVICH;
also planes having the centre open.

Jean Francis Webb, New York, N. Y., 1,011,683)
Dee. 12, 1911. PARACHUTE attachment for
flying machines.

Jesse J. Dillon, Council Bluffs,

Towa., 1,011,761,
Dee. 12, 1911. HELICOPTER

with parachute.

Elecie P. Farum, Santa Cruz, Cal., 1,011,767)
IDXeres, ley alshlal. AEROPLANE with wedge-

shaped fluted planes.
John O’Leary, Cohoes, N. Y., 1,011,836, Dec. 12)

1911. FLAPPING WING machine.
*H. W. Pike and R. E. Johnson, Osceola, Ne-
braska, 1,012,006, Dec. 19, 1911. ATLERONS

operated by pendulum.

*Paul Borrmann, Berlin, Germany, 1,012,507, Dee.
OR Aone PROPELLER with laminations
parallel to axis of rotation. Transverse and
longitudinal veneers are glued on the lamin-
ations.

Robert M. Dungan, Santa Ana,
Dee. 19, 1911. FLYING MACHINE with plur-
ality of adjustable propellers operating in
holes in the surface.

Mauritz Engstrom, Clam Falls, Wise., 1,012,532,
Dee. 19, 1911. HELICOPTER.

Kimber A. George, New Haven, Conn., 1,012,549,

Cal., 1,012,529)

Dee. 19, 1911. SUPPORTING SUREACGS
(peculiar shape.)
Morris Kalaba, New Rochelle, N. Y., 1,012,559,

Dec. 19, 1911. AEROPLANE with gas-bag at-

tachments.
Henry H. Gridley,

Dee. 26, 1911.

Holyoke,

HELICOPTER.

James R. Vize, Evansville, Indiana, 1,012,767,
Dee. 26, L911). 1as-bag for attaching to per-
son’s body; wings on hands and feet.

Johan Richard Froberg, Richmond, Cal., 1,012,-
$36, Dec. 26, 1911. FLYING MACHINE.

Fridolf N. Spolander, Chicago, IIll., 1,012,927,
Dec. 26, 1911. FLYING MACHINE.

*Rrank J. O’Brien and Julian E. Korts, Stam-
ford, Conn., 1,013,049, Dee. 26, 1911. AUTO=
MATIC STABILITY device comprising cyl-
inder, piston, valves and pump, actuated by
pendulum, with means for connecting to
ailerons, ete.

Harry C. Gammeter, Bratenahl,
Jan. 2, L912:
Machine.

Cleveland A. Rex, Amarillo,
Jan. 2, 1912. FLAPPING WING machine.

William H. Beery, Celina, Ohio, 1,013,268, Jan.
2, 1912. FLYING MACHINE.

James FE. Gaston, St. Louis, Mo., 1,013,484, Jan.
2, 1912. FLAPPING WING machine.
Frank G. Vohs, St. Louis, Mo., 1,013,523,

2, 1912. HELICOPTER.

Andrew S. Outealt, Rockbridge, Wisce., 1,013,560,
Jan. 2, 1912. GAS-BAG with flapping wings.

Michael Jovanovich, New York, N. Y., 1,013,601,
Jan. 2, 1912. AHKROPLANE.

*William G. Hamilton, San Diego,
840, Jan. 2, 1912. AEROPLANE
ality of inclined sections in the
clined upwards, laterally,

Joseph J. V. Kaulynskas, Philadelphia, Pa.,
1,018,851, Jan. 2, 1912. BALANCING planes!

——_—__

Mass., 1,012,651,

Ohio, 1,013,152,
Man-power FLAPPING WING

Texas, 1,013,219,

Cal.,
with
surface,

1,013,-
plur-
in-

T consider ABRONAUTICS an excellent journal and
I trust you are having good support, both in yow
own country and abroad.—HAroLpD BE. PERRIN.

Jan. |

4ERONAUTICS

Aero Mart

LADIS LEWKOWICZ—tThe well known
viator, lately Manager and Chief Instructor
f the Queen Aeroplane Company, is open to
ny proposition from responsible firms or

ndividuals, to organize and manage Aero-
lane Factory and Aviation School.
Write stating full particulars to
Ladis Lewkowicz,

102 West 64th St., New York City.

LADIS LEWKOWICZ, the experienced In-
ernational aviator who is the only man to
y over the City of New York, late manager

nd chief instructor to the Queen Aeroplane
‘ompany, has a chance to become affiliated

vith one of the best aeroplane manufactur-
ng concerns in France and wishes to estab-
ish an agency in New York with some re-
ponsible man with a few thousand dollars
o invest in the enterprise.
.ddress: Ladis Lewkowicz,

102 West 64th St.,

SALE—One Harriman 50

four cycle aviation motor
magneto and Schebler carburet-
just as received from factory;
Weight 240 lbs. Price $395

York

EGP Lour
complete,

New City.
FOR
ylinders
vith Bosch
or. New,
ever been run.
ash.
M. F. H. Gouverneur,
Wilmington, N. C.

TEW BLERIOT MONOPLANE, for sale, almost
ompleted. $600 First-class materials and work-
yanship used throughout. Can be seen any
ime. Call or write M. R. L., 26 N. Franklin
treet, Hempstead, N. Y.

BALDWIN ’PLANE. Baldwin Red Devil,
eerfect condition, 60 h.p. Hall-Scott motor,
2,500. Can be seen at Mineola. Also, two Hall-
ccott engines, new. Address Baldwin, c/o Aero-

autics, 250 West 54 St., New York.

ee SS EEE ES SSS eee
MFG. CO. wants men for aviators, $100 re-
uired. B. L. Gates, 227 Engelwood Ave., Chi-
ago.

GNOME ENGINES—Four Gnomes, _ perfect
ondition, guaranteed, available for inspection,
2,500 each f.o.b. New York. Louis Herfield,

331 Connecticut Ave., Washington, D. C.

January, 1912

15 Cents a line,
7 words to a line.

YOUNG GERMAN—22, speaking good english, desires
position in Aeroplane Factory to learn trade.

J. NICOLAI, 301 West 21st St., N. Y.

MILITARY AVIATORS WANTED.

Will the near future see military aeroplane

agencies established for the purpose of pro-
viding the smaller nations with the advan-
tages of this new weapon in time of war? The
matter is suggested by the appearance of a

singular advertisement in L’Aerophile, an avia-
tion journal. It is thought to have been inserted
by agents of the Turkish government, which, it
is supposed, wishes to secure means of haras-
sing the Italians in the trenches before Tripoli.
The advertisement reads:

“Wanted—Aviators with monoplanes or
biplanes for military reconnoissances in
foreign service. Contract for four months.
Monthly wage, $1,200; without aeroplane,
$400. Expenses going and returning pre-
paid. Lodging free. In case of total de-
struction or loss apparatus will be re-
placed or value paid. All aviators en-
gaged without being immediately enlisted
will hold themselves at our disposition, re-
ceiving a premium of $100 on the day of
enlistment. Reply exclusively by tele-
gram to Compagnie Internationale de Avi-
ators, Bois-le-Duec, Holland. Telegraphic
address: Aviator, Bois-le-Duec, Holland.
All telegrams should be followed by a
registered letter repeating acceptance of
the foregoing conditions, as well as a for-
mal agreement to obey the instructions of
the manager aviator. Our answer, yes or
no, will be sent within a week.’’

IT was greatly pleased but really
the excellence of your journal.—c, PB.

surprised at
IKEFFER.

I want to congratulate
journal, which is far superior

you on so powerful a
to any other maga-

zine in this line I have seen.—JAMES GLATFELTER.
AERONAUTICS is growing like a healthy boy, and
is doing a good work—more power to your elbow.—

RICHARD N. LEA.

LERIOT MONOPLANE

Are the Best Known Aeroplanes in The World

A Few of Our Bleriot Monoplanes
are Flown by
. V. REYBURN, Jr., St. Louis, Mo. WILLIE HAUPT, Phila., Pa.
ALBERT BRACKETT, Boston, Mass. A. C, MENGES, Memphis, Tenn.
. J, MARLEY, Sumner, Miss. CHAS. W. SPENCER, Phila., Pa.
OUR MONOPLANES FLY
3 MODELS
ingle Seaters, Racing Monoplanes, Passenger Machines

Irder Now for Early Spring Delivery. 1912 Catalog is now ready.

For Prices and Particulars

AMERICAN AEROPLANE SUPPLY HOUSE

66-70 Franklin St. Phone 427 Hempstead Hempstead, N. Y.

International Aviators

Moisant Monoplanes secured more records
than all other American makes during 1911

Executive Offices - Times Building, N. Y. C.
Factory - - - - Winfield, L. I.

Aviation School - Hempstead Plains, L. I.

The Moisant

Moisant 50 h-p. Monoplanes

Moisant Racing Biplanes

Aeroplane parts for all types of machines
Radiators for Curtiss engines

Aeroplane Wheels

Highest Class

Workmanship

Aeroplane Cloths

mo ON & SILSBY—-YACHT SAIL MAKERS
ROWE’S WHARF, BOSTON, MASS.

: have furnished covers for C. B. Harmon’s Farman biplane, Burgess Co. & Curtis biplanes,

Grahame - White’s special biplanes, and Glenn H. Curtiss

| In answering advertisements please mention this magazine.

AERONAUTICS

January, 191;

THE MAN WHO INVESTS IN THE

American Aeroplane Mfg. Co, 2! School of Aviat

to-day is bound to make money. The opportunities for making mone
Aviation now are greater than they were in the Railroad, Telephon
Automobile Industry. Had you bought stock in those industries when

were in their infancy you would be independent to-day.
Right now—You can buy shares in the American Aeroplane Mfg. Co.

School of Aviation at 25 Cents

These shares are bound to double or perhaps treble within a short time.

Read ne
Par $1

Our advice to yo

investigate and act quick. Every Investor or Student of Aviation should Send at Once for our Free
Read carefully every word of this announcement. |

James C. (Bud) Mars, Vice-President of this
Company,Who Will Fly the
American Biplane

The American Aeroplane Mfg. Co.
& School of Aviation has been or-
ganized for the purpose of manu-

facturing Biplanes, Monoplanes, and

all aerial machines.
More than this—it is our purpose
to operate a number of our own aero-

planes with our own aviators in order
to fill the great demand which now
exists for exhibitions in cities, and
at county fairs, resorts and open
air field meets, ete.
Already they have
and flown successfully
biplanes. The profit
manufacture of aeroplanes
mous. And the demand is
at a tremendous rate—faster
company can make them.
It is their intention to enlarge
factory and school—make it the
est and most complete institution
its kind in the world, and for

manufactured
19 of their own
involved in the
is enor-
growing
than the

their
larg-

of
the

are inviting the general
join with them.

Only a limited amount of stock
however will be sold—simply enough
to make the necessary improvements.
To enable everybody to join, they
have, for a few days, made the price
25 eents a share—par value $1.00.

Aviation today is in its infancy.
Its possibilities for expansion and de-
velopment are too great for human
mind to comprehend. Many noted
aviators today will tell you that
“heavier than air’’ machines will be
as common as automobiles in a few
years hence. Look at the progress
they have made in the past twelve
months. this is any indication—
have you idea what the future
holds for industry ?

You know advantage of getting
in on the floor of any new
industry.

Make up your mind to
this opportunity at once.

The men back of this company are
all practical men.

One of the world’s greatest avia-
tors, Whose record is scarcely ap-
proached by any one flying today, is
Bud Mars. He is General Field Man-
ager, Consulting Aviation Expert and
Vice-President of this Company. Mr.
Mars will take charge of our aviators
in the making of all exhibitions and
open competition flights. The story
of this man’s genius and his achieve-
ments in the air reads almost like ro-
mance.

Bud Mars has exhibited and made
successful flights in scores upon scores
of American cities, as well as a world’s
tour with Captain Baldwin reaching
all the way from New York to Japan.
All you have to do to learn of the
proficiency and reputation of this man

first time,
public to

If
any
this

the
ground

investigate

is to write to any aero club in the
United States.
General Kaid Belton, who is well

known throughout Canada and is
honorary commander in chief of the
Imperial Veterans Brigade of Canada,
is our chief instructor.

General Belton was formerly a cap-
tain in the English Army during the
Boer war. He won his commission
through distinguished service, and
after that war entered the service of
Mulai Hafid, the pretender at the
Moroccan throne, and succeeded in

putting this Monarch on the throne,
being commander of his army of 67,-
000. men,

General Belton has taken up avia-
tion and is now our chief instructor.

Such men as these absolutely as-
sure the future under the personal di-
rection of men who stand high in
aviation and business circles.

This Company Contro
Biggest Flying Fie

in the West

. This Company controls its ¢
ing field, which is located a
and Morgan streets, and is t
field obtainable in the City of (
It is ideal for flying and land

to gain some idea of the ey
this field, one has-only to lea
it takes our fastest machin

than four minutes to complete
of these grounds. This Comp
a favorable lease on this fieli

We are not dealing with ¢€
or untried proposition. Ww
all types of aeroplanes to or
the profits involved in so dé
enormous.

The American Biplane, wh
product of this company is on

most modern and _ up-to-da
chines used today. It -will
solely by some of America
noted aviators this coming
Already several orders are (¢
and more are sure to follow

Our Factory and Sc

Our Manufacturing Plant ai
tion School, at the present
located in Chicago, at 2224-38
Grove Avenue, 2227-31 India
nue, extending through and
ing nearly an entire block,
over 14,000 square feet of floc

It is our intention to man
the American aeroplane for
pose of supplying the demar
for aeroplanes of this type.
of aeroplane is similar to thé
Curtiss, and this is the machi
the United States Governme
said, through its actual ordel
Curtiss factory, is the best ar
for the United States Govern!
purchased more Curtiss plar
any other plane manufacture

The demand for aeroplane
mendous—and is growing lar
and every month. It is our
to produce an aeroplane, the
any flown today, and to &
planes anywhere from $2,500
less than any other manufact

The directing force of our
are all practical men. We
same materials employed in ot
plane construction and, wit
equipment, we can produce,

i

In

answering advertisements please mention this magazine.

|
|

se aeroplanes a week, which
29w us a profit of $1,700 per
$5,100 per week; or a total
2,000,000 per year. It is our
at when our factory is in
ng strength we will be com-
exceed this capacity.

* we have secured communi-
‘om hundreds of amusement
ties, county fairs, associa-
, asking for contracts for ex-
during the coming years of
These exhibitions are guar-
net the Company as high as
r exhibition and this work
lirectly under the manage-
Bud Mars.

ve many advantages over
cer aeroplane factory in the
Aside from the manufactur-
re, this Company owns and
a school of aviation. Our
aviation is, in our opinion,
in the world today. We take
place them in our factory
1 them not only the theory
n, but construction and oper-

well. We show them every-
out an aeroplane, so that
jese students have graduated

factory each and every one
should be able to build his
plane and operate it. These
pay us for the privilege of
in our factory and, therefore,
. cost in the manufacture of
ane is eliminated in our pro-
ther factories are compelled
d large sums of money for
This factory, through its
urns its labor into a source
All money paid for tuition
upplied on purchase price of

ORS AND STUDENTS
NOTE.—We have prepared
€ me book filled with interest-
; and information regarding
ol, with photographs of our
in our factory and on the
brief, just the facts and in-
a you will be interested in.
bes fully our “HOME STUDY
Zour, “CONSTRUCTION”
id our “COMPLETE FLIGHT
” This handsome book will
d you on receipt of 4 cents in
to partly cover expense. In
state which course you are
-erested in now. This book
e in the hands of every avia-
student. Write for it today.

a Limited Amount of

hares to be Sold

ire selling only a limited
of stock to complete the nec-
mprovements in our factory
Oitation purposes. We desire
diately begin filling as many
s the capacity of our factory
nit. The Company desires to
least 10 aviators with their
S filling exhibition dates be-
spring of 1912.

s Company, during the fol-
‘ear, only builds 60 aeroplanes,
be enabled to show a profit
ast $108,000. If we only have
. flying for us during the year
2 believe his earnings will be

in
purpose to place at least ten men

excess of $50,000, is our
in
make dates
number of

and it

the field—and we
sufficient to cover
men.

We estimate as a minimum for tui-
ition charges for our Aviation School
to be $80,000, and we believe that the
figures here computed are indeed con-
servative from every point of view.
Roughly figured, $108,000 is a very
low profit for manufacturing; $50,000
as the earnings of one aviator; and
$80,000 income from the Aviation
School.

All the stock of this Company is
ecommon stock. It is non-assessable
and fully paid up. The entire capi-
talization is $1,000,000, organized
under the laws of Arizona and divided
into 1,000,000 shares of a par value
of $1.00 each.

This Company contemplates selling
only a limited number of its shares
(of a par value of $1.00) at the price
of 25 cents. We do not desire to
actually compute the possibilities of
the earning power of this stock. But
we do say that every aeroplane man-
ufacturing plant in the United States
is a close corporation, the stock has
all been subscribed by wealthy men
and the earning power of these plants
isnot known. Without the question of
a doubt, the earning powers of the
Wright, Curtiss, Curtis-Burgess,
Capt. “Baldwin, etc., are tremendous.

can
this

Make up Your Mind Now
to Become a Part Owner
in this Company

Please remember that this an-
nouncement is appearing in the lead-

ing metropolitan dailies.
here is no question but what the
small quota of stock will be over-

subscribed within a very few days. In
order that YOU will not be disap-
pointed, fill out and mail the Special
“Stock Coupon” attached for as many
shares as you desire, using the table
below.

To every
shares of
gratis a
COURSE”

person who buys 300
this stock we will send
complete “HOME STUDY
(regular price, $50.00). We

———————
STOCK INFORMATION COUPON

ARTHUR W. GREINER & CO,,
1224-28 First National Bank Bldg.,
Chicago, IIl.

Gentlemen: Please send me your
big book containing views of the

factory, your flying field, your
school of aviation and explaining
thoroughly the achievements of
your Company. I enclose 4¢e. in
stamps to help pay postage.

IN(QUINACiph ay chercrovey sven evetevenet cveseNeveperekeleravaFelers
ALGOR ESS siete stojenete eiaiatnienalaletaicistel si eveiete
(Gilavogopoooodoo Statetarrrarcrelcrerte

(Aeronautics. )

1912

January,

make this offer with a view of in-
teresting financially as many aviators
and students of aviation as possible.

To the stockholder purchasing 2,000
shares or more we will give a cer-
tificate entitling such shareholder to
each and every one of our three full
courses. Thus we will educate you
in the actual manufacture of an aero-
plane, in the principles and science

of aeronautics, and the final and com-
plete operation of a machine under
your own control.

We desire to urge upon each and

every reader of this paper the ne-
cessity of sending in your applica-
tion, together with your remittance in

today’s mail, as the number of shares

which we have to sell at the 25-cent
rate is very limited indeed.
If however, you want more and

complete information with respect to
this company, its purposes and plans,
just clip the stock information coupon
below and send it to us, and we will

be glad to send you, without any
cost, a large book filled with facts
and figures, letters and photographs,
etc., of our factory, of Mr. Mars, of
our demonstration and flying grounds

—of everything you desire to know.
The par value of this stock is $1.00;

capitalization is $1,000,000; non-as-
sessable and fully paid up.

We have appointed Arthur W.
Greiner & Co., Industrial Bonds and
Stocks, as our financial agents, and
we desire that all communications,
with respect to the school or to the

be addressed
Just use the coupon below.

shares of the Company,
to them.

HOW TO BUY THIS STOCK
Price now 25 cents per share.

$ 5.00 down and $2.50 a month for
three months buys 50 shares.

$10.00 down and $5.00 a month
for three months buys 100
shares.

$20.00 down and $10.00 a month
for three months buys 200
shares,

$100.00 down and $50.00 a month

for three months buys 1,000
shares.
If you desire to pay all cash,

you may deduct five per cent.

STOCK COUPON

ARTHUR W. GREINER & CO.,
1224-28 First National Bank Bldg.,
Chicago, Ill.

Gentlemen: Enclosed please find

Dr otehcraretsverere for the purchase of
eLcleiar siete hevonere tate iei shares. I agree to
TDAVs i Dicks obetarsicicr ate each month for a
period of 8 months. (Refer to ta-
ble above on how to buy this
stock.) :
(Aeronautics. )
INET Opmerelehchevelelcdakafelateicy stats clay atchslesayake
ANC GUE ESS § cote eerie lelelsipteisicietel slcleielehefeteicieus
CLE i reistercherain ele < UDCO eretelctercvoluiolere

CHICAGO, ILLINOIS

FISCAL AGENTS

erican Aeroplane Mfg. Co. 221 School of Aviation

THUR W. GREINER & CO., 1224-28 First National Bank Building, Chicago, Illinois

In answering advertisements please mention this magazine.

AERONAUTICS January, 1912

’ 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.

197th St. and Amsterdam Ave.
NEW YORK CITY

ERONAUTICS January, 1912

eee eee eee eee teeta ee ee eee eee ee eh

AVIATORS

WANTED

(We Want Aviators for Our Exhibition Teams)

We have completed arrangements to give instructions to a limited number

of Students at our Southern Training Camp.

Why You Should Enroll With Us

We pay transportation from Chicago and return.

We pay Hotel Bills during period of training.

We have competent Instructors.

We have Three Passenger-Carrying Machines, thereby teaching Students

under actual conditions, the Art of Flying.

The Total Cost of Instruction, Including Railroad Fares, Pullman
Berths, Board and Lodging in Training Camps, is $300.00.

CAN YOU BEAT THAT?

You Can Readily See We Want Aviators,
Not Your Money

If impossible to call at our office, wire for reservation, as only a limited

number of Students will be taken on this Special Proposition.

Our Training Camp is Eight Miles Long and One
Mile Wide, no Better in the World, Average

Temperature, Seventy Degrees

All Winter

Aero Exhibition Co.

Continental National Bank Bldg.
206 S. La Salle Street 3 : CHICAGO

VWVVVVVVvVvVvVvVvVvvVvVwwewVvevwwewrwwwwwewew eee

ee eet ttt 2511 11545454555555555555555H55H5$5H55SO5HOOSOHS55O45545555SHr

In answering advertisements please mention this magazine.

AERONAUTICS

Bebb bbb eof pepeeb ope ofe fof ofoofe cf oof foohe fo fe foohosfocosdofo stor foohoofefos poole fe cforlofo de foofofohooofode dee g

170
Pounds

Weight

+
:
+
DESIGN
Revolving cylinders | Large ball bearings throughout

Mechanical intake valves Positive lubrication
Variable compression _ Positive gasoline feed
Double exhaust system | Standard Magneto, tachometer, ete.

Jasy starting device
Aviator starts motor from his seat if required

MATERIALS

Cylinders, Connecting Rods, Gears, ete.—3+4 per cent. forged nickel steel
Cranks —Chrome nickel steel, treated. Crank-cases—Vanadium
Valves 30 per cent. nickel steel

PERFORMANCE

Shop tests three hours without stopping. Motor has been tested in many

steel

flights, up to 90 miles without alighting

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET 3: cs Cf WASHINGTON, D. C.
Sole Agents for SIMMONS Propellers

Pb b ebb bb bleh be feofe de ofeofe ole fe ofe ole oe fo ofe nfo oe of ofa fe of ofe feof ofe fe fone fe of ofo fe of of oe of fo fo ofe foafoage oP

In answering advertisements please mention this magazine.

January, 191

2

+

SSS se

ERE PEEL LEE ELLE EEE EEL EEE EEE EELS

PEP bt

WZ
VT '

7
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\

\

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—_—

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& Vol. X,No.2. FEBRUARY, 19

_

2

pond

PARES ESR Ae eee

‘HREE HOURS IN THE AIR

With a 50 H.P.

ZOBERTS MOTOR

’ Weldon B. Cooke starting three-hour flight at Los Angeles, January 28th, 1911. Cooke
~with his Curtiss type plane equipped with a model 4-x Roberts Motor won the maximum
ration at Los Angeles by a large margin. Six days out of nine he was in the air over 25
Irs without descending. Cooke is California’s most daring aviator and has made all his
nderful flights with a Roberts Motor. The standing-up qualities of the Roberts and its
rough reliability place it at the head of the list.

Send for Catalog

HE ROBERTS MOTOR COMPANY, SAnvtsky ono. u s.4.
DE Sees eee eee eee
Published by AERONAUTICS PRESS, 250 West 54th Street, New York

AERONAUTICS

FERRE EEEE EEE E EERE EE EE EEE EEE EEE EEE EEE EEE EEE EEE EEEEEEE PEELED
oa

Forforgecfoofeofoote

poefoleebeofesleofooteofonfeoferbeofoofeoboefeoboefefeofoebeobespeobe food ofootoefondePeeebe feed beobe books sberdonbe food dorks orders

“KIRKHAM” AVIATION POWER PLANTS

FOR SEASON OF 1912

Model B—6 Installed in ‘‘KIRKHAM’”’ Tractor Biplane

The ‘*‘Airkham’’ Aviation Motor is offered in four different models,—

Model B-4, - 35 H.P., 4-cyl., weight 185 Ibs.
Model B-6, - 50 H.P., 6-cyl., weight 235 Ibs.
Model B-G-6,- 70 H.P., 6-cyl., weight 255 Ibs.
Model B-12, -120 H.P., 12-cyl., V, weight 400 Ibs.

All of these models are sold as complete power plants or motor only,

as desired. Also all models can be furnished with manifolds and mufflers, and
push button self-starters, at small extra cost.

The universal success of every 6-cylinder, 50 H. P. ‘* Airkham ”’
motor for the season of 1911 has demonstrated their unquestionable reliability
and efficiency, therefore, the new models listed above contain not only all the
features which have made the *‘Airkham’’ Aviation motor noted for its
reliability, but in addition, all models for 1912 are to be equipped with the new
Bosch 2-spark magneto, larger valves and special cooling tubes through oil tank,

whereby the oil is always at a safe temperature, no matter how hard or how
long the motor is run.

Now is the time to get in your order if you want reasonably quick delivery
as a large number of orders have been booked for spring delivery and there is
sure to be a rush when the spring opens. Anyway you better get acquainted
with the only American motor that actually delivers what is claimed for it.

CATALOGUE FOR THE ASKING

CHARLES B. KIRKHAM, Manufacturer

SAVONA “yt cf a Be ee aE NEW YORK

%
i
*%
+
+
—_

In answering advertisements please mention this magazine.

February, (912mm

heb ededebobob fof

oy

{ERONA UTIC | February, 1912

ropeller Perfection

Ph

Wy, 5
“SHINGTON, DC»

PATENTED MARCH 14, 1911; JULY 25, 1911; OCTOBER 17, 1911: OTHERS PENDING

The Business End of Your Aeroplane
is the Propeller

We confine our business to the Business End. That is one reason why we succeed and make
uch propellers as we do make. There are also a lot of other reasons.

Anyhow, you have got to have propellers if you fly; good ones if you fly well, and the best one
f you want to do your best flying. You want the best and your problem is how to get it. We can
olve this for you once and for all. You will never change when once you have tried a Paragon
*ropeller furnished for your machine in accordance with our system of calculation.

Paragon Propellers are patented in every detail. There are none others like them and none
thers that you would want after your first Paragon experience. We admit our opinion of our
york is not impartial, but we refer to the hundreds of Paragon flyers all over the country for their
:pinions.

It won’t hurt to write to us anyhow, and we will give you our expert engineering advice as to
ower, pitch, thrust, etc., gratis, whether you become a purchaser or not.

We have earned a reputation for special knowledge in our line and we will make good that
reputation with you, if you let us. Our new booklet will interest you.

AMERICAN PROPELLER COMPANY, WASHINGTON, D. C.

COPYRIGHT, 1912, BY SPENCER HEATH

heh
vs }

. {
meee i
=. Sue

canes — | / BU RGESS
HYDRO-
AEROPLANE

summer place by the sea, on inland lakes and rivers, the Burgess Hydro-aeroplane meets the demand of
the sportsman for safe flying. Six-cylinder muffled motors. In the 1912 models, we offer no untried
experimental devices; simply refinements in construction, additional strength and durability, both the
hydro-aeroplane and aeroplane may be started by the operator while in the machine.
@ The following aviators, when free to choose their own aeroplanes, selected a Burgess type :—

C. Grahame-White; H.N. Atwood; C.K. Hamilton; Lieut. T. D. Milling ;

Clifford L. Webster ; U. S. Navy (hydroplane) ; T. O. M. Sopwith;

W. R. Brookins; H. W. Gill; Phillips W. Page; U.S. Army.

Q Training on Burgess Hydro-aeroplane equipped with duplicate control, under the instruction of licensed
aviators only may be secured during Feb. and March at Daytona, Fla., Ormond, Fla., or Marblehead, Mass.

Dept. 4. BURGESS COMPANY AND CURTIS, Marblehead, Mass.
SKKKNNKAKAKN ANN HHH NHN HHH HHH HHH HN HHH NHN MH HN HH HHH HH TH TH II BH HH TO TOT II SO THIS

In answering advertisements please mention this magazine.

IS EPOCH MAKING
@ It has brought flight into the field of yachting. Wherever there is a small body of water, at the

a
>

All Those New
1912
World’s Records

were made with

BOSCH

EQUIPMENT
THE RECORDS INCLUDED

Vedrines’ for Speed

Tabateau’s “ Time

Verrepts ““ Altitude-Time
Prevot’s “ Passenger-Altitude
Ulich’s “Duration

Molla’s ‘ — Passenger- Time

Be Sure Specify Bosch

Send for 1912 Literature

Bosch Magneto Company
223-225 W. 46th STREET, NEW YORK

Peo aurics Page 37 February, 1912

Comments on Mr. Sellers’ Paper

Read betore the Aeronautical Society

By WILBUR R. KIMBALL

Nore Sek member, Mr. M. B. Sellers, Further bearing on this article of Mr. Sel-
ANSAMASA has favored the Aeronauti- lers is the ratio between standing and fly-
cal Society with several ing thrust.
i) communications of unusual From data obtained from propeller tests
interest, and the results of in wind tunnels and from measurements
his experimental work with while flying, Mr. Sellers plotted a curve of
propellers, aerofoils, and re- these values in the manner employed by en-
markably efficient quadru- gineers, and which we will consider. If we
plane, published at various divide equally, a rectangular space by verti-
times in AERONAUTICS, form cal and horizontal lines, a means is provided
valuab'e contributions to for instantaneously presenting to the eye a
ie science of aeronautics. comparison of values that would require
In these days of exact knowledge of many’ time and study to obtain from a column of
ranches of science, it is somewhat exas- figures.
erating to occasionally run up against
henomena apparently completely at vari-
nce with accepted physical laws and prin-
‘iples. I think it safe to say that no other
rt can compare with aviation for paradoxi-

NOTE: To represent pro-

peller section in normal
\ position, the circular
\ functions are rotated

Ps 8 through an arc of 90°
al propositions and an evolution brought 8
bout almost entirely by practice instead of Res
neory. § S
The action of the wind with which we |® .
ave to deal has always been a synonym 9% |y .»~
or fickleness, instability and exceptions to S\8 BS
‘he rule; and it blows when and where it ,|8 yb
vill. y|*X SS
The first of the glider fliers, Lilienthal §)>S*
md the Wrights, found theory so gravely ,|,
t fault that they seem to have concluded si,
Ole

he only way to learn to fly was to put some-
hing together and get it into the air.

Mr. Sellers recent communication to this
Society, published in ArroNnAuTIcS for Jan-
lary, clearly exposes the fallacy long ac-
cepted as truth,—that the standing thrust
yf a rotating propeller at a fixed point mul-
‘tiplied by the pitch represents foot pounds
leveloped by the motor, less air friction
cosses; as it may show more. Another of
chose paradoxes!

In commenting upon this subject it will be
helpful to sketch in cross section the end
of a propeller blade in its relation to the
various functions of a circle, some apprecia-
tion of which is so necessary for a clear con
ception, not only of propellers, but of the :
whole art of aviation. It will be understood that with a propel-

The theoretical ratio of lift to drift for ler rotating at a fixed point that whatever

: 3 i rus ay be, this pressure
aeroplane sur enerally stated to be the standing thrust may be,
ee ot the oe ee Ee aioe given as will decrease to a theoretical zero if the pro-

the cotangent of the angle of incidence. In Peller is allowed to advance with increasing
practice this is very wide of the mark. Con- velocity. ee

sidering propellers blades analagous to aero- This variation was the subject of an
plane surfaces, the same phenomenon pre- article by Mr. Sellers, also published for
sents itself, and from Mr. Sellers’ tables and ArroNAutics, January, 1911, which, for the
those of Mr. Eiffel in his book on air resis _ first time, so far as I am aware, presented a
tances the ratio of life to drift at 10° is formula for this variation.

shown to be for curved surfaces nearer 8:1 It would be expected that the reduction in
instead of 5.7:1, which would be the case thrust would be exactly proportional to the
if this followed the law of variation of sines percentage of slip following the straight
and tangents, the use of curved blades dotted line in the chart, but as Mr. Sellers
making it possible to develop a thrust with points out, the pressure is always greater be-
absolutely no pitch angle, cause of moving into new or less disturbed

radius =1Z

AERONAUTICS Page 38

0
100

PER SHNUTE
3500

2
2
R
S 2
S ;
& MILES PER 2.
K « 25 30 3 40 <3
4) 2 a pL
S
Syl__. SELLERS FORMULA
jee
= 2x-—~xX
re ip 1a C5 s5)
A. Fie Flying Must, To> Handing thrist = —+
a
10) me
\00 90 80 70 60 40 30 20

air. 'The curving of the blade surface imme-
diately raises the per cent of thrust without
necessarily increasing the torque (i.e., turn-
ing moment), while the natural acceleration
of the engine speed boosts the pitch speed.
and further increases the percentage avail-
able of the initial standing thrust.

50
PER CENT SLIP

4000 4500 5000 _

5250
“1260

February, 1912

POUNDS THRUST

If the maximum and minimum flying an-
gles are noted in flight, also corresponding
flying speeds for these and intermediate an-
gles and superposed upon such a curve as
above, propeller efficiency could be deter-
mined and graphically indicated with con-

siderable accuracy.

Weights of Various Woods

VAP revi the request of AERONAUTICS,
eee AS the Bureau of Standards,
ae Department of Commerce
& and Labor, has compiled the
= following data. In this table
% is given, so far as values
Nor have been obtainable, the
See range in weight of each
COREE) wood for different degrees
Varios QS) of seasoning and drying,
Anara—" these ranges not including,
however, the weight of the green wood. The
range is, of course, quite large in some cases,
depending upon the locality from which the
wood comes, as well as the moisture content.

WEIGHT PER CUBIC FOOT OF VARIOUS
WOODS, WELL-SEASONED OR DRY

SEs

Wood Pounds
INTGOr, cee rahtcees eee eae eee eee 26 “ 42
ASHEMDIA Cie saves eneseiete eae eee 36 “* 45

SO PEM UGMmene Vail eect ne ADS bs
18.4) poll colo le pears ciepa mao reciGoOrha athe De Oe
BeCCHS chicas Cer Ce a eee 39 “ 56
Bin Chel. ccs tcp ere een Pe kore oo 48
1 3 0p: fue aye Rare saacey CEC Ain carci eG Bil noe nll,
Buttermite =: isosceles 24 5 34
Cedar icc. Hoe eon ee eee 30 Reo
Cherry eee eee eee 44 “ 56
GHestnit: <n antet i hate horrors teseiees 29 “ 42
CYPRESS oe Or eee ale ey
EIDONY: S242 & Siouiclant ines eremoroensts 69s
LDhankzh 4 Lola ioo wera sevoltoo 6G Ooo ond oc AZ oo 152
7a oon has teva tat eee at acne i eae att) M538}
Greenheart fas, tei eee eye ()
GUI 24s ae creole ae eo et ie Cone Old

Wood Pounds
Hazel- Gis Scisk shed oetoretileroiene eaeiere 37 aa
Hemilock wrennase eerie reece 30

fe Northern: ace eeooe eee 36
Hickory. s.his.cdstes ee eee 37 “a
Holly, sbieyNoaeer les eee eee 47
Tronzbark-+ os aches scsi ee eat 64
JUNIPER: (4. chewmerke ahieter we eet Teen 35
[aAbDUurnwin..2 SS ote state oe ace oe Bill
MANIC WO OGiiccdsserbate cece eee tere 42 “aie
THATCH, Asce. |. Sere cee he cee eek 29 ~ ee
liAK=prbhowy WANES. Bo go0ccadeddodace our 73 “aes
Linden, lime or basswood ......... 20: “Sean
DOL W:O0G) sere eer eto etree ier- 57
Mahogany, Hlondiunasmansnien iri 35 “ Bee

Spamishira-.).cieaoeor 53 “ 668
Maple. hands saerriecircrrttn eke tater 41 “ olf

£9 SOL. Gao rer eine eae Pear 33 “ 445
Oak; (Ped acnsieatos ceeera oes taeketerane 37 “ eis

6E SWAG Oa yeast ec eee eae eee 44 “ 94s
Pine, long leat ost sneeee 32 “ 42N

Diteh > y= foneek er cus eer 52 “ Bon

£8 a REG ig OPE ICA ane ees 30 “ 449

© SCOtCH > scr torn sae ae eee 27 “ 33F

(O- “WAItele: Genero ee ee eer 43 “ bas

(O% -VellOW? sale eects 23 “ olf
Plum streewc cere ce eer kee 41. “ 4h
Poplar. “cea. censenbte ere is 22° “aie
Poplars Baya Geupelo))irercasnerrterrtntars 3
Spruce) (Aldinondack:) aici: 28 “ Soa

5 CW. Via) ie ee ee 26 “ So
Sycamore.) ene entree 24 “* OT
“Miernte (Clharohiehn)) shavowcododansou0s 41 “* aap

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4ERONAUTICS

Page 39

February, 19/2

Some Notes on Propeller Design
By SPENCER HEATH

HE first consideration in-
volved in any propeller de-
sign is the matiter of pitch,
—how far the propeller
would advance axially dur-
ing one complete revolu-
tion if it moved as a screw
in a nut and without “slip”,
the pitch being usually

oo
See calculated from a_ helix
touching both edges of the

soncave face of the blade. The word pitch,
inless qualified, refers to the pitch of a helix
touching both edges of the blade. This
olade pitch is usually made greater than the
working pitch or actual advance made per
revolution, and the difference between these
two pitches is called the “slip” of the pro-
peller blade (or of that part of the blade
which is under consideration) and the amount
of slip varies greatly with the amount of head
resistance to be overcome and also saccord-
ing to the width or area of the blade and its
peculiar cross-sectional form and plan. The
blade pitch is ordinarily decided upon in
an approximate manner mainly by judg-
ment based upon experience having regard
to the available power, the designed speed
of revolution and of travel and _ the
probable amount of slip with the intended
blade area and estimated head resistance.
Having determined the approximate pitch,
the obvious and seemingly most natural
assumption is that all parts of the blade
from the hub to the extremity should have
this pitch thus producing a “true screw”
or blade of uniform pitch at all diameters,
and blades approximating this type are fre-
quently used. This assumption of the desir-
ability of uniform pitch for propellers work-
ing in a yielding or fluid medium, as water
and particularly air, is taken with utter dis-
regard to the fluid properties of the medium
and the resulting phenomenon of slip and the
complex lines of flow of the fluid in the
region swept by and adjacent to the blade.

A concrete example will show somewhat of
the effect of slip upon the correct working of
the different parts of a ‘“‘true screw” blade:
Let us assume that the blade pitch is uni-
formly six feet and the slip two feet, leaving
a working pitch of four feet. We will
examine a six-foot diameter propeller at
intervals of six inches along the blade as-
suming (for the present) that the fluid
flows in parallel lines in the direction of
the axis. By the use of a _ pitch-measur-
ing instrument or by triginometrical calcu-
lations or diagrams we can sascertain the
angular relation between any part of the
blade (or its corresponding helix) and the
helical path through which that part of
the blade actually moves. This will show

in what manner and at what angle of
incidence the fluid impinges upon the blade
at any part, and, of course, the velocity of
the blade at that point can readily be aas-
certained for ithe purpose of calculating
its action aS an jaeroplane, or more prop-
erly aS an aerofoil (see Lanchester’s Aero-
dynamics, Vol. 1). We find, in the example
chosen, angles of incidence in degrees ap-
proximately as follows:

Angle of
Diameter Blade angle Path angle incidence
it 621%, 52 10%
2 4334 3214 11y,
3 321% 23% 9%
4 251% 17% 734
5 21 141% 614
6 17%, 12 584

The dotted curve a—a in Fig. 1 shows a
plotting of the above angles of incidence,
ordinates indicating degree and abscisse
indicating diameters 1 to 6. These figures
show ‘that with a uniform pitch and slip the
angle of incidence or gliding angle of the
blade is far from constant. Now, it should
not be assumed that the gliding angle should
be constant unless the other conditions af-
fecting each part of the blade are also con-
stant, which ‘they are not. The velocity of
each part, its particular form and breadth
and the efficiency with which the normal
thrust o—g (Fig. 2), perpendicular to the
blade face, may be resolved into the recti-
linear component o—h and the tangential
component g—h, the efficiency being great-
est when o—h representing the “dead
ahead” thrust is maximum and g—h repre-
senting the torque is minimum. Since in
all these conditions there is great variation
at different points along the blade it fol-
lows that the gliding angles should vary in
some manner to correspond with these vari-
able conditions, the blade pitch from point
to point being that which will produce the
desired gliding angles at the ‘particular
working pitch or advance per revolution
for which the propeller is designed. The
curves plotted in Fig. 1 indicate the general
type or form of variation in pitch and glid-
ing angle that have been deduced from
rational considerations and have been found
to yield the greatest efficiency of propulsion
in actual practice, the curves being typical,
in their general properties, for propellers of
any size.

Referring to Figs. 1 and 6, it is seen that
the blade width is maximum at about two-
thirds’ the blade length from the hub. It is
also to be observed that the gliding angles
of the blade (Fig. 1) are greatest near the
region of the greatest blade width. These
gliding angles are selected for a blade of
three feet to be used at a working pitch of

AERONAUTICS

four feet per revolution and the resulting
pitches for the different parts of the blade
are shown by the curve p—p in Fig. 1. It
is here to be observed that the pitch is maxi-
mum near the region of two-thirds’ the blade
length from the center and that it varies
in much the same manner as the blade width
and the gliding angles. The reasons for this
manner of variation in the width, gliding
angles and the pitch of the blade will now
be pointed out.

PUI TCH IN FEET

There are constructional and other rea-
sons why the width of blade is not great
near the hub and this is as it should be
since the angle with the plane of revolution
is here so great that the normal thrust on
the blade would resolve almost wholly into
torque with but little if any rectilinear
thrust for propulsion. For this reason the
amount ,of power absorbed by the por-
tion of the blade near the hub should be
kept at a minimum. In Fig. 2 let a—b be
the plane of revolution of the blade section
perpendicular to the axis x x. Let aoc or

a
DPLADE-LENGTH.IN FEET

February, 1912

dob be the blade angle, the line c d being
tangent to the edges of the blade. Let the
line e—f represent a portion of the path or
helical horizon along which the blade moves
at the gliding angle e oc orfod. Letog
perpendicular to c d represent, to any scale,
the normal thrust or pressure on the face
of the blade. Then o h is the rectilinear
thrust and g h the torque for the given
blade section. Taking V as the axial ve-
locity and v as the peripheral velocity then

9)

the efficiency of ‘this part of the blade may
be expressed,
V (oh)

v (gh)

Since o h is proportional to the cosine of
the blade angle, it follows that the propor-
tion of the normal blade ‘thrust that is
convertible into rectilinear thrust varies as
the cosine of the blade angle ao c from zero
at 90 degrees to nearly 100 per cent. at
small angles. Hence it follows that where
the blade angle is small the greater por.

AERONAUTICS

tion of the force opposing the blade is avail-
able as thrust. From this it appears that
aoc should be kept small, perhaps con-

stant, throughout the blade, but for a given
speed of travel a o e is fixed and is great-
est near the axis, the cotangent of the angle
varying as the distance from the axis. This
angle of the blade path or horizon a o e is,
then, necessarily large near the axis, and
the blade angle cannot be made less than
this pitch angle without danger of a re-
versal of pressure from the face to the
back of the blade.

From the foregoing it is clear that the
blade angle a o c at points near the axis
must be too great to admit of any consider-
able rectilinear thrust. This makes it de-
sirable that this portion of the blade should
absorb but a small amount of power, which
result is accomplished by making that por-
tion of the blade nearest the hub as narrow
as is consistent with strength and giving it
but very little, if any, gliding angle. Now,
since the rapidly diminishing path angle
aoeat the greater diameters makes possible
a correspondingly reduced blade angle it be-
comes possible as we progress away from
the hub to employ increasing gliding angles
as indicated by the curve g g in Fig. 1, pre-
serving at the same time in these parts a
sufficiently small blade angle a o c for the
conversion of a large component of the
normal pressure into rectilinear thrust. At
and beyond the point at which a reasonably
large gliding angle does not necessitate a
too great blade angle the blade may be
given such breadth and pitch as will result
in almost any desired distribution of its
load or resistance or of the power absorbed
by it, taking into account, of course, its
increasing periphereal velocity from point to
point. From these considerations, verified
in practice, it has been found that the width
of the blade and its gliding angle should
increase as the distance from the. center
becomes greater. There is, however, a point
on the blade length beyond which there
should be no further increase in the width
and angle. This point in the diagram is a
little beyond two feet from the center.
(See Fig. 1.) Here there is a gradual re-
versal of the plotted curves and the blade
width and gliding angle diminish rapidly to
the end. The reasons for this reversal
relate to the large area swept and ithe high
peripheral velocity near the blade end and
also to the marked inflow of fluid that here
occurs. Both of these considerations point to
the desirability of a reduction of blade area
and angle near the end. Should there be

Page 4|

February, 19/2
no reduction the very great volume of
fluid affected near the end would tend to
absorb the entire work of the propeller at
that point, leaving the more interior por-
tions running practically idle and with, per-
haps, insufficient strength to withstand the
great bending and other stresses caused by
the concentration of the work at the ex-
tremity. Thus, the effective blade area
would be greatly reduced and the result
is much the same as a very small blade sur-
face sweeping a large circle and having
a very excessive amount of slip. In some
aeroplane propellers in which there was no
reduction in width or gliding angle at the
blade ends the slip at these portions has
been two or three times as great as at the

Cc

mid-length, causing much loss of efficiency
by the undue turbulence or churning of the
air and depriving the principal areas of the
blade of any effective work. ‘This condition
is further aggravated by tthe disturbing
effects of the decided inflow of air at the
periphery of the circle swept by the pro-
peller.

When suitable gliding angles for differ-
ent points along the blade have been de-
termined the blade angle or pitch is found
by adding these gliding angles to the pitch
angle of the helix traversed by each part
of the blade sat the calculated speed of
travel and revolutions of the propeller. In
Fig. 2 the gliding angle e o c is added to
the path or working pitch angle or the an-
gle of the helix of travel a o e to get the
blade angle or angie of the blade pitch
helix aoc. This gives the pitch at differ-
ent points along the blade which when
plotted results in the typical curve of vari-
able pitch p—p shown in Fig. 1. The char-
acteristic of this typical curve is that its
greatest ordinate lies at or beyond the mid-
region of the blade, the pitch being great-
est at some point beyond the full length of
the blade and diminishing continuously
toward the center and also toward the ex-
tremity.

The pitch of the blade and its width hayv-
ing been determined for its different por-
tions, the amount of camber or concavity

(Continued opposite page 7)

AERONAUTICS

Page 42

Februarv, 19]

ae

Converting a Land to a Water ’Plane

The Coffyn Water ’Plane on its Raft.

yw HE pictures and drawings of
ves oe Mr. Coffyn’s floats, or pon-
toons, which he has at-
tached to a Wright Model
B and flown over the. har-
bor and rivers about New
York the first part of Feb-
ruary, will be found of ab-
sorbing interest; these are
the first seale drawings that
have been published of any

OS)
Denes

iW, ve
floats.

These floats are very simple—when you
know how.

A framework of spruce timber, with four
longitudinal spars at each corner, diagonally
braced in panels, with a center longitudinal
spar to which are attached the struts to the
planes, is covered with very tough, hard,
high tensile strength aluminum sheeting of
20 gauge. The bottom and side surfaces
are one piece. The top surface of the float
is riveted as watertight as a steam boiler.
The usual skid has been taken off, the longi-
tudinal spar down the center under the top
surface takes the place of the skid. The
bottom of each float is continued out in front
of the float proper to form a spray shield.
The upright from the float to the rear
lateral spar of the lower plane has been
lengthened 2 inches so that the planes will
have the proper angle for getting off; the
rear ends of the floats sink deeper into the
water than the forward ends.

Hach float weighs but 45 pounds. A steel
tube is belted by clamps to each skid to
keep the floats rigid with relation to each
other. The struts to the lower plane have

been increased in size over standard, which
are, 1657p, als

On the right hand float_are strips of wood
fastened, on which to Sten in getting in
and out of the ’plane.

On the’ bottom of the aoe is a wood
strip to protect the floats in dragging the
machine on and off of the raft and from the
floating ice in the harbor. The flights made
in New York have created wide and particu-
lar interest in the new water ’plane. Even
the pessimistic are beginning to be hopeful
of more general flying by sportsmen in 1912.

In the flights Mr. Coffyn has been making
around New York, a large raft has been

employed on which to keep the machine

nights and when not in use. This is moored
in a little bay between a stone breakwater
and the landing dock of the Police Depart-
ment at-the Battery.

The engine is started by a crank at the
flyers seat, the same as an automobile. This
is deseribed fully elsewhere in this issue.

This is the third series of floats Mr. Coffyn
has tried and were flown for the first time
in New York, in February. These were
designed by John A. Hacker, a speed boat
designer. The experiments began in August,
1911 and the first flight with floats was Sept.
10, at Detroit. The first pair was merely
attached to the skids.

The development of the engine starter
and the production of the floats has been
made possible through Messrs. Russell A.

and Fred’k M. Alger, of Detroit, who financed

the experiments, purely for the advance-

ment of aviation “in a sensible way” and to

make for safety and practicability.

AERONAUTICS

February, 1912

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Scale Drawing of Coffyn Floats

TO ASSIST THE MILITIA

At the present time it is almost impossible
for the majority of militia organizations to se-
cure aeroplanes on account of the cost. The
state does not appropriate sufficient money and
the members in most instances cannot gather
a subscription of such magnitude for the pur-
pose

The Aeronautical Society plans to provide
such corps with competent lecturers who will
give the soldiers a course in theory and will
provide instructors who will teach the soldiers
how to build an aeroplane. At the same time
it will make arrangements to procure the ma-

terials necessary to build a machine at cost
prices. The services of the instructors will be
practically free. The corps simply will have

to pay their expenses.

Again, the Society will arrange that the corps
will be instructed by a competent aviator. His
services likewise will be provided for the cost
of expences. It is believed that in this way a
militia organization in every state having a
signal corps will be able to get a machine for
a sum ranging from $2000 to $2500.

The General Secretary of the Aeronautical
Society went to Washington in January and
pescHased the plan with Major Salzmann of the

ignal Corps, and Major Squires, Assistant
Chief of the Signal Corps. He also saw Gen-
eral Evans, Commander of the Department of
Militia Affairs. They are willing to lend every
aid to develop the plan. Lieut. Benj. D. Foulois,
who is now making a tour inspection through
the country, is conferring with the various
heads of the militia organizations concerning
the plan,

NEW WRIGHT FOR 1912.

A new model Wright is expected for 1912.
Considerable change is said to have been made.

Both four and six cylinder engines will be
obtainable. These will have in the future,

water-cooled heads, and mechanical inlet valves.
The auxiliary exhausts will be done away with.
Experiments are being made with mufflers and
the new machines will be silent, at a loss of
not more than 3-5 per cent. of power. For
those who desire to use the water, pontoons,
or floats will be supplied.

A startling innovation will be the patented
stability device for lateral balance. This will
operate without any action of the aviator, in

winds up to 35 miles an _ hour. Connected
to the warping lever, the pilot will see the
lever move back and forth as though guided

by an unseen hand. The pilot will not touch
the lever until he wants to bank on a turn,
and then he merely sets the direction rudder
to the right or left as he wishes to go ‘and
the stability device banks the machine at its
correct angle for this turn. Although the
device can also be applied for fore and aft
balance, it will not be so fitted for the present.

Two six-cylinder engines have been ordered
by the Army Signal Corps.

The stability device occupies but very small
space and is scarcely noticeable on the machine.
A small pendulum actuates a three-way valve
which allows compressed air to flow into a
eylinder to operate a piston. This piston, by
a eonnecting rod operates the warping lever
directly and can be instantly thrown out of
gear when desired.

AERONAUTICS Page 44 February, (0am

Construction Aids XXII

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AERONAUTICS

Page 45

February, 1912

Feathers Dropped in Flight

SOME HINTS FOR WINTER FLYING.

re yOOK out for bad starts with a

< crust on the snow. George
Beatty, who has been flying
18 days out of the 31 in
January at Nassau teaching
pupils, offers some good ad-
vice on starting with snow
on the ground. Beatty has
been busy teaching pupils
despite the snow and the
coldest weather for more
than a score of years. 'The early part of Feb-
ruary he took up his student, Dr. Belden, and
two boys for a flight about Nassau field.
Beatty has been flying low over all the sur-
rounding towns. His pupil, Wilbur R. Kim-
ball, has learned to fly and is operating the
levers himself. With several inches of snow,
which has melted and frozen, the machine
will prove very erratic, making sharp circles
on the ground due to one wheel sinking
deeper into the ice-covered snow. No rudder
action will stop this. The one wheel slows
up and the other one travels so much faster
and the variation increases. The pilot has
to shut off power and start over, unless one
succeeds in getting clear of the ground. In
fresh light snow, it is easier to start than on
good ground in the summer time.

RN cai

Farman-type Socket.

After the new snow has laid a couple of
days, starting is still easier. Winter is bet-
ter for flying than any other time of the
year. The cornfields are all bare and the
furrows are filled level with snow. The long

grass is dead and flat and the available land-
ing places are increased many times in their
numpber.

The new Boland experimental machine at
Mineola has been using skids only for start-
ing.

To keep the radiator from freezing, use a
mixture of one part glycerine, two parts
alcohol and six parts water. This will with-
stand a temperature of zero. Use denatured
alcohol—it is cheaper than grain alcohol and
the night watchman won’t drink it.

A GOOD STRUT SOCKET.

The illustration shows a very simple and
neat scheme employed by Henry Farman in
the finely built machine Mlle. Dutrieu used
at the flight meeting on Long Island last fall.
The eyebolt which goes through the main
beam has another “eye” used as a nut and
over this “nut” goes either a skid strut or a
plane strut, which is hollowed out to fit and
a small bolt put through the eye and the
strut. Even with this woman sitting far out
ahead of the front edge it was necessary to
roll sheet lead around the cross-bar in front
of her.

HOW TO AVOID SPLITTING OF SPARS.

R. F. Macfie, a well-known English builder
of a year or so back, tells us one of his meth-
ods for reinforcing spars at strut points. The
spar is left a little full at such places and a
square steel tube, as long as may be desired,
is driven over this thickened part by force.
The edge of the tube shaves off a little of

Macfie Reinforcement Sleeve.

the wood and compresses the major part. It
is driven on until the bolt hole (the same
size as the bolt that is to be used), previously
drilled in the tube registers with the hole
already bored in the wood. The hole in the
wood should be slightly, say a sixteenth,
larger than the hole in the tube, so that the
bolt does not touch the wood at all! This,
he says, will insure the wood against any
cracking or splitting of any sort.

THE MEANS CONTROL.

The control, patented by James Means, of
196 Beacon St., Boston, Mass., is designed to
enable an aviator to take the fullest possible
advantage of the mental automatism which
he has previously acquired in balancing his
bicycle,

AERONAUTICS

It will be seen in the diagram that the bal-
ancing motions of the aviator are natural;
that is to say, in actuating the lateral and
longitudinal rudders the movement of the
handle-bars is in the direction which the
swaying of the aviator’s body would take if
he sought to correct by his weight the rolling
or pitching.

The James Means Control.

In examining the drawing it will be seen
that there are three kinds of movement of
the handle-bar:

(1) Both hands forward or aft. (2) Both
hands right or left, and also, (3) the ordi-
nary bicycle steer which moves the vertical
rudder.

These movements may be made either in-
dependently or simultaneously.

To illustrate the former: Both hands aft

elevates bow; both hands forward depresses
bow; both hands to the right elevates port
side; both hands to the left elevates star-
board side.
, C, Handle bar, rigidly attached to tube A
which has a rotary movement about rod B.
EK, Fork, rigidly attached to tube A and hav-
ing connected at its terminals, the cables KK’
which actuate the vertical rudder. F, Fork,
rigidly attached to rod B and having free
rocking movement upon its terminal pivots.
H, Rock-shaft actuated by FG and actuating
the ailerons by the cables JJ’. L, Rod actuat-
ing elevator. D, Grip for single hand.

NEW AIR SPEEDOMETER.

F. E. Boland, of Rahway, N. J., has install-
ed on the front elevator of his aeroplane, an
anemometer of his own design and make. It
is very simple, comprising but a pointer, two
small gears, a spring, a surface S, dial
and case. The pressure plate S in the
photo shows a speed of 30 miles at this
point. When the apparatus was built, it
was put on an automobile which was run
on a calm day at varying speeds, as indi-

Page 46

February, (912m

cated by an accurate automobile speedometer,
The dial on the anemometer was then
marked for these speeds. In use, the de-

ee ae RPE ae ae

Boland-Air Speedometer.

vice shows the speed of the aeroplane rela-
tive to the air. An aviator determines his
critical speed. He watches the dial. If the
pointer falls back of this speed, he levels
out to regain his speed. If the pointer
runs beyond the necessary speed, one can
slow the engine or increase the angle of the
*plane. The instrument has been found a
source of great comfort and relief from
anxiety. Frequently, the pilot feels his
machine is dropping; he looks at the indi-
cator and finds his speed is constant and
he knows, then, that his apprehension was
without foundation.

HYDRO-AEROPLANE ENGINE STARTER.

Frank Coffyn starts his ‘Wright engine
as any man would that of his automobile.
It is practically imperative for water-’plane
flyers to have their machines so equipped.
As the aviator can not walk around on
the water and “crank his propeller,” the
reason for a starter is obvious. Mr. Coffyn
has simply had teeth cut on his 14-ineh fly-
wheel, which gear meshes with another 7
inches in diameter, mounted on a small
tubular shaft, running fore and aft, between
the radiator and the engine. This shaft is
supported by braces as shown in the pie-
ture. At the front end there is, of course,
a starting handle rigidly attached to the
shaft. Half way along the shaft is a coiled
spring which continually pulls the shaft
back so that the gear on the rear end is
disengaged with the one on the flywheel.
In starting, the shaft is pulled toward the
pilot by the crank, which places the two
gears in mesh. Turning the handle starts
the engine and when the handle is released
the shaft jumps back again and the gears
are disengaged,

AERONAUTICS

February, 1912

The Coffyn Engine Starter.

PRESSURE EQUALIZER FOR AILERONS.
The accompanying drawing shows
diagrammatically a simple method of equal-
izing the pressure of ailerons.
Referring particularly to Fig. 1 the ailer-
ons are indicated at A and B respectively

wa
H89

An Aileron Equalizer.

and the operator’s control lever at C, the
fulcrum point of such lever being at D, while
two pairs of pulleys or drums, E and F, are
pivoted on the lever, one pair on each side of
its fulcrum D. The control wires lead as
follows:

AERONAUTICS

One wire, G, leads from the upper end of
the rocker a of the aileron A to the lever C
passing one of the upper drums H, then
downwardly adjacent the lever over one of
the lower drums F and thence to the lower
end of the rocker b of the aileron B. A
second wire, H, leads from the top of the
rocker b of the aileron B over the other ones
of the drums H, F, to the lower end of the
rocker a, this wire crossing the wire G ad-
jacent the fulcrum D. of the lever.

It will be seen that when the lever D is
swung to either side the ends of one wire
will be pulled in and the ailerons moved to
present respectively a positive and a negative
angle of incidence, the ends of the other wire
being correspondingly slackened. If the air
pressure on the ailerons should be unequal
the ailerons will swing together in a common
direction to equalize such pressure because
of the free connection between the wires and
lever. Fig. 2 is a side view of the lever C
with the drums thereon.

In Figs. 3, 4 and 5 modified methods of
effecting the connection between the control
wires and lever are shown.

In Fig. 6 a modification is shown in which
the equalizing device is so arranged that
the ailerons swing on an axis located at their
approximate centers of pressure thereby
lessening the power required to operate
them. In this modification the same idea
of connecting the top of each aileron rocker
to the bottom of the opposite one by the
crossed connection G and H is employed.

In this case, however, the ailerons are
pivoted at their forward ends in the front
ends of the lateral arms J of the rocker
levers K, which latter are pivoted to the
aileron frame at the points y, these points
y being located at the approximate centres
of pressure of the ailerons while the wires
G and H pass freely over the pulleys in the
ends of the levers K.

The ailerons are operated by the wires L
and M, which connect to opposite ends of the
levers K and to the operator’s lever C in the
usual manner.

By swinging the lever C the arms K will
be rocked and the ailerons moved in opposite
directions, the crossed connection between
the ailerons causing them to move with the
levers K while allowing the ailerons to move
in unison to equalize the pressure. It will
be noted that when adjusted by the operator

the ailerons swing around the points y
located at their approximate centres of

pressure,

A patent is pending on this device and
the inventor would be glad to hear from any-
one interested in acquiring the patent rights.

WIRE MESH BALLOON FABRIC.

produced for a new
envelope for the transatlantic airship
“Akron” by the Goodyear people, in which
fine steel piano wires are woven in the cloth
to run longitudinally and circumferentially,
without cuts or joints, it is claimed, so that
the maximum tensile strength may be ob-
tained, The longitudinal wires are spaced

A fabric has been

Page 48

February, 1912 |

1-16 of an inch apart and the circumferential
wires 1-32 of an inch.

In the “Akron,” the increased weight due
to the steel wire will be 214 tons. Onee
having the fabric of sufficient strength, no
guide of equilibrator, or any similar form of
balast is expected to be needed.

ee
PLE
er

4 -) a nee
oe

ie

HH Hae ee ;
f| H ;
STE

Prt
HERE Hite Hit
PEE ae
Hea Se
Hae TE
LT

Yeats

Illustrating the New Wire Cloth.

A dirigible constructed of this new fabrie
would be able to stay in the air, or without
re-inflation, for long periods of time. The
envelope would be filled to the desired extent.
To come to a lower attitude, air would be
pumped in to the boloonets to add weight.
This would compress the gas without losing
any through valves. To rise, air would be
released to increase the volume of the gas
and decrease the weight. This scheme is
the most practical that has been applied
to dirigible balooning. The whole idea de-
pends directly upon the ability of the fabric
to withstand the great pressures which may
have to be attained on hot days.

Although the “Akron’s” old envelope is
said to be able to resist, with an ample factor
of security, 114 inches water pressure, the
same envelope increased by 2145 tons of this
wire cloth designed to resist 52 inches of |
water pressure. 'There is a tendency for
hydrogen to pass through rubber fabric. To
prevent this a coating is applied to the in-
side of the wire cloth envelope. The fabrie
is treated while stretched to the utmost by
the internal pressure.

While the additional weight of the wire
would reduce the net carrying power of the
“Akron” from 714 tons to 5 tons, but the
advantages obtained would warrant the sac-
rifice. In comparison with the weight of |
the rigid dirigible construction, this net car-
rying power is quite remarkable. The
“Sehwaben,” with 680,000 ecubie feet of gas,
has a net carrying power of about 21% tons,
while the “Akron,” with the steel reinforced
gas bag holding only 400,000 cubic feet of
gas, would have a net carrying power of 5
tons. Engineers of other countries than Ger-
many have never followed the rigid system
of dirigible construction, and it has not been
adopted by any nation as the type for mili-
tary work. A German maker has already
produced a fabric having steel wires, which
is being experimented with,

4ERONAUTICS

February, 19/2

170
Pounds

Weight

DESIGN
Revolving cylinders Large ball bearings throughout
Mechanical intake valves Positive lubrication
Variable compression | Positive gasoline feed
Double exhaust system Standard Magneto, tachometer, etc.

Easy starting device
Aviator starts motor from his seat if required

MATERIALS

Cylinders, Connecting Rods, Gears, etc.—34 per cent. forged nickel steel
Cranks—Chrome nickel steel, treated. Crank-cases—Vanadium
steel—Valves 30 per cent. nickel steel

PERFORMANCE

Shop tests three hours without stopping. Motor has been tested in many

Dede fe cocho of of ofe fo cfe of of of oregon of of ofo fo fo of of ofe offs ofe fe oho of of ofe fe ofa of oho ofa fo oo of of ofs ofe oe eho of of ofe oho oe fo cfofe fo ony

flights, up to 90 miles without alighting

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET $s 3 3 WASHINGTON, D. C.
Sole Agents for SIMMONS Propellers

SEEEEEEEEEEFEEEEEEEEEEEEEEEEEEFEP ESF

Popo ppoh of odo ose fo cgoofe of ofe ofo nfo ose ofoofe of ofe ofe ofe feof ofe ofe ofo fe oe of of ofe ofe fe fe oho fo oho oho oho fo fe obo foage fe forge oho oho ofe ofe fo oho fof fodoao P

In answering advertisements please mention this magazine.

AERONAUTICS

February, 1912

°
7
y
a
u
2

The Paul Peck ‘‘Columbia” ’Plane.

N account of lack of time,

CIEE we are not able to give a
a ~ & f

complete . description of

1) 1) Paul Peck’s Columbia Bi-

plane, at College Park, Md.

&) 1) The following are the main
ss S details:

Width of planes 30 ft.,

CRE
i Ww,
chord 5 ft. 9 in., of which
two ft. are flexible. Cam-

II
See
ber varies on account of

flexiblity from 3 in. maximum to about 2 in.
minimum. The ailerons are merely 4 ft.

Note the Wind Hood.

of the flexible end of each plane intercon-
nected so as to give a movement of about 4
in. each way which has been found to be
sufficient. The tail-plane is flexible and has
27 ft. of surface. The rudder has about 7 ft.
of surface and is balanced about one-third
to two-thirds. The aviator, passenger and
tanks are enclosed in a torpedo body and
are fully protected. The skids are flexible
and two Pennsylvania 20 x 4 wheels are
mounted on them by means of a solid steel
axle and rubber springs. The powerplant
is a 50 H. P. Gyro motor which turns an

Another View of the ‘Columbia’ Showing Engine Mounting.

R.R. Station,

AERONAUTICS

8 ft. diameter by 5.2 ft. pitch Simmons Pro-
peller 1200 R.P.M. on the ground and show-
ing a thrust of 440 lbs., and turns 1300
R.P.M. in the air. The speed of the machine
is estimated at 65 miles per hour and on ac-
count of the engine turning so fast, a higher
pitch propeller will be fitted. The tank
capacity is 25 gallons gasoline and 7 gallons
castor oil, sufficient for a five hour flight.
The weight complete with tanks empty is
600 pounds. The control is a wheel mounted

REMOVAL NOTICE.

J. Deltour, Ine., the well-known ‘bamboo
house, has moved from 49 -Sixth Ave., New
York, to 804-810 Jefferson St.,. Hoboken, N. J.

The American Aeroplane Supply House is
moving from the present location, to the two-
story brick building, located at 1387-143 Jackson
Street, Hempstead, L. I., N. Y., having found
present facilities entirely too small for. the
growth of the business as demonstrated during
the past year. The new quarters are specially
adapted to the manufacture of Bleriot type
monoplanes and the concern will install a full
equipment of machinery. The new quarters are
located but one block north of the Hempstead
directly in the center of the
various aerodromes on L. I. Facilities will be

had for setting up and completely finishing

six monoplanes at one time.

At the present time two machines are on
hand ready for immediate delivery, a single
seater and a passenger carrying machine;
the change of address will not interfere in any
way with business.

I would hate to miss a single copy. I have
found it the one and only real aeronautical
magazine.

Page 51

LINZ

February,

on a stem arranged so that a fore and aft
movement governs the elevator. Rotating
the wheel moves the ailerons and twisting
the wheel like the handle-bars of a bicycle
turns the rudder. The control is arranged
in such a manner that either aviator or pas-
senger can use it in perfect safety and com-
fort.

The Columbia Biplane is made by the
Washington Aeroplane Co., 918 M. St., N. W.,
Washington, D. C.

ELBRIDGE ENGINES
WITH SELF-STARTERS.

One of the chief difficulties of the hydro-
aeroplane is that of getting the engine started
on the water, without killing or drowning the
pilot. Following the lead of the leading auto-
mobile manufacturers of the country, L. J.
Seeiy, head of the Elbridge Engine Company,
began several months ago to investigate self-
starting engine devices. An equipment was
found that added very few pounds to the
weight of the engine and permits the aviator
to start and stop his engine at will without
leaving his seat. The device has been sub-
jected to exhaustive tests and found to be
nearly 100% perfect; starting the engines read-
ay even in weather far too cold for comfortable
ying.

All of the six-cylinder Elbridge Engines are
now equipped without extra charge with dual
ignition systems, so, that they may be started
without the special apparatus on spark alone
after the engine has been running for a few
minutes. rf

The increased sales. of. Elbridge engines
during 1910 and 1911, are regarded by the Com-
pany as phenomenal. About forty engines
were sold in 1909, more than 200 during 1910,
and 1911 showed an increase of about 50% over
the preceding year.

Beatty Carries three passengers for fifteen minutes:

AERONAUTICS

Page 52

February, 19/2

The Jennings Monoplane

25-0"

SO) HONDO) DO) NEW monoplane for 1912
ON OO is under construction by R. J.
Pas oS) Jennings, of Uniontown, Pa.,
1) 1) a description and picture of

whose 1911 machine was pub-
lished last issue.

The general work on the
new machine is similar to
the 1911 one, except that the wings are dif-
ferent and the spread has been increased
to 34 feet. A self starting apparatus of his
own design will be an additional feature.
The rudder is operated by foot pedals, and a
foot throttle is provided.

From the information furnished, it ap-
pears that he warps but in one direction, i. e.,
up. And this by rotating a steel tube inside
the rear tubular beams of the wing. There
is no reason why warping can not be ac-
complished in both directions, according to
usual practice. In his case, however, the
steel tube O is rotated by the bar M. At
the wing end is the bar or mast L which is
attached to the wing tips by wires. For ad-
ditional security, a wire is provided inside
the wing to bring about warping also in case
of trouble with the inner rotating tube in

WARPING MECHN/SM1 OF JENNINGS
MACHINE /194-

N is tube turned by M, warping wing
uo by wires from, K3 emergency
wire For warping

The Warping System
the main rear wing beam. This latter wire
K runs from the top of the mast L into the
inside of the wing at the forward main
wing beam at R and thence inside the
wing to the bottom end of the bar M. To the

top end of the rocker M is a wire over a
pulley to the grooved sheave of the steering
wheel pillar. As the whole steering column
moves forward or backward for elevator
movement, it seems apparent that wings
would warp upward every time the elevator
was moved from neutral. It seems apparent
that in steering toward the earth, the wing
tips would warp up. In steering the ma-
chine upward, the wings would again be
warped up. The perspective sketch has
been made up from Jenning’s letter and
drawings. The other drawings have been
furnished by him.

Turning the hand wheel warps the wings.
Pushing it away from the pilot steers down;
pulling foward steers upward.

The rear beam of the wings are of 14”,
seamless steel tubing, and inside the same
is a similar piece of tubing running from
the rocker (M) to the brazed joint, of
154,” dia. In one end there is brazed a %”
taper steel rod 4” long with key-way for
locking the rocker plate (M) upon same.
After placing same, there is a lock nut and
cotter to make sure.

Inside the mast support of the brazed
joint is an aluminum bushing pened and
forced into, and when the steel tubing just
mentioned above, is slid into the main >
tubing, the end is locked and riveted into
the aluminum bushing.

The mast supports are 6” high of 114,” dia.
12 ga. steel tubing while the sleeve tubing
is 134” tubing of 16 ga. and 3” long. The
fore one, next to end of wing, has a rivet
pin in same, and works in a slot in main
tubing or wing. The mast (L) is connected
to the tips of the wings by 1%” standard steel
Roebling “Aviator” wire, and the wire

‘marked K is fastened to a pulley as shown

on edge of wings and run through the inside
to the bottom of rocker. The top of rocker,
M is attached to the wire from which-
ever side the wing is attached to steering
wheel (groove wheel). Each wing is an
exact duplicate and weighs exactly the
same.”
(Continued on page 62)

AERONAUTIC February, 1912

Again Demonstrated at Home and Abroad—
On Land and Sea!

While Lincoln Beachey and other Hugh Robinson was giving the
famous CURTISS AVIATORS were
making a clean sweep in competition

at the Los Angeles International Meet
with the new 1912 Nice, France, in the new 1912

CURTISS AEROPLANE © tiese cvitences ot GURTISS HYDROAEROPLANE

people of Europe their first view of

successful Flights from the Sea at

CURTISS superior-
ity, the Aero Club
of America, the
highest authority on
aviation in the
United States, has
officially recognized

CURTISS
PROGRESS

by awarding to Mr.
Beachey at Los Angeles GLENN H CURTISS Robinson at Nice, France

the Cottier Aviation Tropuy for the greatest advance during the year 1911.
These things are facts and they go to prove absolute CURTISS dependability.

ACHIEVEMENTS ARE THE BEST ARGUMENTS; RECORDS ARE
THE ONLY PROOFS

If Beachey and Robinson had not been using Machines of the highest
decree of perfection, equipped with the famous CURTISS MOTOR, they would
not have been able to convince two Continents of the superior speed, safety,
praticability and progress of the CURTISS AEROPLANE and HYDROAERO-
PLANE. These facts cannot be ignored. They furnish conclusive evidence
of the rapid advances of the practical sort. Most of all, they prove beyond
dispute that the name

CURTISS LEADS THE WORLD IN AVIATION

Our new 1912 Catalogue is now ready for distribution. It contains facts and
illustrations that will interest you about CURTISS AEROPLANES, HYDROAERO-
PLANES, MOTORS, THE CURTISS AVIATION SCHOOLS and EXHIBITIONS
by the famous CURTISS AVIATORS.

For particulars regarding any of these subjects, address

PoP Teer eter eter eee ee ed

eeeseoee

THE CURTISS EXHIBITION CO.

1737 BROADWAY, NEW YORK CITY

JEROME FANCIULLI, General Manager
Sales Agents and Foreign Representatives for THE CURTISS AEROPLANE CO., Hammondsport, N. Y.

|
. . . - .
| In answering advertisements please mention this magazine.

AERONAUTICS

February, 1912

GOODYEAR
BALLOONS

iz

BALLOON AND AEROPLANE

Fabrics — Accessories

No longer do you need send to Europe for Balloons. We not only manufacturea full line
of balloon fabries—cotton or silk—but we also build spherical or dirigible balloons complete.
Goodyear Balloon cloth and construction is the result of exhaustive study in England,
France and Germany and we guarantee our balloons equal to anything purchasable in any

foreign country. Our cotton fabric, which we recommend, is made out of high grade
cotton and is rubberized. Hence it is most enduring.

Our big manufacturing facilities enable us to make quick shipments. You don’t have
to wait on foreign makers nor do you have any duties to pay. Let us send samples and
tell you more about Goodyear Balloon Service.

Goodyear Rubberized Aeroplane Fabric

Damp and moisture-proof, our Rubber-
ized Aeroplane Fabric is the most durable
made.

In the rubberizing process, the fabric is
subjected to heat many times more intense
than it will ever undergo in aerial service.
So ordinary heat has no effect upon it.

It can’t dry out, stretch, flap, and cut
down speed because no moisture can get
into it. Nor, for the same reason, can it
shrink up and twist the planes out of

alignment. Jt is non-shrinkable—unstretch-
able, heat-proof, cold-proof, damp-proof,
rot proof, and it is always the same. So
dependable that every veteran aviator and
manufacturer in this country uses it ex-
clusively. Used by Rodgers, Ovington,
Atwood, Fowler and Brookins in all their
big events. Used by the Wright Co.,
Burgess Co. and Curtis, The Curtiss
Aeroplane Co., Glenn L. Martin, Moisant
National Aviators and many other leading
manufacturers.

Goodyear Detachable
Aeroplane Tires

Veteran Aviators know the importance
of landing on tires that can not tear loose.
Such tires are Goodyear Detachables.
These tires are made like No-Rim-Cut
Auto Tires—are most durable and bind the
rim ina vise-like grip. HExtra-thick treads
make them practically non-puncturable.

Single Tube Tires, strong, light, durable,
built in all standard sizes—the only single
tube aeroplane tire with valve protected by
metal, This keeps valve from tearing loose.

20x 4 Clincher Tires—the most popular
tire for rigid machines. Used in all Curtiss

Aeroplanes. Extensible rubber beads.
We make tires in sizes to fit any and all
machines. Made with or without leather
treads.

Bleriot Type
Shock Absorbers

Steel Springs snap in cold weather, catch
in the tubes, are not satisfactory. The
Bleriot Type Rubber Shock Absorbers
are the only successful springs for mono-
planes. You can now get this type of
spring at home. We are the sole manu-
facturers. Can fill your order promptly
and savingly. Ask us about our springs
—We make all kinds.

Whether you contemplate manufacturing aeroplanes or merely intend to purchase a
machine, you should find out all we have to offer you before making any final decision. We
have with us all the veterans—both aviators and manufacturers. That speaks for itself.

The Goodyear Tire & Rubber Co.

Branches and Agencies in 103 Principal Cities.

TELL US YOUR WANTS

Main Offices and Factory
AKRON, OHIO

In answering advertisements please mention this magazine.

AERONAUTICS Page 53 . February, (te

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The Jennings Monoplane

AERONA Se

eo i

By PERCY PIERCE, Model Editor

Te E sport for flying models is

~ becoming such a fad for
boys and even grown-ups,
that some have gone into
another branch of it; model
gliders.

The illustration shows a
glider made by Mr. Wilson
S. Howell, Jr., of New York.
York. It has been flown
numerous times at the
Englewood Golf Links, New Jersey, starting
it from a hilltop against a wind of about 20
to 30 miles an hour, as in the case with a
man-earrying glider.

The greatest weight carried by the glider
was a 30 oz. stone, which was laid on the
main bar, so when it lands the stone would
fall off and not be too much of a load on the
skids, although they are built to stand a
heavy shock of that sort.

The length over all is approximately 50
inches and the plane spread 48 inches. The
main bar is of straight-grained spruce 42
inches long by 1 inch wide and *%4 inch thick.
A large built-up keel 9 inches high and tap-
ering from 9 inches at the top to 6 at the
bottom is fastened to the main bar with its
rear edge 6 inches from the back end of the
bar. A skid of bamboo 15 inches long is fas-
tened to the lower end of the keel, as shown

Rear Vertical Rudder

Spruce

Rubber Fastening

mn

ig a cc

a 50

| -“ Uliye

—+

in

in the detail drawing of rear keel and skid,
to protect it when landing.

The novel front skid operates very nicely
when landing. The ends of two pieces of
flat spruce 12 inches are fastened to the
main bar, so as they can move freely and two
pieces 14 inches long are fastened in a simi-
lar way as shown in the side elevation and
detail drawing of front skid. The runner is
of spruce covered with tin to keep it from
wearing out.

The main or rear plane is fastened just
over the keel by wrapping a heavy rubber
band around under the main bar and over
the plane several times. The frame of the
plane is built-up of spruce and has 30 double
ribs. The covering is of china silk which is
coated with a thin varnish, making a very
airtight and smooth surface.

The front plane is usually called the elevat-
ing plane as it regulates the upward and
downward movement of the glider in flight.
The patented tips are the special feature of
the glider, which are at an angle to the line
of flight, as will be noticed, and certainly do
add to the stability of the glider. This plane,
which is of thin spruce, is fastened on the
main bar with its leading edge 6 inches from
the front end of the bar by wrapping with
rubber like the large plane. The glider flies

with the small plane forward.

VIDE ELEVATION |

at

Spruce
Ribs

3

ilk Covered

Top EL EvaTion

Built on portion —@p i
Thin Spruce = ‘
me Vel
i da} i
Rubber Bumper — a

DETAIL OF Ae HeeL
AND SHIP OF

AERONAUTICS February, 1912

George W. Beatty tests out the FRONTIER MOTOR at Buffalo, December
21st and 22nd, with a grand success, carrying passengers in a number of flights.

Mr. Beatty orders a FRONTIER MOTOR for his Wright machine and says
he believes the FRONTIER MOTOR is the best engine in the world.

Write for Full Particulars Regarding this Motor Today

FRONTIER IRON WORKS 2eet¢_SUFFALO. NY.

MODEL AEROPLANES

SCALE KNOCKED DOWN MODELS
Wright, Bleriot, Antoinette—3-foot Flyers, 1000-foot

Controlled by Ideal Aeroplane & Supply Co,

We “CECIL PEOLI”: Chgmeicn

Plans and directions for building

White Racer. this famous model 25e. Plan for building Wright
Biplane, 3 ft., Flying Model 25c. Bleriot Monoplane
Complete new stock. Send for our First Edition 1912 3 ft., Flying Model-plan 15c.
Catalogue of Supplies and Fittings. Complete stock of guaranteed materials and parts.

Our new up-to-the-minute catalog contains everything.

THE WHITE AEROPLANE COMPANY Also has official rules for contests. 5c. brings it. Worth $1.00.
Office and Salesroom 337 Adams St., Brooklyn, N. Y. IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, N. Y. City

BIRD MODEL The most natural, perfect and scien-

tific Flying-Machine Model in the

world (patented) which shows the secrets in birds’ flight.
Will fly from 20 to 200 feet without power.

ane A Most interesting for enthusiasts in aviation.
PROPELLERS FOR MODELS ; Paths emogth. 2 itch: Eel Everybody experimenting in flying-machines can not be without it
shaft accurately and securely attached; 35¢in. 15c., 5 in. 20c., Send 25 cents for complete model 4
6 in. 25c.,8 in. 35c.,10 in. 50c. Post-paid. Low quantity prices. ues: wanted . Idea is worth the money

PATENT

Jersey Skeeter Aeroplanes 25c,Flying Squirrel Aeroplanes lic. RNST EBBINGHAUS, 316 E. 93rd Street, New York City
LINCOLN SQUARE NOVELTY WORKS, 1939 Broadway, New York

Get the Champion Model Aeroplane
PERCY PIERCE RACER, No. 68
FLIES 14 MILE
Holder U. S. Records for distance of 1,8145 feet

and duration of 612 seconds.
Parts, Drawings, or Made-up Machines from

PERCY PIERCE, 5907 Osage Avenue, Phila., Pa.

GIBSON Propeller Co.
| First Propeller Manufacturer in America
ESTABLISHED 1908 — STILL “ON THE JOB” BALL BEARINGS
Best flying results in all America For Fast Work
Ss Designs to suit your requirements
O Careful Construction 4 a g RLV. Co., 1771 Broadway

Fair treatment New. York
N AGENTS WANTED
Fort George Park - New York City, N. Y.

In answering advertisements please mention this magazine.

AERONAUTICS February, 1912

SEEEEEELELEEEEESESEEEEELESLELEEESES

IT WILL HELP THE GAME

If You Will Help Us Solve This Problem:

Has Aviation in America Devoloped Enough to Warrant the Manufacture
of Engines and Aeroplanes in Economical Quantities ?

You can buy an automobile today for less that half what a poorer machine
would have cost you a few years ago. Simply because instead of making
500 machines a year the large manufacturers of the present are making
and selling say 10,000 and more machines a year. :

WE CAN MAKE BETTER ENGINES

For half the present price, if, instead of a hundred or two a year, we can
sell 500 to 1,000 a year. And price, we sincerely believe, is “what’s the
matter with aviation.”” Hundreds of new machines would be tried out if
the inventors could get thoroughly reliable engines at a reasonable figur~,
The reputation ot

ELBRIDGE ENGINES

6
is unassailable. Hundreds of them used in thousands of flights, in America
and all over the world. Can we sell 500 of them this year if the price is
right? Write us what you think about it. We will try the experiment
for a month or two; the price will not be published, and if the returns

are not satisfactory the quotations will be cancelled.

It is Important to Write Now

to 60 h. p., and more. Free information on ’planes engines and propellers.

Drop Us a Line on the Proposition Outlined Above.

ELBRIDGE ENGINE COMPANY '°,SSRYER ROAD

FF FFF FFE F SF SS SF SFFSFFSSSSFFFFF FSF SF FFF SSI SS PS SSS SSF FFSITFITFITFSS

SEEELELESESELEESEEEESEBAZ ESS IFFFFFFFFFFFS SF LELELELEELEEEELEELEELELEEELAELELALEAEEAEEEEEELE SESS

Elbridge Aero Engines are made in five styles and sizes, from 10 h. p. |

s¢

Ln uisacring advertisements please mention this magazine.

I wish all those interested in the art and
study of model flying and desirous of forming
model clubs would write me and I will en-
_deavor to help them out the best that I can.
_ It is interesting to note the numerous
model clubs now forming all over the coun-
try, showing that the art of model flying is
becoming more and more evident.
A St. Louis Model Aero Club will shortly
be formed. Their first meeting will be held
at the club rooms of the Aero Club of St.

se00 AERONA OTICS
|

‘Louis, Columbia Building, 8th and Locust
Streets, Thursday, February 29th, at 7.30
}P. M.

_ Mr. Frank C. Alsop, who is employed in
the Smithsonian Institution and who has
' built a number of models, thinks of organiz-
ing a Model Aero Club in Washington, D. C.
_ The Philadelphia Model Aero Club held
[ their second meeting on February 7, at the
| home of their secretary pro-tem, at which
time they discussed the doings of the model
flyers and the efficiency of built-up surfaces
for models. Their next meeting will be held
on February 21, at the secretary’s, 2208

Brown St., Philadelphia.

Not later than March 1, there will be a
Model Aero Club formed in Rensselaer, N. Y.,
by Mr. Elbert R. Bailey, and another club in

Albany, N. Y. The boys there have already
shown much interest in model flying.

Mr. Eugene Stanfield of 1001 14th St., Ra-
cine, Wis., announces that he is organizing a
club in that city.

The Cypress Hills Model Aero Club of
Brooklyn, N. Y., held their annual election
on Jan. 16, and the following officers were
elected: Harry Eckhardt, president; N. Metz-
ger, vice-president; J. F. McMahon, secre-
tary; Lester Ness, treasurer. They meet at

their club rooms, 3221 Fulton St., Brooklyn,
INE SY’.

The Central Y. M. C. A. Aero Club of Phila-
delphia has 16 members and is steadily in-
creasing in membership. Meetings are held
at the association every Saturday, with
Percy Pierce, holder of the American record,
as technical instructor.

CONTESTS.

The Aero Club of Terre Haute, Ind., held
their first contest, February 9; it proved a
great success in every respect.

The boys of the Y. M. C. A. at Omaha, Ne-
braska, held a very interesting contest at the
Fort Omaha balloon house on January 6.
The prizes were a silver cup and a boy’s
membership in the Y. M. C. A.

The members of the Scientific Research
Club of the High School of Wilmington, Dela-
ware, held a model aeroplane contest on De-
cember 30, at the Gentlemen’s Driving Park.
A crowd of several hundred watched this
opening meet. 'The following were among
the contestants: John M. Mertz, Samuel J.
Milliken, Linnaeus Hoopes, William Cars-
well, Hammond Freeze, Albert Hoopes, Er-
nest Wilson and John Evans. The rules pro-
vided that the contestant should not enter
more than three models.

February, 1912

The Central Y. M. C. A. Aero Club of Phila-
delphia has announced a second contest at
Belmont, Fairmount Park, Saturday, Febru-
ary 17, at 1.30. At their first contest there on
December 28, Percy Pierce broke the Ameri-
can long distance record with a flight of
1,81414 feet.

The first event is open only to members.
A silver trophy is offered. The second event
is for outsiders. Any boy of greater Phila-
delphia under the age of 20 can compete by
registering his name at the association. This
prize is a bronze medal made especially for
the occasion. The club expects this meet to
surpass the first in every respect and to have
over a thousand spectators.

R. F. Mann, the English boy, just broke his
former world’s record of 2,685 feet by mak-
ing a flight of 4,200 feet. This shows how
far England is in advance of America in
model flying.

The Oakland Y. M. C. A. Amateur Aero
Club, of Oakland, Cal., held a contest a month
ago in which, Master Wm. R. Davis, Jr., won
the distance event with a flight of 30214 feet;
Raymond Montagne was second with 280
feet. In the second event for a model land-
ing nearest to a stake 100 feet from the

_ starting line, was won by R. Montagne whose

model landed 8 feet away from the stake.
There were 13 contestants most of whom
had tractor models, that is, with the pro-
peller at the front instead of at the rear.

Address all inquiries to Percy Pierce, 5907
Osage Ave., Philadelphia, Pa.

REPLIES TO INQUIRERS.

F. K. G.—The best frame for a flying model
is triangular shaped, that is, the two main
bars should be brought together to a point at
the front and spread apart at the rear. The
spread is governed by the size of the propel-
lers, which in this design are usually placed
at the rear.

S. S—The best book on model aeroplanes
for the average boy, is the Second Boys’
Book of Model Aeroplanes, by Francis Arnold
Collins. A more technical book is the Prac-
tice and Theory of Model Aeroplanes, by V.
EK. Johnson.

Jack K.—The usual size of rubber for
models is the 3-32 inch square, however, for
very light models the 3-16 inch flat is very
good.

mhe IN: W2. Aeronautical Supply Co. says (Mr.
Watts speaking): ‘‘Too busy to write an ad. this
month. Will double up next.”

That flight of Cooke with his Roberts- engined
‘plane was a beaut’! Nicht wahr?

the Bosch company

Did you know makes a
magneto which gives. the same fat spark
whether retarded or advanced?

Anxious Purchaser—yYes, certainly, the Hall-

Scott people are still in business, at the Crocker
Building, San Francisco.

AERONAUTICS

Page 56

February, 1912

Sen oe

Sorte hae

a ——

=== | Jin

SMSO OME manufacturers—two of
WE! them the biggest in this

country—object to the ar-
e s rangement between the
Soe)

Grand Central Palace oper-
ating company and the club

under whose auspices the
KORE NS 1) coming Aero Show is an-
nounced. Exhibitors who

AP AANVAA AA) AAS
CRETE) pay for space, would like to
know why a share of the
profits from the sale of space and from gate
receipts could not be divided pro rate among
those who make the show possible, rather
than have this share go to the club. A club
is not usually expected to be a commercial
enterprise, though many aero clubs are
“merely that, and nothing more.” Others
combine business with personal adver-
tising. The club fathering the May
show announces that it is taking this
step for the “good of the aeronautical
industry.” The industry has found the
burden of past shows has overweighed
the results. This particular show, financed
by the Palace Company, men of many years’
experience in the conduct of shows, will un-
doubtedly prove a stimulus to the estab-
lished industry. It will, also, bring into the
field new manufacturers. The cost of space
and transportation is heavy and the feel-
ing is general that the club’s share of profits
—if any—should go back to the exhibitors.
This is only fair. It is established custom
at automobile and other shows. The club
should abide by its statement of a desire to
aid the industry. Will it?

DO YOU WANT PATENTS CONTINUED.

KEVERS) N the question of patents! So
Ge)

many of the patents issuing
from the Office are of very
freakish or impossible nature
that it seems more or less
useless to print even a list of
We started by
as possible a
embodying

8 be)
g e)
OR)
Bawa
CS!

those issued.
giving as clear
short description,

every feature of the claims. This grew to
too great proportions and we cut down.

Latterly, we have printed merely the num-
ber, name, date and a few words to tell what
the patent covers, without giving anything
of the claims. Would you rather have the

list as it is now running; or will we print
only the patents of real or possible interest
and give enough space to those to properly
dissect the claims, with perhaps an illustra-
tion of the device. Will you be good enough
to let us have your advice?

PUBLISHED MONTHLY BY
AERONAUTICS PRESS, 250 WEST 54th STREET. N Y
SUBSCRIPTION $3 00 YEARLY

CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS
A. V. JONES, Pres't ae — E. L. JONES, Treas'r-Sec'y
ERNEST L. JONES, Editor = J. €. BURKHART, Ass’t Editor
M. B, SELLERS, Technical 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 SQ.. BOSTON. MASS.

No. 55 FEBRUARY, 1912 Vol. 10, No. 2

COPYRIGHT, 19011, AERONAUTICS PRESS, INC.

Entered as second-class matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.
AERONAUTICS is issued on the 30th of each month

All copy must be received ay the 20th. _Advertis=
ing pages close on the 25th. ::

Make all checks or money esdere free of exchadell
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. 3 3

AGENTS FOR “AERONAUTICS.”
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SAN

the Magazine

Man.

DALLAS—S. W. Aeronautic Supply Co., 214
Main St.

LOS ANGELES—Whalen’s News Agency, 238

So. Spring St.
WASHINGTON—Brentano’s.

BERLIN—W. H. Kuhl, 82 Koniggratzerstr., S.W.

PARIS ‘entano’s, Place de 1|’Opera.

LONDON—Aeronautics, 12 Newgate St., Lon-
don, E. C., George H. Scragg, Mer.; also at

the office of British Aeronautics, 3 London
Wall Buildings, London Wall, London, E. C.
BERNE—A. Francke’s Sortiment.
FULLER ARGENTINE PACKAGE EXPRESS,
Defensa 127, Buenos Aires.

AERONAUTICS February, 1912

-. Do You Want To Go _ =-:-

AEROPLANING?

By special ar-
rangements I
have installed
“WRIGHT
AEROPLANES"
and “LICENSED a
AVIATORS” of cs So
the highest standing and ability.

Mr. GEORGE W. BEATTY, the Society Pas-
senger Carrier is in charge and is making daily flights
between the hours of 10 A. M. and 5 P. M.

For all information, ~phone CHELSEA 3129.
Tickets can be had at

$25-- TWENTY-FIVE DOLLARS--$25

per trip during January and February. Parties wish-
ing to become “AVIATORS” will do well by com-
municating now. We guarantee to make you a flyer

in less time than any other first class $
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Finest flying grounds in America, thirty minutes

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Address

aero STEVENS

BOX 181, MADISON SQUARE :: :: :: Me YORK

In answering advertisements please mention this magasine.

AERONAUTICS

February, 1912

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AERONAUTICS

Page 57

February, 19/2

A New Boland Biplane

The New ‘Boland Experimental Machine of More Conventional Type.

new biplane built by Frank
E. Boland has been flying
the past two weeks at Min-
eola. This is of more con-
ventional type than his rud-
derless machine described
in detail in the November
number. This has been built
to familiarize himself with
Bes the operation of the usual

methods of control in order
that he may satisfy himself with the system
he has heretofore employed and to find out
any facts which may lead to still more de-
velopment.

“se aS

This machine is rather better finished than
his own type, which was built more for
business than looks. The planes are in three
sections, engine and two outer. The lateral
main beams taper from the second struts
from the end to the extremities, as shown
on the sketch.

The beams of the upper plane are lighter
than those of the bottom. The method of
joining of the beams at the engine section
is illustrated in one of the detail draw-
ings. The wings are single covered with
muslin, ribs and beams in pockets, cloth
treated with his own preparation which has
a base of glue, cooked with formalin and
water. As will be noted, the ribs extend
very far out behind the rear beam and are
flexible. The last few ribs on each end are
used for warping. Wires run from the tip
of each of the lower plane to corresponding
ribs on the upper. The wings can be warped
down by swinging the steering lever. As

one side is warped down, the other side is
free to bend up under the air pressure.
The warping wires are normally taut and
keep these ribs bent down to their regular
curve. The curve is 2% inches deep, at
16 inches back. The front and rear beams
are exactly the same height from the ground,
the ribs going under the rear beam.

The ribs are of solid ash, bent over a
form and scorched with a torch on the in-
side to make them retain their shape. The
ribs gradually taper from the front to a
thin point at the extreme rear. On either
side of the struts at the middle of each wing,
the adjacent ribs are built up.

No turnbuckles are used anywhere in the
wings—only in guying of outriggers and
running gear.

The struts vary in size, being smaller at
the wing ends than in the mid-wing or
engine section.

The front elevator occupies a low posi-
tion but allows a full view of everything
ahead. A speedometer tells at all times the
relative speed. There are no guy wires for
either the elevator or the rudder. A tri-
angle of “L’” steel is used in place of any
masts, the only additional bracing coming
from small steel tubing. The rear elevator
works in conjunction with the one in front.
The rudder post is rigid with the real ele-
vator. Any movement of the elevator carries
the rudder with it.

The universally mounted control lever
is simple in operation but rather complicated
to describe. The wood of the lever itself
is free to turn part way around (for rudder

ALBIS SHANI,

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AERONAUTICS

Page 59

February, 19/2

AERONAUTICS

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AERONAUTICS

Page 60

February, 1912

action) in a short steel tube. This tube (1)
is pivotally mounted in the fork of another
tube (2) so that tube (1) and pillar can
swing fore and aft for eievator operation.
The second tube rotatable upon the end
rounded end of a spar extending out under
the engine section. For rudder action, a
plate surrounds the pillar from the ends
of which plate wires go to the rudder.

BSNL E BLE RIBS

WIRES

A1VGID SO/N 7

(ARINGES TET, Wee

The bearings of the elevators and rudder
are out of the usual in the manner of con-
struction, for they do present a large bear-
ing surface and are greatly strengthened by
the method of construction over the method
in the average machine.

Swinging the steering column from side
to side warps; fore and aft for elevators.
Turning it about its vertical axis turns the
rudder.

For the Winter flying, no wheels have
been used. These are attachable in the very
same manner as sketched in the November
issue, except that these will now be capa-
ble of being pulled up out of the way when
a landing is to be made on the skids, as
is preferable to the builder.

The weight of the entire machine, with
man and 10 gallons of gasoline, is 750 Ibs.
The machine flies more than sixty miles
an hour, according to his speedometer on a
calm day.

Spruce is used everywhere except for ribs;
even the engine bed is spruce. A push button
magneto switch is at the top of the steering
pillar and another separately wired, on the
seat.

With the “freak,” the flying has been con-
tinuous all Winter long. Boland thinks the
Winter time presents the most favorable
landings and the air is as good as in Sum-
mer, if not more uniform.

The power plant is the same 8 cylinder
Boland motor which he has been using for
the past several years in his various ex-
perimental machines. Considerable of a de-
scription was given of the engine in the
previous article.

INSURANCE COMPANIES NOTE

From September, 1908, the date of the first
death by power aeroplane, to February 1, 1912,
three years and five months, 120 people were
killed by power machines, either as pilots, pas-
sengers, mechanics or spectators. Consider
that 5000 machines have been in use in this
period.

From Jan. 1, 1897, to Dec. 31, 1901, four years,
with fewer than 4000 automobiles in use in the
whole world, 416 deaths occurred in all ways
connected with the use of automobiles.

The Previous Boland Machine, Rudderless, Alileronless, Tallless In Flilght.

J. Albert Brackett, Boston, Mass.
A. V. Reyburn, Jr., St. Louis, Mo.
Geo. B. McNamara, Norton, Mass.

137-141 JACKSON STREET

'
i
'
B D
‘
| 7
j _|EADY to deliver, 8 cyl. 4 cycle water EOPLE are hard to convince. If your \
} f ~P “plane is standard we will fly it or refund [t
; cooled motors that give 60 H. P. the money. It must fly. i
: NLY give us the chance to prove what we :
\ VER since 1908 the original engine has can say about our engine is fact. \
\ t
been flying our experimental ‘plane. ON'T you make appointment and see us fly '
\ for you. You want an engine that will fly '
\ your ‘plane, an engine that won't wear out, |t
LWAYS in order—this engine has never | that always fires, which always delivers its full power.
\ ee eR ate Re nea UREKA! We have it. We are entitled’to |!
‘ See Face cee FE the opportunity of showing you what we :
——_ have and telling you what we are prepared |
: RIGEINsyourhaverscen the Boland machine ea eri believe we can prove our claims to your
\ . . :
‘ flying er ole pene has been ENDER unto Caesar the things that are
flying almost daily; has flown ail during R | Caesar's! Before you buy, you owe it to
| the Winter—with Boland power plant. yourself to investigate our motor. i
‘
; Ready to Deliver Aeroplanes, Either with Above Motor, or Our 4 Cyl. 2 Cycle 40 H. P. Motor ‘
\
BOLAND AEROPLANE AND MOTOR CO., Rahway, N. J.
New York Office, 2 Rector Street, Room 328 :
a
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4 A
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BLERIOT MONOPLANES

ARE THE BEST KNOWN AEROPLANES IN THE WORLD
See our BLERIOT MONOPLANES flying in the North, South, East and West by

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OUR MONOPLANES FLY —
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February, 19/2

Willie Haupt, Philadelphia, Pa.
E. J. Marley, Sumner, Miss.
A.C. Menges, Memphis, Tenn.
Write to-day for 1912 Catalogue

3 MODELS

HEMPSTEAD, L. I., N. Y.

FECRURERS FREE, 71O ALL BODIES.

Aeronautical missionaries who will wage an
educational campaign in the interest of aerial
locomotion, have been sent in all directions
of the compass around New York City, as a
result of action taken recently, by the di-
rectors of the Aeronautical Society.

The missionaries are George S. Bradt, treas-
urer of the Society; Wilbur R. Kimball, former
Secretary; Thomas A. Hill, acting president,
and others. These men will go to any organi-
zation, institution or school that calls them
and without expense, except where request is
from distant points, to the body before which
they speak, will deliver an interesting and
non-technical lecture illustrated by many lan-

tern slides summarizing the great achievements |

in aeronautical history.
Their free services are

at the disposition
of any reputable body in

the City of New

| York, or in any locality within easy travelling

distance, upon payment of expenses only.
A dozen requests have already been received
and some dates already filled.

EDWIN LEVICK

Aeronautical
A N D M ,Av_Re Lane &

Photographers

108 FULTON STREET
NEW YORK

Photographs of Practically every Aeroplane and Airship in the World

Cable
Photonews, N.Y.

Telephone
100 John

Lantern Slides and Enlargements our Specialty

White for Catalogue Agents Throughout Europe

In answering advertisements please mention this magazine.

AERONAUTICS

Page 62 February, 1912

Fixed Ignition for Aeroplanes
By R. B. WHITMAN

Of the Bosch Magneto Co.

in the control of aeroplanes is obvious,

and it is natural to attempt every ex-

pedient in the reduction of the num-
ber of parts to which an aviator must give
his attention while in flight.

In the present development of the
plane, the controls for vertical and hori-
zontal movements and for stabilizing must
be manual, and the designer cannot hope
to simplify these to any great extent.

It seems possible to simplify the control
of the engine however, and it has been pro-
posed to abandon controllable ignition in
favor of ignition at a fixed point.

This system is in very successful use for
certain classes of automobiles, and leaves
the operator only the manipulation of the
throttle in the control of the engine speed.

ie necessity for absolute simplification

aero-

The principle of fixed ignition depends
upon causing ignition so late in the com-

pression stroke that a back-fire will not be
produced on starting, but at the same time
to allow sufficient advance to permit the
charge to be completely burned by the time
the piston reaches top dead centre.

To secure this result, the combustion
space must be compact and the spark plug
so located that the distance through which

the flame must travel is practically equal
in all directions. :
With a hemispherical combustion space,

for instance, as could be obtained with a
valve-in-the-head motor, and with the
sparking points located in practically the

centre of the charge mass, the flame would
have a minimum distance to travel in prac-

tically all directions, and consequently the
propagation of the flame would consume
minimum time.

Under such conditions, an advance so

small as to avoid the possibility of a back-
fire would be sufficient to allow the charge
to become entirely inflamed by the time the
piston reaches top centre.

The speed of flame propagation is practi-
cally independent of the piston speed, and
it will be realized that less ignition advance
will be needed for a low number of revolu-
tions than for maximum engine speed. In
other words, an increase in engine speed
must be accompanied by an advance of the
ignition, in order that the inflammation of
the charge may be complete when the piston
reaches the upper dead _ point. Thus the
principle of fixed ignition is not universally
applicable, and it will be realized that while
it will give satisfactory results up to a cer-
tain speed, a further increase of speed will
require an advance of the ignition, in order
that full output may be obtained.

The manufacturers of commercial vehicles
and taxicabs make use of the principle of
fixed ignition. because for one thing, it pre-
vents the driver from securing from the
engine its maximum output and therefore
protects the engine parts from undue
strains. On such ears, it is desirable to
prevent the engine from attaining its maxi-
mum output, which, as has been said, can
be done by fixing the ignition, in order to
limit the engine speed, but conditions on an
aeroplane engine are quite different, for the
aviator desires to secure the greatest pos-

sible output.

The ignition may, of course, be fixed at
such a point in the stroke that maximum
power will be developed, but the advance
will then be suflicient to produce a back-
fire on starting. To retard the spark to the
safety point will limit the speed and will
prevent the production of maximum output;

and it may thus be seen that the fixing of the
ignition cannot be considered advisable for
aeroplanes.

In the foregoing,
given only to the usual
tion system; that is,
ploys but one spark plug to each cylinder
and causes the flame to be propagated
through the mixture from a single ignition
centre. With two-point ignition, the con-
ditions are improved, for in this system ig-
nition is produced at two points in each
eylinder, with the result that the time re=
quired for the propagation of the flame
through the charge mass is very greatly re-
duced.

It has been found by experiment and test
that the use of two-point ignition permits
the advance to be reduced practically fifty
per cent., and for all practical purposes, this
means fixed ignition.

For the production of extreme output,
however, a slight advance of the ignition
for the two-spark system will permit the
production of greater output than would be
possible with any setting of a single-point

consideration has been
single-point igni-

the system that em-

ignition system, and even with this small
advance, there will be danger of a back-
fire on starting. Thus the aviator must
choose—even with this system—between
safety on starting and the limiting of the

output, or the securing of full output with
danger of a back-fire on starting.

It is quite feasible, however, to arrange
this control in such a manner that the avia-
tor is relieved from the necessity of op-
erating it by attaching a spring to the tim-
ing control arm on the magneto in such a
manner that it is held in the full advance
position. A suitable connection may _ then
be arranged to draw the timing control arm
into the retarded position against the action
of the spring and this control may be op-
erated for starting. When the engine is in

operation, the control may be released and
the spring will advance the spark to its
limit.

It will be observed that for all speeds at
which the engine will be operated, the spark
may be left in the advance position, for it
is only in starting that the retard position
is required.

The arrangement suggested pbove has
been fitted to aeroplanes in isolated cases
ane has given absolutely satisfactory re-
sults.

Jennings Monoplane ‘mined yrom

The elevator controls and wing warp are

only shown in the elevator control set for
any position, which is immediately released

as soon as the wheel is touched in a grip
manner. If aviator should be thrown against
same, it would not move, but the least bit of
a grip moves it to next notch up or down.

The patents on the entire control and an
automatic engine control are pending.

“IT have a biplane cell that I am going
to try out this summer on the same
nonoplane fuselage and the wing planes
will be shaped the same as the monoplane
wings. The biplane is built to fit the mono-
plane fusilage without disturbing the mono-
plane fixtures. The biplane will be about
32°0” spread by 5’ chord. No turnbuckles
in any of the cell wiring, but a few in
and about landing chassis, which is my
monoplane chassis. The balance is by hinged
ailerons or flaps.

ES ss

AERONAUTICS Februarv, 19/2

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AERONAUTICS

February, 1912

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AERONAUTICS

Page 63

February, 1912

For the second time Los Angeles has proved
itself to be the only city where a meet has been
made to pay expenses. The recent meet held
under the auspices of the Aero Club of Cali-
fornia, organized and managed by Dick Ferris,
W. iL. Frew and A. Roy Knabenshue, Jan. 20-28,
was a howling success from a show standpoint,
a fair success financially and disappointing
from the sporting point of view. It was a ver-
itable circus in the air.

Will L. Frew furnished the money and the
field. This preliminary expense came to about
ten thousand. The aviators were paid eight
thousand expense money and $12,675.55 in prize
money, making in all $20,675.00 paid to aviators.
The total gate receipts were $41,057.90. This
left $20,387.65. Minus the preliminary expense
money of $10,000 there was left $10,387 to be
divided between Frew, Ferris, Knabenshue, and
the papers.

The Aero Club of California furnished the
judges, who were as follows: H. LaV. Twining,
Chas. E. Rilliet, Van M. Griffith, Harry S. Losh,
feeesarrett, and J. I. La Du, Jr; OH. Lav.
Twining was elected chairman of the judges.
BE. J. Ovington was clerk of the course. Lieut.
T. G. Ellyson was made referee, and Geo. B.
Harrison, starter.

On the evening before the opening of the
meet, the aviators chose a finance committee in
whose names all money due them should be
banked. The All Night and Day Bank was
made custodian of the funds. Of the committee
of five, chosen by the aviators, any three could
check out money to the aviators upon the
award of the judges and under the supervision
of the bank.

After the preliminary expenses ($10,000), were
paid and the expense money, amounting in this
case, to eight thousand dollars as paid, the
balance was considered as gross receipts, out of
which the aviators received 55%. It took all of
the receipts of the first two days to meet the
above requirements and also a part of the third
day’s receipts so that no prizes were awarded
the first two days.

As to the meet as a whole, it was a grand
success from the standpoint of exhibition flying.
No attempt was made to make records but
races were pulled off. There were three such
events; “The Handicap Race;’’ “‘The Free for
All” and “The International Race.’’ In the
Handicap, each contestant flew over the course
and his time was taken. The fastest machines
were then time handicapped in order to put all
machines on an equal basis. In the race the
machines were all lined up and started all to-
gether. The resulting racing was certainly fine.
This meet demonstrated the feasibility of lin-
ing machines up and starting them all at once.
The same thing was done in the free for all and
in the international race with the exception
that no handicaps were made, and in some
cases the machines were Started one after an-
other. The machines left the ground facing the
wind, they then turned in mid air and came
a on the course and crossed the starting
ine.

The racing was done close to the ground. The
advance in the handling of the machines this
year over last was brought out very forcibly,
and the following points were clearly no-
ticeable: Racing was conducted close to the
ground. On banking for a turn the machines
did not drop or skid. Lincoln Beachy was the
most skillful at this kind of work, followed by
Parmelee, and Martin and Turpin.

At the last meet a year ago, Lincoln Beachy
Was smashing machines for Curtiss as an ama-
teur. This year he blossomed forth as one of
the world’s most skillful flyers. A year ago it
Was the Wright machine that took the lead in
aerial gymnastics; this year in the hands of L.
Beachy it is the Curtiss machine that leads.
In fact, in altitude work and in spectacular
stunts the Curtiss machine has come strongly
forward and it now occupies the front rank, as
it did in speed last year.

Los Angeles Meet a Success
By PROFESSOR H. La V. TWINING

The flying of Lincoln Beachy was simply mar-
velous, He executed right handed and left
handed spirals that were not dreamed of a
year ago. With his 75 H.P. Curtiss motor and
his trim little machine, he left the ground and
very quickly mounted high in the air. Having
gained the altitude desired he came down in
small spirals that were certainly not more than
three hundred feet in diameter and probably
less. During these spirals he at times took his
hands off the controlling wheel and even stood

p.

The figure eight contests between Lincoln
Beachy and Phil Parmelee were fine exhibitions
of skill and daring. The posts around which
the contestants. turned were located 300 feet
apart. Five circuits were made and the judg-
ing was on time. Parmelee in his Wright cer-
tainly won for himself a close second to Beachy
in this kind of work. The shorter span and the
more powerful engine of the Curtiss machine
undoubtedly had a great deal to do with the
success of Beachy, but the ease and the grace
and the consummate skill which Beachy dis-
played certainly demonstrated the personal fac-
tor. The great sailing and soaring birds have
certainly been imitated in their motions at least.

A year ago Glenn Martin could just pull his
machine around the course. This year he was
one of the crack flyers. His racing and his
altitude work together with his banking on the
turns puts him in the first class.

The long straight glides from an altitude of
three or four thousand feet to the field, made
by Beachy were spectacular. A speck in the
sky, he swooped down on the field in a steep
dive or a long glide, and alighted upon the
ground as light as a feather. Fish in his
Wright machine furnished a sensation that was
not down on the program. He indulged in dura-
tion flying largely. As we were watching him
his machine was seen to whirl around one wing
tip several times in very short circles. It then
turned vertically upon one wing tip, and as it
began to fall, it turned and pointed its nose al-
most vertically toward the ground. He must
have been some eight hundred feet high. As
the machine dashed toward the ground he
gained control of it again, and then gradually
brought it to an even keel. Fish kept his head
or the result would have been a fall. He flew
across the field and alighted but was soon in the
air again.

A second serious accident of the meet was
experienced by Howard Gill. This occurred on
Jan. 26 as darkness was falling. Gill had car-
ried a passenger some distance from the field
and had trouble with his motor. He made a
landing in a plowed field and when the trouble
was overcome he tried to return to the field.
When up several hundred feet something hap-
pened and according to Gill, the machine turned
over with him twice, throwing him out of the
seat twice and returning him to it again. — After
falling part of the distance the machine righted,
but the rudder again refused to work and it
crashed to the ground, demolishing the ma-
chine completely and catching Gill under the
debris. A mechanician rushed up and lifted the
wreck from the fallen man. He was uncon-
scious. Clifford Turpin hurried to the scene
with an automobile and Gill was taken to
a hospital in Los Angeles after receiving the
attentions of a physician from Compton. Here
it was found that three ribs were broken and
the spine slightly injured with possible internal
injuries. The next day, however, he seemed
to be all right except for the broken ribs, and
he will recover, probably being none the worse
physically. He certainly had a lucky escape.

This meet has demonstrated one thing most
emphatically and that is that fancy flying is no
more dangerous than straight away flying. The
accidents of the meet occurred to the straight
away flyers and not to the ones who were doing
fancy exhibition flying. :

In fact the aviator who can handle his ma-
chine in exhibition flying is prepared the better
to meet the emergencies that arise in straight

AERONAUTICS

away flying. After a man becomes a skilled
aviator the only thing that can precipitate him
to the ground will be the breakage of jambing
of his controls, and the more skillful he is in
the air the safer he is. Exhibition flying de-
velops the skill necessary for this factor of
safety.

This year the aviators took the wind as a
matter of course, and flew on days that would
have kept them on the ground a year ago, and
they flew with as much safety as in still air.
This is the second point of advance that marks
a decided advance. Last year the Wright flyers
and Latham in his Antoinette did not seem to
mind the high wind but the Curtiss flyers
stayed on the ground. This year the Curtiss
machines raced the Wright machines in a
thirty-five mile wind, and although they all
skidded heavily on the corners when flying with
the wind they did not seem to be effected by
the wind otherwise. Beachy did some fancy
flying in a high wind and he seemed to handle
himself as easily as though the wind were not
blowing.

Cooke, of San Francisco, was the duration
flyer. He went up regularly nearly every day
of the meet when the hour for flying came and
stayed up until the closing gun of the day
warned him down. Cooke’s machine is of the
Curtiss order containing a Roberts’, two-cycle,
four-cylinder engine, which ran as regularly as
a clock. He flew at an altitude of two or three
thousand feet in the neighborhood of the field

making excursions out over the surrounding
country. On one occasion he appeared over Los
Angeles.

Page 64

February, 19]2

The amateurs flew in a class by themselves
each day before the meet proper opened. There
were aS many as five in the air at a time.

They shied at the wind however, and came
out only on quiet days. Harvey Crawford
came out on nearly every day of the meet and
he carried away the largest amateur prize. The
amateurs were flying Curtiss machines with
the exception of Stevens who flew a Gage
machine.

This machine has a Curtiss body, a mono-
plane tail, and two propellers a la Wright ex-
cept that they were placed in front of the
planes instead of behind them. Stevens flew
close to the ground.

The locals were represented among the lh-
censed men by Glenn Martin, Stites, and Carl-
strom. In the absence of Beachy and Parmelee
Martin would have been considered a star, but
their performances overshadowed him to such
an extent as to cause his work to pass partly
unnoticed. He shows talent and signs of devel-
oping into a spectacular flyer. Stites had a
Curtiss type with a MaComber engine. He was
up several hundred feet one day and a cylinder
blew up and the debris struck him in the back
and winded him. He managed to get his breath
and made a glide to the ground safely. The
next day he ascended with a Hall Scott engine
and went for an altitude flight. From an alti-
tude of nearly two thousand feet he made a
glide landing near Compton, without injury, re-
turning to the field late in the afternoon.

Death of Rutherford Page

The death of Rutherford Page on January 22,
at the Los Angeles meet raises the American
death roll to a score.

No one saw the accident actually happen, as
the fall occurred back of some sheds. So far
as can be ascertained, Page, a new graduate,
who had received a temporary certificate but
two days before in quick time, attempted too
short a right turn, close to the ground in a
strong wind.

The group of parlor aviators which has as-
signed to itself the ‘‘control’ of aeronautics in
this country has never been known to indulge
in the obtaining of reliable information on the
causes of accidents; it is unlikely that time-
honored custom will be departed from in the
case of Page’s death.

Professor H. La V. Twining, ex-president of
the Aero Club of California, gives Aeronautics
the only reliable report that has been made on
his death.

“Page had recently gained his license and
handled his machine like a veteran. He was
flying a Curtiss 75 h.p. He had won a handi-
cap from Beachy and was starting in the free
for all against Beachy and Martin. The ma-
chines started against the wind and Page rose
about one hundred feet and attempted a short
right handed turn out beyond the hangars in
order to come back on the course for the race.
As he did so his left wing was presented to the
wind. At an angle of forty-five degrees he be-
gan to slide to the right, losing headway, and
dashed toward the ground with great speed.
He disappeared behind the hangars’ befare
striking the ground and no one seems to know
just what happened. Some claimed that he
jumped from the machine after he disappeared
behind the hangars.

“IT was the second person to reach him. At
the time of the accident I was in front of the
hangars and did not see him fall. I saw him
pass overhead and start the turn, when a crash
followed, Rushing around the hangar I made
for the wreck. Twenty feet away from the ma-
chine, with the radiator on the body, Page was
lying on his left side. Page manifested no signs
of life and he was soon placed in an automobile
and taken to the hospital. He was undoubtedly,

instantly killed by the impact with the ground
The machine was completely demolished. It is
difficult to see why he was so far from the ma-
chine with the radiator. Those who examined
the ground carefully claimed that the machine
struck the ground where Page was found, and
then it skidded some twenty feet further, leay-
ing Page and the radiator behind.

There is no particular blame attaching to any
one for the accident. It was an accident and
a combination of circumstances at the moment
contributed to its taking place.”

DEATHS ABROAD

Versailles, Feb. 4. Capt. Le Maguet, military
aviator, died in the hospital, from his injuries
of Feb. 3.

Berlin, Feb. 16. Herr Schmidt, well known
German aviator, died from injuries received the
day before. Accident ascribed to breaking of
elevator. Another report is, he landed ‘“‘pan-
caked” with motor going.

Richmond, England, Feb. 17. Graham _ Gil-
mour, a very experienced, and one of the
very best, if not the best, English aviator,
standing ahead of White in skill, was killed
in flying a monoplane. It is cabled that his
‘plane collapsed in the air. He was one of the
Bristol company’s pilots.

Senlis, France, Jan. 19. Lieut. Boerner died
from injuries received in a fall with his mono-
plane. On touching the ground the gas tank
burst and the aviator was rescued from the
flames by peasants but he succumbed to burns
and bruises in the hospital.

The trials of an editor—Got up at 4.30 a. m.
yesterday and went to bed at 2:30 a.m. Thomas
Edison was stewed when he said a man could

get along on four hours’ sleep. —Van.

The Werlhof Aero. Sup. House of Stockton,
Cal., has completed an aeroplane of the Demoi-
selle type (improved) which will be tried out
very soon, equipped with a Boulevard 35 h.p.
motor by V. H. Werlhof.

AERONAUTICS

Farman Running Gears Complete, as above - $47.50

AERONAUTICAL SUPPLIES

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AERONAUTICS February, 1912

THE
First Annual International |)
Aeronautical Exhibition

TO BE HELD AT THE

NEW GRAND CENTRAL PALACE

NEW YORK CITY

May 9th to 18th, 1912

control of

under the auspices and
THE AERO CLUB OF AMERICA

of completed machines for aerial locomotion, acces-

sories, models, drawings, ete., apply to

The Show Committee,
AERO CLUB OF AMERICA,

For information regarding space for the exhibit
297 Madison Avenue, New York.

In answering advertisements Babine Le mention this magazine.

AERONAUTICS

February, 19/2

NS, Genel

AMERICAN OFFICER AMAZES
FRENCH AVIATORS.

Delayed by the two months siege of bad
weather such as Paris has not seen for a cen-
tury, the Scott bomb-dropper was not actually
tried out properly until Jan. 11, at Villacoublay
with one of the Astra company’s Wrights.
Other trials were made on the 13th, 20th and
23rd, all with wonderful success and to the sur-
prise of attaches from the Turkish and Russian
embassies, foreign officials, and the envy of the
French aviators who do so like to bask in the
light from the public’s eyes.

As a complete and detailed description of the
device and its operation has been given in pre-
vious issues, we will not enlarge upon that at

this time. It may be remembered that two shots
are dropped simultaneously; therefore, both
must land close together.

Some earlier trials were made and it was

found the pilot assigned had difficulty in flying
in a straight line, as is necessary to obtain ac-
curacy. The circular target was 10 metres
diameter with a bull’s eye of one square metre.
The altitude at which the flights were made was
200 metres, the minimum altitude condition of
the Michelin bomb dropping prize.

On January 11 the projectiles landed on the
periphery of the target, i.e., 27 feet from the
bull’s eye in the center of the target, from a

bullt, with 70 h.p. Renault engine.

projectiles are seen hanging underneath.

the largest (52 feet spread) and fastest Wright
Note the wind shields with Isinglass panels. The
Lieut. Scott himself is draped over the

The Scott Bomb Dropper in a French Wright,

height of 656 feet. On the next test, the shots
hit 12 feet from the center. The same day
Wieutenant Scott succeeded in getting as close
as 6 feet from center. The fourth and fifth
shots resulted 9 feet and 42 feet respectively.
The last one fell 15 feet outside of the target
but in line. Michelin himself was present when
this last shot was fired. These trials show that
as long as the pilot can be made to do his part
of the work properly, the device will get the
projectiles at the right spot with almost the ac-
curacy of gun fire; certainly with a thousand
times more certainty than merely hand-dropped
bombs will fall.

Arrangements have now been made with the
Societie Astra to furnish machine, pilot and
operator, and a new device in order to compete
in the Michelin contest which takes place this
month. In this, the apparatus must be made
in France, ’plane, pilot and gunner. If the re-
sults are reasonably successful in future, it is
expected the Astra company may buy the
business for France. The French committee is
now objecting to the style of projectiles
employed, insisting, at first, on those of the
cannon ball variety. The Scott bombs have
vanes at the rear of the usual-shaped projectile.

There is almost as much red tape and official-
ism in aero matters in France as there is at
American meets, for the newspaper man who

wants to get where things are doing.

front of the “‘Nacelle’? and Baron Dewitz (right) and Signor Maffei, Italian mili-
tary aviator have been asked to ‘“‘look pleasant.”’

AERONAUTICS

FLYING OVER NEW YORK.

Frank C. Coffyn has been flyin’ all over the
place and George Beatty has landed in Central
Park but failed to find the ‘‘isles of safety’’
suggested to the Park Board by local aviators.

The first of February, Coffyn arrived in New
York with his Wright aeroplane fitted with
floats, and during the first two weeks made a
number of flights up the Hudson River, around
the Statue of Liberty and about the lower end
of Manhattan Island for the benefit of the pho-
tographer passenger with him. Aeroplane’s
eye view moving pictures and the plain kind
were taken for the first time of New York.
From the Pennsylvania railroad station the ma-
chine was put on a raft and towed into the
Hudson. A flight was then made and eventually
the ’plane was moored for the night on the
raft inside the breakwater used by the Harbor
Police. In the pictures shown elsewhere, one
may note the ice covered raft, the cakes of ice
in the water and the stone breakwater in the
background. On the 13th of February, he flew
up the Hudson, back and up the East River
over the Brooklyn and Manhattan bridges, and
then back under the bridges.

George W. Beatty flew his Wright school ma-
chine over from Nassau, a distance of about
fifteen miles, landing in Central Park near 95th
St., after a stop at Flushing on the way to make
an adjustment. The following morning he flew
back. Beatty now has Lewkowicz beaten, for
Beatty got back by the air route and Lewk’
came on the cars.

Coffyn made his flight on the 18th intending
to take motion pictures himself, operating the
camera and the plane at the same time. Part
of the supporting bracket broke so that no
pictures were taken. The taking of pictures
will continue for some days when an attempt
will be made to land a belated passenger on
board an outgoing steamship.

New York, February 14.

FOWLER COMPLETES TRANS-
CONTINENTAL FLIGHT.

Robert G. Fowler, the second aerial trans-
continental tourist, finally arrived at the Atlan-
tic Ocean, at San Pablo beach, Fla., on Feb. 17,
after having been 122 days on the way. A
great deal of this time was consumed by reason
of bad weather. The course followed was
southerly all the way, close to the Gulf of Mex-
ico through the extreme southern states to the
coast.

_Up to Jan. 11, at Biloxi, Miss., his mileage was
2,081, in straight lines between towns. Rodgers’
flight was 3,391 miles. From then to February
17, he flew 436 miles in eleven stages. His
itinerary follows:

Jan. 16, Evergreen, Ala., 84; Jan. 17, Georgi-

ana, 17; Andalusia, 25; Jan. 20, Brantley, 22;
Jan. 25, Troy, 23; Feb. 6, Bainbridge, Ga., 106;

Quitman, 27;

Feb. 7, Thomasville, 38; Feb. 7,
5 on hebe Mie he

Feb. 8, Jacksonville, Fla., 82:
flew to Pablo Beach, 15 miles.

Fowler was dispatched all along the Seaboard
Airline Railroad the same as a passenger train;
and his manager Charles L. Young was posted
every few moments in this way. As soon as
Fowler was announced to be within 17 miles
of the City of Jacksonville everyone seemed to
loose their every thought of business, and
spent the few moments watching for him to put
in an appearance. When he was finally sighted
at 4.30 the crowd at the Moncrief Race track
seemed to go wild, and Aviator Max Lillie in his
Wright biplane, dashed into his machine and
flew away like mad to meet him he was immedi-
ately followed by Harold Kantner in his Moisant
monoplane. The two aviators flew toward Fow-
ler to greet him as best they could in the air,
then circled Fowler, and escorted him toward
the field. Lillie landed first to show Fowler the
way, Fowler then circled the field 3 times and
Save several dips and spiral dives that made the
crowd stand up and yell with all their might.
He then landed and was followed by Kantner.
Fowler had been in the air but 90 minutes but

Page 66

February, 19/2

it was a very cold day and he was almost frozen,
After being given a right royal reception he
was escorted to an automobile and rushed to
the Seminole hotel where he was made the
guest of honor. The evening was spent in try-
ing to make Fowler feel at home, and he was
given the key to the city and told to go as
far as he liked.

THE NEW YORK AERO SHOW.

The demand for space at the May aero show
in Grand Central Palace seems to indicate
that this exposition will be the biggest of its
kind that has been held in this country. It
would be but natural, of course; still, past
shows have not been of a very encouraging
nature to exhibitors. Among the firms already
contracted are: Curtiss, Gallaudet Engineer-
ing Co., F. O. H. Schwartz, Goodyear, Fron-
tier Iron Works, Goodrich, Max Ams, Baby
engine company, Gyro, Sloane, Boland, Roberts

and B. F. Sturtevant.

Many concerns are holding off until they
see how the show is going to look.

Among the historical exhibits will be the

Curtiss Rheims winner and the famous June
Bug, the Burgess ‘‘Flying Fish,’’ possibly one
of the original Wright gliders, a replica of
the Langley steam model, Chanute glider possi-
bly, and other objects which have escaped the
public interest of late.

It is quite certain that the Parseval airship
will be over here, carrying passengers regu-
larly on scheduled trips. This will be housed
near Mineola.

Plans are under way for a big meet to follow
the show, at either Nassau or Belmont Park.

For obvious reason, connected with the
Wright litigation, foreign makers will not be
bona-fide exhibitors. Foreign machines how-
ever, will be shown in good variety by private
owners in this country.

ROBINSON FLYING ABROAD.

With Louis Paulhan as a passenger, the
American aviator Hugh Robinson, made a
flight at Antibes the Mediterranean, on Feb. 9
of forty minutes’ duration, in demonstration of
the Navy type of Curtiss hydro-aeroplane. Sey-
eral French Navy officers witnessed the flight
and expressed themselves as surprised at the
ease with which the machine arose from and
alighted upon the water.

Subsequent to the flight of Robinson with
Paulhan as a passenger, the latter made a fif-
teen minute flight operating the machine alone.
He handled it with ease, and astonished the
spectators with his maneuvers in the air and
on the water after so brief an acquaintance
with the Curtiss system of control.

On Feb. 10 Robinson, who has been giving a
series of flights on the Mediterranean with the
Curtiss hydro-aeroplane, had an accident.

After flying for some time Robinson at-
tempted to alight where the water was the
smoothest, as there was a heavy sea running,
with a very strong wind. Just as he was about
to alight on the water there was a rush of
boats to the spot he had selected and to avoid
striking some of them he brought his machine
down at a very steep angle, which drove the
nose of his boat straight into the water and
was thrown into the sea. The planes of the
hydro-aeroplane were smashed.

AT THE CURTISS SCHOOL.

So great has been the increase in the number
of pupils reporting at the Curtiss aviation
school at North Island, San Diego, Cal., that a
second camp has been established on the north
end of the Island, opposite the headquarters
camp on the south end.

Many having taken up the hydro-aeroplane,
R. C. St. Henry, one of the Curtiss aviators, has
been made special instructor for this particular
branch. St. Henry will accompany each pupil
in flying in the hydro-aeroplane until such time
as he or she is capable of operating the machine
alone.

AERONAUTICS | February, 19/2

WAIT

Examine this 4-cyl-
inder crank shaft (ab-
Blately unique among American
eromotors); but merely one example
f the sound, construction in the

ew MAXIMOTOR.

The new catalog will
soon be off the press

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DETROIT

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LEF T TO RIGHT :—Propeller flange; crank shaft drive gear of
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s3UARANTEED STRENGTH OF SHAFT IN NATURAL CONDITION, UNTREATED, 150,000 to 170,000 Lbs. Per In.

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and

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4
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We carry regularly in stock over 2,000,000 feet in

YOU can fly in 10 lessons on a Wright
Model B.

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&

AA AD

YOU can get your Pilot Certificate at my
School.—No other school promises
this.

YOU have no breakage or other extras.

YOU have the best field in this country.
You are at the center of ‘‘doings.’’

GEORGE W. BEATTY
Nassau Boulevard - L.I., N.Y.

our own warehouses, of assorted sizes from 1-16"
OD to 8" OD many thicknesses of walls from 1-32"
to 34" according to size. The material we stock
is regular carbon in Rounds, Squares, Oval and
Rectangular, and can also furnish to order other
shapes. When greater elastic limit and tensile
strength is desired we can supply on order High
Carbon stock and also 344% Nickel Tubes.

Tool Steels Steel Folding Horses
Steel Tubes Tool Steel Tubes
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In answering advertisements please mention this magazine.

AERONAUTICS . February, 1912 |

$100 REWARD

Will be paid to the person who first
brings to our notice the town and
site on which we finally locate

FACTORY SITE WANTED

The AERIAL CONSTRUCTION COMPANY
of New York having outgrown its present quarters at
42-48 and 58 West 43d Street, and anticipating the increased
volume of business it will have to look after in the future, has
decided to erect an up-to-date factory, with aviation school
and flying field at some spot in the’ United States, suitable for
the purpose.

WHAT WE WANT

First—A good live town that is looking for a reliable
manufacturing concern to locate in the vicinity and where the
business men are willing to aid in the establishment of a perma-
nent industry in their territory.

Second—A good level stretch of land over which the
students of our school may learn to fly. Preferably with water
frontage for Hydroaeroplaning.

Write submitting plans and full details of what you ¥
have to offer.

Latest style Monoplanes and Propellers
in stock ready for immediate delivery

Aerial Construction Company
OF NEW YORK

42-48 and 58 West 43rd Street © New York, N. Y.

SBR AARRARRR BBB WM MIM I HT IS HS MNS I IN TUN MO MI MTHS

|

In answering advertisements please mention this magazine.

AERONAUTICS

Page 67

February, 19/2

Mr. Curtiss, whose time has been largely
taken up with the supervising of the instruc-
tion of the numerous pupils, has now been able
to turn over the details of the schools to others,
and has actively resumed his experimental work
with the hydro-aeroplane. To assist him in
these experiments he has ordered from his fac-
tory at Hammondsport, N. Y., Mr. Henry
Kleckler, motor expert, and one of the most ex-
perienced men in his employ, to report at San
Diego at once.

ARMY BUYS FIVE MACHINES.
The War Department has ordered the follow-

ing: e
5 standard Wright aeroplanes, weight car-
riers, with minimum speed of 45 miles per

hour. ; ; Vin
1 high-speed Wright aeroplane, with a mini-

mum speed of 65 miles per hour.

1 Burgess-Wright aeroplane, weights carrier,
with Renault motor, minimum speed 45 miles
per hour. .

Four of these have been ordered subject to
the following conditions:

REQUIREMENTS FOR WEIGHT CARRY-
ING MILITARY AEROPLANE.

1, It must carry two persons, with the seats
so arranged as to permit of the largest possi-
ble field of observation for both.

. The control must be capable of use by
either operator from either seat.

3. The machine must be able to ascend at a
minimum rate of 2,000 feet in-10 minutes while
carrying a weight of 450 pounds, and the
amount of fuel stated in paragraph 4.

4. The fuel supply must be sufficient for at
least four hours of continuous flight.

5. It must be easily transportable by road,
rail, etc., and easily and rapidly assembled and
adjusted. : :

6. The starting and landing devices must be
part of the machine itself, and it must be able
to start without outside assistance. ,

7. The engine must be capable of throttling
to run at reduced speed.

- The engine will be subject to an endur-
vance test in the air of two (2) hours continu-
ous flight. :

9. The aeroplane must develop a speed in
the air of at least forty-five miles an hour.

. The machine must be capable of land-
ing on and arising from plowed fields.

11. The supporting surfaces must be of
Sufficient area to insure a safe gliding angle
in case the engine stops. This will be determ-
ined by a test during calm atmospheric condi-
tions; at an altitude of 1,000 feet the engine
will be entirely cut-off and a glide made to
the ground. The horizontal distance between
position of cut-off and landing must be at least
6,000 feet, or at other altitude of the same ratio.

NOTE:—In case the weight carrying capacity
is increased to 600 pounds, the minimum speed
may be reduced to thirty-eight miles per hour
and the climbing power diminished to 1,600 feet
in ten minutes.

The new type Army Burgess will have a 70
hp. Renault engine. This machine has just
been ordered from the Burgess Co. & Curtis, of
Marblehead. In the future machines bought
from this company will be fitted with any prac-
tical motor desired by the purchaser.

FLYING SCHOOL IN FLORIDA.

The Florida work of the Burgess Co. & Cur-
tis is progressing finely. Phillips W. Page 1s
flying a land machine at Daytona, and has as
pupils Patrick Grant of Boston, John F. Gray of
‘Ormond, and H. L. Hattemer of Montgomery,
Ala. Clifford L. Webster has opened a school
at Ormond with a Burgess hydro-aeroplane.
‘There is considerable passenger carrying being
‘done at each of the three places. The Marble-
head harbor is frozen over, so there is no like-
lihood that there will be any flying there until
March. Walter Brookins is operating an inde-
pendent school at Palm Beach with a Burgess
machine.

MARS NOT IN THE PROMOTING
BUSINESS.

J. _C. (Bud) Mars, whose name has been
widely used as an officer of the American Aero-
plane Mfg. Co. & School of Aviation, of Chicago,
States that he is not connected with this com-
pany in any capacity, that he was made vice-
president without his consent, and that he is
not in sympathy with the business methods of
the concern. <A contract was made with the
Chicago Aeroplane Co., a former concern orga-
nized by the same men who organized the sec-
ond company but, Mr. Mars states, the new
company had no right to the use of his name
in any way.

“ISLES OF SAFETY” IN CITY PARKS.

At a meeting of the Board of Park Commis-
sioners held Thursday, January 18th, pursuant
to the suggestion made by John E. Sloane, of
the Sloane Aeroplane Company, a large number
of enthusiasts were present, including repre-
sentatives from clubs, practical aviators and
just “bugs,” to urge the designation of open
spaces in city parks, on which cross-city avia-
tors may find a proper place in case of forced
landing, the idea being to induce aviators to
make their over-city flights over parts where
landing places are impossible, save on flagpoles
and water-towers, church steeples and clocks.

The park. commissioners signified their
approval of the plan and upon submission of
Suggestions on the proper stops, will take def-
inite action.

A meeting was held on Feb. 16, at the
Aeronautical Society, to form a committee and
approach the matter more systematically. This
committee will decide on good locations and
put the matter before the Board, as soon as
possible.

ARMY AVIATION NEWS.

From Jan. 14 to Feb. 11, the officers at the
Army School at Augusta, Ga., made 75 flights,
totalling 24 hours, 33 minutes flying. The
heavy fall of snow and bad weather prohibited
a bigger aggregate.

Wilbur Wright was a visitor the last of Jan-
uary and he cheerfully answered a steady
fire of questions from the officers concerning
prospective improvements in military aero-
planes and aviation in general.

On the 9th of Feb. 2nd, Lieut. P. M. Kennedy,

10th Infantry, qualified for an aviation pilot
license. The tests were made with a Curtiss
biplane.

On the 9th of Feb., 2nd, Lieut. P. M. Kennedy,
and Lieut. Arnold in the Wright ’plane flew
over and around the city of Augusta at alti-
tudes of about 1500 feet. Later in the after-
noon while starting in the fast Curtiss aero-
plane, Captain Beck met with an accident
which completely wrecked the machine. The
aeroplane had ascended about thirty feet; when
opposite a large hay barn the disturbed air
currents’ caused by this building forced the
machine downward suddenly until one wing
struck a small tree. Fortunately, Captain Beck
escaped without injury.

ARNOLD FLIES HOUR,
Lieut. H. H. Arnold was up for 59 minutes

on Jan. 25, attaining an altitude of 4,764 feet. ~

The Army aviators have agreed not to try
altitudes above a mile as that is sufficiently
high for practical purposes.

Another Curtiss 2-man machine has been or-
dered by the Signal Corps for the school at
Augusta, Ga.

NEWS OF THE NAVY.

The Navy will soon have four pilots. Ensign
Victor Herbster is being taught at San Diego
by Lieut. Rodgers to fly the Navy Wright. The
Navy, as usual, is short handed and it is difficult
to get the right kind of officers for aviation
work. The object of sending the Navy flyers
and machines to San Diego was to have them
in touch with the Pacific Fleet and it was
thought other officers might be enthusiastic
enough to take time to learn. Some missionary

AERONAUTICS

work has been done with officers of the Tor-
pedo Boat Flotilla, a number of whom have
been up as passengers to enjoy the exhilaration.
It is hoped to develop the work to the extent
that the warship may be used as a base, under
which circumstances all the young officers of
the fleet would soon qualify and the pick of the
mechanics would be used for looking after the
machines.

HONORS FOR GLENN CURTISS.

A bronze trophy has been awarded by the
American Aero Club, to Glenn H. Curtiss, in
recognition of the “greatest advance in avia-
tion in the year 1y11.” This honor, Was
conferred on Mr. Curtiss because of his work
in developing the hydroaeroplane, which, in
the opinion of the Committee puts water-flying
on a practical basis.

An important and interesting experiment of
night flying was given at Los Angeles during
the recent aviation meet at that place. The
aviators were Lincoln Beachey, Glenn Martin
and Phil Parmalee, and the flying was wit-
nessed by a large crowd, among which were
a number of Navy officers from the torpedo
boats in San Pedro harbor. Beachey carried
red burning fuses on his machine, while Mar-
tin carried a small acetylene search light. They
rose to a height of several hundred feet, and
dropped imitation bombs on a miniature city
laid out on the field. From San Pedro harbor
could be seen the search lights of the three
torpedo boats, which had been instructed by
the Navy Department to co-operate in the ex-
periments. At times the aviators could be
seen plainly in the beams of the search lights
as they darted and turned in their manoeuvres.
It was proved that competent aviators may
fly and alight at night with perfect safety,
provided they have sufficient landing space.

New pupils are arriving at the Curtiss avia-
tion school almost daily. Among those who
have begun their training within. the past
few days are G. E. Underwood, of Lang, Cal.;
William Engle, of Cleveland, O.; Frederick
Hoover, Colorado Springs, Col.; Oscar A. Sol-
berg, Davenport, la.; E. C. Malick, of Phila-
delphia, and J. L. Callan, Albany, N. Y., a
friend of Beckwith Havens, the young society
aviator of the Curtiss staff. Mr. Engle has
already purchased a Curtiss aeroplane and ex-
pects to use it extensively in fights during
the coming Summer.

SECOND INTERCOLLEGIATE GLIDING

MEET.

The Intercollegiate Gliding Meet will be held
this year at Ithaca, N. Y., under the auspices
of the Aero Club of Cornell University. Invi-
tations to participate have been sent out to all
the college clubs. Correspondence re the glid-
ing meet should be addressed to Mr. Kerr At-
kinson, Corresponding Secretary, Cornell Aero
Club, Cascadilla Building, Ithaca, N. Y.

SECOND ANNUAL INTERCOLLEGIATE
BALLOON RACE.

The second annual intercollegiate balloon race
will be held under the auspices of the Inter-
collegiate Aeronautical Association through the
courtesy of the University of Pennsylvania Aero
Club which has relinquished its rights to the
same. This race, which was held last year
under the auspices of the Williams Aeronautical
Society, was won by Penn.

The starting place of the race will be Kansas
City. Arrangements have been made by which
the Kansas City Aero Club will furnish each
balloon with free gas and in addition will allow
each balloon making a start $100 in cash to help
defray the expenses of coming to Kansas City.
In addition all of the contestants are promised
a royal good time while they are in that city.

Owing to the fact that so few of the college
men have had ballooning experience, the rules
allow of any pilot being used whether or not

February, 1912

he is or has been connected with the college
which he represents. Balloons can be rented
at a very reasonable figure and full information
in regard to this will be furnished on appli-
cation.

Kansas City is an ideal place to start from.
Excellent gas, claimed to be the best in the
country, is to be had and there is a good op-
portunity to break the world’s record for dis-
tance. Those who took part in the Interna-
tional Race this last summer speak most highly,
not only of the gas and facilities, but of the
splendid treatment which they received at the
hands of the Kansas City people.

Last year but three colleges competed in the
race; Williams, Dartmouth, and the University
of Pennsylvania. This year definite entries have
been received for Princeton, University of Vir-
ginia, University ef Pennsylvania, Dartmouth,
and Perey Shearman, who piloted the Williams
balloon last year, has signified his willingness
to go to Kansas City though a formal decision
has not yet been received from the Williams
Club. There is no reason why there should not
be at least ten balloons ready to start when
the race is called.

The college aero clubs are requested to send
in their entries as soon as possible so that all
the necessary arrangements can be made in
plenty of time. As mentioned before, all those
clubs which desire to rent balloons will be re-
ferred to the proper places and those which
look after this first, will, of course, get the
best choice of available balloons.

The date of the race has not yet been de-
cided definitely but it will fall the latter part
of June or the first few days in July. This will
be after Commencement at all the colleges
which will enable ali the men who so desire to
take part in the race and in addition, the
weather conditions at this time will be most
favorable.

NEW PILOTS

The following new pilots have been granted
certificates on the dates given.

89. Hillery Beachey(Beachey bi.),

St. Louis,
ame led) Galas

90. Lieut. J. W. McClaskey (Curtiss), San
Diego, Jan. 17, 1912.

91. Not given—foreign.

92. S. C. Lewis (Curtiss), San Diego, Jar
LM, LOM:

93. Chas. W. Shoemaker (Curtiss), San
Diego, Jan. 17, 1912.

94. J. B. McCalley (Curtiss), San Diegos

Jan: 17, 1912:

95. Weldon 5B. Cooke
Diego, Jan. 17, 1912.

(Curtiss-type), San

At the Curtiss school at San Diego, Albert
Mayo, W. B. Atwater, J. L. Callon and Fred V.
Hoover qualified for certificates, but the grant-
ing body doesn’t seem to Know it yet.

NEW COMPANIES.

Patton Aeroplane Co., $60,000, organized in the
state of Alabama, by Moses F. Patton, John
Taylor and Hugo F. Biedermann.

Rocky Mountain Aviation Co., $50,000, Gas &
Electric Building, Denver, Colorado. Edw. A.
Smith, W. G. White, M. M. Koser.

Thaden’s Safety Aeroplane Co., $25,000, H.
Thaden, J. R. Houchen, and J. Stone.

The Universal Aerial Navigation Co., St.
Louis. $5,000,000. J. W. Oman, Manager.
_ Wyckoff Safety Aerial Machine Co.,
Cruz, Calif., W. R. Boyden, Secretary.

WORLD SOUNDING BALLOON - RECORD.

Altitude—30,486 meters (99,783.5 ft.) above
sea level, by the U. S. Weather Bureau at
Huron, 8S. D., Sept. 1, 1910. The former record
was printed erroneously in the January number
as the existing record.

Santa

AERONAUTICS

BLERIOT

MONOPLANES

(Genuine)

WINNERS OF ALL EUROPEAN
| CONTESTS IN 1911

In 1909:
The First Aerial Crossing of the
Channel

In 1910:
The First Circuit de ]’ Est

In 1911:
The Paris—Rome Race (1st and 2nd)
The European Circuit (1st and 2nd)
The English Circuit (Daily Mail Race)
The Belgian Circuit
The St. Petersburge—Moscow Race
The Valencia—Alicante Race
The London to Paris (Non-Stop) Race

Che. vetG.

TNA A IAAI ARR

WORKS AND OFFICES:
39, Route de la Revolte a Levallois-Paris

and

Belfast Chambers, 156, Regent St., London

AVIATION SCHOOLS:

Etampes, near Paris, during summer
Pau - -
Hendon, near London

during winter

February, 19/2

SHNEIDER
"PLANES

Biplanes that Fly—Come and See

Price Low—Get Quotations

Instruction $250
Nassau Boulevard Aerodrome

@ Before buying any aero-
plane, be sure the maker is
not a novice himself. Get
names of purchasers. Visit
the plant and school.

@ Every Shneider machine
flies—and flies well. All parts
standardized. No freak con-
struction.

@ Amply powered (Roberts.)

@. Get a demonstration flight
first. Then ask those who
have flown Shneider machines:

Jos. Richter Wm. Kline
Rollin H. Jennings
H. Binder JeRe Tarbox

@ The late Tony Castellane
learned on Shneider ’planes.

Write Your Own Contract
and Guarantee

Fred. P. Shneider

1020-1022 East 178th Street
New York

Established 1908

In answering advertisements please mention this magazine,

AERONAUTICS February, 1912

Vulcanized Proof Material

For Aeroplanes, Airships, Balloons. First Rubberized
Fabric on the market. Lightest and strongest material
known. Dampness, Heat and Cold have no effect.
Any Strength or Color.

“Red Devil” Aeroplanes

That anyone can fly. Free Demonstrations.

Hall-Scott Motors

Eastern distributor. 40h.p., 4-cyl.; 60 and 80h.p., 8-
cyl., on exhibition at Frank Schumacher’s, 164 W. 46th
Street, New York. All motors guaranteed. Immediate
delivery.

Experting

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

CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York

AEROPLANES

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AERONAUTICS

Page 69

February, 1912

New Aeronautical Motors

The Sturtevant

Readers will be interested to note the an-
nouncement that the B. F. Sturtevant Co. of
Boston are bringing out a line of aeronautical
motors. "The B. F. Sturtevant Co. is a very
large and long-established concern which has
for fifty years been the leading builder of the
world of air handling machinery and special en-
gines for its operation. It is more than ever
Significant that there is such a demand for high
grade motors that their manufacture is con-
sidered commercially practical by large manu-
facturing concerns.

and ground. This type of cylinder enables the
easy removal of the valves for inspection and
grinding and their operation directly from one
camshaft without the use of push rods or rocker
arms.

The pistons are semi-steel castings,
ribbed, fitted with three rings and accurately
ground. The piston pin is of large diameter
of hardened steel bored hollow. The connect-
ing rods are of I section, made of drop-forged
nickel steel. The big ends of the rods are fitted
with interchangeable die cast bushings of Par-
sons’ white brass and the small ends are bushed
with phospor bronze. Pistons and connecting
rods are very carefully balanced to ensure the

well

The Sturtevant Four-Intake Side.

The makers have adopted the vertical sta-
tionary water-cooled motor after two years of
experiments and tests with the various types in
present day use, having been ‘‘convinced that
the reliability of the automobile engine cannot
be improved upon.’’

It has been the object to perfect an engine
that would be simple in design and construction
—that would operate for long periods without
attention for adjustment, and that would be
“perfectly reliable in continuous service. It is
the belief of the makers that lightness in
Weight is not as important a feature of the
aeronautical motor of to-day as strength and
durability of construction, and this motor has
only been lightened by superior design and
careful choice of materials and not at the ex-
pense of strength and reliability.

These are built in two sizes, four- and six-
eylinder, rated at 40 and 60 H.P., and weighing
complete, 200 and 285 pounds respectively. The
bore and stroke of both sizes are 4% inches.

CONSTRUCTION DETAILS.

The cylinders are of the “‘L’’ type, cast sepa-
rately of a special semi-steel mixture which
has a tensile strength of 40,000 pounds per
Square inch. Water jackets are cast integral
with the cylinders to ensure against leaky
joints so prevalent among the fragile applied
type. The cylinders are tested with 600 pounds
hydraulic pressure, and are then heat treated

operation of the motor with the least possible
vibration.

The crankshaft is machined from a solid bil-
let of high-grade nickel steel. This steel has an
ultimate tensile strength of 125,000 pounds per
sduare inch after it has undergone various heat
treatments. It is of large diameter and bored
holHow throughout, ensuring maximum strength
with minimum weight. <A bearing is provided
between each throw and all pins and journals
are accurately ground to size. The propeller
flange is applied on a taper to the forward end
of the shaft.

The camshaft is machined entirely from solid
steel, leaving the cams integral. The shaft is
of large diameter and is supported throughout
its length on phosphor-bronze bearings placed |
between each set of cams. The bronze driving
gear is fitted to one end of the camshaft on a
taper.

The base is a special aluminum easting de-
signed with a view for strength and rigidity
rather than extreme lightness. The crankshaft
is supported on five and seven bearings in the
four and six cylinder motors respectively. In
the forward end of the base is a ball-thrust
bearing which may be adjusted to take either
the thrust or the pull of the propeller.. Timing
gears are enclosed in an integral oil-tight cas-
ing, which enables the gears to be run in an oil
bath. <A light aluminum sump is fastened to
the lower part of the motor, catching the oil as
it falls from the base and is so designed that

February, 197m

The Seven Bearing Crank Shaft.

neither forward nor rear cylinders can be flood-
ed with oil when the motor operates at an ex-
treme angle.

The lubricating system has been designed to
meet the severe requirements of a motor for
this kind of service. No hand oiling is necessary
and no grease cups are used. A large quantity
of cool oil is applied to all the bearings under a
pressure of twenty pounds per square inch.
Pressure is maintained by a gear pump attached
directly to the end of the camshaft and com-
municating with the bearings through a series
of passages cast in the base, no piping being

used. Oil enters the hollow crankshaft at the
main bearings and is conducted through the

arms of the crankshaft to the connecting-rod
bearings. The oil flying from the crankshaft
fills the crankcase with a fine spray, covering
all moving parts and eventually falling into the
pump. A second gear pump in tandem with the
pressure pump, takes the oil from the sump and
forces it through a filter into the oil tank, where
it is cooled before being used again. This sys-
tem enables the use of a more efficient filter
than with the suction type and eliminates any
danger of its becoming clogged and stopping the
oil supply, since, in the event of such an occur-
rence, the pump would furnish sufficient pres-
sure to burst the filter. However, the filter is

particularly accessible and may be instantly re-
moved for cleaning without disturbing the oil.
The tank regularly fitted to the motor holds
sufficint oil for three hours’ use. If the engine
is required to operate for a longer time with-
out opportunity for replenishing the oil supply,
a larger tank can be used. As no oil is allowed
to accumulate in the base with this system of
lubrieation, the motor can be operated continu-
ously at an angle.

Water circulation is maintained by a _ cen-
trifugal pump of large capacity, the impeller of
which is mounted directly on an extension of
the crankshaft, eliminating the usual bearings
and its grease cup.

The ignition is provided by a high-tension
Mea magneto, its special construction permit-
ting the motor to be started under a retarded
spark, avoiding the danger of back kick from
the propeller.

The cylinders and all exposed parts are ren-
dered absolutely weather-proof by means of a
heavy coat of nickel plating.

These motors are conservatively rated. In
actual test in connection with a dynamometer
the four cylinder motor has shown fifty-two
horsepower and in a test with a four and one-
half foot piteh Sturtevant propeller, has shown
a standing thrust of 375 pounds.

Welles & Adams Motor

Welies & Adams, of Bath,
ting out a moderate priced
that has many good points.

This motor has four cylinders, is of the
four cycle type, weighs 200 pounds, and deliv-
ers 50 H.P. It proved its durability thoroughly
last year in the flights made by Fred Eells over
the city of Rochester.

It has straight cylinders with valves in the
heads directly over the pistons, no valve cages
being used, which allows of simplicity of design,
without the leaks due to unequal expansion.

Ignition is supplied through two sets of spark-

IN eaves
motor

are put-
this year

plugs, placed in opposite sides of the eylin-
ders, and fired simultaneously, resulting in

an increase of power.

Another striking feature of this
the completeness of the oiling system.
oil is contained in the oil reservoir, which
is integral with the lower half of the crank
case, and is forced from there by a gear-driven
pump, into the hollow cam-shaft, which is per-
forated and sprays all the bearings. This re-
sults in perfect internal lubrication, but the
great feature of the oiling system is the oiling

motor is
The

of the overhead valve mechanism.

Every expert concedes the gain in power
of the over-head valve construction. Welles
& Adams, have in their 1912 model, entirely

overcome this difficulty. The oil is forced by
the pump up through a small brass tube into
the main rocker pin, which is hollow. It then

flows, under pressure, through small brass
tubes, from this pin to both ends of the
rocker, oiling all the bearings perfectly, and

from the back end of the rocker, down through
the hollow push-rods, oiling the guide bear-
ings at their bases and flowing back again
to the oil reservoir.

All gears are encased, and run in a bath of
oil.

The cylinder water-jackets are of spun-
brass, with a very liberal allowance in water
space between jacket and cylinder; in fact,

the cooling system is most complete, the mo-
tors never having been known to run hot un-
der the most trying conditions.

The crank-shaft is hand-forged from chrome-

nickel steel, machined and ground to size,
and accurately balanced. It is supported on

five bearings of larger diameter than is gen-
erally found in automobile motors of greater
power. It is extended at the propeller end
so as to eliminate the necessity of cutting
out the back of the wings of bi-planes for the
propeller.

Hach motor is thoroughly tested out before
leaving the factory and there is a _ strong
guarantee back of them. 5

All the many up-to-date features of this
motor make it one of the most durable, as —
well as light and powerful, motors on the
market to-day. ,

:

A RONA UTICS February, 1912

cA ero cWVia tt

FOR SALE—50 h.p. Curtiss Military Type Bi- FOR SALE—Complete sets of castings for
plane with duplicate surfaces and parts. First- building the Bleriot monoplane. Lynch Bro-
class outfit. Price, $2500. Address Box 98, thers, Aeronautic Engineers, 61 Wick Place
Mineola, N. Y. Youngstown, Ohio. ;

FOR SALE—Complete sets of castings for
building the Bleriot monoplane. Lynch Bro- MOTOR FOR SALE—Harriman, 50 h.p., 4 cyl.,
thers, Aeronautic Engineers, 61 Wick Place, 4 cycle, aviation motor. Complete with Bosch
Youngstown, O. magneto and Schebler carburetor. New, just

as received from factory—never run. Weight
WANTED—A second hand aviation motor, 742 Ibs. Price $395 cash.

30-40 or 4.-50 h.p. Must be in good condition. M. F. H. Gouve:neur, Wilmington, N. C.—Fe>.

Address B. C., Box 652, Tiburon, Calif. a

BALDWIN ’PLANE—Baldwin Red Devil, per-

BLERIOT type monoplanes, ready for power, fect condition, 60 h.p. Hall-Secott motor, $2500.

$150. Stickney, 2407 Sixth Ave., Moline, IIL. Can be seen. Also two new Hall-Scotts.
Address Baldwin, Care Aeronautics.

Feb.

MFG. CO. wants men for aviators. $100 re-

ired. . L. Gates, 227 EB 7 Ave., Chi-

February, 1912 auires B. L. Gates, 7 Englewood aves, Cul

° TO DEVELOP INVENTION—The inventor of
Third Annual the pressure equalizer described in this issue,

and who has many applications pending on vari-

° ous improvements in aeroplanes, would like to

Magneto Bargain Sale hear from financially responsible people who
would undertake the practical develoment of

his inventions; or would dispose of his rights

C ° in this equalizer very cheaply. Address, Equali-
Imported High Tension zer, c/o “Aeronautics.”
Magnetos at Less than FOR SALE.—1911 Detroit Aeroplane Motor
- complete, ready to run. Never been used. $200
Cost of Importation Cash. J. R. Hendrickson, Edmonton, Atta.,
Canada.
Our third annual genuine inventory LADIS LEWKOWICZ—The well known
ry Ree aviator, lately Manager and Chief Instructor
sale of U. & H. Master Magnetos, of the Queen Aeroplane Company, is open to
li Tal i S any proposition from responsible firms’ or
made uh Germany, is eM eee EHeeS: individuals, to organize and manage Aero-
PME b. sizes and types for le De 4 and plane Factory and Aviation School.
E : Write stating full particulars to
6 cylinder motors, suitable for motor Ladis Lekowicz,

102 West 64th St., New York City.

cars, motor wagons, motor boats,
ce NaS Pet Na ge ae a

pe te See cara tc LADIS LEWKOWICZ, the experienced In-
rite now efor are 2 : ternational aviator who is the only man to
. ; es they ae all ao fly over the City of New York, late manager
for circular and price list. The sale and chief instructor to the Queen Aeroplane
; Company, has a chance to become affiliated
is a real Magneto money saver. with one of the best aeroplane manufactur-

ing concerns in France and wishes to estab-
lish an agency in New York with some re-

J. S. BRETZ COMPANY sponsible man with a few thousand dollars

250 West 54th Street, New York to invest in the enterprise.
% Address: Ladis Lewkowicz,

102 West 64th St., New York City.

LE PEPEEE ELE EEE EE EEE EEE EP EE EEE EEE EEL EEE EEE EE EEE EEE EE

The Call Aviation Engine

FOUR CYCLE, WATER COOLED, OPPOSED CYLINDERS

The Greatest Known Thrust per Rated Horsepower
WRITE FOR CATALOG

The Aerial Navigation Company of America
GIRARD, KANSAS
Deep bee beebstedebeb ebb bbe bb EEE EEEEEE EEE EEE EEE EEEED

In answering advertisements please mention this magazine.

odode:

he Goofo nfo fe ofe oho ofoofo ofe ofookr ofe fe of ofeofe che ofocge fe

ho dosdocdoote ode food fe foadoafe ofoofoofocfocge of

+
rs

OY BY Sue AS Sn PN RE Ty Cae OR
Do NOT Experiment!

THOMAS BIPLANES

ARE, UP-TO-DATE
And EXCELL because they are a

sound combination of
THEORY AND PRACTICE
For Particulars write to
THOMAS BROS.
Bath N Y Exhibition Flights
9 e e

Guaranteed

Pupils
Trained

SOOO SSSOCSPSOOOCSOOOSOOS4?

Felix Bischoff Steel Works

9
9
q
;
DUISBURG, GERMANY. 4
The VITAL part of a Motor is the g

SOOSCTOSA

Our HIGH GRADE CRANKSHAFTS
are made from our Special CHROME -
NICKEL AUTO-STEEL ZH. This steel
has an elastic limit of 135-150,000 lbs. per sq.
in., and enables you therefore to econ-
omize in weight and space. Put this in
your motor and you need never fear a
broken crankshaft.

We are the MAKERS of the Steel, and
our aim is to produce the BEST.

We furnish crankshafts drop-forged or
finished complete to the most prominent
manufacturers in Europe.

Our Die Cost is Very Low.

We can quote f.o.b. your city, free of duty.

Send blue prints and all enquiries to
our representative

H. A. ELLIOTT, (maestic auoc.) DETROIT, MICH.

SOOOSDSOSSODOPDIODOIA—<

SFOOSSOSS OOOO SOOCOOOOS
PDSOOCOPSOCOCOHCOSCOSOD SWOOPS

YOU'VE SEEN IT, FRIEND

SAME THING MAY BE FOUND, IN SOME OTHER PAPERS
TOWN. HOW THE GYRO (SAFE AND SANE)

WORTH A DARN.

A VALUABLE SOUVENIR

which you will be proud to wear, will be distrib-
uted absolutely free of cost by the Sloane Aero-
plane Company. The souvenir will be expensive.
It is to be handed only to those who are actively
affiliated with any branch or phase of the aero-
nautical industry. In order that we may be able
to estimate the number of souvenirs we need,
please write us immediately your name and
address and in what way you are connected with
the aeronautical industry ; also, send us the
names of any of your friends and associates
whom you think should receive one of the
souvenirs.

SLOANE AEROPLANE COMPANY

Charavay Propellers Sloane ’Planes Parts

1733 Broadway New York City

DETROIT ARO POWER PLANT
compLete $300 Reavy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS.

''S GUARANTEED 1

210 LBS. MIN.STATIONARY THRUST
IS8 LBS MAX.WEIGHT(COMPLETE)

36 HOURS DELIVERY

LIFT AND FLY

CURTIS BYPLANES
BLE RIOT XI MONOPLANES
DEMOISELLE MONOPLANES
OR CRAFTS OF SIMILAR MAKE

DETROIT AROPLANE CO.

MICHIGAN

AVIATOR WIRE

Extra strong and
easy to solder.

PLATED

FINISH AVIATOR

WIRE CORD

John A. Roebling’s
Sons Company
TRENTON, N. J.

9 BEFORE, AS YOU TURNED THESE
e” PAGES O’ER, AND AGAIN—THE

"ROUND, THRU THE
IS THE ONLY FORM OF PLANE,

THAT THE “MOVEMENT’S” HERE TO STAY, ALTHO THE “STIFF WING” MUST
GIVE WAY BEFORE LONG. SO—HERE’S THE BOYS COME ’ROUND TO ADMIT THE
HELO—SOUND AS A GONG. THEN WATCH UP IN THE SKIES!—WATCH THE

OLD WORLD RUB ITS EYES!

JOS. E. BISSELL, “-

A Cried

-SO LONG!”

(Box 795) =!

PITTSBURG, PA.

AERONAUTICS

Page 71

February, 1912

The Trebert Rotary Motor

The principle on which the new Trebert four-
eycle rotary motor works is novel and ex-
tremely simple. There is a stationary main or
axial shaft around which all the six cylinders
revolve; but contrary to the usual practice each
eylinder is parallel with this axis. The Cylin-
aders, which are cast separately, are fastened in
a circle to the front end of a two piece cylindri-
eal, alluminum crank case, being held in place
by this and the cylindrical port chamber. High-
teen nickle steel studs pass through the crank
ease and the cylinder lugs giving the whole
greater strength than though it were a single
cating. The front end of each of the cylinders is
securely fastened to the circular port chamber,
which besides holding them in place contains
in its center the front bearing on the axial
shaft. In the base are six-crank shafts—one
for each cylinder. These radiate from the axial
shaft like the spokes of a wheel each sixty
degrees from the other. At each end is a ball
bearing and a ball bearing is inserted in the
connecting rod bearing. The outer ends of these
shafts run free and ;the inner end drives
through a gear against a large stationary bevel
gear fastened on the rear end of the axial shaft.
The scheme is something like reversing the pro-
cess used in transmitting the power to rear axle
of an automobile, only in the engine the large
gear, which corresponds to the driving shaft
of the car, is stationary, and the revolving of
the individual gears turn the motor over around
it. The six air-cooled cylinders, crank case, and
port chamber, when revolving on their bearings,
form a cylindrical mass, whose axis is the axial
shaft of the engine. All the motor revolves ex-
eept the axial shaft, and the gas and exhaust
chamber with their connections, so that the
engine is its own fly-wheel. The driving shaft
projects from the rear end of the base— to the
right behind the magneto in the cut.

The sleeve-port system by which the gas is
taken in and exhausted is most simple. There
is a stationary drum-shaped gas and exhaust
chamber fastened to the axial shaft and divided
into two totally separate compartments with air
spaces between them though the outer cylindri-
eal face is continuous. To the intake part is
attached the carburetor and fittings, and to the
exhaust a pipe and, where desired, a muffler.
Around this gas and exhaust chamber revolves
the circular port chamber of all the cylinders
with a packing ring between them. From the
individual ports of each cylinder project pack-
ing sleeves pointing toward the gas and ex-
haust chamber like the cut-off spokes of a
wheel, each on a radius of the circle sixty de-
grees from each other. They bear lightly
against the cylindrical face of the stationary
chamber and are held in position by the springs
that counteract any centrifugal force and make
them form a tight yet expandable joint. In
the cylindrical face of the gas and exhaust
chamber are two eliptical ports, one from the
intake chamber and one to the exhaust pipe.
They are spaced the requisite number of degrees
apart and are so situated that a cylinder is al-
Ways ready to intake or exhaust as its sleeve

slides over the proper port. Only one sleeve
per cylinder is used; but the fresh mixture
and burnt gas cannot mingle as they pass

through it at different times.

In running, the packing sleeve of a cylinder
slides over the intake port of the gas and ex-
haust chamber. This admits a charge of gas
to that cylinder. As the motor continues to
revolve, the sleeve slides over the port cutting
off the intake and closing the opening. Follow-
ing the revolving of the gear, crank-shaft and

connecting rod, the piston rises compressing
the gas. At the proper time the charge is
exploded. The power impulse imparted drives
through the gear against the stationary bevel
gear and the force generated shows itself by
rotating the engine around its axis. As
the piston rises again, the burnt gas is ex-

pelled through the sleeve as it slides over ex-
haust port of the gas and exhaust chamber. The
revolving continues closing this port, the piston
begins to fall, the sleeve slides over the intake
port, and the process repeated. This happens to

each cylinder in the course of
revolution, so that there are six impulses to
the revolution—the same number a six-cylin-
der two-cycle motor would give; but the trebert
claims advantage that the fresh mixture has
never once come in contact with the burnt gas,
and so weakened its explosive force.

Lubrication is very simple. Two pipes with
adjustable sight feeds oil the whole engine. The
eylinders and pistons are lubricated through the
gas intake. The gas is allowed to carry the
drops in as oil spray. The cranks, shafts and
driving gears are oiled by a line running
through the center of the axial shaft and coming
out just in front of the large main gear. From
this point the oil is distributed by centrifugal
force. Small openings through the axial shaft
oil the bearings around it. Gravity or a pump
with return may be used to force the oil to the
sight feeds. The simplicity and advantages of
this system are self-evident. At any time
the amount of oil can immediately be adjusted
to the needs of the engine. An occasional
glance at the sight feeds is all the attention
the system requires,

one complete

gnition current is generated by a single
spark magneto revolving three-times engine
speed. The timing and distribution are novel;

but thoroughly practical. Around the front cir-
cular edge of the port chamber is fastened a
piece of insulation. In it are set six-brush
plates, which in the course of each revolution

pass a brush contact. From the plates the
spark is carried to the plugs by short pieces

of wire. The brush plates are inserted between
the cylinders and so wired to the plugs that
the cylinder following the plate receives the
spark from it. This allows for proper lead
and makes the engine its own timer and dis-
tributor. The wiring consists of a _ single
wire from the magneto to the brush contact
and six short pieces from the plates to the
plugs. In case batteries are used for start-
ing, a second wire to a movable contact may
be used allowing the charged cylinder to be
almost always caught with the spark. The
spark plugs are screwed in the front face of
each cylinder port chamber, project through
its wall, and shoot the spark through a hole
in the packing sleeve into the center of the
top of the cylinder causing a sharp, complete
explosion. On account of the unique feature of
making the engine its own timer and distributer,
after once started it is impossible to get a
spark at the wrong time.

As in a two-cycle engine, there are no valves,
valve springs, cams, camshafts, and gears to
drive them and it gives twice aS many im-
pulses per cylinder per revolution, as the usual
four-ecycle engine.

All the moving parts
inch cirele, making the motor practical for
use in a narrow space. In aeroplane work it
does away with danger and difficulty of gyro-
scopic action whieh is held accountable for
numerous accidents, because all the gyroscopic
foree caused by revolving parts falls within
a sixteen-inech cirele and may be said to be
neglible.

revolve in a_ sixteen-

MOVING TIME

R. ©. Rubel; Jr. & Co., Louisville, Ky., have
moved into a big factory building covering two
acres of ground which cost $35,000 two years
ago. Under lease to the company are 107 acres
of field near the city and an eight-room house
has been furnished for accommodating students
with lodging and board. <A pool table and a
piano are also available for amusement when
the wind blows too high. Six machines are on
the grounds and that many students already
enrolled for 1912. Five aeroplanes are under
construction at the plant for purchasers. The
unique offer is made of a free trial of Gray
Eagle engines in a prospect’s ‘plane at the
school grounds.

Beatty will have his Frontier eight cylinder
engine before the end of February.

AERONAUTICS

February, 1912

SSS SS —<— ;
sr |

The Aero Club of Terre Haute (Ind.) has been
formed with the following officers:—Wm. Mc-
Elhany, Pres.; H. C. Pueschal, Treas’r.; Victor
Tyler, Sec’y.

According to present plans, the annual meet-
ing of the Intercollegiate Aeronautical Associa-
tion willl be held in New York City, at a place
which will be designated later, on Friday and
Saturday, April 12th and 138th. Officers will
be elected for the ensuing year, and other busi-
ness relating to the college aeronautical move-
ment will be taken up.

This meeting will be open to every college
club in existence at the time it is held, and it
is hoped that every club will put forth its best
efforts to send at least one delegate. An im-
portant consideration is that all of the officers
to be elected should be good active workers
and now is the time to thoroughly canvas
the situation for the right kind of men.

In order to facilitate the business of the
meeting the Association will be glad to receive,
at any time, suggestions as to questions which
should be taken up for discussion. Two years
of experience have indicated that slight changes
in the method of governing the Association
might work an advantage. Practical plans
for increasing the interest of college men in the
aeronautical movement are also desired.

The Cornell Aero Club has suggested that,
inasmuch as this spring will see the Association
handling several meets, it might be well to hold
the annual meeting a month or two earlier with
a view to doing all that is possible to arouse
the interest of those clubs which are falling by
the wayside and thus to make the entries in
the meets bigger. Letters of inquiry in regard
to this will be sent out by the Cornell Aero
Club but the Association itself, will be glad to
hear whether or not this change would be
favorably received.

Address all communications in regard to

announcements to George Atwell Richardson,
President.) [oy Age Aan At 04 Rodney, Un of 2:
Dorm’s, Philadelphia, Pa. Replies are re-

quested as soon as possible as we want to make
a big success of all the events and this means
immediate action.

At the time of the Aero Club of Connecticut’s
second annual banquet, held January 11, Robert
Collier, president of the A. C. A. had his aero-
plane carted by a motor truck from New Jersey
clear to New Haven for the purpose of making
flights, which were prevented by the weather.
The speakers included president Collier, H. A.
Wise Wood, W. Irving Twombly, Col. N. G.
Oshorne, Hiram Percy Maxim and A. L. Welch,
with A. Holland Forbes president of the Con-

necticut club, toastmaster. At the annual
election held previous to the banquet, Mr.
Forbes was re-elected president.

The Aeronautical Society held a Smoker at
its rooms at 250 W. 54 st., New York, on Jan.
25 instead of the regular semi-monthly lectures.
A mock trial was conducted, in which one of
the members prosecutes a farm hand _ for
shooting a hole in his gasolene tank while aloft,
making a landing imperative. EL: Perey
Shearman, of Williams College, told of humor-
ous incidents in his ballooning experiences,
illustrated with slides from the collection of

Leo Stevens.

The regular meeting on Thursday, Febru-
ary 8th, 1912, was favored with an address up-
on the “Balance of Aeroplanes’’ by the well
known propeller builder Frederick Charavay.

Mr. Charavay talked interestingly on the proper
balancing of the propeller torque and more
particularly the lateral balance. Wilbur R.
Kimball commented on the illuminating report

—

that Mr. M. B. Sellers presented to the Tech-
nical Board of the Aeronautical Society. Robert
G. Ecob, an aeroplane builder and experimenter,
gave a number of illustrated examples of the
use that soaring birds make of air currents of
varying speed. Stanley Y. Beach, of the Scien-
tific American, reviewed the Paris Salon and
accompanied his talk with some exceptionally
fine lantern slides. The advances in European
monoplane construction were interestingly em-
phasized.

The Louisville (Ky.) Aero Club has been for-
mally launched. One woman and thirty-four
men compose the charter membership. Officers
of that organization expect a rush of Louisville
women to join and learn the “‘gentle art of fly-
ing’. The woman member is Mrs. F. H. Morlan,
wife of the Club’s official instructor, who comes
from Chicago.

The club intends to erect a clubhouse on a
110-acre tract and headquarters will be estab-
lished in the city. Officers were elected as
follows: President, C. A. Wickliffe; Vice-Presi-
dent, Frank C. Carpenter; secretary, Roscoe
Conkling; treasurer, R. O. Rubel, Jr.; Directors,
Leland Taylor, chairman of the Membership
Committee; G. H. Mourning, Jr., chairman of the
Rules Committee; Neil Funk, chairman of the
Finance Committee.

The Mechanics’ Aeronautical Association, of
Rochester, N. Y. has elected the following
officers for the ensuing year:

Ed. Lancashire, President;

Fred Dengler, Vice-President;

A. G. Johnson, Financial Sec’y;

H. H. Simms, Corresponding Sec’y;
H. B. Nurse, Treasurer.

This organization has over forty members,
most of whom are skilled mechanics who have
associated together for the purpose of exchang-
ing ideas in aeronautics. Individual members
of the association are building flying machines
and the association is also constructing, at
191 Front St., a biplane of the Curtiss type
embodying a number of new features of con-
struction tending toward lightness of the
machine while adding to the strength thereof.

The club is in good financial condition and
is constantly taking in new members, its meet-
ings taking place monthly at room 305 Cutler
Bldg., Rochester, N. Y. It will be glad to
hear from those persons in Rochester and its
vicinity interested in aeronautics. The an-
nual dues are but $6.00 a year, payable semi-
annually.

TO STANDARDIZE PROPELLER FITTINGS.

A strong endeavor is being made by E. V.
Lalliers, chairman of The Aeronautical Society’s
committee, to obtain the standardization of
propellers. The aid of all the propeller makers
is being enlisted. If the plans are carried
out, a propeller of any make can be immediately
attached to an aeroplane, without requiring
special flanges and fittings for each make;
all bolt holes will be the same size and distance
apart for certain sizes of propellers, for example.

Model Aeroplanes and Accessories

We manufacture the highest grade of aeroplane models
on the market. Every part is well made from the best of
materials and in exact accordance with the designs submitted
tous. We have on hand at all times stock models of all well-
known machines. We carry a complete stock of accessories
of all descriptions—miniature pneumatic wheels, ball-bearing
shafts, turnbuckles, eyebolts, light model wood, Para rubber,
wire, ete. Our simple and compound elastic motors are the
most durable sold. Our prices are very reasonable. Send
at onee for our catalogue D, which fully describes and
illustrates all models and parts.

Aero Mfg. and Accessories Co.
18 DUNHAM PLACE BROOKLYN, N. Y.

:

“OTS

GOODRICH.

CONTINENTAL

“LUMINA’”’
Aeroplane

Cloth

Sheds water like the pro-
verbial ‘‘duck’s back’’—
and judging from exhaus-
tive comparative tests

It is the only aeroplane
cloth which is practically
moisture proof.

This means no _ shrinking
or stretching when ex-
posed to the elements—
a condition especially ap-
preciated in the manufac-
ture of planes where the
cloth is relied upon to
hold the plane together.

The Silver Sheen Cloth
that stays taut in all
sorts of weather

Send for samples. Address

The

B. F. Goodrich Company
Akron, Ohio

LARGEST IN THE WORLD

Ree eee ee ee ee ctr tate

*
:
*
*
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+
+
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%
~
*
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+
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~%
+
+
%
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+

fpobecbedeebeobesleedesboobece estesbob edeebeobeohobedeebeehodes

February, 1912

Wright Flyer

1912 Models

In addition to those features w hich in the past have
made Wright Flyers famous for efficiency and reliability,
the new models can be furnished with Automatic Con-

These special

trol, Silent Motors, and Hydroplanes.
attractive

features make the 1912 machine unusually
to sportsmen.

Exhibition Machines
For exhibition work we have other models especially
adapted to high winds and small fields. It was with a
stock ““EX’’ Model that Rodgers made his wonderful
flight from Coast to Coast.
the exhibitor.

Wright School of Aviation

Training consists of actual fiying, in which the pupil
is accompanied by a competent teacher. No risk and
no expense whatever from breakage. The most famous
flyers in America are graduates of our school and
include such names as—

Reliability means dollars to

Lieut. Arnold Drew Lieut. Rodgers

Atwoo Elton Parmalee

Brookins Lieut. Foulois Page

Brindley Fowler Reynolds

Bonney Gill immons

Beatty Lieut. Lahm Turpin

Burgess Lieut. Milling Welsh

Coffyn Mitchell Webster

Capt. Chandler C. P. Rodgers And a score of others
Our School at Dayton is now open and pupils may

begin training at once if they wish. By enrolling

now you can reserve date most convenient to you for
training.

SSS NV ittelonLartical..
THE WRIGHT COMPANY
DEPT. A DAYTON, OHIO

In answering advertisements please mention this magazine,

eee UTICS

February, 1912

PAT ENTS secureo on Fee RETURNED

Send sketch or model for FREE Search of Patent Office records.
and What to Invent with valuable List of Inventions Wanted sent Free.

special list of prizes offered for Aeroplanes.

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

We are Experts in Aeronautics and have a special Aeronautical Department.
Improvements in Airships should be protected without delay
as this is a very active field of invention and is being rapidly developed.

VICTOR J. EVANS & COMPANY

724-726 NINTH ST.,N.W. =

patents in Airships, 10 cents each.

Main Offices -

Write for our Guide Books
Send for our

Copies of

WASHINGTON, D. C.

oe Go of oo ofa fe oe fo feo oo of oho oho oho oe oho ofo of

Db Bebe beh dee feofeofe fe ofe deefe che fe foo ofe feo fe ofo fe cook fog oho ohe fe che oho fo ogo ohe oho ohooh ofe fo oho ofe ofa of ofe ofe fe ofoofo fe of ofe fe afe oe hocks abe

ABLE IDEAS WANTED

Manufacturers are writing me for
patents obtained through me.
Send for three books with list of
200 inventions. A postal will
bring them free My clients’
patents sold free. Person al

services. Aeronautical expert.

RICHARD B. OWEN, 235, Kish D.C.
“Protective Patents” oibatent success.” sent on

reque st to inve nore: Wide

Personal service. Trade-marks registered.

235 McGill Building,

experience.
Write today.

BEELER & ROBB, Washington, D. C.

How to get every
dollar your invention
is worth. :

PATENTS

Send 8 cents for our new 128-page book.

R. §, and A. B, LACEY, Dept. , Washington, D. 6.

DETAILS NIEUPORT WING
Blue Print $2.00

N—Care Aeronautics

PATENT YOUR IDEAS ©

= vice and book sent free.

GEO. C. SHOEMAKER, Patent Atty., 929 F St.,

PATENTS

Cc. L. PARKER
Late Examiner U.S. Patent Office
Attorney-at-Law and Solicitor of Patents
American and foreign patents secured promptly and
with special regard to the complete legal protection of
the invention. Handbook for inventors sent upon bere
30 McGill Bldg. WASHINGTON,

TERMS LOW.
Washington, D. C.

THE INVENTOR’S EDUCATOR

140 Pages

All about PATENTS—how to apply therefor—
costs—how payable. 600 mechanical movements—
50 Perpetual Motions and Flying Machines.

Price, $1 by Mail
Address F. B. DIETERICH, OURAY BUILDING, WASHINGTON, D. C.

PATENTS
TRADE

MARKS

Copyrights
Etc.

I can find it.
your application.

H. L. WOODWARD, -:- -:-

Copies of Nearest Patents, and Report, in Every Case.
patented inventions reported unpatentable elsewhere
705 Ninth Street, Opposite Patent Office, -:- = -:-

A TALK TO THE INVENTOR

LEARN HOW A PATENT MAY BE MADE VALUABLE
If there is any basis for an application in your idea, |
But I will explain it to you before filing

What You Should Know

Send tat \ What to Invent

BOOK / What NOT to Invent
. How to Sell Your Patent

WASHINGTON, D.C.

I have

AERONAUTICS

The Leading British
Monthly Journal Devot-
ed to the Technique and

Industry of Aeronautics.
(FOUNDED 1907)
Yearly Subscription One Dollar,

Note:—

Post Free

A specimen copy will be mailed
free on receipt of 10 cents.

—— HEAD OFFICE:

89 Chancery Lane, London, England
American Office: 250 West 54th Street, New York
Bede he Foe fo oe fo che ofe fe ofe of fe of oe ooafo of of ofe of of ofe of abe af oon fe

Hebb fff eepefefepeep hohe feof
Perfo fo cfocfo oho oho che ofenfeofeofe of ofeofe ofeofoofe

MAGNALIUM

12 1-2% LIGHTER, 15% STRONGER

AND OVER TEN TIMES AS TOUGH AS THE
BEST ALUMINUM CASTINGS.

usmp ror CYLINDERS
SAVES TWO-THIRDS OF THE WEIGHT IN IRON—
ALSO USED IN MANIFOLDS, CRANK CASES, ETC.
G. A. CRAYEN & CO. Metal Dept.
81 New Street MORRIS R. MACHOL
Namke CG:

In answering advertisements please mention this magazine.

'

AERONAUTICS

Page 73

February, 19/2

Questions and Answers
Edited by M. B. SELLERS and HUGO C. GIBSON

Answer Department, for the
printing of questions and
their answers where they are
of general interest.

Mr. Matthew B. Sellers has
kindly undertaken to handle
all subjects involving the
principles and experimental
data of aerodynamics; ques-
tions on motors will be
answered by Mr. Hugo C.
Gibson.

Questions requiring refer-
ences can not be answered, as matters relating
to history and bibliography involve too great
time. Answers to queries will be promptly
answered by letter and the questions and an-
Swers subsequently printed for the benefit of

other readers.
E. L. JONES.

Ns eoreooro) LLH the December number we
Se PaaS inaugurated a Question and
Xx re

IEEE

CET)

To the Editor:

(1) Which will require the least amount of
power to support it in space on a straight or
horizontal plane, a monoplane or biplane? (2)
What is the record for slowest speed?

Tee eS

Answers: (1) Without regard to speed
and for the same total weight, the mono-
plane and the biplane are about equal.
For the same passenger weight the _ bi-
plane requires less power. (2) The official
slow speed record is about 21 miles per
hour, held by the Wright machine. Mr.
Sellers’ quadroplane flies regularly at 20
miles an hour,

To the Editor:

(1) Would a heavy grade of picture wire be
suitable for wiring a glider? (2) Is there any
danger of impairing the strength of wire by
the use of muriatic acid as a flux in soldering?

(3) Do you know of any aeroplane which uses
a propeller mounted on a universal joint for
steering as well as propulsion? (4) Would it
be possible to control the vertical movement of
an aeroplane by means of ailerons of the Far-
man type hinged to the rear of the plane; all
ailerons being operated at the same time and
in the same direction?

1 Je Bs We Crosse:

Answers: (1) No; you might use Roeb-
ling steel cable, as employed by a great
many builders. (2) Yes; you can wash
with ammonia to neutralize the effect of
the acid, however. (3) We know of none;
it would be bad practice—a rudder serves
the purpose very well without the compli-
cations. (4) It would be possible, with
very large ailerons; these are, however,
too near the centre of pressure and do not
give leverage enough to be practicable.

To the Editor:
I am building an aeroplane with a wing sur-
face like this:

As you see, I rely on the solid head making
a vacuum behind it, and on top of the single
supporting surface, while the pressure below
is normal. How much is the pressure on the
top surface less than normal, owing to the solid
head causing a vacuum or rarifaction above

the plane. From having held similar surfaces
in a wind and in towed flight with an automo-
bile there appears to be considerable lifting
power with the plane at a very small angle.
Can you give me a mathematical equation for
the lift? How am I to estimate the lifting
power at zero angle and from there up to 4°
and 5°?

Cc. H. B., S. Berwick, Me.

Answer: We can not give you a mathe-
matical equation for the lift on the sur-
face you describe. The greatest rarifac-
tion would be behind the prism P (just
where it is not wanted). There would be
at zero angle some rarifaction above the
plane S near the front, but probably little
over the rest of the plane. The prism
would probably increase the lift but would
greatly diminish the efficiency of the
plane.

To the Editor:

As I am a reader of your magazine I would
like to ask where is the center of gravity on a
rib with 41% ft. chord and with 4% inch angle
of attack, and deepest camber of rib 3144 inches

at 18 % inches back from entering edge. Ke;
Topeka, Kan.
Answer: You evidently mean “center

of pressure’; this will be about 22 inches
from leading edge (angle of attack 5°,
centre 16.6).

As an aviator sat dreamingly looking at his
*plane and thinking of the money he wouldn’t
make, he said to his mechanic: ‘‘Jake, if the in-
take pipe were bent, would the gasolene?”’
Don’t let him go up, Manager, he graduated

from a correspondence school.

The Wolverine Aeronautic Co. has shipped
three machines for China for the revolutionary
party. Mr. Wilcox, a member of the firm, has
gone there to teach the flying of his machines
in military service. A New York concern is
also building a number of machines for China.

I consider your magazine the best and most
reliable in the aeronautic field. O. Hapner.

if you get a bill for a

Don’t be surprised
Get the habit.

year’s subscription.

Out of those 700 aeroplanes the Roebling
Company must have received some business.

John E. Bissell is getting a worldwide reputa-
tion. Even in England they know him most as
well as they do White.

Why not get a Pedersen lubricator for your
engine and be sure of an oil supply?

You can get tanks, brazing work, all repair
jobs, at Reliance people.

Have you sent for the Gyro catalogue yet?
‘Do it now.”

Thomas Brothers are still at Bath, flying
every day; aeroplanes are too common nowa-
days for the daily papers to bother about.

AERONAUTICS February, 1912

U.S. Patents Ginnie

Copies of any of these patents may be secured
by sending five cents in coin to the Com-
missioner of Patents, Washington, D. C.

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

It would take an entire issue of the magazine
to abstract in a full and clear manner the claims
of the majority of the patents issued. In a
great many cases it is even impossible to give
in a few lines what sort of an apparatus the
patent relates to. In most instances we have
used merely the word ‘‘aeroplane’’ or ‘“‘helicop-
ter’ if such it is. Where it is impossible to
indicate the class, even, in which the patent be-
longs, without printing the whole patent, we
have used the word ‘‘flying machine.”’

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

Editor.
Joseph H. Price, Fort Worth, Texas., 1,013,952,

Jan. 9, 1912. AEROPLANE, foot-power.
Henry H. Ashlock, Kansas City, Mo., 1,014,031,

Jan. 9, 1912. AEROPLANE, capable of acting

as a parachute.

A. R. Monro and Harold Beatty, Berkeley, Cal.,

1,014,082, Jan. 9, 1912. EQUILIBRIUM AT-
TACHMENT.
Sylvester M. Williams, San Francisco, Cal.,

1,014,194, Jan. 9, 1912. AHROPLANE.

John W. Wolfe, Shenendoah, Ia., 1,014,276, Jan.
9, 1912. FLYING MACHINE.

Herman Ludtke, Ottawa, IIl.,
1912. FLYING MACHINE.

John P. Buengers, Racine, Wis., 1,014,369, Jan.
9, 1912. KITE.

Karoly Zuggo, South Lorain, Ohio., 1,014,430,
Jan. 9, 1912. FLYING MACHINE.

Jas. H. Craun and Scott Baldwin, Marion, Ind.,
1,014,571, Jan. 9, 1912. TOY amusement device.

John J. Donnelley, Denver, Colo., 1,014,643, Jan.
16, 1912. HELICOPTER.

*John W. Way, Edgeworth, Pa., 1,014,731,
6, 1912. Special form of SURFACES.
Charles Albert Long, Spokane, Wash., 1,014,763,

Jan. 16, 1912. FLYING MACHINE.

Otto W. Boche, Meriden, Conn., 1,014,802, Jan.
16, 1912. FLYING MACHINE.

George Seifert, Northampton, Pa., 1,014,857, Jan.
16, 1912. FLYING MACHINE with oscillating
valved wings.

*George H. Loose,
1,015,045, Jan. 16,
rolling curtains

A Oi4e239. Jan, 95

Jan.

San Francisco, California,
1912. STABILITY device;
take the place of ailerons

used in Curtiss machines.
*H. L., A. E. & H. O. Short, London, England,
1,015,090,

Jan. 16, 1912. STABILITY device,

using shutters in surfaces to reduce the lift
when balancing is required.

Louis Dobbertin, Lake Charles, La.,
Jan. 16, 1912. FLYING MACHINE.

Walter Hulbert Lawrence, Harwich Port, Mass.,
1,015,197, Jan. 16, 1912. PROPELLER.

Albert E. Lycan, Tahoe, Idaho, 1,015,200. Jan.
16; 1912. HELICOPTER:

Albert Valentine, Thurman, Iowa, 1,015,656, Jan.
23, 1912. HELICOPTER.

Karl L. W. Geest, Munich, Germany, 1,015,674,

1,015,150,

Jan. 23, 1912. AKROPLANBE.
Cc. A. Judah, Mill Valley, and H. R. Sander, Oak-
land, Cal., 1,015,684, Jan. 23, 1912. PARA-

CHUTE attachment for aeroplanes.

Patrick D: Riordan, Arnot, Paz, 15015, 711) sane
23, 1912. Aeroplane, with vertical mast holding
small pivoted surface.

*Paul Louis Antoine Regnard, Paris, France,
1,015,837, Jan. 30; 19125 BATHRAL SNe
LIZER, electrically operated; electric system

actuated by gyrcscope.

Jean M. Alleas, Boston, Massachusetts, 1,015,-
924, Jan. 30, 1912. AEROPLANE, tandem bi-
plane, with planes pivoted on axis transverse
line of flight.

*August R. Lassel, Washington, D. C., 1,016,020,
Jan. 30, 1912. STEERING and BALANCING
system.

Floyd F. Taylor, Gadsden, Alabama, 1,015,113,
Jan. 30, 1912. TOY Aeroplane:

Otto Seydel, New York, N. Y., 1,016,180, Jan. 3°,

LOTS VksaRy:
James Robertson Porter, London, England,
1,016,359, Feb. 6, 1912. AKROPLANE.

John L. Roche, Chicago, Ill., 1,016,363, Feb. 6,
1912. EQUILIBRIUM, by raising or lowering
a weight.

EF. C. & F. S. Carpenter, Louisville, Ky., 1,016,-
609, Feb. 6, 1912. AEROPLANE.

David Black, Edwardsville, Ill., 1,016,929, Feb.
13, 1912. EQUILIBRIUM by tilting planes on
fore and aft axis at engine section.

Frederick Brackett, Washington, D. C., 1,017,200,
Feb. 13, 1912. DIRIGIBLE as Lookout for use
on board ships.

Joseph J. V. Kaulynskas, Philadelphia, Pa.,
1,017,218, Feb. 13, 1912. RUDDER SYSTEM.

Christopher J. Lake, Bridgeport, Conn., 1,017,-
564, Feb. 13, 1912. PROPELLING APPARA-

TUS employing confined fluid pressure to drive
turbine and for jet propulsion.
AUTOMOBILE CLUB MOTOR PRIZE.
Fifteen entrants are entered for the $1000
motor prize of the Automobile Club of America.
Several makers have withdrawn from the three-

hour contest and others have taken their
places. Herewith is a complete list of those
expected, at the present time, to compete

But two of the engines have been tested,

the Wright and the Kirkham.

Roberts Motor Co. (Roberts) 2C

Aeromotion Co. of America (Gnome)

Requa Motor Co. (Requa)

Albatros Motor Corporation (Albatros)

Frank H. Harriman (Harriman)

Aerial Equipment Co.* (Anzani*)

Maximotor Makers (Maximotor)

American Motors & Aviation Co.

Chas. B. Fitzpatrick (Fitzpatrick)

Detroit Aeroplane Co. (Detroit)

H.L.F. Trebert Engine Works

Frontier Iron Works (Frontier)

Max Ams Machine Co. (M.A.S.)

Wright Co. (Wright)

Chas. B. Kirkham (Kirkham)
Note:—‘‘2C”’ denotes 2-cycle; ‘“‘R’’ for rotary.
*Subsequent to the entry of this motor it de-

veloped that this company had not fulfilled all

the requirements of the rules governing the

(A-M) 2CR

(Comet) R

test. The company has since gone out of bus-
iness. There is, therefore, some doubt whether

this motor will continue in the competition.

AEROPLANE

RADIATORS

| IN STOCK OR TO ORDER
EL ARCO RADIATOR CO.

6 EAST 31st STREET
NEW YORK

AERONAUTICS Stee fa _ February, 1912

G N O M E 100 HP. a
AEROPLANE MOTORS & EQUIPMENT CO.

1780 Broadway, New York Tel. 1335 Columbus

PEDERSEN OIL PUMPS

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

Special grades of bamboo for aeronautic work. Reed,
Rattan and Split Bamboo for models. Ail Grades In Stock

J DELTOUR Inc 804-810 Jefferson St., PEDERSEN LUBRICATOR CO.
° 9 °

Write for circular

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

Some Notes on Propeller Design

(Continucd from pace /1)

of blades fate net be considered. Taking into account
ne width and v locity and the gliding angles of the blade | t ti | A t
atits differen points th-:re ar: seve al reas ‘ns why the , nh erna 10na via ors

percenta- e of camber (compu ed from tie I-ngth of the

The Moisant

cho d) sho ld not be uniform. ‘the e mber sheouid be Moisant Monoplanes secured more records
greates whe ethe «idth is greatest and should not only than all other American makes during 1911

be absolutely greater out great-r in propor'ion to the
wid: h_ In tig 1 the line e—e is typical of the cor ect
percentages or coefficients of cambe , the camber being
rated as a percentaze of the b ade width. It will be seen
that this has a maximum of about four per cent. of the
blade width somewhat beyond the half blade length and
in the region of the greatest blade width and gliding
angle. From here the percentage of cambet ‘should
diminish toward the extremity to about one and one-half
per cent. and toward the hub until it finally becomes
zero and usually negative near the center.

Executive Offices - Times Building, N. Y. C. 1
| Factory - - - - Winfield, L. I. |t)
Aviation School - Hemestzad Plains, L. I.

|
| Moisant 50 h-p. Monoplanes
| Moisant Racing Biplanes
Aeroplane parts for all types of machines
| Radiators for Curtiss engines
| Aeroplane Wheels
|

All Highest Class Workmanship

PEOMINIEAETIRE DIPLANES |

Single and double surface, latest in
design, easy to assemble and take

down with the use of our alumi ,
section Golinectine castings. "Weed Che Sntercolleqtate

and metal parts, ribs made of several

Subscribing Contributing Advertising Selling

pieces, accurately shaped, all parts ____ Established 1899

fitted ready to assemble. We are 1135. BROADWAY NEW YORK

inventors of the best wire tighteners

made, hollow steel steering post, @. An illustrated monthly magazine of

with wire guides inside. Wehandlea interest to all recreation-loving Americans.

good grade of bropellers and motors. @ A medium using only the best in Fic-
Write for circulars and prices —— tion and Articles; also Aeronautics and

WOLVERINE AERONAUTIC CO., Detroit, Mich. Dramatics.

@A field that is only properly covered

MONOPLANE WHEELS] ] fie stverisinw'cotinns bear us outs

Light, strong and rigid. @ Always for sale at News-stands, Rail-
Ball bearing or bronze bushing hubs. road Stations, Alumni Ass’ns, Frat Houses
20x 2 and 20x24" - Kach, $4.75 in the United States.

Immediate delivery guaranteed. Published by

We can also furnish, on short notice, wheels of any dimensions

= 1135 Broadway
Tiger Cycles & Aeroplane Go, 7S Are. Ny. | fF INTER PUBLISHING CO., iow York

Aeroplane Cloths

WILSON & SILSBY—-YACHT SAIL MAKERS
ROWE’S WHARF, BOSTON, MASS.

We have furnished covers for C. B. Harmon’s Farman biplane, Burgess Co. & Curtis biplanes,
Grahame - White’s special biplanes, and Glenn H. Curtiss

In answering advertisements please mention this magazine.

ee ee a

MANUFACTURERS OF in Brass, Steel and Aluminum.

Engine mountings for any

ee Parts wee: ‘ss copper

Brass Tanks of any description.
STEEL TUBE FRAMES TO ORDER

Reliance Auto Parts Manufacturing Company

244-250 West 49th Street, New York City
Telephone 5135 Bryant

EOE ORO ODOC W H E KE I <

Stock Sizes Prompt Deliveries
16 x 144 in. Monoplane Tail Wheel. Weight 3 lbs.
20 x 2in. Curtiss Type. Weight 7 lbs. Rims, either

wood or steel
IT DID FINE

20 x 2% in. Wheels for Single Tube Tire.

20 x 3in. -

20x 4in. Fe Clincher Tire.
But it got smashed
and I wanted another

PROPELLER

HUBS Furnished 4 x 5x5! or6inches wide. Fitted
Just the same as that one

with Plain or Knock Out Axle or Bronze Bushed to fit
but the next one was nothing like it

lin. Axle. Other Sizes to Order.
FARMAN TYPE RUNNING GEAR
Isn’t this often the case?
Is it not yours ?

14-INCH STEERING WHEEL
Don’t Fail to Get Our Prices
If so, are you willing
to stop and think

132 West 50th Street
J.A.Weaver, Jr., Mfr. te? sie iiare NY
what this ad. means

ADAMS-FARWELL
REVOLVING MOTORS

HAVE BEEN IN
DAILY USE FOR

to you? TEN YEARS. aes ca
I guarantee uniform AVIATION:
Pationpredlg@lvesrise. MOTOR
Drop me a line. Let sh ie Gee
me help solve your peller of 6-ft.
propeller troubles. pitch.

Ask for our

cj rcular No.16

THE ADAMS COMPANY
21 ATHOL STREET, DUBUQUE, IOWA, U. S. A.

THEODORE I. CAMP
177 Milburn Street Rochester, N, Y.

PIII III IA IAA ADA ADA AAA AAA AAA FO

There’s a | Reason Why me Eagle Motors Made Good Last Year

25 amateurs flew their home-made ‘planes
with them. Do you want their names and
addresses ?

The 1912 models are still better and are
fully guaranteed.

We will install either model 30-40 or 6 cylin-
der 50 H. P. in your aeroplane and ailow you free
use of our private Aviation Park to try them out.

Don’t buy a motor until you have tried a new
model Gray Exgle at our expense,

ISN’T THAT FAIR?

All we want isa chance to show you. We'll
get your order then.

A visit to our factory would give us an oppor-
tunity to demonstrate why we can sell them at
such a low price. They are built in quantities
of the best material and sold on a small profit
direct from factory to you.

4 Cylinder 30-40 H. P. 6 Cylinder 50 H. P.
| Complete $485 net Complete $675 net

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ANNOUNCING THE

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All manufacturing concerns, designing and consulting engineers
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AERONAUTICS February, 1912

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with HALL-SCOTT equipment.

Fred DeKor, E. L. Holt, Beryl Williams, Earle Doherty, and Harry
Holmes, are five other flyers who recently obtained their Certificates in
Southern California with use of HALL-SCOTT.

A dozen other flyers, scattered throughout the Union, have done
likewise. HALL-SCOTT equipment used, gave them absolute assur-
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HALL-SCOTT power plants can be depended upon to deliver the
goods. They are not an experiment, and are now entering upon their
third year of success.

Immediate delivery now on 40 and 60 H. P., A-1 and A-2 Types.

Write today for catalogue

HALL-SCOTT MOTOR CAR COMPANY

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PEPPER EPS EEE EE EEE EE eh ES
Peete

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Serial No. 56

at Kinloch Park Aerodrome.

Only confidence in the plane and the motor could have

&

t Parachute Leap
From An Aeroplane
He successfully repeated the per-

Capt. Albert Berry leaping

MARCH, 1912

IVs

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SIX-X
MOTOR

Captain Berry (Antony Jannus,

a
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D ry

i

March Ist, 1912, from an altitude of 1,500 feet, at Jeffer-

powered witha
son Barracks, St. Louis.
formance on March 10th,

ROBERTS

cd

from a Benoist Biplane

Pare

drop in the history of aviation

Vol. X, No. 3

ap

pilot) made the first parachute

18
2
Ht
bm:

Fy

iblished by AERONAUTICS PRESS, 250 West 54th Street, New York

== ib
foro
ys

D

AERONAUTICS March, 1912

all ai i i i a Dah Made IR IgE

“KIRKHAM” AVIATION POWER PLANTS

FOR SEASON OF 1912

Fo oFo fo ofe ofe ofe ofe ogo

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Model B-4, - 35 H.P., 4-cyl., weight 185 Ibs.
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All of these models are sold as complete power plants or motor only,
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BR ONAULICS March, 1912

Paragon Propellers Excel

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PARAGON blades are harmoniously designed without excess materials and without weak spots.

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Our illustrated booklet will interest you. Shall we send it?

American Propeller Company, - Washington, D. C.

THE
BURGESS

HYDRO-
AEROPLANE

ee ar
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at TST

==

the sportsman for safe flying. Six- cylinder muffled motors. @ In the 1912 models, we offer no untried
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@ The following aviators, when free to choose their own aeroplanes, selected a Burgess type

C. Grahame-White; H.N. Atwood; C.K. Hamilton; Lieut. T. D. Milling ;

Clifford L. Webster ; U. S. Navy (hydroplane); T. O. M. Sopwith;

W. R. Brookins; _H. W. Gill; Phillips W. Page; U.S. Army.

@ Training on Burgess Hydro-aeroplane equipped with duplicate control, under the instruction of licensed
aviators only may be secured during Feb. and March at Daytona, Fla., Ormond, Fla., or Marblehead, Mass.

pept. 4. BURGESS COMPANY AND CURTIS, Marblehead, Mass.
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IS EPOCH MAKING
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AERONAUTICS

Page 75

March, 1912

The Resistance of the Air and Aviation

FROM A REPORT MADE BY M.G. EIFFEL TO THE AERO CLUB OF FRANCE

By M. B. SELLERS

shall give some explanation
ex for the benefit of the lay

ve Ge) reader. Unit pressure is
Xx oS) pressure on a unit surface
oe) moving at unit speed. Nor-

mal means perpendicular

to a surface. Cambre is
the ratio of the chord to the

eA SAAT AAAS height of the are. Aspect
INN) ratio of an aerofo‘l (or
spread) is the ratio of the

length across the wind, to the width.

The dynamic air pressure on a plate in-
clined to a current of air is normal to the
plate at any point. The friction of the air is
parallel to the surface. The point of applica-
tion of the resultant of these forces is here

A device, carrying the plate experimented
on, was arranged to fall freely 115 metres,
being guided by a vertical cable, and ar-
ranged to record continuously the speed of
descent and pressure on the plate. By this
means it was found that between speeds of
20 and 40 metres per sec., the pressure was
proportional to the square of the velocity.
The unit pressure on a normal plate in-
creased with the area from .066 for 1/16 sq.
metre to .079 to 1 sq. metre. But it was
evident from the rate of increase (see fig. 2)
that there would be little increase in unit
pressure for areas larger than 1 sq. metre
and the value K, =.08 cm. can safely be
used for large areas. (In English units this
becomes about .0033 Ibs. for 1 ft. 1 mile per hour.

ce

Fig. 1. Longitudinal section of the Champs de Mars laboratory: a, ‘‘hangar’’; b, attachment for

admission of air; c, experiment chamber;

d, aerodynamic balance; f, admission aperture of

ventilator; g, ventilator; h, passage for return air.

called the centre of pressure; and the direc-
tion of this resultant may or may not be
normal to the surface (or to the chord in
case of a curved surface). The resultant unit
pressure is here called K;; it may be resolved
into a vertical pressure or lift K, and a hori-
zontal pressure or drift K,, The dynamic
pressure (due to the impact and deflection of
the air current) varies as the square of the
velocity; while the skin friction varies as the
1.85th power. (See experiments of Dr. Zahm
on atmospheric friction). ‘Therefore, when
it is assumed that the total resultant
pressure varies as V* an error is introduced
which is not always negligible.

In a book published in 1907 M. Eiffel gave
the results of experiments made on the Biffel
Tower, The apparatus used was as foilows:

If instead of a square plate, an elongated
rectangle was used, the pressure increased
with the elongation as shown in (fig. 3) and
this increase is still fairly rapid at an
elongation of 50.

It is seen that this increase is 10% in
passing from a square to a rectangle with an
elongation of six times the width.

The apparatus employed to determine the
pressure on inclined plates (fig. 1) consists
of a ventilator G which draws a column of
air 114 metres in diameter through the
closed chamber C. The air enters through
the funnel b which contains a honeycomb
arrangement to straighten the air current.
The surfaces tested are supported in the air
currents at d by a special balance. From the
measurements made with this balance, the

90

March, 1912

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AERONAUTICS

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AERONAUTICS

AERONA poe

pressure, its direction, and point of applica-
tion can be determined. The air velocity
was measured by means of a Pitot tube con-
nected with a sensitive manometer. The
distribution of pressure on different points
of the surface was determined by minute
holes pierced in it, and connected with a very
sensitive manometer. The total pressures
thus found agreed with those found by means
of the balance.

Velves of coefficient

Ot “02, 0S) SOF 05 C6; 80:7 50'S 05 10 iI
Surface (Nn $a 7.

Fig. 2. Variation of the coefficient of square
plates with the surface.

The relation between the pressure on plane
surface inclined at an angle i to the wind,
and the pressure on the same plate normal
to the wind is shown in fig. 4, the graphic
giving the ratio SI

90

The plates had one side perpendicular to
the wind, and the ratio of this side to the
other varied from 1/6 to 9. Within the
limits of the experiment the variation in
size of the plate had no influence on the

0.03
+ A
i aa ks |
0.01 | fees | a
0.00 mt = 1

0 s 10 Is 20 25 30 3s 40 45 50

Fig. 3. Variation of the coefficient of rect-
angular plates with the aspect ratio (or spread).

unit pressure. It is seen that the pressure
on the square plate augments almost lineally
to 35° where it attains a maximum which is
45% greater than that on a normal plane;
then it decreases rapidly and beyond 50° is
practically constant to 90°.

Page 78

March 1912

M. Hiffel has verified directly, this para-
doxical maximum pressure value, both by
means of a device having balanced plates,
and by the summation of the elementary
pressures determined by the manometric
measurements. By this method the pressure
on the lower face and the depression on the
upper face (back) could be determined separ-
ately. At about 38° the pressure on the face
is half as great as on the plate normal, but
the depression on the back is three times
as great; which accounts for the great aug-
mentation of total pressure.

on

pressure
=

So
>
=
1

ressure

i

Co
nN

Ratio of depression on
back to total pressure

lo
OF 40% 20% 302 50° 50° 60" ~70° “60° ‘908

Inclination of plate to wind

00

Ratio of the
face, to tota

Fig. 10. Pressure on the face and depression
on the back of an inclined square plate.

The “curves” of the plates with more
“spread” have a similar trend; with inflec-
tions which go on diminishing in a progres-
sive manner. For the spread or aspect ratio
of 9 all inflection seems to have disappeared.

PRESSURE ON CAMBRED PLATES OF
DIFFERENT SPREAD.

When the plate is cambred, the effects are
similar to those for flat plates, but exag-
gerated. The diagram (fig. 5) refers to

TV eae
AA
oe
PEE
pe eo

$F sho Bee cIUee ese
terete i of chord with wind.

Total unit efforts horizontal and ver-

0.07

0.06

16°

Flees
tical for wing No. 10.

plates having the same dimensions as those
already described but having a circular cam-
bre of 13.5. It is seen that this cambre has
the effect of raising considerably the curves

kK;
of

90
values at least 15%, without sensibly chang-

and of augmenting the maximum

AERONAUTICS

ing the corresponding inclination; also the
anomaly which was observed with the flat
plates is found here but in a greater degree.
In fact the increase of pressure over that of
a@ normal plate attains 68% (in place of
45%). Similarly, for the aspect ratio of 6
(used in aeroplanes) the coefficient of the
curved plate inclined at 15° reaches that of
the same plate exposed normal. It is seen
that for any given small angle, an increase
in aspect ratio increases the pressure.

CENTRE OF PRESSURE.

M. Hiffel determined the centres of pres-
sure, i.e., the points of application of the
resultant pressure; either by the balance re-

Page 79

March, 1912

slow, then more rapid; and, after an angle,
variable with the aspect ratio is reached, it
turns back to move toward the trailing edge.
This reversal in the movement of the centre
of pressure is a menace to the stability of
aeroplanes which M. Hiffel thinks may have
been the cause of many accidents.

INFLUENCE OF THE VARIATION OF
CURVATURE.

M. Eiffel determined the influence of the
variation of curvature in plates having an
aspect ratio of 6 and a cambre of 7, 13.5, 27
and oo (flat). The results are given in what
he calls a polar diagram (fig. 8), very
convenient for comparing the resistance of

oa
°o
°o
n

!

isc

Ae
a

Sr
i

we
s
Peat

\1]

i)

Eau
Etta

aie

2

DH

I&x 010

were ewe PLANE PLATE ---=-

——CVAVED PLATE. CRHBRE YW/B5
—- ee CURVED PLATE, CAMBRE V7

Fig. 8.

ferred to or by balancing the plate in the
wind about a series of axes of rotation. The
Plate was supported at two points, so as to
rotate about a vertical axis. The angle of
equilibrium would be noted, and the resul-
tant would then pass through the axis of
rotation.

The two diagrams (figs. 6 & 7) show the
Positions of the centre of pressure for the
two series of plates, flat and curved. For
the flat plate, the centre of pressure, starting
at the middle of the plate (at 90°) advances
little by little toward the leading edge, till
it reaches 14th of the width from it. For
the curved plates the progression is at first

oO
o &
o
°o

-- CURVED PLATE, GAMBRE {27

Polar diagram of plates 90x15 m. of different cambres.

surfaces and for solving problems relating
to aeroplanes. These diagrams show by a
single curve the values corresponding to five
dimensions—viz., the unit horizontal com-
ponent Kx, as abscissas, and vertical Ky,
(ordinates); the unit resultant pressure kK;
being the radius vector from the origin; the
inclination “‘"’ of that resultant to the verti-

x

cal, tan o : - and finally the inclination i

of the chord of the plate to the wind. The
diagram shows plainly the increase of lift
due to the cambre, especially at angles in the
neighborhood of 15° to 20°.

(To be Continued)

AERONAUTICS

Page 80

a
_ March, h, 1912

Water Flying as a Sport

By GLENN

Oo wel is extremely difficult to
IEE prophesy what the future
Os) mf developments and uses of
1) 9) the hydro-aeroplane may be.
3 6% Hoveuy a eee San of

the development o e Cur-
HORE IS) tiss hydro-aeroplane in the
2 SONS ONO ast, from its first concep-
eS EIEN) Hon to its present state of
NVQ) success and adoption, may

enable the reader to judge
for himself the broader and more varied
uses that it may serve in the near future by
sportsmen and by the Army and Navy.

My first idea of an aeroplane was one
built to start from and alight on the ice.
This appealed to me because such a smooth
surface as a frozen lake would naturally be
level and free from obstructions and pres-
ent all conditions of an ideal aviation field.
It proved comparatively easy to build a
machine to rise from the ice, and this was
done first successfully at Hammondsport,
New York, when the “Red Wing” made its
flight from the frozen surface of Lake Keuka
iu March, 1908.

That summer we tried to rise from the
waters of Lake Keuka, but found it, as we
expected, much more difficult. Our first ex-
periments were with two pontoons in the
form of a catamaran, but we afterwards
tried a single boat and decided this would be
the ultimate type. Bad weather came on in
the fall and we discontinued the experi-
ments.

The. following summer, 1909, my time
was taken up in building a Gordon-Bennett
racer and perfecting the regular land ma-
chines.

During the summer of 1910 I was so busy
with the exhibition work that I did not geta
chance to do anything more with the hydro
experiments. Altho I had hoped to have a
hydro-aeroplane completed for the Albany
to New York flight, I was obliged to use
merely a regular machine fitted with inflated
rubber tubes for flotation in case of alight-
ing on the water, and also a device for
alighting safely on the water and to prevent
the machine from turning over.

It was, therefore, in San Diego during the
winter of 1910, before I found time to con-
tinue the hydro experiments and produce a
successful machine. ‘The first device was
very weak and it was difficult to prevent the
propeller from being broken by striking the
spray from the boat. We endeavored to
overcome this by using a very wide float in
the rear so that all of the spray would pass
outside of the propeller. This float was
made on a form to present the least resist-
ance to the air and also to be somewhat of
a lifting surface. It was fairly satisfactory
in smooth water, but gave us much trouble

H. CURTISS

in a rough sea. It was then evident that a
long boat must be used to ride properly
thru the waves and that it must extend wel]
forward and be shaped in such a manner
that it would always tend to rise on the sur-
face, even though waves washed over its _
deck.

After considerable experimenting, we de-
signed our present model, which has under-
gone very little change since and which has
met our greatest expectations.

I made several hundred flights in 1911, and
Lieut. Ellyson, C. C. Witmer, and Hugh Rob-—
inson did a great deal or flying in various
parts of the country. Mr. Robinson created
a sensation by flying to the rescue of an
aviator who had fallen into Lake Michigan, »
at the Chicago meet, and, later in the sea-
son, by flying 375 miles down the in an
from Minneapolis. Lieut. Ellyson and
Towers made flights in Chesapeake Bay dur-
ing the fall of 1911, doing some very good
work and proving the practicability of the
machine on several occasions by landing:
thru the surf with a high wind. On one oe-
casion in particular, after a long flight from:
Annapolis, it became necessary to land near
Point Comfort to replenish fuel. A 25 mile
wind was blowing off the water and the
surf was running 7 feet high. The velocity
of the wind, added to that of the machine,
gave the aeroplane a speed over the ground
of from 80 to 90 miles per hour, and it would
seem risky to land at this speed through
7 foot surf; However, Lieuts. Ellyson an
Towers accomplished it without any dam-
age, altho the machine ran high up on th
beach before it came to a standstill.

For some time it has been customary for:
Lieut. Ellyson to run the machine at ful
speed from the water up on the shore whe
finishing a flight. This saves pulling it out:
by hand and does not injure the boat. Som
of the earlier boats would have been too
light to stand such rough usage.

There are several ways of starting an aero-
plane from the deck of a ship, and, in view:
of the fact that the machine can fly in any
wind that blows, can alight safely in any sea
and start from fairly rough water, e2n be
beached and launched through the surf, it
is evident that the hydro-aeroplane has
reached a practical stage of development for
actual service in the navy.

It would also seem feasible to use th
hydro-aeroplane for life-saving purposes
along the coast. Three times a Curtiss
hydro-aeroplane has been first to the rescw
of aviators who have fallen in the water.
A short time ago at San Diego, naval avia
tor Herbster, while carrying a passenger
had some misfortune in alighting and turne
over. This was about half a mile from th
shore, and, long before motor boats coul

eee eos

reach the spot, Mr. Atwater had launched
his machine from the beach and, in less
than a minute’s time, was to the rescue of
Mr. Herbster and his passenger. Fortun-
ately, neither was hurt and they preferred
to stay with their machine, which was up-
side down in the water, until a motor boat
came to tow it to the shore. However, it
demonstrated what the hydro-aeroplane
could do in an emergency.

When it comes to water flying, from a
sportsman’s standpoint, I will cite the sale
of one of our machines to Mr. W. B. Atwater,
who came to San Diego to take a course at
the Curtiss Aviation School. The hydro ap-
pealed to Mr. Atwater and his wife as an
ideal type of machine, and one was ordered
for delivery in the east in May, but, after a
few rides in the school machine, both Mr.
and Mrs. ‘Atwater were sure they could not
wait until spring, and had their machine de-
livered immediately in San Diego. The fol-
lowing day after the arrival of his machine,
Mr. Atwater was out flying in it alone, and
the next day he todk his wife out as pas-
senger. Since that time they have not
missed a day and have taken trips up and
down the bay together daily, and, on several
occasions, around North Island and out over
the ocean.

We have a

great many visitors at our

Page 8]/

March, 1912

school on North Island, and, without excep-
tion, they are enthusiastic over the hydro-
aeroplane.

The greatest advantages of the hydro are
that there is plenty of room to start and
alight on the water. Our experience has
been that nine out of ten of all accidents
to aeroplanes are due to running into some-
thing on the ground due to too small land-
ing places. On the water, however, the wind
is usually steady and there are no buildings,
trees, or uneven surfaces to run into or to
cause wind eddies. Even if an aviator does
make a bad job of landing, he is only tossed
out into the water where he is compara-
tively safe, especially if he is not too proud
to wear a cork life preserver.

The Curtiss hydro-aeroplane will not sink
if two of the six air compartments in the
pontoon remain unbroken, and I cannot im-
agine a smash-up bad enough to destroy the
boat entirely.

Considering the fact that it has been
but a year since we produced the first
practical hydro-aeroplane, it has really been
remarkable to note the advance and the suc-
cess of this type of hydro-aeroplane. We
can not tell what further developments in
this type the future will bring forth, but we
consider our present type standard and rell-
able.

My Experience Abroad

By HUGH ROBINSON

S HEN I think of what we used
xt to call rough water at
home, I have to laugh,—if
you could see the sea I have
been flying on you would
be astonished! No trouble
NR OX at all—start right out in a
EN we ie 4 foot surf and waves 4 to 6
eoee feet high, and not a hitch.

The hydro goes through it

all like a duck, and the

funny thing is that the larger the waves are
the better, even to the whitecaps,—and the
hydro rides the top of them like a cork.

I have been away out to sea on rough
water and wind and have tested in every
possible way and there has been no trouble
at all—perfect success. They are all crazy
about it and the interest is tremendous.
Publicity is spreading all over Europe.

Paulhan went out in his hydro and flew
half a mile out, at 25 to 50 feet for half an
hour. His plane is just perfect and he is
tickled to death and handles it fine.

Both motors are working fine and they
started off first attempt, which opened the
people’s eyes some! Mine is fine and fast
and is a wind and water fighter and I go out
in anything. They just can’t get over it

here as all the hydros failed so badly, and
we just set up and went off at first crack.

I think we will have all the aviation people
here in a few days. Paulhan has evidently
been pulling a lot of wires as they are
allready to see what the hydro can do—and
you can bet we will show them, too.

The battleships came to this harbor last
night, and this morning I received an in-
vitation from the Admiral of the Fleet to
attend the banquet given in our honor here
tomorrow noon. I filled a small bag with
sand and wrapped a small American flag
around it, and had them put my name and
the Curtiss Hydro compliments, etc., in it.
Then I went out in a small gale and, while
passing over the Admiral’s ship, dropped the
bag to the deck. Luckily, it landed right at
his feet,—and then I performed for about 15
minutes. The result is that they have been
telegraphing and are going to send a mili-
tary commission here at once to stay all dur-
ing our flights and observe them, etc. The
funny part was that when I went down on
the water the Admiral and others thought
it was a land machine gone wrong, and
when I went along the water and rose near
them, they were amazed. They did not
know a dydro was on earth, I guess.

GERONAC TI

_March, 1912

EDITORIAL

ty ES

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==

FEDERAL CONTROL OF AVIATION

YSXHEN the automobile industry

-~ was young and there was,
therefore, no opportunity to
get a proper perspective on
either the business or the
manifold uses of the motor
car, those engaged in the
trade and in sport permit-
ted a great chance to slip
by them. This was Federal
control of automobiles, a
thing quite possible under the post-roads
clause of the Constitution. Instead we had
a perfect plethora of State laws, all of them
different and most of them either foolishly
drastic or nonsensically loose.

Unless those who have the future of avia-
tion greatly at heart take the proper steps
at an early date, the history of automobile
legislation will be repeated for the flying
machine. Already one State has enacted
legislation, drafted by men who had
absolutely no real knowledge of the aero-
plane’s capabilities and limitations. There
is pending, now, in the New York Legis-
lature a bill which seeks to establish a
quasi-official body, governing under the
State, the aeroplanes and aviators within
New York’s confines. Possibly, unless those
whose duty it is to take care of such matters
carry out their obligations, we shall be
treated to the spectacle of 48 different State
codes of aviation.

It is generally conceded that the aeroplane
is the greatest adjunct to the military and
naval establishments brought to use within
the last fifty years. Except, perhaps, for
the submarine torpedo boat, no instrument
has so changed all ideas and formulas of
warfare as the flying machine. There, alone,
is one pregnant reason why the National
Legislature should take aviation under its
wing and provide proper laws to govern the
sport and science in every State of the
Union.

What the sport and the industry of avia-
tion needs right away is more stringent
examination of pilots before these men are
licensed. Railroad engineers are compelled
to pass very severe physical tests as to
heart action, color blindness, etc., before
they are “given a run.’ Automobile chauf-
feurs, examined to some degree, are not test-
ed enough, when one considers that they are
handling high powered machines that are
nothing but rail-less locomotives. Certainly
there is a latent, if not active menace to the

people of every community in an aeroplane
which flies over their heads.

Truly, aeroplanes and their pilots should
be licensed and by the proper civic authori-
ties. It behooves those interested in avia-
tion, regardless from what standpoint, to
place the matter before their Congressmen
and have such Federal laws enacted as will
safeguard the interests of both those now
engaged in the industry and those who un-
doubtedly will join with them as the art of
flying progresses. Let us take a lesson from
automobiling and have a nation-wide and
uniform aeroplane law.

TO HYDRO-AEROPLANE BUILDERS

EK are anxious to compile a list, with
data, on all water machines being
built in this country or in prospect

Will everyone who is in this line, or
knows of someone building, be good enough
to send us a postal card telling us where
such machines are, the makers, power
plants, etc? Thank you!

BENNETT INTERNATIONAL RACE.
HERE are already enough ‘dark
horses” building special motors, or
fast ’planes for the international
aviation race to make an elimina-

tion race an absolute necessity if fairness
is to be accorded American builders, well
known or unknown. A contest of this kind
is supposed to develop the breed. There is
no incentive to American aspirants, and
scant honor in representation, if honor
machines are to be imported to fly for
America, in America, for a cup given by an
American—even if offered first in France.
Better defeat with a home-built product
than victory through foreign design.

American-built yachts, American row-

ing crews, American-made athletes, Amer-
ican polo teams represent the United States
in other sports other than flying. Why not
in aviation?

And don’t forget, there must be an elim-

ination race to insure the fastest team and
to avoid criticism.

REPORT ON PROPELLER TESTS.

Referring to my report on propeller tests
in the January issue, I omitted to state that,
owing to the vibration of the pointer, the
tachometer error has a possible maximum
value of two per cent.

The angle of attack of propeller No. 5, in
flight, was (measuring from the axis) about
as follows:—at 5 inches, 0°; at 10 inches, Ga:
at 15 inches, 5°; at! 20) inches; 4°5 at 25
inches, 4°. M. B. SELLERS.

AERONAUTICS

Page 83

March, 1912

Feathers Dropped in Flight

BURGESS HYDROAEROPLANE SHED

The hydroaeroplane shed of the Burgess
Co. & Curtis, at Palm Beach, Fla., is ideally
located and shows a proper method of hand-
ling water machines. Brookins’ Burgess
water-’plane has just been floated.

The Burgess Water ’Plane’s Home.

The pupils of Phillips Ward Page, the Bur-
gess pilot, at Daytona, Fla., Patrick Grant,
John F. Cray and H. L. Hattemer are doing
well, despite the bad weather that has ob-
taimed, and are expected to take their
licenses soon. Clifford L. Webster is at
Ormond with the water machine for which
a tent has been rigged on the Halifax River.

Brookins is at Palm Beach.

FOR LOW POWERED WATER ’PLANES.

A way to get a low powered hydro-aero-
plane off the water is not to start it from
the water at all, suggests L. J. Lesh. His
scheme is to have a long raft tied by a rope
at one end to an anchor on the water’s bot-
tom, and on this raft have a rail on which the
starting is done. The raft at all times is
free to head into the wind of its own ac-
cord. This may do very well for an altered
land machine with small margin of power.

WHAT ARE HOLES IN THE AIR.

“Holes in the Air’ are explained by Pro-

fessor A. Lawrence Rotch in his address
before the American Association for the Ad-
vancement of Science. He says:— ‘‘The up-
rush of air under cumulus clouds, which are
especially strong when they become cumulo-
nimbus or thunder-clouds, are dangerous to
all aircraft that depend on dynamic equilib-
rium, as are the eddies termed by aviators’
holes in the air, ‘which are produced by su-
perposed currents having different velocities
or directions. It is possible for an aero-
plane to fall when traveling with the wind if
the gust greatly outstrips the mean velocity
of the current that carries the aeroplane,
which our experiments show to be a fre-
quent occurrence, because its relative motion
through the air, due to its motor, and there-
fore the upward component which furnishes
support, is decreased by the inertia of the

flying-machine preventing it from responding
to the sudden impulse. 'The same thing may
happen when going against the wind if a
sudden lull occur, and if the aeroplane pass
abruptly up or down into another air stra-
tum of different velocity. Such local cur-
rents and atmospheric eddies, which have
long been known to meteorologists from the
behavior of their kites and balloons, will
now be studied in situ and with danger by
the aviator. Some of these disturbances
may be counteracted by automatic control
of equilibrium, but generally by increasing
the speed and size of the machine and so
rendering it less susceptible to the influence
of those perturbations of the atmosphere
which are of limited extent and duration.
To-day the most needed improvements in
aeroplanes are stability in wind-eddies and
safety in landing.”

A GASOLENE PURIFIER.

A gasolene strainer is almost imperative
as an insurance against carburetor trouble.
In the bottom of any gas tank will be found
particles of grit and impurities, which, if
they get in the needle valve or in the seat
of any valve in the carburetor, in using up
the last drops of gas in the tank will almost
certainly stop the motor; probably right

ra

over a house. The Ellis strainer put out by
the National Sales Co., of 45 Milk Street,
Boston, will keep the sediment and water
from the carburetor. The gas is strained
through two fine screens, two pieces of felt
and quartz. This purifier can be cleaned at
any time without loss of time.

PEDERSEN OILING SYSTEM

An oiling system that is readily applied
to is here described. This device, consists
of a small rotary pump, indicator and oil
tank. The pump which may be mounted on
the end of the timer shaft, draws the oil
from a tank placed along side the engine,
then forces it up to the indicator on the
dash board, which is provided with a regu-
lating screw. From here the oil is lead

AERONAUTICS

down to the crank case, the necessary
amount for keeping a constant level in
same being regulated by the adjusting screw.

The tank has a capacity sufficient for
several hundred miles and once regulated to
supply the necessary amount of oil to the
crank case as it is used by the engine, no
further attention is necessary to the oiling ot
the motor, except to see that there is oil in
the tank.

Page 84

March, 1912

This device is one among several speciai
lubricator systems manufactured by the
Pedersen Lubricator Co., 644 First Ave.,
New York City.

HOW TO BUILD A SHED.

The sketch of an aeroplane shed has been
sent us by Mr. R. C. Jennings, whose de-
scription of it follows.

There are no inside roof supports, except
at the front and rear of the front section.
Here are beams 6” by 8” by 36’, trussed
bridge fashion. The walls are made in 5-
foot sections and numbered, or lettered.
The roof divides in four parts, likewise,
each one being 6’ by 18’ in size, covered
with double ply fireproof roofing paper.

The floor is comprised of fifteen 2” by 4”
timbers, covered with %” by 8” hemlock
boards, smooth on one side.

In the middle of the floor of the large
section is a pit, 6’ 6” wide, running for 10’
back of the doors, 6” lower at the rear, in
which the machine is run. This drains off
any oil or gas which may be spilled. The
front is composed of 12 doors, strongly
hinged. In one of these is a smaller door,
with Yale lock, through entrance must first
be had; after which the other doors may be
unfastened. These are held with storm
hooks and locks. It is practice elsewhere,
to drop a heavy beam in iron hooks across
the whole width of the front, save the en-
trance.

The rear of the shed has long narrow
window 10” by 30”, protected on the out-
side by heavy wire screen. Below this win-
dow is the work bench, on either ends of
which are the gasoline and oil locker and
the tool cabinet. In the sides of the shed
are put coat hooks and there is room enough
for several cots.

The drop doors
use everywhere.

are in general
They must be strong

PLAN

+—
‘Heavy “7° AiNbES

AERONAUTICS March, 1912

170
Pounds

Weight

-—_seeoseseseseeeceeouseeCeoeeeoeweeeeweeneeueeesemlUlcUermCcCOmCUCUCOCOCmCOCCOCC TCS

DESIGN
Revolving cylinders Large ball bearings throughout
Mechanical intake valves Positive lubrication
Variable compression | Positive gasoline feed
Double exhaust system Standard Magneto, tachometer, etc.

Jasy starting device
Aviator starts motor from his seat if required

MATERIALS

Cylinders, Connecting Rods, Gears, etc.—34 per cent. forged nickel steel
Cranks—Chrome nickel steel, treated. Crank-cases—Vanadium
Valves 30 per cent. nickel steel

PERFORMANCE

Shop tests three hours without stopping. Motor has been tested in many

steel

flights, up to 90 miles without alighting

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Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET ae 2 < WASHINGTON, D. C.
Sole Agents for SIMMONS Propellers

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AERONAT ICS March, 191:

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CURTISS MOTORS

Are used by
The majority of professional men in exhibition work.
Three Governments.
Oldvexperienced aviators yearn alter year
The people who are” doing “real fly ines

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Our illustrated catalog Y gives detailed information and is free for the
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HAMMONDSPORT, N. Y-

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AERONAUTICS

enough to bear the weight of the aeroplane,
which is rolled out over them, without get-
ting out of shape which will make trouble
in closing up. If preferred, these doors may
be cut in two, hinging the upper half at the
top of the shed and the lower half on the
bottom sill. Pulleys must then be arranged
to pull up the upper doors. This scheme is
a good one. The upper half only can be
opened to admit light and air and the public
will not be able to peer in and discover the
valuable secrets wrapped up inside.

MOTION PICTURE APPARATUS.

Frank T. Coffyn is responsible for an in-
novation in the taking of moving pictures
alone from an aeroplane. He has nothing
to do but operate the ’plane—the camera
“works while you sleep.” It is accomplished
thus: two 14.th-horse power 6-volt electric
motors, connected by chain drive, drive by
worn gear the shutter and reeling mechan-
ism of the camera. The unexposed film is
rolled off before the lense from one of the
boxes seen in the picture containing the
film and wound up in the other box. One

can see the round belt winding up the ex-
posed film. All the aviator does is to open
or close the switch to stop or start the tak-

Coffyn’s Automatic Motion Camera.

ing of pictures. Power is obtained from
two 6-volt storage batteries (Witherbee)
fastened to the passenger’s seat next the
engine. The motor speed is 1,800 rpm, the
gear reduction to the camera is 14 to 1, giv-
ing a speed of 128 rpm.

FLYING AT HIGH ALTITUDES.

George M. Dyott has told us of his ex-
periences flying at high altitudes in Mex-
ico. Gnome Bleriots and his small \Amzani
Deperdussin found it difficult to fly before
sun-up and after sun-down. The appearance
of the sun created ascending currents of
moist air from the dew-covered fields and
flying was easy, though very troublesome.
Mr. Dyott believes a high glider, once

March, 1912

launched, could keep in the air for long
periods in these strong currents. At times,
the machines would jump vertically for
forty feet due to passing over a strong up-
ward current. At night the air was chilly
and there were no such currents and flying
was out of the question in the thin cold at-
mosphere. Flights were made with electric
side-lights and a searchlight on the axle. It
was easy to land on good ground with the
aid of this light.

ALEXANDER MOTOR PRIZE

The $5,000 cash prize offered by the well-
known British patron of aeronautics, Patrick
Y. Alexander, has at last been awarded to
the Green engine. The first competition was
held in 1910, in which the Green engine ran
24 hours non-stop, but failed to develop the
required minimum h.p. A complete report
of this test was published in AKRONAU-
TICS.

The second actual test commenced Decem-
ber 19th, 1911, and the engine completed the
whole set of trials on December 21st without
stoppage or breakdown. The mean break h.p.
during the two 12 hour runs was 61.6 at
1150 r.p.m., against the minimum of 58.5
allowed by the regulations from the declared
b.h.p. The gross weight per b.h.p. for 12
hour run including gas, oil, water and their
containers totalled 18.3 Ibs. The total weight
of engine for 12 hour run with radiator
piping, water, gasoline and tank, oil and
tank was 1126 lbs.

A maximum power test was made, before
which the valves were ground and the mean
b.h.p. developed during the 7 minute run
was 67.8 at 1210 r.p.m. The engine was taken
down after the 24 hour test and the only ap-
preciable sign of wear was in the cam shaft
gears, with some slight pitting of exhaust
valves.

In figuring weight per h.p. account was
taken of 429.6 lbs. of gasoline used in one
12 hours, and 441.1 Ibs. in the second 12
hours. The oil consumption for the 12 hour
runs totalled 124 and 126 lbs. respectively.
The weight of the engine alone was 301.9 lbs.

The engine is a 4 cylinder, vertical cast
steel cylinder 140 m.m. bore and 146 m.m.
stroke, copper water jackets, Bosch ignition.
The declared brake h.p. was 65.

If Henri Farman is out of debt, how much

does Bleriot? :
What is the best weight carrying ma-

chine? Probably one that would lift a
Hamilton.

If he raced another aviator, would Capt.
Baldwin?

If Wilbur Wright has a chronic grouch,
zan you tell what Tillinghast?

Tell Tony Jannus to advance his spark.
He ain’t the only one that can raviate.—
John W. Mitchell.

The magazine is beyond criticism.—L. J. LESH.

AEs eee)

ae

March, 1912

| MODEL N “NOTES |

if

By PERCY PIERCE, Model Editor

WAS it ever occurred to the
< thoughtful model builder
just what the World’s
record model looks like?
The illustration shows
this model, which was
built by an English school-
boy, R. F. Mann. The re-
markable flights it has
made certainly show its
ability to fly not only in a
calm, but in wind of a velocity of 50 miles
an hour. This flyer has covered a distance
of 4,200 feet with a duration to its credit
of 100 seconds,—the distance flight was
made in a 35-mile wind. The total weight
of the Mann Monoplane when ready for
flying is 4 ounces; its normal flying speed
is about 18 miles per hour, although in a
brisk wind, this can be doubled.

The fuselage is triangular shaped, and
consists of two pieces of % inch silver
spruce each 34 inches long. The cross-
brace at the rear, of 144 x % inch spruce, is
7 inches long, its stream-line shape some-
what reducing the air resistance. The sec-
ond cross-brace is lashed and glued on
top of the fuselage 12 inches from the apex.
Cross-bracing with piano wire between the
two braces gives absolute rigidity. It will
also be noticed that the main plane sup-

Sane
ae

AO

of.
IN. SQ. SPRUCE
#1. 50. RANE

plies additional bracing strength by reason
of its cross-bars.

The Main Plane is elliptical in shape, hay-
ing a span of 17 inches and a cord of 4
inches, which gives an aspect ratio of 4.25.
The plane frame is of 18-gauge piano wire,
which is bent to the correct shape and
soldered. The two ribs are also of the same
material, these having 1%4 inch camber. The
plane is secured to the fuselage by lashing
the adjacent portions of the plane frame
and side bars of the fuselage tightly with
thread and glueing. Properly speaking, the
frame is attached before it is covered. The
covering is of an English waterproof silk,
which is laced taut with strong silk thread.
Considerable skill is shown in the proper
adjusting of this covering.

The elevating plane is 7 inches long by
1% inches in width. In contrast to the
main plane, this plane is made of 1/30 inch
spruce, bent at the middle to a dihedral
angle of about 30°. The actual elevation
is obtained by bending down the rear tips
to about 5°. The plane is fastened on the
fuselage 2 inches from the front by rubber
bands.

Motive Power. A curved W-shaped
piece of wire 4 inches long is lashed and
glued at its center to the apex. Both of its
curved sides are covered with rubber tubing

MAIN FRAME

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RUBBER
BAND DD Seeoer

HONOPLATE

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ee Se March, 1912

(00D YEAR

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_MODEL AEROPLANES

STANDARD FITTINGS AND SUPPLIES

Announcing our Second Edition 1912 Catalog free on request. Listing 8 Knock-Down
3-foot Flying Models, designed to scale. Including: Curtiss Hydro, Nieuport Racer,
Langley Tandem Monoplane Chain Drive. New Stock, new fittings and Correct Prices

THE WHITE AEROPLANE COMPANY, sxooxtyn, = N.Y.

“CECIL PEOLI” Chamsion

Racer
Official Record 1,691 feet, 6 inches

Plans and directions for building
this famous model 25ce. Plan for building Wright
Biplane, 3 ft., Flying Model 25c. Bleriot Monoplane
3 ft., Flying Model-plan 15¢. Complete stock of guar-
anteed materials and parts. Our new up-to-the-minute
catalog containg everything. Also has official rules for
contests. 5c. brings it. Worth $1.00. None Free.

IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, N. Y. City

ALLOWED

PATENT

PROPELLERS FOR MODELS; y ee een eer eee
shaft accurately and securely attached; 3 5 in. 15c., 5 in. 20c.,

6 in. 25c., 8 in. 35c., 10 in. 50c. Post- paid. Low quantity prices.
Jersey Ske eter Ae roplane s 25¢c,Flying Squirrel Aeroplanes 15c.

LINCOLN SQUARE NOVELTY WORKS, 1939 Broadway, New York
Model Aeroplanes and Accessories

We manufacture the highest grade pe ae roplane maps
on the market. Every part is well made from the best 0 ae
materials and in exact accordance with the designs submitted BIRD MODEL ee ie
tous. We have on hand at all times stock models of ali well- id (Guatanted) whlehweh th ie’ lac lida! Mlleht
known machines. We carry a complete stock of accessories wor Si fe eq) W im te a : e SaaS 2 Ids’ flight.
of all descriptions—miniature pneumatic wheels, ball-bearing Mi ue Ly Pears re - eee out nae
shafts, turnbuckles, eyebolts, light model wood, Para rubber, ost Interesting for enthusiasts in aviation.
wire, ete. Our simple and compound elastic motors are the Everybody experimenting in flying-machines can not be without it
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illustrates all models and parts. ERNST EBBINGHAUS, 316 E. 93rd Street, New York City

Aero Mfg. and Accessories Co.

18 DUNHAM PLACE BROOKLYN, N. Y.

IT HAS THEM ALL BEAT
PERCY PIERCE RACER, No. 68

Holder U. S. Records for Unofficial Distance of
2,706 feet and Official duration of 91 seconds.

r i Here it is. Parts, Drawings or Made-up Machines direct from
V Isn’t it a PERCY PIERCE, 5907 Osage Avenue, Phila., Pa.
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Send for illustrated price list and particulars

|

George W. Beatty tests out the FRONTIER MOTOR at Buffalo, December
21st and 22nd, with a grand success, carrying passengers in a number of flights.

Mr. Beatty orders a [FRONTIER MOTOR for his Wright machine and says
he believes the FRONTIER MOTOR is the best engine in the world.

Write for Full Particulars Regarding this Motor Today

FRONTIER IRON WORKS 2=_c._vFrAto, nx

AERONAUTICS

to prevent the rubber strands from rubbing
and cutting. Each motor consists of 6
strands of % inch flat elastic; the lubricant
used is of the paste variety. The bearings
are nothing more than two L-shaped pieces
of brass, one side fastened to each member
of the fuselage and the other supporting
the propeller shaft. The shaft hooks also
are covered with rubber tubing. The bear-
ings themselves consist of two steel collects,
one stationary and the other revolving.
These are lubricated with vaseline.

The Propellers are made of 1/20 inch
birch, 8 inches in diameter with a pitch of
24 inches. They are not the usual cut-out-
from-the-block propellers, but are bent from

Page 87

March, 1912

a thin strip, by steaming and heating over
a flame. Considerable skill is needed, how-
ever, to get both screws at the same pitch,
otherwise the model would never go
straight. The number of turns usually given
is 1000, and the normal speed is 750 revs,
per minute.

In England a flight is a record whether
made in a contest or not; it is an official
record if three or more reliable persons
witness it. It would be a good thing to
employ this principle in this country. The
flight of a man-carrying machine must not
be made in a meet to be laid down as a
record. Why should a model have to fly
under more stringent rules?

Model Flying in Japan

By K. NAKAGAWA

In Japan, model flying made its first ap-
pearance last summer with a competition.
held at the Nakanoshima Park at Osaka.
My model, the “Angel II,’”’ won the first prize
covering the distance of 105 yards in 12
seconds. After that meeting model enthu-
siasm increased all over the country very
quickly and now there are about ten model
aero clubs, in which meetings are often held,
sometimes trying to cross large rivers ana
ponds.

<
r
Gma

Aluminium

aT

Vite oO. j
zs eo
Gin,

ELevaror

My latest model, the “Angel IX,” described
herein, has flown over the distance of 1050 ft.
in 62 sec., weighing 3.4 oz. in total.

The frame is of ‘“hinoki’ (retinispora
obtusa), made in I section of 3/16’x4,". The
cross bars A and B are in stream line form
and are jointed to the frame by thin alumi-
num sheets cut to 1”x1<”, wound up by silk
thread and glued. At the rear ends of the
frame, two bearings made of 1/32” thick
steel plate are also attached by silk thread.

The power consists of 12 strands of 1/16”
sq. elastic and 750 turns are used.

The frame work of the planes is con-

section
frame

LL prece of wood

for packings |

Srream Line bar

times and finally

structed of piano wire, the large one being
22” x 3” with five ribs of the same wire, and
the small one being 10” x 2” with only three
ribs. The planes are covered with light silk,
coated with alcoholic solution of shellac,
which makes an air tight surface. The two
planes are held on the frame by elastic bands
and can be easily dismounted. 'The elevator,
with a thin metal plate C soldered in front
of it, rests on a nut on 1/16” dia. bolt as
shown. When necessary, the angle of the

Angle adj usting divuice

I section py
fRame

yoink wound up with
CoppeR wike
and soldered

elevator can easily be adjusted by turning
the small nut. The bolt is pieced on the wood
D and two small metal pieces are soldered
to the bolt at top and bottom. Between the
extreme ends of the plane, a silk thread is
stretched which gives a dihedral angle to
the plane for some lateral stability.

The propellers are made of “hinoki’ also,
dia. 10”, pitch 15”, and are very efficient.
The pitch is reduced to 10” only near the
boss, to avoid disturbing effect. Two blades
are carefully balanced, scraping excess wood
by sandpaper and coated with varnish five
polished. The propeller

(Continued on page 108)

AERONAUTICS”

Subscribers’ Forum

THE GYROSCOPE

To the Editor:—

In the November number of your distin-
guished journal you published an essay, entitled
“A Popular Scientific Explanation of the Motions
of the Gyroscope and its Application in Avia-
tion,’”’ by Mr. Emil Buergin. As you may see
by only a superficial comparison with the indi-
cated passages of the inclosed paper, that essay
was but a free translation of the part of our
essay ‘‘Eine neue Theorie des Kreisels und ihre
Anwendung in der Technik,” by Ing. A. Fuchs
and R. Katzmayr, Vienna, Austria, published a
little longer than a year ago in the ‘‘Zeitschrift
des Vereines deutscher Ingenieure.”’ The illustra-
tions, too, are copies of our illustrations. Mr.
Buergin besides at the same time published the
same essay in another paper, without quoting
its origin. We are holding this procedure to be
very little convenient and we should feel very
thankful, if you would be kind enough to bring
a short notice in your journal, where there
would be declared that the published essay was
an extract of the work ‘‘Hine neue Theorie des
Kreisels und seine Anwendung in der Technik;
by Ing. A. Fuchs and Ing. R. Katzmayr, Vienna,
Austria,’” and that those who are wishing to
inform themselves more thoroughly may be re-
ferred to that work in the German paper ‘‘Zeit-
sehrift des Veréines deutscher Ingenieure.’’
We are thinking that in this way the truth may
be preserved without putting in an unfavourable
light neither your journal nor Mr. Buergin.

We are sure, you, as the editor of one of the
most known aviation journals of the U. S. of
A., will grant our desire.

Expecting a favourable answer to Mr. R.
Katzmayr, Vienna, IV. Apfelgasse 3; Austria,
we are, dear sirs, yours truly,

Vienna, Jan. 3, 1912. Ing. R. Katzmayr.

ANS: The article was given AEFRONAU-
TICS as an original by Mr. Buergin and
was so accepted. We regret that its pub-
lication was under false colors.

The Editor.

IS SIMMONS A

To the Editor:

I remember seeing in the paper last fall, where
O. G. Simmons, a graduate aviator of the
Wright School, made a flight of fifty-five miles
from Wickatunk, N. J., to Lakewood, N. J.,
with Robert J. Collier, President of the Aero
Club of America, aS a passenger.

What I would like to know is, whether Sim-
mons is a licensed pilot of the Aero Club of
America or not. It would seem as ff there is
no question of his ability, and the long flight
that Mr. Collier had with him, should have been
sufficient to discover whether or not Simmons
could fly.

I read later in the year, where a committee
had been appointed by the Aero Club of America
to try Mr. Simmons for his pilot’s license. I
have never heard whether the trial was made or
not and am unable to discover his name among
the licensed aviators of the Aero Club of
America.

What was the matter with the committee?
Didn’t they know the rules under which licenses
are granted, or didn’t they ever come to the
place where the trials were to be held?

Trusting that you will be able to enlighten
me in this matter, I am

Yours very truly,

IN AVIATION

PILOT

Address 1428 N. 17th St. WwW. G. Smith.
Philadelphia, Pa.
ANS: O. G. Simmons has made a

great number of flights but is not a certi-

fied pilot. We know of no request by him
for certificate. The majority of flyers in
the U. S. have not bothered to obtain cer-
tificates.

March, 1912

RONG

PUBLISHED MONTHLY BY
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No. 56 MARCH, 1912 Vol. 10, No. 3

COPYRIGHT, 1911, AERONAUTICS PRESS, INC.

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

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LONDON—Aeronautics, 12 Newgate St., Lon-
don, E. C., George H. Scragg, Megr.; also at
the office of British Aeronautics, 3 London
Wall Buildings, London Wall, London, E. C.

BERNE—A. Francke’s Sortiment.

FULLER ARGENTINE PACKAGE EXPRESS,
Defensa 127, Buenos Aires.

Agency, 233

S.W.

BLERIOT WARNS AGAINST USE
OF NAME.

Louis Bleriot desires to make it known that,
no-one is allowed by him to make use of his
name or build under his patent in the United
States of America. He reserves all his rights
and warns the public against imitators.

Have you had a ride with Beatty yet?
ty-five beans and cheap at that.

Twen-

Yes, you can buy Wright engines, at a fair
price.

Did you see Benoist’s new aeroplane cata-
logue. Get a copy. 6628 Delmar Blvd., St.
Louis.

Yep, Cc. & A. Wittemann, Ocean Terrace &
Little Clove Rd., Staten Island, N. Y.

ee ae eS March, Ile

FEEEEE EEE EDLEELE EEE DEEL Ee
Concerns that need expert
aeronautical engineers and
mechanics or aviators; and
managers or organizations who
wish the services of compe-

LELLEEELECE EEOC EM EL EE EE EEE EGE EES,

Ry *

2 *

2 *

c ’ : « We have consistently refrain- ¢

tent aviators, with or without * ed from any attempt to per- *

machines, are invited to com- « suade the public by mere ¢

municate with the Aeronauti- ¢ argument and advertisement ¢

cal Society. « that our propellers are the ¢

We have just established a ¢ best. That method never *

Service Bureau for the pur- # lives. *

2 = © 2 ma

pose of bringing the reputable 2 We have consistently refused to “

employer or manager 1n con- * build propellers for the purpose of <

tact with people who can give * Dene a high thrust when an- %

2 * 0 r is , +

competent services. * chored to the ground. We know <

= : : @ that such a propeller will tend to ¥

We do this work without ~% keep the would-be flyer on the ¢%
any charge whatever in behalf *% ground. It fools him by an appear-

‘® ance of value.

BS
+

We know that a propeller must be
built to give maximum thrust in
flight. We proved it. We are the
only concern in America to make an
exhaustive series of tests at the only
propeller testing plant in America—
that of the Worcester Polytechnic In-
stitute. Those tests were made
under flying conditions.

We found that our propellers, designed

oughly investigate the capa-
bility ofevery personor
organization we recommend.
Members who wish em-
ployment in aeroplane indus-
tries or who wish engagements
as aviators or who wish to fill
flight exhibition dates are re-

ROA
PEM OMHS,

+
LLEVA EEE EEE AAAS:

PRA
PEEP MEMH GS

of our Peer We thor-

quested to communicate with for flying, gave under flying conditions *

30% more thrust per horsepower than ¢

us at once. x those whose only merit is the great thrust S

All communications will be * oe show on a scale anchored to the *

treated as confidential. % That is why Beatty conquered every ¥

. . Fat Trio ahs ars) ¢ SaaS

If there is anything any ¢ See right machine—he had our pro %

=* '".* - *

member wishes to sell or trade We want to do as well for you—to help

or if there is anvthing ou * you fly—todiscuss the subject with youand %&

ap | 5 So %: submit to you Professor Gallup’s curves <

wish to secure that you can- * of actual results obtained at flying speeds. %

not locate, register your re- x It costs you nothing to confirm a e

a a xs * We feel sure that you really want to have &

quirements with the Service Bd this valuable data in your possession. %

Bureau. . Let us have your inquiry. We will &

All letters should be ad- BS send you ‘‘Proof by Test’’ by return mail. <

eae * GIBSON PROPELLER CO. %

GENERAL SECRETARY, * Fort George Park, New York City *

2 Phone 6762 Audubon &

THE AERONAUTICAL SOCIETY, ¢ %

yr - ry

| PROPELLERS}

New York City. © *

: S

SEPEEEEEEEEEEEEEEDEE EEE EERE EE SHELLED SIM ELE LE MEDEBSD
In answering advertisements please mention this magazine.

AERONAUTIC March, 1912

2 wm
2 Cli ® e 2 2%
: Chmbing Wit n riage ;
% *
ard *
oa ®
2% -
* Successful Flight Demands the Confidence of the Aviator in his power <
~% plant. Most people know how successful Elbridge Engines have been in %&
% flight, but few know their record for durability. Here it is: *
2 e
* Hundreds of Them in Use. Accepting their own statements of output,we ¥%
*% know we have made and sold more aero engines than all other American ¥%
% manufacturers combined. >
¢ Thousands of Successful Flights and you will find those flights recorded ¢
# in Aeronautics and other papers for more than two years back. ¢
‘ Only One Broken in Flight. Sammy Barton, with a borrowed Elbridge #&
* Engine known to be out of order, on his second day of practice, developed »#
e . . e Ko
* acrack in the crank-case, after a flight of 50 miles. *
* *
*% There are Elbridge Engines flying to-day that are in their Third Year of ¥%
2 . ° ° . *
% Active Service Without Overhauling. $
: IMPROVEMENTS FOR 1912 ‘
% are to be noted in many minor details. A better engine for half the money, #
% ay *
¢ was the proposition advanced last month; and the fact that orders filed ¢
¢ during the first two weeks in March exceeded those of the corresponding :
% period any other year shows us the idea was right. We shall continue <
% these quotations until May 1. Write us for particulars if you are in the market, -
KO *
* COMPLETE AEROPLANES *
2 o
s equipped with 4-cyl. or 6 cyl. Elbridge Engines for about the price of last *
< year’s power plant alone. Do you want one? be
x ;

: ELBRIDGE ENGINE COMPANY, rome n'y, 3
* 9 Rochester,N.Y. 4

WECM LIES LDL LODE DELLE GLI LL RIE RE RELL GREEN ECCEVELEEEEEEELES ESE SESS

In answering advertisements please mention this magazine.

4ERONAUTICS

Page 89

March, 1912

The Albatros Biplane

By FRITZ EDELSTEIN

the last French exhibition
the great German aeroplane
industry was represented
by the newest “Albatros”
= military biplane, which has

cs as ves been altogether one of the

finest examples of work-
EX VSN aN aN Yo hip in the Salon.
See) Hao mans
+ SII) Although the French
NO ROROIH%OIR) press have treated it in
BEANE LEAD I e treated 1 a
very contemptuous man-

ner, the unbiassed investigator easily sees,
that the ‘“‘Albatros” biplane is of its kind a
very fine machine indeed. This interesting
biplane, designed only for military uses, is
of the engine-in-front type. Both main
planes are designed upon what may be
called Etrich lines, i. e. the pigeon-wing-
shape in combination with the negative
wing-tip incidence of the well-known Zan-
onia flying sperm. The planes, spaced 5 ft.
9 inches, are staggered, all the bracing be-
tween them being accomplished by ferruled
wooden-compression struts, of which there
are rather a large number, no wire bracing

WAN

Sk sainencmetnsren ise

v/ oy
pee PAR BRE) Le | a

y
xed

being employed. (These struts are about
21% ins. deep by 1 in. at the midway point,
stream line section, and taper at either
end to 11% in. diam. Here a round 18 ga.
1144 in. diam. tube is fitted over the end
and two 3/16 in. rivets hold rigid the 10-ga.
tongue-plate which acts as the joint to the
plane.

The lower plane is considerably smaller
than the upper, both are, as mentioned,
identical] in shape and, in common with
most of the biplanes at the Salon, double
surfaced. The total area is 440 sq. ft.
The fuselage is covered throughout the
whole of its length with a thin veneer of
wood, except the forepart, which is fitted
with a thin aluminum sheet, the _ radiator
being disposed under the front, below the
engine, where it does not interfere with the
graceful outline of the machine, and where
it is in a position to receive the maximum
amount of cooling draught from the pro-
peller. At the rear end the fuselage carries
a non-lifting triangular fixed 1 tail plane,
behind which is an unbalanced elevator

CEE Ee * 1

AERONAUTICS Page 90 March, 1912

Ae

JAN
A oneosi

av

RS LL eee
N\ Ate De
Gas pa
ZS een DES Se

ho “Wh
] f ir my
ATA SANTA NANTES TN ANT INN
33}
Scale Drawing of Albatros’ Biplane.

AERRONAUTICS

March, 1912

hectoofe

+
+
+

Benoist Biplanes NAIAD ;

Aeronautical Cloth

Ce spring to fly.
Manufactured Especially for

BeNet os Horace Kearney, in

ae a plane built by us
last year, flew from
the aviation field
to Frisco and land-
ed in a public
street.

Antony Jannus and
Capt. Berry in the
new Benoist School
Machine, carrying
100 pounds extra
equipment flew
from Kinloch to
Jefferson Barracks,
over twenty miles
in twenty minutes.
Jannus dropped
Berry with a para-
chute into the Bar-
racks and returned
to Kinloch without
a hitch.

Benoist flyers are
always doing
things because
they can.

Also operate the
Benoist School of
Aviation.

Aeroplanes

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Air-Tight and
Moisture Proof

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Welles & Adams Motors

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March, 1912

One of the few moderate-priced
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flap and above which is a large triangular
balanced rudder. Below the elevator plane
is situated a curved ash skid, fitted with
rudder rings to prevent damages of the tail
planes.

The machine is a two-seater, with pas-
sengers arranged tandem fashion and fitted
with a double control. This control mech-
anism is very simple in its design. As in
the case of the Etrich monoplane elevation
and lateral balance are controlled by a
rotatable hand wheel mounted at the top
of a vertical column, the rudder being
warped by pedal operation, but it is not
possible to steer the machine when turning
on the ground. Lateral control is also by
warping the turned back tips of the planes.

The landing gear is very sound and
strong. One very good point on this machine
is the fact that the converging struts which
carry the skids—upon which wheels are
mounted in farm fashion—are not rigidly
connected to the skids, but are taken to a
short semi-elliptical leaf spring, which
entirely prevents. a direct shock to the
machine when a landing is made, however
harsh it be. In addition to this, each skid
is strutted so as to be independent in
working of the other. Each skid is fitted
with a landing brake operated by a separate
column.

The chassis may be called an improved

Henry Farman type. The slanting strut
from the body tapers from 2% ins. by 1 in.
down to 114 ins. diameter at the round clip
skid fixings. They are bound with 1% ins.
wide linen tape in two layers, the layers be-
ing wound on in opposite ways, this bind-
ing to prevent the wood splitting. The ver-
tical struts from the body—also similarly
bound—finish in 2 ins. by 1 in. steel boxes
with a rectangular horizontal 4% in. deep
slot, through the base. ‘This takes a 2 in.
wide 4-layer leaf spring. The three lower
leaves are of 10-gauge and the top of 14-
gauge spring. The end of the front lowest
leaf clips round a 5/16 in. bolt held on
either side of the skid by a 12-gauge steel
plate. The other end of the leaf slides

Page 9]

March, 1912

under the clip holding the 5% in. radius rods
of the chassis.

The brake is fitted on each skid just in
front of the rear struts. It pivots on the
%s in. bolt around which is clipped the front
edge of the back leaf springs.

Both passenger and pilot have control
gear in front of them, the two sets inter-
locked. The vertical control pillar 1 in. dia-

meter, in front of the pilot, has a steering
drum

wheel at the back of which a 7 in.

TR, LEVER.

The

is fitted.
table passes twice around this,
and twice round a subsidiary jockey pulley

with % in.
warping

square groove

fixed on one side of the _ vertical
pillar, about 6 ins. above the horizontal 14%
in. tube on which the vertical pillar is fitted.
The jockey pulley is connected through a
universal jointed tube to a similar pulley
and steering wheel in front of the other
seat. The cable passes finally from the
jockey pulley over two pulleys on the hori-
zontal bar and away to the ailerons. The
horizontal 114% in. tube turns in two eyes
bolted to the longitudinal members and has
fitted on either end outside of the body two
vertical levers to take the elevator control
wires. The simplicity of the one univer-
sally jointed tube for interlocking the two
controls is very good.

The engine is a large four-cylinder Argus,
water cooled type which delivers 100 h. p.
at 1,200 r. p. m., Bosch ignition. Directly
coupled to the engine is a Chauviere pro-
peller of 9 ft. 10 in. in diameter, which gives
the machine a speed of 55 m. p. h. The
principal dimensions, as seen in the draw-

ings are: Length: 34 ft., Span: 44 ft., Area:
440 sq. ft.
The manufacture of the “Albatros” ma-

chines has been standardized and a mono-
plane type on the same outline of the
described biplane, at which is absent the
lower plane, is being marketed. Both types
are in all other points identical in construction
and workmanship.

Flights have been made with the new passen-
ger carrying machine of the Thomas brothers
at Bath, N. Y., model 10 B. This is a dupli-
cate of 10 A. described in the November issue
except that the spread is 361% instead of 31%
ft: A racing biplane, 10 C, is being built.

AERONAUTICS

Page 92

March, 1912

The A. A. S. H. Monoplane

A complete review of Hydroaerop'ane Art left
out in this issue through lack of space will
appear in the April issue of “Aeronautics.”

MOSS OOME slight changes have
SERS ce been made for 1912 in the
%) monoplanes built by the
; American Aeroplane Supply
House of Hempstead, N. Y.,
which has for the past two
years been making so-called

“Bleriot-type” machines.
The wings have been
strengthened and rubber

shock absorbers are now
being used instead of springs. All control
wires are duplicated. he aeroplanes pro-
duced by this concern are practically identi-
cal with the genuine Bleriot machines of 1911
and are well built and finished. Especial
care seems to have been taken at all parts
where there is any unusual strain.

The machines sold thus far have been fit-
ted with such engines as the purchaser de-
sired; Gnomes, Roberts and Emerson having
heretofore been specified and the framing
built to take these engines.

The main planes have a spread of 2 feet
9 inches; chord, 6 feet 10 inches; camber,
4% inches. Each wing is built up on two ash
spars 3%” by 2%”. The forward spar pro-
jects six inches beyond the edge of the wings
and fits into a 2 inch steel tube attached
to the top of the fuselage. The rear spar
pivots on a vertical upright of the fuselage.
Ribs are spaced 131% inches apart and are
of 1 beam section. The planes are covered
on two sides, the cloth being sewn into a
bag and glued and tacked to the wings on
the bias. The ribs are thoroughly rein-
forced at junction with spars by the use of
tape, and before cloth is put on the wood-
work of the wings is shellaced to prevent
moisture from getting into the woodwork.
A strip of rattan moulding is tacked top and
bottom of each rib, after the covering is on,
in one continuous piece. The cutting edge
of the wings is of sheet aluminum; while the
trailing edge is of oak.

Steel cable adjusters are fastened to both
of the spars of each wing to which the steel
cables supporting the wings are fastened.
The top mast is built up of oval tubing ter-
minating in a steel casting, the top of which
is 2 feet 8 inches above the top of the
fuselage. To this mast, or pylone, the steel
cables holding up the planes is attached, the
cables from the forward spars being rigid,
while those from the rear Spars run over
loose pulleys, and are used to warp the
wings. The wings are supported beneath,
with steel straps, running from the forward
spars to the landing chassis, while steel
cables are used to support the wings from
the rear spars. The outer cables used to
warp the planes is run over a pulley at-
tached to the warping arm of the lower py-
lone to which pulley cable is bolted, to pre-
vent slipping. The inner steel cable, runs —
over a loose pulley of the pylone. P|

AERONAUTICS

Attention is directed to the inverted tail,
to the use of which the machines owes a
great deal of its success. It will be noted
that the elevating plane has just the reverse
curve to that of the stabilizer. The elevat-
ing planes are hinged to the stabilizer, latter
being adjustable as to angle of incidence.
The vertical rudder swings between the two
elevating planes. To remove the stabilizer,
vertical rudder and elevators from the fuse-
lage it is only necessary to draw out six
bolts. Rattan skids, 14” equippea with
steel shoes and spring shock absorbers, sup-
port the tail when the machine is on the
ground.

The landing chassis is a duplicate of the
Bleriot, equipped with four rubber shock
absorbers 1% inch thick by 15 inches long,
which have a play of nine inches. Steel rim
wheels, 28” by 21%”, with clincher tires are
used. The axle is of rectangular steel
tubing, with a wood covering for strength,
and is fitted with universal joints, to allow
for movements of the wheel in either direc-
tion sideways, or upwards and downwards.

The controls of a Bleriot are perhaps the
best Known in the world. The entire ma-
chine is governed by two levers, the first
of which is fastened to the floor in a hori-
zontal position, and is operated by the feet
of the operator, and controls the vertical
rudder which enables the machine to turn
to the left or right. The second lever or
“bell” control, is located between the legs
of the operator in a vertical position, and
when moved forward or backward, controls
the rear horizontal rudder, by which the di-
rection of flight upwards or downwards
may be governed. A movement of this lever
to either side warps the wings.

The speed of the engine is controlled by
two levers which are attached on either side
of the bell control itself, and can be oper-
ated without removing the hands from the
wheel. The power can be shut off instantly
by pressing switch button which is attached
to the 8 inch mahogany wheel of the bell
control. For the convenience of the operator
hand holes have been provided in this wheel.

\Alll the eyebolts, turnbuckles, and other
bolts and nts used throughout the entire
machine have been made especially to di-
mensions of chrome nickel steel. All turn-
buckles are fitted with lock nuts.

FRANCE’S AERIAL WAR FLEET

TEPS have now been taken by
France to equip herself with
aircraft actually maintained
for the purposes of war
and not for experiment. Four
million, four hundred thou-
sand dollars have been asked
for by the War Minister for

1910 the sum of $4,000,000 was

in a pro-

Ugly, hn
voted for dirigibles and sheds
gramme of construction to be completed

Page 93

DMacche TON

Care has been used in the finishing of the
machine, as all woodwork has received a
high grade polish, all metal parts have been
enamelled black, all aluminum parts buffed,
and all wires have been enamelled white.

The fuselage is of the box girder type,
with the four longitudinal members of ash.
The fuselage is in two sections, joined by
Square steel tubes eight inches long, which
permit taking apart for transportation.
These four members are 114” square at the
front tapering down to %4” at the back,
where they join a vertical post 2” by 214”
by 12,” to which the vertical rudder is
hinged. The fuselage is 28 inches wide
and 27 inches deep at the front and tapers
down to 11 inches wide and 12 inches deep
at the back. Oval shaped ash struts are
spaced every 2% feet. Steel U bolts and
piano wire hold this framework together.

The seat is slightly forward of the trail-
ing edge of the main planes, and is carried
by steel tube supports. The back is of
aluminum — sheeting. A leather strap
fastened to both ends of the seat, and ad-
justable for the convenience of the operator,
serves as a belt to hold the operator in his
seat.

The forward part of the fuselage is en-
tirely encased with aluminum sheeting, in
addition to which the machine is equipped
with an aluminum hood which gives a neat
and racey appearance, and protects the oper-
ator from the wind and cold. Every pre-
caution has been taken to prevent any oil
or gasoline escaping from the tanks or their
connections, so as to eliminate any possi-
bility of danger from fire. To prevent this
aluminum sheeting separating, the engine
from the tanks has been provided.

The gasoline tank has a capacity of 12
gallons, made of hcavy gauge copper, and is
divided by plates to prevent splash. The
filler dome extends through aluminum hood.

The weight of the single seater, with pilot,
50 h.p. Roberts motor and 5 gallons of gaso-
line, radiator, water, ete., is 810 lbs.

In addition to the single seater described
here, the company is prepared to manufac-
ture passenger carrying, racing or military
monoplanes. Both the passenger carrying
and the military monoplanes will be equip-
ped with double controls, which enables
both the operator and passenger to operate
the machine.

by the end of 1913. The French military
aeroplane fleet has increased from five ma-
chines in 1909 to 254 at the end of last
December. This new appropriation, if
passed will provide 322 more machines with
sheds and full equipment. Some war ves-
sels cost nearly double this $4,000,000. Why
not let Uncle Sam pass up one of his new
battleships and buy some aeroplanes.

If three hundred aeroplanes were bought
by him in this country ?

The more I read your magazine the more I like
it.—WILLIAM MorGAN.

AERONAUTICS

March, 1912

Page 94

7:

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AERONAUTICS Page 95 March, 1912

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— MONOPLANE —
TYPE XN-
—SCALE—

AERONAUTICS

Page 96

March, 1912

The Gage Biplane

By CLEVE T. SHAFFER

VNe\erovor) Well built and practical bi-
CEE plane has been constructed
2S %) by students under the direc-
Be) &) tion of J. Gage, in Los An-

: vex geles, at the Gage Aviation
1) eS) School.

BORE CNS) The machine, a headless,
ONS ON ONO ose) favors no particular type,
ee = SAX hut is rather a composite of

Poe(3 several with the addition of

a number of original feat-
ures, both in general design and mechan-
ical parts.

One may observe the Curtiss in the use
of ailerons for lateral balance, the triangular
rear stabilizers, engine mounting and double
covered planes in panel sections. The Far-
man is evident in the single post or lever
control, though this feature is modified very
greatly, and the running gear. One might
say the resemblance ends at the wheels; the
planes set low and the skids method of at-
tachi ment being suggestive of the Wright;
a hint of the latter type is also to be seen
in the fuselage, regarding the latter, the crit-
ical observer might suggest that the vertical
members comprising should be of stream line
instead of square section, inasmuch as a
considerable area is exposed directly in the

DE ARR RSE 2:

Upper left—The Bradley Biplane.

propeller draft, due to the fuselage converg-
ing to a point whereon the rudder is at-
tached.

Aileron and elevator control is centered
in one lever. Undue pull in the sidewise
movement is prevented by two circular
plates pivoted in the center bearing against
each other, one being integral with the lever
the other integral with a rotatable tube,
which extends backward to a point mid-
way between the entering and leaving edges,
this end having a double vertical lever to
which the aileron wires are attached. Those
pulling the aileron down, after passing under
a pulley on the lower plane, are fastened
to the top of the lever and vice versa; the
movable tube is suitably held and pivoted
by two inverted V’s (note photograph).
Movement is as usual, the lever being pulled
to the high side. The elevator is connected
in the ordinary way and is attached to the
rear of two triangular stability fins, being
pivoted at the center of the two vertical
struts of the fuselage next to and in front of
rudder.

Wires on elevator control are double.
Rudder control is by the familiar foot yoke.
The fuselage is very rigid.

A novel feature in the aileron control is

Other pictures are those of the Gage Biplane.

AERONAUTICS

Page 97

March, 1912

the insertion of a length of flexible cable,
with snap hooks to each end, wherever a con-
trol passes around a pulley, this allows of
quick replacement of a frayed cable, and
saves tim in knocking down and setting up.

All posts on elevator and rudder are of
good size and properly brazed. A tendency
to slight this important point is noticable in
a number of machines.

Planes are double surfaced throughout.
The outer sections are attached to the center
section in a unique manner which has the
merit of quick detachability. A length of
1%” steel flat against the front or rear edge
of the beam or wing-bar is bolted to each
section. The chord of the plane is 5’ 6”.
The shape is claimed to be, by Mr. Gage, a
development of his own. An innovation is
the placing of the rear beam of the center
section forward about 6” of the beam in
the outer sections to bring the motor for-
ward, this being necessary to balance ma-
chine. By referring to the illustration the
deep cut-in for propeller may be seen, planes
extend beyond read beam ten inches in out-
side section, Strut sockets are steel. Solid
wire is used for guying, with ordinary spoke
turnbuckles. The center section is well
braced by a tubing truss the bottom legs of
which attach to the skid struts at a point
considerably above the skid, this would seem
to have nothing to recommend it but a
higher ground clearance, as it gives to side-
wise shocks considerable leverage on the
skid struts, but Mr. Gage claims to have had
no trouble on this score; the old machine be-
ing constructed in the same manner. As this
latter machine was run three or four hours
a day for months by different pupils any
weakness at this point would have been
found out. No doubt the Farman system of
attaching the wheels accounts for the ab-
sence of reakage. The machine is nc&cely
finished, all metal parts being nickeled.

THE 1912 BURGESS-WR!IGHT

The Burgess-Wright standard 1912 model F
is finished so that the metal is absolutely rust
proof throughout and the weight has been cut
down. An independent starting device is
rigged to one of the large sprockets so that
the operator simply steps back and cranks his
motor in much the same way that the automo-
bile is cranked and then resumes his seat, ad-
vances the spark and begins his flight. The
device weighs about two pounds and is fool
proof. Any type of motor desired will be in-
stalled in this model and the company,is mak-
ing tests of a number of different makes.

The American Aeroplane Supply House is
now all to rights in the new factory at 137-143
Jackson Street, Hempstead, N. Y. and there is
completely assembled in the factory one of
their passenger-carrying Bleriot type mono-
planes, in order to demonstrate the machine to
prospective purchasers, to whom a cordial in-
vitation is extended to visit their factory and
examine the machine in every detail. A single-
Seater machine (cross-country type) is also
under construction and when completed will
also be set up for inspection.

I am very much pleased
for which I am now a
Rurpr W. SPRINGER.

with your magazine,
subscriber.—CHAPLAIN

The spread is 38x5%, fore and aft 21%;
weight claimed to be about 800 lbs.

A Hall Scott 8 cylinder, 60 H. P. motor
is installed, driving a Gage propeller 8’
diam, by 5’ pitch. 'This has taken the place
of a 7,’ diam. 6’ pitch propeller with an
increase of efficiency. A tubular radiator
of Gage’s design, consisting of a nest of
vertical tubes is used, placed at one side
a distance sufficient to balance the weight
of operator who sits the other side of center
and not directly in front of engine. While
speaking of the engine thing it advisable to
mention that from the service given daily
for months by a 4 cylinder Hall Scott, 30
H. P. in the old school machine, have no
doubt that it constitutes a record for re-
liability that is hard to beat.

The machine judging from its construction,
the general design, and its predecessor the
old school machine, should be very relible
and steady, if somewhat slow.

J. Francis, of San Francisco, a pupil has
purchased one of these machines and has
done considerable flying in the vicinity of
San Francisco.

Charles Bradley, of San Francisco, one
of the old guard of early experimenters,
has recently completed and tried out a
Curtiss-Farman Type biplane, but thru lack
of power, was compelled to relinguish ex-
periments until a more powerful engine is
secured.

Spread 30’x 5’; for and aft 30’. Running
gear has a ten foot tread; skid struts are
entirely of tubing.

A new feature is the mounting of the
power plant and seat which, as can be seen
from the photograph, is a compact unit and
easily demounted.

Weight about 700 lbs. A small Ford auto-
mobile engine driving a Bradley propeller of
6’ D. 434’ Pt. was used, also a 6’ D. 314’ Pt.
but power was insufficient.

LEGAGNEUX FLIES BACKWARD—NOT?

“Legagneux is declared by various French
army officers and other credible witnesses,’’
says an American paper, ‘‘to have shut off his
motor and let his machine ‘stall’ glide down
backward, tail first, for some distance, then
tilted forward and the motor turned on for
a level course; the operation being repeated
until the ground was reached from an altitude
of over 3500 feet. This feat might be pos-
sible with certain machines, but no one, not
even a Frenchman, would be crazy enough to
attempt it. Do the French people expect the
gullible public to believe this story, let alone
those conversant with aviation?

DURING CONVALESCENCE

The following contribution has been received since the
publication of the Ante Mortem Statement. Needless to
say, the contributor is not a subscriber, but onlya booster.
As we said before, we are a philanthropic institution.

EDITOR NEEDS BREAD

“The editor of an abscure Dakota paper
says: ‘A certain fastidious woman in this town
kneads bread with her gloves on.’ That’s noth-
ing. The editor of this paper needs bread with
his shoes on. He needs it with his pants on.
He needs it with his shirt on. And if sub-
scribers of this paper don’t pony up mighty soon
he’ll need it without a damn thing on—and
North Dakota is no Garden of Eden in the
winter.’’—From R. Fanciulli.

March, 1912

AERONAUTICS

Page 98

The Benoist Biplane

By ANTONY JANNUS

WHE new 1912 Benoist biplane
—< is a complete redesign com-

prising numerous new
features that facilitate
shipping, add speed, in-

crease the safety and the
carrying capacity. The de-
sign is the result of the
combined experience of
Tom Benoist and Antony
Jannus, and is in no wise
an experiment, having been duly evolved
from a series of very careful experiments
during a period of more than three years’
practical manufacturing.

The new biplane can carry two men and
fuel for about three hours without changing
seats, tanks, or carrying surface, and can
carry much more by adding surface to the
wings. This is easily done but slightly re-
duces the speed of the machine.

The new plane is claimed to have a maxi-
mum. speed of 68 miles per hour, with only
one operator, and a speed of 62 miles per
hour with two operators with Roberts’ 50
h.p. motor. The minimum flying speed is
31 miles per hour, which gives the machine
an enormous range of flying speed, and
makes the machine a rapid climber.

The machine is a headless with main
planes 30 feet wide. (See sketch for dimen-
sions). The tail is a flexing or bending
one. The rudder and ailerons are all con-
structed in this fashion and it is due to
this system that economy is realized in
controlling the machine. This type of flex-
ing control increases every faculty of the
machine without using as much power. The
ribs of the control planes are made of the
finest spring steel and there is no chance
for the bending to threaten the structural
strength.

ee a oe i er ln sen A ae

The wings are built up of interchangeable
sections so that shipping in crates may be
easily effected. Where a machine is to be
shipped over the road it is only necessary
to detach the tail, mount same on one end
of the plane, remove the axle and turn same
half around. The machine may then be
towed by an automobile or wagon and is
flexibly mounted on its own running gear
with rubber tires and steel springs to ab-
sorb the shocks of the road. Another one
of the features is the large master guy wire
running from one wing to the other. The
function of this wire is to hold a machine
together should part of a wing break off in
the air. It is to an aeroplane what the
safety catches are to modern elevators and
is not called into use unless something im-
portant breaks. It is the “ounce of pre-
vention.” There are but few parts to the
running gear and the engine bed is the
keystone of the structure. It is never
necessary to remove the engine from: this
bed as it forms the bottom of the crate. It
is only necessary, in assembly, to bolt the
diagonal braces to this bed and the center
section is erected without any question of
adjustment; as there are no wires or turn-
buckles to it.

The running gear is of special interest
as it is very strong, simple and flexible. It
is very strong, and enables flight from, and
landing upon, very rough ground without
damage to the plane.

There are but two wheels, directly
mounted on steel springs. This method
has been found lighter, stronger, and more
serviceable than any of the more elaborate
forms of flexible landing gear involving
rubbers and a greater number of wheels.
The location of these wheels well in front
of the center of gravity is a preventive of

The Beroist Biplane

Beeman March, 1912

THE |
First Annual International
Aeronautical Exhibition

TO BE HELD AT THE

NEW GRAND CENTRAL PALACE

NEW YORK CITY

May 9th to 18th, 1912

under the auspices and

control of

THE AERO CLUB OF AMERICA

For information regarding space for the exhibit

of completed machines for aerial locomotion, acces-

sories, models, drawings, etc., apply to

The Show Committee,
AERO CLUB OF AMERICA,
297 Madison Avenue, New York. _ |\\\

In answering advertisements please mention this magazine.

(LF ‘etl
OUl((L
ea

Farman Running Gears Complete, as above - $47.50
AERONAUTICAL SUPPLIES

Everything to build any type flying machine.

New Catalogue with working drawings of Curtiss,
Farman and Bleriot-type machines in course of con-
struction and will be mailed free upon request to all
parties as soon as received from the printer. Write
for quotations.

A FEW IMMEDIATE DELIVERY PRICES

Curtiss Steering Wheels - $9.00 FREE with
Curtiss Seats - - e550 | oes we

der f
5-Gallon Tanks - - eae | Acronauteal
Aviator Caps - - - 1.25 | Supplies
Outrigger Fittings - = 229 Sas
Oval Post Sockets - - .17 | ATOR CAP.

Aluminum pulleys with brass bushings:
2" 25c, 24" 80c, 3" 40c.
Wheels and Tires complete, Eclipse Hub:
20x24" $6.75 20x3" $9.50
E. J. WILLIS COMPANY, New York City
85 Chambers Street (Telephone 3624 Worth) 67 Reade Street

ie
* #
wa ®
a 2
YOU can fly in 10 lessons on a Wright %
% Model B. *
Sg &
KA Tr . ope rx
‘ YOU can get your Pilot Certificate at my .
2 School.—No other school promises ‘¢
- this. ¢
* ms
‘YOU have no breakage or other extras. *%
* S<
tas r ° ° ° &
@ YOU have the best field in this country. @
% You are at the center of ‘‘doings.”” #&
2 8 -
* Ss
* sé
a M2
2 ~e
% GEORGE W. BEATTY ¢
+ sé
* »
¢ Nassau Boulevard - L.I., N.Y. ¢
a” "a
S *
re *
% *
4 2s
©. ¢

WITTEMANN
BIPLANE

The Wittemann Biplane with a Reputation, not only
sets the pace for Quality but for Service.

Write for information of 1912 Biplane with our new
Stabilizer.

Own a Wittemann Biplane Glider: the best, the
safest, easiest to operate, and enjoy flying in a moderate
form.

Do you want to build a machine of your own design
or parts thereof? WE can help you to make it successful.

Some parts of your ‘plane can be made of steel, we
rid you of the annoyance of constant repairs and insure
absolute safety.

Send us your specifications and requirements and
secure our quotations.

Large stock of steel fittings, laminated ribs and
struts of all sizes carried in stock.

YOUR OPPORTUNITY

Two single covered biplanes for immediate delivery,
slightly used, perfect condition, with 8 Cyl. 60 H, P.
Hall-Scott power plant. Write for particulars

C. ana A. WITTEMANN

Aeronautical Engineers
Works: OCEAN TERRACE and LITTLE CLOVE RD.
Staten Island, N. Y. City

Established 1906 Write for Catalogue

In answering advertisements please mention this magazine.

March, 1912

Page 99

AERONAUTICS

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AERONAUTICS

Page 100

March, 1912

standing the machine on its nose. The
skids supplementing the wheels are a
further protection where very rough ground
is encountered. The back ends of these
skids are flexibly shod with spring steel
adding more cushion for landing and pre-
venting wearing of the light spruce skids.

The ailerons have been mentioned but
they are but a part of the control system
and in this connection it is well to describe
the controlling mechanism. The tail is
actuated by the fore and aft movement of
either of the two upright hand bars that are
seen inter-connected and convenient to the
right hand of either operator. The ailerons,
or lateral controls, are operated by a right
and left movement of the same bars. This
is nothing more than the Farman system
but the construction used is different, and
better, insomuch as the right hand operator
has the stronger lever and the control wires
lead from this lever so that an unruly pupil
could do no more than break his lever. The
other advantage of this arrangement is that
no matter which seat one learns from, the
controls set the same and there is nothing
to learn over again when flying without the
instructor.

The rudder is operated by the wheel that
sets as the arm of a chair and forms a com-
fortable and secure grip for the left hand.
The movement of this rudder wheel is the

Wright Suit

We are in receipt of information from Ger-
many, regarding the recent action of the Ger-
man Patent Office, nullifying the main claim
of the Wright German patent.

After the discussion of all of various
points, the Division took one hour and a
half to deliberate, and then pronounced as
their judgment that claim 1 should be an-.
nulled on the disclosure contained in ‘‘L’
Aeronaut,’’ page 103, passage 5, in con-
nection with ‘‘Automotor,’’ of February 15,
1902, page 197, column 1, lines 2 to 4.
The full grounds were not verbally pro-
nounced. It was said, that they would be
given in writing.

The citation from “L’Aeronaut” is from a re-
port of an address by Mr. Chanute before the
Aero Club of France, in April, 1903, desecrib-
ing the experiments of the Wright Brothers
at: Kitty Hawk, N. C. in 1902. The citation
from the ‘‘Automotor”’ is a synopsis of the ad-
dress of Mr. Wilbur Wright before the Western
Society of Engineers in 1901, describing the ex-
periments at Kitty Hawk in 1901. The state-
ment of Mr. Chanute which is cited as a dis-
closure of the Wright invention was as fol-
lows:—

“To assure transverse equilibrium, the
operator works two cords, which warp the
right and left wings and at the same time
adjust the vertical rear rudder.’’

Under the laws of Germany and France, a
disclosure of an invention by the inventors, or
by any one else, who has knowledge of it, be-
fore the application for a patent is filed, is suf-
ficient to render the patent void. The dis-
closure must be sufficient to enable any one to
understand how to build and use the inven-
tion.

The German Patent Office has taken the ex-
treme position that these few words were suf-
ficient to teach any one how to build and oper-

same as when previously placed, as in the
Curtiss type control, merely being trans-
lated into another plane of movement; back
toward the left side of the body steers to
the left, and over and away from the left
side of the body steers to the right. These
steering wheels are likewise the same from
either seat. For security against unruly
pupils or ignorant passengers the wheel on
the left seat is easily disconnected by chang-
ing a large cotter-pin from one hole to
another, thus leaving the wheel free to turn
without moving the rudder and still afford-
ing a comfortable hand grip for the passen-
ger.

The engine bed is designed as the strong-
est part of the machine. The appearance
of great weight is deceptive as the side
boards of the bed are very thin. This
leaves a very convenient space beneath the
motor for placing a 35-gallon tank. This
tank further acts as a drip pan to keep the
lower plane free from oil. The 35-gallon
tank feeds to the upper 15-gallon tank by
air pressure. This pressure is provided by
the operator who actuates a small hand
pump.

The Benoist Biplane is manufactured by
the Benoist Aircraft Company, 6628 Delmar
Blvd., St. Louis, Mo. The weight has not
been stated.

in Germany

in 1903, and that they
canceled the right of the inventors to any
property in their invention in Germany. The
Wright Brothers do not believe that this ac-
tion of the Patent Office is based on a proper
interpretation of the law, and will take an
appeal to a higher tribunal.

The address of Mr. Chanute, on which the
German decision turned, was delivered about
two weeks after the date of the French appli-
cation, and, therefore, could not be used
against the Wrights in the French trial, which
they practically won, as related before. The
German application was not filed until after
the date of this address by Mr. Chanute.

ate a flying machine

The HE. J. Willis Co. of 85 Chambers St. and 67
Reade St., New York City have apparently
succeeded in making their store an Aeronauti-
cal emporium well worth the visit. They have
placed on exhibition an elaborate collection
of aeroplane models, built to scale. No minor
detail necessary to a full-size machine equipped
ready to fly has been neglected in these small
models.

They include the Wright cross-country type,
Bleriot type machine, equipped with two fifty
h.p. Gnome motors coupled together; Santos
Dumont, Demoiselle, Farman type machine
with seating accommodation for 7 passengers,
Antoinette machine, motor driven kites, and
one of unique design equipped with pontoons;
also a twelve foot model of a Zeppelin dirig-
ible balloon equipped with. electric lighting
outfit, small motors, and wireless equipment.

Their new aeronautical catalogue is nearly
ready and they are of an opinion that 1912 is
going to prove a real aeronautical year ‘‘we
have been in front in the aeronautical field
since its inception,’ they say ‘‘and intend to
be right there when the death knell sounds.’

AERONAUTICS

BLERIOT

MONOPLANES

(Genuine)

WINNERS OF ALL EUROPEAN
CONTESTS IN 1911

In 1909:
The First Aerial Crossing of the
Channel

In 1910:
The First Circuit de 1’ Est

In 1911:

The Paris—Rome Race (1st and 2nd)
The European Circuit (ist and 2nd)
The English Circuit (Daily Mail Race)
The Belgian Circuit

The St. Petersburg—Moscow Race
The Valencia—Alicante Race

The London to Paris (Non-Stop) Race

ELCra ete:

WORKS AND OFFICES:
39, Route de la Revolte a Levallois-Paris

and

Belfast Chambers, 156, Regent St., London

AVIATION SCHOOLS:

Etampes, near Paris, during summer
Pau - -
Hendon, near London

during winter

March, 1912

SHNEIDER
"PLANES

Biplanes that Fly—Come and See

Price Low—Get Quotations
Instruction $250

Nassau Boulevard Aerodrome

@_ Before buying any aero-
plane, be sure the maker is
not a novice himself. Get
names of purchasers. Visit
the plant and school.

@_ Every Shneider machine
flies—and flies well. All parts
standardized. No freak con-
struction.

q. Amply powered (Roberts.)

@. Get a demonstration flight
first. Then ask those who
have flown Shneider machines:

Jos) ARichter, |, VWVWimeoiine
Rollin H. Jennings
H. Binder JPA tasbox

@ The late Tony Castellane
learned on Shneider ’planes.

Write Your Own Contract
and Guarantee

Fred. P. Shneider

1020-1022 East 178th Street
New York

Established 1908

TOTO

In answering advertisements please mention this. magazine.

AERONAUTICS

March, 1912

Nearly all the World's Aeroplane Records

TABULATED IN

THIS ISSUE OF

AERONAUTICS

WERE MADE ON

The Dependable Kind —

Made in Germany

Annular Ball Bearings

HE prize winning list of
world’s record holders in

Aeroplaning, nearly all
made on machines equipped with
Gnome motors reads like the di-
rectory list in ‘‘ Who's Who in
Aviation. ’’

The Gnome seven cylinder air-
cooled revolving motors use four-
teen F. & S. Ball Bearings—Every
revolving part is F. & S. equipped
including even the crank shafts
and connecting rods, and which is

really unique in gas motor prac-
tice, the only other gas motor us-
ing ball bearing connecting rods
being the Merkel Motorcycle—also
F. & S. equipped.

Nearly every world’s aeroplane
record for Speed, Time, Distance,
Duration, Height, Climbing Speed
and Speed in Kilometers per hour
was made on F. & S. Ball Bearings,

the Dependable Kind made in

Germany.

QR RETZ GOmMpPANY

ole

aw

»«? A Ball Bearings

259 West Fifty-fourth, New York

In answering advertisements please mention this magazine.

AERONAUTICS

Page 101

March, 1912

World Aviation Records

ye) HE following records have
“vox been brought up to March
Ist, 1912, and have been
compiled from reports in
all the foreign journals,
checked against each other
and with such records as
are said to have been pass-
ed by the _ international
body.

No attention has been
paid by the international
ederation to cable and letter requests for
ficial records to date, save to say that the
lubs of the countries in which records
vere made, failed to report their records

1-Man
Duration 11701:29.2
Distance 740.29 Kil.
Altitude 4252 m.
Greatest Speed 169 kph.
Climbing Speed, 500 m. SOD
Speed for Certain Distances
5 Kil. 2:03.2
10 Kil. 4:08.2
20 Kil. Sem oez
30 Kil. T2225 22
40 Kil. LG sooe2,
50 Kil. 19:03.8
100 Kil. 37:58.4
150 Kil. 56:41.4
200 Kil. 1:15:20.8
250 Kil. Daas pieo
300 Kil. 2:51:43.8
350 Kil. Ant 2, G02
400 Kil. 4:54: 6.8
450 Kil. 53035.6
500 Kil. 6:07:07.8
600 Kil. 9:16:27
700 Kil. 10:43:46
Distance for Certain Periods.
YY, Hour 39.3 Kil.
Y% Hour 79.3 Kil.
1 Hour 159.3 Kil.
2 Hours 234.43 Kil.
3 Hours 310.28 Kil.
4 Hours 325.90 Kil.
5 Hours 407.67 Kil.
6 Hours 490 Kil.
7 Hours 522.93 Kil.
8 Hours 451 Kane
9 Hours. 580 Kil.
10 Hours 650 Kil.
11 Hours 710 Kil.

Free Balloon Record—Distance, 1954 Kil.,

for 1911. As most of these records (made
in 1911 at any rate) were established in
France, one would think ‘the federation
would recognize a record when it sees it.
Clubs in other countries have likewise
found it impossible to get by March, 1912,
a list of records officially observed up to the
end of 1911.

It is interesting to note that American-
made world records are always printed
abroad with the observations “it is reported
from America,” and “we await confirma-

tion.” No credit was given Beachey when
he made his world altitude record, later
beaten by Garros.
2-Man 3-Man 4-Man 5-Man
4:34:00 2:02:45 1:35:00 21:45
ZOO RG 2 ES OMKG I 2574s Kall:
3000 m., 2200 m.

103.21 kph 102.85 kph 96.30 kph 87.25 kph

2:58 3:34
5758.2 6:00 6:16.6 7:08
11:54.6 11:59.4 12:34.2 14:00.6
sb Sez 17:52.6 18:48
SOO 22:44.4 25:05.6
29:38.6 29:374 3122342
59:16 59:08
1228:37.8
2:05:49
2339337
24.80 Kil.
49.11 Kil.
101.20 Kil.
190.85 Kil.
224.85 Kil.
Duration.
6 Man 46:27.4
Duration.
7 Man 1:06.00

Emile Dubonnet and Pierre Dupont in

“Condor III,” La Motte-Breuil, France, to Sokolowska, Russia, Jan. 7-8, 1912.

AERONAUTICS _

Page 102 _

March, 1912

The Oakland Meet

By CLEVE T. SHAFFER

repetition of the Los Angeles
2 meet in all respects, except
6) that of management, was

# that held at Oakland Feb-
SS ruary 7, 18, 22; 23; 24 and
25th, the assured and diplo-
matie hand of Dick Ferris
being noticeably absent.

The aviators were caution-
ed against participating by
representatives of the Aero
Club of America, but showed

IQ ISIS
little regard for the notice,
claiming the meet to be an

Se ee a a,
NNN)
exhibition only. Judging from

the programs and advertisements, it was a meet;
from the performances it was not. However,
it would have been but mere courtesy to the
governing body and its affiliation, ‘‘The Pacific
Aero Club,” to have given them some considera-
tion. The action, if any, taken by the A. C. A.,
in the matter is awaited with interest; if licenses
should be suspended it would, so the writer
believes, establish a precedent in this country,
though a number have been so held up on the
Continent,

So much has been said elsewhere about the

re,
1)
NSO) as

Parmalee’s Wright with 60 Horse Power Engine.
Note the Mufflers.

aviators and their aviating that this can be
omitted and attention given to the machines.
The Hall-Scott 60 h. p. installation in Par-
malee’s Wright was easily the most interesting
feature, difference in speed and climbing was
obviously great, the usual procedure of ‘“‘step-

ping,’’ climbing a few feet and then leveling, in
ascending was naturally obviated, the machine
showing remarkable climbing ability, rising

almost at once. Propellers are unchanged, be-

Weldon B. Cooke Flying over the Streets of
San Francisco.

ing the same as those used with the Wright
engine, the acceleration of speed, about 100 r.
p. m., apparently causing no stress. Gearing
is 11 to 34, with the propellers turning 510, as
stated, the engine is doing about 1530 r. p. m.
There is no doudt that either propeller pitch or
gearing could be a bit higher with a further
increase in speed. Jt is probable that the lat-
ter would be the most advisable as Parmalee’s
speed with the new power plant almost approxi-
mates his pitch speed, the slip being small,
about 10%, either the propellers are more effi-
cient at this higher speed or the engine is doing
more than 1530.

Mufflers were put on the motor, and it was
certainly wonderful to see Parmalee flying
around at a speed of 60 miles an hour with-
out any noise from the exhausts and only little
noise from the whir of the propellers and chains,
He was able to make the mile circular track
in 62 seconds, which was equal to Lincoln
Beachy’s time with his Curtiss racing machine
and 75 h. p. Curtiss motor, and this simply
tickled Parmalee to death. There was no one
on the field who could compete with him on
altitude work.

Lincoln’s Beachy’s new Curtiss headless at-
tracted attention not only because of his pre-
eminent skill, but for the reason that one won-
dered if provision was made for the unusually
severe stresses to which the machine is sub-
jected. The examination was not comforting,
rear outriggers being light and guy wires car-
ried out for some distance on the bamboo, ine
stead of fastening direct to the main cell. Of
course, propeller clearance will be immediately
mentioned, but this is a makeshift, and not @

AERONAUTICS

March, 1912

AMERICAN AEROPLANE SUPPLY HOUSE

MANUFACTURERS OF

Immediate Deliveries

SINGLE SEATERS

3 Models
PASSENGER-CARRYING MONOPLANES

From $1,500 to $10,000
RACING MONOPLANES

A few of the most prominent owners of our Bleriot-Type Monoplanes are:

J. Albert Brackett, Boston, Mass.
A.C. Menges, Memphis, Tenn.

A. V.Reyburn, Jr., St. Louis. Mo.
G. B. McNamara, Norton, Mass.

E. J. Marley, Sumner, Miss.
Willie Haupt, Philadelphia, Pa.

Visit our factory and examine in detail the excellent construction of our monoplanes.
SEND TODAY FOR 1912 CATALOG

AMERICAN AEROPLANE SUPPLY HOUSE

137-141 JACKSON STREET

O L
|
! EADY to deliver, 8 cyl. 4 cycle water
| R cooled motors that give 60 H. P.
VER since 1908 the original engine has
been flying our experimental ‘plane.

| LWAYS in order—this engine has never
been taken down or repaired in 3 years.

IKELY you have seen the Boland machine
flying at Mineola last season. It has been
- flying almost daily; has flown all during

the Winter—with Boland power plant.

Ready to Deliver Aeroplanes, Either with Above Motor, or Our 4 Cyl. 2 Cycle 40 H. P. Motor

BOLAND AEROPLANE AND MOTOR CO., Rahway, N. J.

2 Rector Street, Room 328

New York Office,

M O T

Phone 427 Hempstead

HEMPSTEAD, L. I., N. Y.

A N D

EOPLE are hard to convince.
‘plane is standard we will fly it or refund
the money. It must fly.

NLY give us the chance to prove what we
can say about our engine is fact.

ON'T you make appointment and see us fly
[W/] for you. You want an engine that will fly
your ‘plane, an engine that won't wear out,

that always fires, which always delivers its full power.

UREKA! We have it. We are entitled to
the opportunity of showing you what we
have and telling you what we are prepared

to do. We believe we can prove our claims to your
satisfaction.

ENDER unto Caesar the things that are
R Caesar's! Before you buy, you owe it to

yourself to investigate our motor.

O R §S

.\ VALUABLE SOUVENIR

hich you will be proud to wear, will be distrib-
ted absolutely free of cost by the Sloane Aero-
ane Company. The souvenir will be expensive.
is to be handed only to those who are actively
filiated with any branch or phase of the aero-
tutical industry. In order that we may be able
estimate the number of souvenirs we need,
ease write us immediately your name and
idress and in what way you are connected with
'€ aeronautical industry ; also, send us the
imes of any of your friends and associates
hom you think should receive oue of the
uvenirs.

SLOANE AEROPLANE COMPANY

Charavay Propellers Sloane ’Planes Parts
'33 Broadway New York City

In answering advertisements

Uenenwcnnn cn censnn enn ew aanan a nanan ewan aaannnwnwawnwne =—=

ER EE

EDWIN LEVICK

Aeronautical
AN D M A RINE

Photographers

Telephone 108 FULTON STREET Cable

100 John NEW YORK Photonews, N.Y.
Phetographs of Practically every Aeroplane and Airship im the Werld
Lantern Slides and Enlargements our Specialty
Write for Catalogue

Agents Throughout Europe

please mention this magazine.

AERONAUTICS

March, 1911

Vulcanized Proof Material

“Red Devil” Aeroplanes

Hall-Scott Motors

Experting

For Aeroplanes, Airships, Balloons. First Rubberized
Fabric on the market. Lightest and strongest material ~
known. Dampness, Heat and Cold have no effect. |
Any Strength or Color.

That anyone can fly. Free Demonstrations.

Eastern distributor. 40h.p., 4-cyl.; 60 and 80h.p., 8-
cyl., on exhibition at Frank Schumacher’s, 164 W. 46th
Street, New York. All motors guaranteed. Immediate
delivery.

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

CAPTAIN THOMAS S. BALDWIN

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

In answering advertisements please mention this magazine.

AERONAUTICS

mechanical idea. Attention is attracted to the
long crank shaft carried by a long extension of
the crank case, on the Curtiss 80 h. p. Allow-
ing motor to be placed forward enough to
balance machine without structural changes in
the machine.

Hillery Beachy’s novel biplane with its Hall-
Scott 40 equipment is worthy of a separate
article which will appear in a later issue. Glenn
Martin’s Curtiss-type biplane was easily the
best built machine on the grounds, mechanical
details, both as to strength and finish, being
very fine. Beyond the fact that it has a Wright
type plane section, machine does not differ
from conventional design. An 80 h. p. engine
of the same make gives the machine extra-
ordinary climbing power.

Horace Kearney’s Curtiss-type was noticeable
only for the vertical side partitions in the center
section, the distance out in front of the aviator’s
seat to balance machine, and slanting engine
base. The object of the angle is rather hazy,
inasmuch as the machine flies almost at its
ground incidence and does not increase this
incidence in the air, therefore it can be as-
sumed that the machine is working against
itself. An extra “V’’ reenforces the ordinary
front skid ‘‘V,”’ extending to the front first
panel struts. The flight of Keaney from the
Oakland field to San Francisco, and his lana-
ing and rising from Van Ness Ave., was good
publicity for the meet.

Weldon Cooke with an unfamiliar machine,
the Wiseman #2 (described some time ago in
“Aeronautics’’), did some very excellent work,
his power plant being another Hall-Scott 80
h. p. It was unfortunate that Cooke’s own
machine was not completed in time for the
meet. He flew it for the first time from his
home, reaching the field a few moments after

‘ Page 1033

the closing bomb had been fired. A six cylinder
Roberts is used on his new machine.

Miss Blanche Scott, in an older model of the
Martin Curtiss type with a 60 h. p. Hall Scott,
made a number of flights. This machine while
very strongly constructed lacks the finish of
the new Martin.

Tom Gunn, the Chinese, in an Eaton Brothers’
machine, (described in a late issue) with a
Hall-Scott 60 h. p., did some good flying for a
novice, but, unfortunately, met with disaster in
a heavy wind.

High wind also caused the’ serious injury
of William Hoff, in a Curtiss old Style front
elevator machine, with a Curtiss 60 h. p.

Farnum Fish, in a passenger Wright, was
palpably under-powered in the strong wind
during the latter part of the meet, but man-
aged to avoid disaster.

A word might be said in relation to engines.
A remarkable fact was that no less than 70%
of the engines were Hall-Scotts, an obvious
testimonial. Two Curtiss and a Wright engine
were the other power plants.

There was an entire absence of monoplanes.

Weldon B. Cooke, of Oakland, Cal., a member
of the Pacific Aero Club, who recently passed
his license test before the same club, and
shortly afterward won a duration record at
the Los Angeles meet is a figure of fast growing
prominence in the aviation world.

The winning of his license and the subsequent
duration record, not to speak of the dangerous
Mt. Tamalpais flight was accomplished with a
crudely constructed machine judging by its
battered appearance, of ancient vintage. The
line-up of the ’planes give shudders to the fas-
tidious one.

Cleve T. Shaffer.

The Coming Aero Show

Affairs are reported as coming along finely
with the Aero Show to be held in the new
Grand Central Palace, New York, May 9-18,
next. Although it is more than two months be-
fore the opening, a large number of the biggest
people in the industry have secured first choice
spaces. A mong these are Curtiss, Gallaudet,
Boland, White Aeroplane Co., Twombly motors,
Baby model engines, Goodrich, Frontier, Good-
year, Sturtevant, Electric Speedometer Co.,
Roberts, Diamond, American Aeroplane Co.,
Mea magnetos, Kirkham, Max Ams _ motors.
Others are Aerial Construction Co., Aeronautics,
A. F. Mangels, Aero, F. A. O. Schwartz, W. A.
Cc. Frost, H. W. Jacobs.

Loan exhibits will be made of various foreign
machines, including the Paris-Madrid winner,
Nieuport, Farman, Antoinette, Morane, Deper-
dussin, and Bleriot, while home exhibits are
promised of the Curtiss Gordon-Bennett winner
of 1909, possibly the first Curtiss water machine
“The Loon,’ the Burgess ‘‘Flying Fish,’’ Cha-
nute gliders, wind tunnel and other laboratory
apparatus in working order from the Queen
Company and it is hopefully expected to have
the original power machine of the Wright
Brothers and one of the Kitty Hawk gliders.

The management is counting on live exhibits
from the Weather Bureau, the Navy and the
Signal Corps of the Army and it is expected to
have one of the machines now being built for
the army under the last order.

Leo Stevens is building a special balloon, of
hydrogen gas size, for the center of the building
and a ticket office is to be established where
visitors can buy rides in aeroplanes or balloons
as one would purchase theatre tickets. A full
line of various sized balloon baskets have been
offered by Mr. Stevens.

Another item of rather unique interest will be
an aviator’s parachute, weighing about a pound,
Which is inclosed in a fabric bag and attached
to the flyer’s shoulders. <A _ string instantly
Opens the bag and the parachute will open

shortly after the man gets clear of the aero-
plane and let him safely to the ground, as has
been demonstrated by Jannus at St. Louis.

Negotiations are still pending for a big Par-
seval sight-seeing airship to make inter-city
trips at Show time and to circle the city nights
with illuminated signs on the sides of the big
bag. Horace Wild has promised the smaller
Parseval he recently bought for the Illinois
Aero Club by April 15th. The Zodiac dirigible
will be represented by its car, which is now in
this country.

It is quite possible, also, that the famous
Austrian monoplane, the Etrich ‘“‘Swallow,’’ will
be one of the loan exhibits. Moving pictures
and lantern slide lectures will be free to the
public days and evenings during the show.

HYDROAEROPLANE RACE

A special committee is considering handicap
conditions and rules for a hydro-aeroplane race
on the Hudson River immediately preceding
the show for a special annual trophy. A num-
ber of water machines are already available for
competition, several yet unheard of by the pub-
lic. The rules will be such that all machines

are on an even footing to bring out skill in
operation and _ reliability of the individual
*planes.

The operating company of the Palace, which
has undertaken by an arrangement with the
club under whose auspices the show has been
announced, is fully cognizant of the state of the
industry and intends to-do everything in its
power to help. It is fully realized that the com-
ing show will be conducted at a considerable
loss and the future conduct of shows a few
years hence, it is anticipated now, will be in the
hands of the industry itself.

Th difference between the half dozen poorly
supported shows of a year ago, a burden on ex-
hibitors, and the present single exhibition, has
made it possible for the present show to have
such good support.

AERONAUTICS

March, 1912

New Exhibition Stunt

PARACHUTING FROM AEROPLANE

GNIS YS eX N March ist, Bert Berry, para-
SORES chute leaper, and Antony
oe) &) Jannus, aviator, performed a
* 4X feat that has heretofore been

KR eS) pronounced impossible or too
+ 2X foolhardy to attempt. Berry
oe OS dropped in a parachute from

the aeroplane while going at
full speed.

Jannus, in this 1912 Benoist
biplane with Roberts motor,
flew from Kinloch with Berry,
eighteen miles to the Army
Post, Jefferson Barracks, the
other side of St. Louis, Berry
made his drop to the parade ground and after
a stop Jannus flew back to Kinloch.

Jannus was very much surprised that after
the thorough freezing they had that Berry was
able to properly handle the rigging.

The parachute is carried in a metal cone.
This cone is fastened, small end up, to the foot
rest of the machine. It is held up clear of the
ground with the mouth pointing toward the
back of the machine until just prior to the
jump. From the mouth of the cone come the
ropes that attach to the trapeze bar. This
trapeze bar has two leg loops attached to its
ends. The bar itself is attached to the axle of
the aeroplane by a cut-away block. The first
thing Berry does is to let the metal container
hang down so that it swings with its mouth
toward the ground. Then he lets down the leg
loops. Next he climbs down onto the axle of
the machine and puts his legs in the loops. In
this position his body is all below the axle of
the machine and he can just reach the cut-
away above his head. Berry then ties a belt
around himself, looks to see that the ropes are
elear to the cone and then cuts himself away.
The jerk of his fall, until the ropes tighten,
tears loose the fastenings that hold the para-
chute in the container.

The ’chute fell about 300 feet before opening
in spite of the fact that it had a hoop in its
mouth. The aeroplane suffered most before
the ’chute was released owing to the head re-
sistance of the cone and Berry’s body. Once
relieved of the man from below, all Jannus has
to do is to pull the cone back into its original
position, by means of a rope with a ring on the
end, and hook the ring in a properly positioned
hook.

The distance from Kinlock to Jefferson Bar-

racks was flown in seventeen and one-half
minutes, entire time in air being twenty-
two minutes. Jannus made three circles to

get into the campus. The barracks is not an
easy or very safe place to land in on account
of the surrounding country, but Jannus got in
and out without any difficulty.

It is a great disappointment to the Benoist
Company that Jannus did not carry an official
barograph as they feel certain that he would
have secured two American records, for alti-
tude with a passenger and for rapid climbing
without passenger as some of the _ officers,
several of whom have recently seen the army
miachines, expressed themselves as completely
astounded at the rate at which the machine
climbed.

A first trial was made with Berry’s ’chute,
using an anvil as dead weight. The load on
the machine was: Berry 165 lbs., anvil 54 Ibs.,
’chute 28 lbs., and about 20 lbs. of rigging, as

Jannus and Berry Ready to Start

well as Jannus’ 169 lbs.. This trial was a pro-
nounced suecess in spite of the fact that the
apparatus did not at first work as planned.
The anvil was dropped but it did not pull the
parachute from the container and Berry
climbed down on the axle of the machine and
jumped on the anvil with both feet until the
*chute tore away. It opened easily and with-
out any noticeable grief to the machine. In
this experiment a sack was used aS a con-
tainer for the ’chute.

Immediately after the success of this experi-
ment the real event was advertised for the
following Sunday at Kinloch Park, and a crowd
of 6000 gathered. The machine was unable to
get high enough with Berry to make the drop
safe, which required at least 1000 ft.

The next week was spent in installing a new
radiator, and trying a new Simmons propeller,
Then it was found that the machine could
climb a thousand feet with Berry and the ap-
paratus in 6 minutes. The event was again
announced but a small blizzard prevented.

On March 10, another public demonstration
of the stunt was made. Jannus says that the
value of it appeals to him more as a weapon
in war than as an amusement in time of peace.
In war the demoralizing effect of a parachute,
carrying the same sort of deadly acid bomb as
used so disasterously by the Japanese, would
be immense. The very fact that the enemy
could see this twenty gallons of venom floating
down upon them would rout thousands of
otherwise staunch soldiers. It would only be
necessary to be sure that the bomb was to
windward of the troops attacked as the fumes
are heavier than air and would not be matef-

AERONAUTICS

ie ss wee

"[UMINA

AEROPLANE

CLOTH

(System Continental)

This distinctive silvery
cloth has been adopted
by the Wright Company
of Dayton, Ohio.

+
¥
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=
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:
£
*-
:
t
-
;
;
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;
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of
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Needless to say that only
after the most exhaustive j
comparative tests did The
Wright Company give
“LU MINA” Aeroplane

Cloth its preference.

Send for Samples and further particulars

PEPE EE EEE EEE EE EEE EEE EEE EE EE EEEEEEEEEEE LEED EEE EEE EEE EEE EEE ESE Shhh hh heh hh hehe

B. F. foe COMPANY
Akron, - - Ohio
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March, 1912

Wright Flyer

1912 Models

In addition to those features which in the past have
made Wright Flyers famous for efficiency and reliability,
the new models can be furnished with Automatic Con-
trol, Silent Motors, and Hydroplanes. These special
features make the 1912 machine unusually attractive
to sportsmen.

Exhibition Machines

For exhibition work we have other models especially
adapted to high winds and small fields. It was with a
stock “EX’’ Model that Rodgers made his wonderful
flight from Coast to Coast.
the exhibitor.

Wright School of Aviation

Training consists of actual fiying, in which the pupil
is accompanied by a competent teacher. No risk and
no expense whatever from breakage. The most famous
flyers in America are graduates of our school and
include such names as—

Reliability means dollars to

Lieut. Arnold Drew Lieut. Rodgers
Atwood Elton Parmalee
Brookins Lieut. Foulois Page
Brindley Fowler eynolds
Bonney Gill Simmons
Beatty Lieut. Lahm Turpin
Burgess Lieut. Milling Welsh

Coffyn Mitchell Webster

And ascore of others

Capt. Chandler C. P. Rodgers

Our School at Dayton is now open and pupils may
begin training at once if they wish. By enrolling
now you can reserve date most convenient to you for
training.

Write for Particulars

THE WRIGHT COMPANY

DEPT. A DAYTON, OHIO

In answering advertisements please mention this magazine.

AERONAUTICS March, 1912

+P AT ENT S stcureo on Fee RETURNED

Send sketch or model for FREE Search of Patent Office records. Write for our Guide Books
and What to Invent with valuable List of Inventions Wanted sent Free. Send for our
special list of prizes offered for Aeroplanes.

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

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

VICTOR J. EVANS & COMPANY

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

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ABLE IDEAS WANTED How to get every
Manufacturers are writing me for dollar your invention
patents obtained through me. aa - is

Send for three books with list of 1S worth.
200 inventions. A postal will

bring them free. My clients’ uy . - = OR, E
pateits sold free. Personal | Send 8 cents for our new 128-page book.

services. Aeronautical expert.

RICHARD B. OWEN, ,y'.5, Washington, D.¢, | 9. S. and A. B. LACEY, Dept. C, Washington, D. 6.
PATENT YOUR IDEAS ®

vice and book sent free. TERMS LOW.
GEO. C. SHOEMAKER, Patent Atty., 929 F St., Washington, D. C.

: 1 - other book “Letter

PATENTS “Protective Patents” crpatent sccess, sent om
request to inventors. Wide

experience. Personal service. Trade-marks registered.

Cc. L. PARKER Write today.

Tater Examiner ilies patcntlO fice BEELER & ROBB, 235 McGill Building, Washington, D. C.
Attorney-at-Law and Solicitor of Patents
American and foreign patents secured promptly and D ETAILS NIEUPORT WING
with special regard to the complete legal protection of 5
the invention. Handbook for inventors sent upon request. Blue Print $2.00
30 McGill Bldg. WASHINGTON, D. C. N—Care Aeronautics

bicerah opin Poe ns

t The Call Aviation Engine }

FOUR CYCLE, WATER COOLED, OPPOSED CYLINDERS
The Greatest Known Thrust per Rated Horsepower
WRITE FOR CATALOG

The Aerial Navigation Company of America
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Have never been connected with the American
Aeroplane Mfg. Co. and School of Aviation.

Af
A Vie MUL

In answering advertisements please mention this magazine.

AERONAUTICS

jally dissipated when blown onto the troops.
The inhalation of the mildest zephyr of this
bomb’s fumes is death. There are many other
possibilities in rapidly discharging troops with-
out alighting, such as would only be possible
over rough country, or into a besieged fort, ete.

TURNS TURTLE AND GOES ON,

Paul Peck is now on his way to the Army
Aviation Camp, at Augusta, Georgia, where
he will demonstrate the Gyro motor to the
officers there. On March 8, while flying at
Montgomery, Alabama, Peck shut off his
motor in the air at 1,500 feet and landed in
a plowed field. He turned turtle on account
of the skids being too short on soft ground.
With the assitance of his mechanic, he
csurned the machine right side up again,
‘ound that nothing was broken, started the
motor up and got away on plowed ground
without any difficulty.

DOMESTIC EXPORTS TOTAL $48,633
FOR 6 MONTHS

During the period July 1-Dec. 31, 1911, im-
yorts were made of 13 aeroplanes, total value
548,644 averaging $3,741. Exports of domestic
manufacture amounted to 16, of a value of
04,004, averaging $3,375 each. Two foreign
made machines were exported at a valuation of
19,755, or $4,878 each. There were still in the
varehouse (in bond) 10 foreign machines of a
otal value of $30,873.

CURTISS CATALOGUE,

To say the new catalogue of Curtiss aero-
janes and motors just issued by the Curtiss
‘eroplane Co. is the most complete yet pub-
ished in America by any ’plane maker is
earcely doing the catalogue justice. Hand-
omely illustrated, two chapters are devoted to
. history of the development of the Curtiss
nachine, to the records established or beaten
vy Curtiss flyers, to the teaching of pupils, the
port of flying, the Curtiss engine exhibitions,
ontests and the hydroaeroplane. Illustrated
"yy views of the factory, the reader is told how
he factory operates.

The standard machine, 4 cyl. 40 h.p., lists at
4500; the 8 cyl. 60 h.p., at $5000 and the 75 h.p.,
t $5500. Weight-carrying’’ machines with
wo feet bigger spread, are listed at the same
vices. The hydroaeroplanes, list at $5500 and
6000, according to whether the 60 h.p. or the
5 h.p. engine is specified.

GORDON BENNET BALLOON RACE.

A total of $7,700 is offered to competitors in
he international event in Stuttgart, Germany,
Iect. 27, in addition to part of the admission
ees. Gas, and insurance and freight from the
verman Frontier is free. Nothing is settled as
0 selecting American team.

Entries to date are as follows:

France 3

America 3

“HIRTEEN IN BENNETT AVIATION RACE

No decision has yet been made as to the site
r date of this race. It is practically settled
hat Chicago will have the race as apparently
10 other city desires to raise such a large sum
S Chicago has offered.

Switzerland 1 (Audemars)

England 2 (White and Hamel)

Holand 1 (Wynmalen)

POROMET UC, 3. (ci oe v aves te s+ )
HMEAMICE! 13 Cov. ecwese oe )
SSIS UUIN 3 Cicicee cece aes )

The Wright Company has given assurance
hat no legal action will be taken against any
Oreign competitor in this one contest.

Page 105

NEW CORPORATIONS

Richardson Paranaplane Company, of Dayton,
O.; $50,000. William J. Richardson, V. E.
Wampler, C. P. Watson,
Dawes T. Bennert.

Hydroaerocraft Corporation, Chicago, TIl.,
$500,000. Horace P. Keane, Robert Middlekauff
and Hugo S. Grosser.

Rieflin Headless Aeroplane Co., 203 State St.,
Rochester, N. Y.

Hoover-Conrow Aeroplane Co., Atlanta, Ga.,
incorporated by H. H. Hoover and J. A. Conrow
with $10,000 capital stock.

Society of Aeronautic Engineers, Phila., Pa.

General Aviation Co., formerly Clayton &
Craig aviation school, $250,000, 15 State St., Bos-
ton, Mass. A. A. Langvill, J. W. Flenniken, O.
G. Loeser and J. W. Hawes.

Ovington Aviation School of Correspondence,
Newton, $5,000; Earle L. Ovington, Joseph W.
Cromwell, Adelaide Ovington.

Aero Exhibition Company, $25,000; manufac-
turing and exhibition of aeroplanes; Arthur
Eastman, Samuel B. Weinger, O. W. Best.

FLEW OVER LAKE ERIE

Earl Sandt, an Erie, (Pa.) Curtiss-type flyer,
on Feb. 20 flew without stop across the frozen
surface of Lake Erie from Erie to Long Point,
Ont., a distance of thirty miles. On the return
trip he met with misfortune about five miles
from the American shore and was forced to
limp to the land where he telephoned his safe
return.

NEW YORK MAY HAVE MUNICIPAL AVIA-
TION FIELD

The campaign inaugurated by John E. Sloane
in New York for ‘‘isles of safety’ in city parks,
has developed into the possibility of a muni-
cipal aviation field, free to aviators and experi-
mentors, on the old Creedmoor rifle range on
Long Island, if a bill being presented by Senator
Duhamel at Albany is passed, which asks
the state to grant Creedmoor to New York
City’s Park Department.

W. L. Blocher and

COFFYN STILL FLYING ROUND NEW YORK

Frank C. Coffyn, up to March 15, has still
been flying about the harbor of New York, like
“Johnny with his camer-ah,’’ and, soft pedal,
one day he even ventured over the inhabited
portion of manhattan, that part known as
Wall Street and he hasn’t even lost his cer-
tificate. Mrs. Coffyn and Coffyn II, aged seven,
have been passengers, as well as the deputy
dock commisioner and others.

A detailed report of the receipts and expendi-
tures for the second Harvard-Boston meet at
Squantum, Mass., in August, would seem to in-
dicate grave doubts as to the possibility for a
third event of this character. The gate receipts
for the entire meet amounted to $39,220.85, to
Which must be added $11,428 received from
Nashua, Worcester and Providence for Labor
Day, and $4716.25 for concessions, making a
total of $55,365.10. The gross expenses were $66,-
587.68 leaving a deficit of $11,222.58.

The total receipts for 1910 were $128,267.17 and
expenses, $151,414.43. The attendance in 1911
was 26,808, as compared with 67,241 in 1910.
Of course, the weather had something to do
with these figures, but the result clearly indi-
eates that the public is not anxious to pay for
the privilege of witnessing that which can be
seen for nothing, albeit the free exhibit is not
quite as satisfying as that within the flying
field enclosure.

That scheme of the Rex monoplane people to
furnish parts at cost ought to take on quite
well.

Peter A. Frasse & Co., New York, Philadel-
phia and Buffalo, is the place to get all kinds of
tubing.

AERONAUTICS

CALENDAR

May 9-18 Aero Show, Grand Central Palace,
New York.

May — Hydroaeroplane Race, New York.

July — Gordon-Bennett Elimination Balloon
Race.

Oct. 27 Gordon-Bennett Balloon Race, Stutt-

gart, Germany.
Gordon-Benett Aeroplane Race.
May 18-June 23 Aero Show, Vienna.
June 29-July 7 Meet at Boston—in the air?
Mar.24-31 Hydroaeroplane Race at Monaco.
Apr. 3-14 Show at Berlin.

ARMY AVIATORS LEARN DIFFERENT
CONTROLS

The Army Wright flyers are teaching the
Army Curtiss flyers the use of the Wright flyer
eontrol; and the Army Curtiss aviators are
teaching the Army Wright aviators the Curtiss
control. Capt. Beck (Curtiss) is taking lessons
from Lieut. Arnold (Wright). Lieut. Hazel-
hurst is a new student aviator.

The leather helmets which Army aviators are
compelled to wear have proven their value.
Lieut. Kennedy was thus undoubtedly saved
from a fractured skull when he was thrown to
the ground on his head, the impact making a
hole about six inches deep. He was practising
landings for accuracy in stopping the Curtiss
aeroplane at a certain point. The wind was
behind him, and in descending at an angle
somewhat too steep, the front wheel crushed on
first contact. About 100 feet farther the ma-
chine came down again and the front wheel and
fork ploughed into the ground, stopping so sud-
denly that Lieut. Kennedy was thrown forward
about fifteen feet, striking the ground on his
head and right shoulder.

From February 11th to March 10th, rain pre-
vented much flying, although 98 flights were
made with a total of 23 hours, 14 minutes.

A new type of tent hangar has been received,

and is now in use. It was designed to fit the
Wright type aeroplanes and is made as small as
possible with the object of saving weight so
that it may be transported with facility during
military operations.

Aviator Adolph Richter of the Rex Smith
Company is at the Augusta camp and has ob-
tained permission to erect a tent hangar on the
government flying field and fly while instructing
several students.

NEW PILOTS

Josef Richter (Shneider) College Park,
Md., Dec. 27, 1911.

William Hoff (Curtiss) San Diego,
Jan. 17.

Rutherford Page (Curtiss) Los Angeles,
Cal., Feb. 28.

97 Frank M. Kennedy (Curtiss) Augusta, Ga.,

7 81
aol
* 96

Cal.,

Feb. 21, 1911.

98 W. B. Atwater (Curtiss) Domingrey, IIl.,
Feb. 21.

99 Albert Mayo (Curtiss) San Diego, Cal.,
Feb. 28.

100 Frederick A. Hoover (Curtiss) San Diego,
Cal., Feb. 28.

101 R. St. Henry (Curtiss) Los Angeles, Cal.,
Feb. 28.

102 J. L. Callan (Curtiss) San Diego,
Feb. 28.

y+ Subject to approval of foreign clubs.
* Deceased.

AT BEATTY’S SCHOOL

George W. Beatty has been busy right along
with twelve pupils at his Wright school at Nas-
sau Boulevard—all winter, despite cold and
snow.

Cal.,

I find ADRONAUTICS @ very interesting and in-
structive magazine, and will evidently recommend
it to every person interested therewith.|FRANK
THALMAN.

Page 106

March, 1913

IN MEMORIAM . ‘

Pau, France, March 13.—Lieut. Henri Paul

Seveille was killed. 7

Etampes, France, Nov. 10.—Suzanne Bernard

was killed in flying for her pilot certificate, “ in
a sharp turn to right.”

Pau, France, Feb. 23.—Lt. Ducouryneau was
killed due “to breaking of propeller’ of his
monoplane.

Juvisy, Jan. 20.—Alfred Wagner, a youth of
21, student at a school, slid sideways to the
ground in making a figure eight for his pilo
certificate and was instantly killed.

THE THOMAS SCHOOL OF AVIATION

During the months of January, February an
March, great activity has been shown at th
Thomas School at Bath, N. Y., where flying h
been carried on all winter, with Walter BH.
Johnson as instructor, on the ice of Lake Salu
bria. This lake is an ideal place to carry @
school work, as has been proved during the win
ters of 1910-11 and 1911-12.

The ice is now twenty-seven inches thick, an
the greatest fall of snow at Bath since traini
commenced has not exceeded six inches. T
lake freezes up earlier than any lake of its siz
in the State, and so gives pupils an excellen
opportunity to learn to fly during those mont
when little flying is done elsewhere.

The pupils have made rapid and substantia
progress since training commenced, and some
of them show signs of becoming star fliers this
summer. Earl Beers, in particular, has made
exceptionally rapid strides and has taken to fly
ing like a duck to water.

The machine used for training purposes is &
Model 10 B, fitted with dual control and equip
ped with a 50 horse-power Kirkham moto
Frequently two passengers are carried, and 4
pupils are taught up in the air with the pilot.

Over a thousand flights have been made by
pupils since the school opened in January. Th
only adjustment to the machine required dur
ing this time was the tightening of a few wire
which had stretched under normal working con
ditions. No further adjustments to the plane 0
the motor were necessary, which is sufficien™
proof of the efficiency and thorough method 0
training and the high standard of excellen
of the aeroplane. Thomas Bros. write: ‘Th
motor has set a pace which it will take man
facturers a long time to equal. In point of 0j
and fuel economy, these motors have not a
equal in this country; and the motor can be de
pended upon to give its rated horse-powe
seven days out of the week.”

Classes are now being forméd which will ex
tend through the summer months, and flyin
lessons will be conducted in the same efficien
manner as in the past.

PROSPECTS BRIGHT FOR SUMMER

Harry B. Wise has returned from a transcon
tinental trip in the interests of the Sloane Aero
plane Co. and reports business looking upwar
all over the country, after taking the variou)
aviation centres such as Los Angeles, S@#
Francisco, Chicago and even St. Louis. =
Charavay propeller agency was established wit
the Eames Tricycle Co. in Frisco and anothe
in Chicago.

NO AEROPLANE MAIL ROUTE

The estimate for $50,000 for aeronautic e

periments in the Post Office has been knocke

out by the Committee when the bill was re

ported on March 6. There seems to be nobod

interested and the item will probably not b
put back.

The Standard Aviation School of Chicag
lately acquired, for its Superintenden
Francois Raiche, formerly of Mineola, L. I
to instruct the pupils of the school, at th
field at Clearing.

FRONAUTICS March, 1912

Aeroplane Motors & Equipment Co.

1780 Broadway = NEW YORK Tel. Col. 1335
AGENTS FOR

NOME

50° HP. 70 H.P. 100 H.P. 140 H.P.

IN STOCK
AT _NEW_ YORK

NOTE: We carry in stock, at the service of our

customers a complete line of spare parts

WHAT OUR CUSTOMERS SAY:

Howr-- LINN PRES ARTHUR ORR VICE-PRES W.ScorTt LINN SeEc’y 4 Treas

NATIONAL AEROPLANE COMPANY

OPERATING THE

MANUFACTURERS OF

AGEN oR
a esente oes NATIONAL SCHOOL OF AVIATION mpg es URES SRDEE
TURNBUCKLES. TE LOTH Caate, Etc
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EuAbels Phowe Calumet 2004 Exnipit

Galveston, Tex. March end, '12.
CHICAGO, ILL,.

Ae-op..liotors & Equipment Co.,
1780 Broadway, New York City, N.Y.

Gent lemen: --

We are inireceipt of your telegram of Feb, 23rd, stating
that you were expresgine our order of .the day before for Gnome parts-
We wish to appreciate and congratulate you upon this service which
4s the most efficient we have received from any source since we have
“been in the aeroplane business. Furthermore, we do not know of any
other concern in this country that could have filled the order at all.
We wired you another order last night and trust that it will receive
the same attention.

As requested we gave you the address of our Paris representative
the extent of his purchases will be controlled by his own judgement.
and we would appreciate the cooperation of your Paris office.

|
Very “ruly Yours,

Not Contidencial.

| In answering advertisements please mention this magazine.

AERONAUTICS

SPPCOSCOCPCSCPCSOOCPSSSOOOO4

Felix Bischoff Steel Works
$

DUISBURG, GERMANY.
The VITAL part of a Motor is the

SOOO OOCS

Our HIGH GRADE CRANKSHAFTS
are made from our Special CHROME -
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has an elastic limit of 135-150,000 Ibs. per sq.
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your motor and you need never fear a
broken crankshaft.

We are the MAKERS of the Steel, and
our aim is to produce the BEST.

We furnish crankshafts drop-forged or
finished complete to the most prominent
manufacturers in Europe.

Our Die Cost is Very Low.

We can quote f.o.b. your city, free of duty.

Send blue prints and all enquiries to
our representative

ot A. ELLIOTT, cmasestic eros.) DETROIT, MICH,

AERONAUTICS

The Leading British
Monthly Journal Devot-
ed to the Technique and

Industry of Aeronautics.
(FOUNDED 1907)
Yearly Subscription One Dollar, Post Free
Note:-— A specimen copy will be mailed

free on receipt of 10 cents.
HEAD OFFICE:
3 London Wall Buildings, London, England
American Office: 250 West 54th Street, New York

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Ball bearing or bronze bushing hubs.
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We can also furnish, on short notice, wheels of any dimensions.

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IN STOCK OR TO ORDER
EL ARCO RADIATOR CO.

In answering adv BPiee ents please mention this magazine.

March, 1912

DETROIT ARO POWER PLANT

compcete $300 reany To RUN

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PLATED
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MAGNALIUM

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AERONAUTICS

Page 107

March, 1912

Bibliography of the World’s Journals

Dewees ee ITH this issue we inaugurate

PANS a department of biblio-

graphy, wherein each month

= s will be listed leading ar-

ticles of interest in all the

1) 1) aero magazines in the

SOISAISAISAIS world. In this department,

Sees also, will be printed notices

of new books, as has been
our custom.

'To those seeking the
greatest amount of data on
any particular subject, this innovation will
be well nigh priceless, as the whole art
is spread beore them, month by month.
Following is an incomplete list of publica-
tions devoted in whole or in part to aero-
nautics, with the short titles oposite which
will be used to simplify search. This list
will be added to as articles appear, but it
WILL NOT be printed every issue.

FRENCH

lV Aero—LAO
? Aerophile — LAE
L’ Aero-Mechanique — LAM
LL’ Aerostation — LAS
La Revue Aerienne — LRA
La Technique Aeronautique — TECH

‘Revue Juridique Int. de la Locomotion-
Aerienne — JUR
GERMAN
Zeitschrift fur Flugtechnik und Motorluft-

schiffahrt — ZF
Fachzeitung fur Flugtechnik — FLUGT
Flugsport — FLUGS
Oesterreichische Flug-Zeitschrift — F-ZEIT
Luftschiffer-Zeitung — LZ
Deutsche Luftfahrer Zeitschrift — ZEITLUFT
Die Luftflotte — FLOT
Motorwagen—W AGEN

BRITISH
Flight — FLT
Aero — BAO
The Aeroplane — PLANE
Aeronautical Journal — AERJ
Aeronautics — BAHKRON

MEXICAN

Boletin de Ingenieros—ING
UNITED | STATES

Aircraft — AIR

Fly — FLY

Aero — AER

1. AERODYNAMICS, experiments of LHiffel—

Lae, Feb. 15; Tech, Feb. 1; Flugs, Feb. 14;

2, AERODYNAMICS, resistance of surfaces—
Zeitluft, Feb. 21.

3. ALTITUDE, influence of—Lae, Feb. 1.

4, ALBATROSS, military biplane—Flugs, Jan.
17; Flugt, Feb. 11.

BD ANTOINETTH—Lae, Jan. 15.

3. ASTRA tri plane—Lae, Feb. 15.

7. BALLOONS, varnished—Fly, Mar.

3. BLACKBURN mono, steel—Baeron, Jan.

), BOMB-DROPPING, Scott device—Lae, Feb.

ab:
Similar to
“Aeronautics.”
BOMB-DROPPING, design and sighting—
1MleS Aha sera
10. CONSTRUCTION—Lae, Feb. 1.
of Spars—F-Zeit, Jan. 25.
l1. DEPERDUSIN m., racer—Flt, Feb. 10.
2. EFFICIENCY of ‘aeroplanes, skin friction
resistance, ete.—FIt, Jan. 6.

previous deseription in

138. ENGINES, for models—FIt, Jan. 13.
14. HANRIOT- PAGNY mono—Lae, Feb. 1.
15. LANDING, methods of at high speed—Lae,
Jan. 15:
16. LAW, French Decree—Air, Mar.; OUT
published monthly on laws of the air.
lf MILITARY, The Fourth Arm—Lae Feb. 15.
Value of New Zeppelin—F- Zeit,
Feb. 10.
Requirements and Formation—
Plane, Feb. 8.

ce British Army Competition—
Baeron, Jan.

My The Military Aeroplane—Bae-
ron, Jan.

ve French Programme—Baeron,
Feb.; Flugs, Jan. 4.

“ Military Aviation—Ing., Vol. II,
NOs 5:

Se French Army Competition—Zf,
Jan. 13.

“e

Organization—Lae, Feb. 15.

18. MORANE-SAULNIER m., racer—FIlt, Feb.
3.

19. MOTORS, in Paris Show—Flugs,

20. NAVAL, Aeroplanes _ for

Jan. 4.
Men-of-war—

Baeron, Jan.
rae Marine Aviation—Plane, Feb. 15.
21. NAVIGATION, Instruments, maps, etc., for
aeroplanes—Flugs. Jan.
31.
st Maps,—Zeitluft, Feb. 21.
es Use of Compass, etc.—FIt,
Feb. 24.
22. OMNIBUS AEROPLANES — Plane. Feb.
13}.

23. OTTO mono—Zeitluft, Jan. 24.
24. ORNITHOPTERS—Fly, Mar.
25. POWER, Distribution of consumption and
losses in flight—F lt, Jan. 13
26. PARIS SHOW—Baeron, Feb.;
Mite edan., (65.8820, Janis
Lae, Jan. 15; Flugs, Jan.
2 EMG tea, clos
PROPELLERS, Operation of in side wind—
FK-Zeit, Jan. 10.
Theories and Methods of
Design and Testing—
Wagen, Feb. 15; Jan. 15;
LE lise an Geet
a Method of Construction—
Flugs, Feb. 14.
28. RENAULT motor—Aer, Mar. 2.
29. SOMMER steel bi.—FIt, Jan. 27.
30. STABILITY, Propellers as Disturbers of—
Baeron, Jan. and Feb.
gs Longitudinal in Gusts—Bae-

Flot, Feb.;

bo
“I

“cc

ron, Feb.

<e Automatic, Doutre system—
Lae, Feb. 1.

es Longitudinal—Tech., Jan. 1
and 15; Flt, Feb. 10.

se Bronislawski device — Lae,
Jan. 5:

31. SPEED, Eteve indicator and considerations
of—Tech, Jan. 1.

32. SOARING or gliding flight—FIt, Feb. 3, 10,
and 17; Lae, Jan. 15; Flot, Jan; Boa, Jan.

33. STRESSES on aer euibece in gliding flight,
with notes on death of Oxley—Baeron Jan.

34. TATIN-PAULHAN mono—Lae, Feb. 1;
Flugt, Feb. 25; Flt, Feb. 17.

35. TESTING aeroplane structures—Bao, Jan.

36. TURNING, Theory of—Lae, Feb. 1.

Forees in—Tech, Jan. 15.

37. VIKING bi.—FIt, Jan. 20.

38. WOOD as aeroplane timber—Baeron, Jan.
and Feb.

39. WINGS, form of from stability point of
view—Tech, Feb. 1.

I cannot describe how your magazine will enable
any amateur of aeronautics to improve himself.
My appreciation is indescribable-—ANASTAS BASSIS.

AERONAUTICS

MODEL CLUB NEWS.

YEN YEN YSN YSN YS BE Central Ye M: C7 AS Boys?
KRIS. aAGrG Club of Philadelphia is
iw, wy certainly progressing rapidly

: Already the club has held five
open air meets and on Friday,
March 8th, they had the pleas-
ure of hearing a lecture on
large and small aeroplanes by
Francis J. C. Ferris and Percy
Pierce.

Efanrtford, Conn:y Yo Meio As
boys have organized a Model
Aero Club under the supervi-
sion of W. W. Leonard.

The Philadelphia Model Aero
Club has been formed for the purpose of stimu-
lating interest in aviation through model making
and flying. The officers are as follows:—Percy
Pierce, President; Oliver M. Prentice, Vice-
President; D. Earle Dunlap, Secretary; D. H.
Simmerman, Treasurer. Already the club has
twelve members.

CONTESTS.

Philadelphia, Pa., Feb. 17.—At the model con-
test held at Fairmount Park under the auspices
of the Central Y. M. C. A. Boys’ Aero Club, W.
P. Lanagon, of Oreland, Pa., won first place in
the club event, with 21 feet 11 inches; Herbert
Smith came second and Richard Gordon third.
In the second event for outsiders, Percy Pierce
came first, winning a medal offered by the club
with a flight of 537 feet 11 inches against a
strong wind.

North Hudson, N. J., Feb. 18.—

Three members of the North Hudson Junior

Aero Club tried out their models at the Gutten-

berg Race Track and Clifford Keely’s model was

there ‘‘with the goods,’’ so as to speak, by flying

520 feet, Oliver Habermann’s, 416 feet and Ed-
ward Krug’s, 493 feet.

San Francisco, Cal., Feb. 18.—Dudley Brown
and G. R. Robinson of the Polytechnic Aero Club
made a Pacific Coast record by flying their
model 699 feet. The former record of 530 feet
was held by R. Montagne of the Oakland
Amateur Aero Club.

Newark, N. J., Feb. 19.—At the contest held at
Weequahic Park under the auspices of the New
Jersey Model Aero Club, Egbert P. Lott took the
honors for distance by flying his model 682 feet
4 inches. Francis Walton, Jr., probably one of
the youngest fiyers of to-day, won the duration
event. The system of points employed was 100
for first, 50 for second and 25 for third. In this
meet Lott and Walton were tied, one winning
first in distance and third in duration, and the
other, first in duration and third in distance.

Chicago, Ill., March 6.—At the contest held at
the Auditorium under the auspices of The Aero
Club of Dllinois, the following boys were victori-
ous:—Arthur Nealy of the Hyde Park High
School made 90 feet, hitting the further wall,
and would have probably gone 150 feet or more
but for the wall interference. Harry Wells of
the Lake High School Aero Club came second
with 73 feet, and Lawrence Harper of the Calu-
met High School was third with 71 feet. The
meet proved a success in every way, and in all
probability another will be held very soon. The
entries numbered over 50.

Philadelphia, Pa., March 9.—At the contest of
the Central Y. M. C. A. Boys’ Aero Club,
Richard Gordon carried off first honors by flying
his model 72 feet. Herbert Smith came second
with 56 feet. Considerable improvement was
made over the last contest. In the open event
Percy Pierce won the medal for first place by
flying 1063 feet, 6 inches, describing three large
circles during the flight. H. G. Oakley of Glou-
cester City, N. J., came second with 299 feet.

New York, March 10.—At the contest of the
New York Model Aero Club held at Van Cort-
landt Park the following splendid results were

Page 108

March, 1912

shown:—Stuart Easter, first, witn 1743 feet,
winning the gold medal offered by Mr. Francis
A. Collins. Second, Cecil Peoli, with 1609 feet.
The flight made by Easter puts him in second.
The three U. S. winners now rank officially as
follows:—Perecy Pierce, 1,814%4 feet, Stuart
Easter, 1,743 feet, and Cecil Peoli, 1,691% feet.

Brooklyn, N. Y., March 10.—The Cypress Hills
Model Aero Club held another meet and John
McMahon came in first with a flight of 1,585
feet, winning a bronze medal offered by the
Aeronautical Bureau. George A. Page, Jr., was
second with 1,436 feet.

Model Flying in Japan
(Continued from page 87)

shaft is made of No. 15 steel wire, and a
small hole is drilled in it. Another small
wire is put through the boss and this hole
to keep the propeller tight on the shaft as
shown. A keel surface runs the half length
of the body to retain the directional sta-
bility. The rear portion of the keel makes
rudder.

By my experience, I have abandoned the
feet or chassis which are only the source of
propeller breakage; so the keel surface ‘is
kept in its position by two elastic bands to
avoid its damage on landing.

The angles of the large plane and smali
one are 4° and 7° respectively.

The February number just reached me to-day
and I found it so interesting I could not let go
of it till I had read it through.—H. H. FISHER.

OOOO

THOMAS
AEROPLANES

The kind that
Have been TRIED,
Always FLY,
And give the LEAST TROUBLE.

So
==

Our winter flying classes will be completed on
March 15th, 1912. Classes for Summer Tuition
NOW forming.

Write for full particulars!

cee

THOMAS BROTHERS

| BATH, N. Y.

SR

EURO

POTOSI NAO IAAI

|
|

eS CN OTe

Ee 1912

Oe oFe fe oho ofe fo ofoofe co nfooge ofecfeofoofooh she oho fo cfoofe oho oe ofe fondo ofe oho fe of ofe fe oho of ofa oo ofe efoak fe ofs fs ole ofe ofe ole ofe ofeofeofe ofe ofe ofe ofa ofe ofe fo ofe ofecfe

LNCROIX AUTON Gp
Vy PTO Bie aidiw ayy Le
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AERONAUTICS

Page 109

March, 1912

Questions and Answers
Edited by M. B. SELLERS and HUGO C. GIBSON

LIFT PER SQUARE FOOT AT 50 MILES

To the Editor:

What is the lift per square foot at 40 mi. p. h.
against a 10 mi. wind? What is the breaking
strain of ribs and spars?

H. C. C., Gainesville.

ANS: Pressure on a plane normal to
wind is .0033SV2; and for 50 mi. p. h.,
relative speed, pressure would be 8% lbs.
The maximum pressure on _ inclined
square* planes is at 38°, and equals
about 12 lbs. per sq. ft., according to
Hiffel. We have no data on breaking
strain of ribs and spars. It would all de-
pend on the construction. You could test
these yourself.

*The pressure on a square plane inclined
at 38° is, as stated above, greater than that
on the same plane placed normal to the wind,
but this value is only true for a square plane.
The question does not state shape of plane
nor angle of attack—merely wants maximum
pressure.—Editor.

LIFT AND DRIFT OF NIEUPORT

To the Editor:—

I take the liberty of writing you as I think
you have the best aero magazine in the U. S.
and thought you could help me. I have a Bleriot
which has flown but the wings do not seem to
have the lift they should have and I am trying
to get information on different types of wings
before buying blueprints. I would like to know
the amount of lift to drift and center of pres-
sure of the Nieuport at an angle of incident
of 5 or 6 degrees, 50 h. p. type: W. Norwalk.

ANS: Approximately at 45 mi. per hr.
and 6°, lift would equal 530 Ilbs.; drift,

New

MODEL FLYING MACHINES. Their Design
and Construction, by W. G. Aston. Paper, 154
pp., abundantly illustrated. Published at 30c.
by Iliffe Sons, Ltd., 20, Tudor St., London, E. C.,
England. Mr. Aston’s book will be found of
very practical value to the model builder. It is
complete with every possible detail of construc-
tion of models, their power, equipment and de-
sign. The subjects are as follows: General
Principles and Their Application, Power, Sup-
porting Surfaces, Screws, Tails and Elevators,
Design, Self-Launching Models, Model Dirigi-
bles, Model Helicopters, Ornithopters, Winding
Apparatus for Elastic Motors, A Compressed
Air Motor. ‘

AHRONAUTISCHE METEOROLOGIE, I. by
Dr. Franz Linke, small 8vo., cloth, 133 pp. with
tables and illustrations. Published by Franz
Benjamin Auffarth, at Frankfurt, a. Germany,
eaielVT ico

AHRONAUTISCHE METEROLOGIE, II. by
Dr. Franz Linke, small S8vo., cloth pp. with
many photographs and diagrams. Published
by Franz B. Auffarth at Frankfurt, a. Germany,
at M. 350.

CHEMIE DER GASE, by Dr. Fr. Brahmer,
small 8vo., cloth, 145 pp. fully illustrated with
photographs and diagrams. Published by Franz
B. Auffarth, Frankfurt, a., Germany, at M. 4.

DER MASCHINENFLUG, by Josef Hoffman,
small 8vo., cloth, 232 pages, fully illustrated.
Published by Franz B. Auffarth, Frankfurt, a.
Germany. Price M. 6.

A COMPENDIUM OF AVIATION AND
AEROSTATION, by Lieut., Col. H. Hoernes, with
a preface by J. H. Ledeboer, B. A. 54 illustra-
tions, 16mo, cloth, $1.00 net, J. B. Lippincott
Go, Phila; Pa.

62 lbs., and varies as V2. We can not give
c. of p. for the Nieuport wing but on
Wright wing at about 6°=36% from front
edge.

WHAT IS IDEAL RIB

To the Editor:

I hope it will not trouble you too much to an-
swer the following: (1) What do you consider
an ideal rib for a racing biplane? (2) For a pas-
senger biplane? (3) For an all around biplane?
(4) What kind of a rib are inventors striving

after? Is it, for instance, a rib with a vacuum
on top and a heavy pressure underneath or
what? (5) For experimental work are towed

gliders better than flying models?
D5 Ms Chicago, Tl:

ANS.—Answering your questions in
part: We have formed no opinion as to
an ideal rib for a biplane. The shape
would depend on a variety of conditions
besides the speed. The Wright rib seems
from actual performance to be very good,
especially for an all around machine. The
object of designing a wing shape is, to ob-
tain a fair amount of lift with as little
drift (or propeller thrust) as possible. This
seems to be obtained by producing a pres-
sure beneath the wing and a depression
above it, with as little disturbance of the
air as possible. Any device for producing
a vacuum by greatly disturbing the air,
or any attempt to produce a considerable
vacuum, is likely to be productive of ex-
cessive drift, and hence insufficient. Both
flying models and towed gliders serve a
useful purpose in experimental work,

Books

This compact little volume treating of bal-
loons, dirigibles and flying machines, is intended
for the use of the general reader as well as the
professional aviator. It is written in a popular
style and treats in an exhaustive manner the
scientific development of aviation, explaining
the whys and wherefores of different kinds of
flying machines. It is also a complete history
of the art of flying from the earliest days of
ballooning to the present day of aeroplanes.

From a perusal of this book the beginner can
quickly arrive at a practical working knowledge
of present day flying machines and the prin-
ciples on which they are based. It also con-
tains definitions of all the different terms used.

The expert will find this a handy book for
quick reference.

WASSER FLUGMASCHINEN, by Oskar
Ursinus, C. I., published at 1 Mk. 50, by Flug-
sport, Bahnhofplatz 8, Frankfurt a/M, Ger-
many. This is a most interesting pamphlet of
32 pages devoted solely to the hydroaeroplane.
All the machines that have been successful
thus far are described and illustrated. Several
are described of which little is known. To
those who can read German, this will be found
well worth reading.

A. Brache is editing a new aer nautic review,
“L’aviation industrielle et Commerciale,’’ which
is to cover the sporting as well as the technical
side of aeronautics. The subscription price will
be fixed at the low price of 2 fr. 25 centimes per
year. The journal is illustrated, and also gives
general articles, the news of the month, ex-
tracts of reviews, certificates won, books. A
sample copy will be sent abroad for 25 centimes.
Address A. Brache, care ‘“‘Revue Nephologique,’’
Chemin de Saint-Denis, II, Casteau, France.

AERONAUTICS

a | os

March,

1942

U. S. Patents Granted

Copies of any of these patents may be secured
by sending five cents in coin to the Com-
missioner of Patents, Washington, D. C.

the crop of
even ques-
than de-

in these enlightened days,
absolutely worthless, or
increases rather

Even
patents on
tionable devices
creases.

It would take an entire issue of the magazine
to abstract in a full and clear manner the claims
of the majority of the patents issued. In a
great many cases it is even impossible to give
in a few lines what sort of an apparatus the
patent relates to. In most instances we have
used merely the word “aeroplane,” or ‘‘helicop-
ter’ if such it is. Where it is impossible to
indicate the class, even in which the patent be-
longs, without printing the whole patent, we
have used the word ‘“‘flying machine.”’ ;

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

Editor.

Seattle, Wash.,
1912, AEROPLANE.

Mount Pleasant, Pa.,
Releasing mechanism

idan (Ch ae AWS
AOL T33, Heb: 20;
Albin F. Kraftsik,
LOMO, ebaa 20h. a9N2:
for PARACHUTHE.
Richard G. V. Mytton,

Bliesath,

Deceased, By Donald

Barker, Executor, Los Angeles, Cal., 1,017,989,
Feb. 20, 1912. SURFACES designed for inherent
stability.

Orson L. Pickard, Columbus, Ohio, 1,017,998,
Feb. 20, 1912. PARACHUTE ATTACHMENT
for aeroplanes.

Olof Helsing, Sandhem, Sweden, 1,018,190,
Feb. 20, lylz. EQUILIBRIUM device by tilt-
ing wings.

Felix Michau, Paris, France, 1,018,205, Feb.

20, 1912. FLYING MACHINE with beating and
rotating wings.

Thomas Lough White, New York, N. Y.,
1,018,400, Feb. 20, 1912. STABILIZING means

the suction in Ven-
of flight,

for aeroplanes actuated by
ture tubes disposed axially in the line
or transversely.

c Aero

aviator, licensed by
experienced instruc-
engagements. Can
Curtiss machines.
America. Address
New York City.

AVIATOR—Well known
the Aero Club of France;
tor and mechanic, seeks
handle Bleriot, carman and
Made numerous flignts in
I. Semeniouk, 121 W. 97th St.,

PROPELLERS, made
thrust. When we know
bore, stroke and R. P. M.,
propeller Which will give
guarantee it.
Hoover-Conrow

increase your
motor,
you a
and

to order,
the make of
we can make
you more thrust,
Atlanta,

Aeroplane Co. Georgia.

BLUE PRINTS, 40 sq. ft. giving every working

detail of machine, together with instructions in
building and flying. 3y mail $5.00.
Aviators Exchange, 58 W. Washington St.,

Chicago, Ill.

Orravill L. Dunton, North Adams, Mass.,
1,018,413, Feb. 27, 1912. AEROPLANE in which
wings may

swing horizontally to front or rear,

tail planes deflected vertically in unison, with
controlling means.

William John Hastings Beach, Wellington,
New Zealand, 1,018,474, Feb. 27, 1912. AERO-
PLANE, tandem type, propeller for each plane,

ailerons at wing-ends and rear edges.

William Howell Walters, Broad Haven, Eng-
land, 1,018,645, Feb. 1912. Apparatus for
TEACHING the art of flying, applicabre also for

27,

amusement purposes. Means for rocking a seat
to destroy equilibrium, means for restoring
same, producing artifical air currents, illusion

of passing scenery.

Clarence A. Barber, Des Moines, Iowa, 1, 019.-
014, Mar. 5, 1912. Parachute attachment for fiy-
ing-machines.

Charles Morgan, Olmstead, Pasadena, Cal.,
1,019,078... Mar. 5, 1912. Propeller.
Charles I. Matson, Chicago, IIl., 1,019,168. Mar.

pee OHiDe
surfaces.

Louis M. Nelson, Penningtton, N. J., 1,019,271.
Mar. 5, 1912. Parachute, to be attached col-
lapsed to aviator or machine, with means for
distending the parachute.

*Hdouard Surcouf, Billancourt, France, 1,019,-
283. Mar. 5, 1912. Propulsion of aircraft, con-
sisting of two distinct propelling groups, two
distinct engines, with mechanicism to use either
set, or parts of either set in combination.

Robert Cooke Sayer, Redland, Bristol, England,
1,019,368. Mar. 5, 1912. Airship body, with
central vacuum and walls composed of chambers
containing gas under pressure to resist the
pressure of the air on the outside.

*Jean Jacques Bourecart, Kolmar,
1,019,418. Mar. 5, 1912. Framing system;
triangular members with apices together.

PATENT IN GERMANY TO WRIGHTS

A German patent 240,782 has been granted
Orville and Wilbur Wright on the warping ele-
vator, similar to the well known _ previous
patents.

eMart

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four

with some one who will invest in most bird-
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Address: Ernst Ebbinghaus, 316 East 98rd
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30-40 or
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Address B. C., Box 652, Tiburon,

SUPPLIES wHlLeE THEY LAST

All woodwork of spruce and varnished

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AERONAUTICS March, 1912

-- Do You Want To Go -:-

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By special ar-
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Address

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AERONAUTICS

March, 191Z

Points of Actual MAXIMOTOR Superiority

Every one of them
vitally important to the
aviator's security.

Get the list. Check them over,

You'll find every advanta-

geous feature to be found on
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and many more on _ the

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has been the governing
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_. Inthe Bs
FLYING

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In the
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No engine is bet-
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continuous high speeds,
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up. The flights stopped in
mid-air by "burnt" bear-
ings prove it. ALL bear-
inf trouble is eliminated
= the MAXIMOTOR’S
ss nk-shaft ball bearings
which last as
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1S Ae

con-

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short, it is an ideal avi-
ation motor,"
—Prominent Lawrence,
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Electrical Engineer who
flies the 40-50

Maximotor.

se

Tf yow ll give the details of your plane we'll be
glad to advise you on the power plant question

| CISION CIANERS Dept. 3
DETROIT

{OOOO OOOO OOOO OOOO OOOO OO

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We have the largest equipment in Central United States.
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References: Illinois State Trust Co. Bank, East. St. Louis, IIl.

Citizens National Bank, Kirksville, Mo.

Address
SPARLING-CRAIG AVIATION SCHOO
EAS. St. LOUIS LEE.

FOOT IIIT TID DIO ODIO III IOI IIIT AID DTI DAA AOA IK

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If you can fly write us, if not, let us

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AERONAUTICS

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To owners of REX MONOPLANES
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at COST PRICE

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Pe

March,

1912

Aeronautical Motors
and Propellers

6 Cylinders 60 H. P.
4 Cylinders 40 H. P.
4 Cycle, water-cooled
Weight com »lete 200 and 285 pounds.

Positive lubrications for any length of time.

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Valves instantly removable.

No push rods—No rocker arms.

All gears enclosed.

Mea Magneto.

Exhaust valve lifters allowing motor to coast
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Muffler furnished if desired.

Can be throttled to 800 R. P.M.

Long Life and Reliable Service

SEND FOR CATALOG 200-B

B. F. STURTEVANT CO.
HYDE PARK, BOSTON, MASS.

Offices in all chief Cities

AERONAUTICS March, 1912

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70 per cent. of the Aviators competing in Oakland’s Aviation Meet used
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The predominance of HALL-SCOTT equipment at both of these meets,
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AERONAUTICS | April, 1912

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KIRKHAM AVIATION MOTORS
1912 MODELS

Model B-6, 50 H.P., Weight, 235 Ibs.

IMMEDIATE DELIVERY

Model B-4, = 35 H.P., - Weight, 185 lbs.
Model B-6, - 50H.P., - Weight, 235 lbs.
Model B-G-6,_ - 70 H.P., - Weight, 255 Ibs.
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KIRKHAM Motors are used and endorsed by Thomas Bros.; Rex
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and are acknowledged to be the Best American Motor, regardless of
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When you buy that new motor it is for your interest to investigate
thoroughly before you buy any motor. There is a reason why the
KIRKHAM has become so popular with those who know and buy on
merit only.

INVESTIGATE

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AERONAUTIC April, 1912

Warranted Superior

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PATENTED MARCH 14, 1911; JULY 25, 1911; OCTOBER 17, 1911: OTHERS PENDING

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First.—Protection against faulty design, workmanship or construction and against guesswork in lieu of
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@ Hydro-aeroplanes used exclusively. You can learn without delay. The Burgess factory
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>

One Million

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AERONAUTICS

Page |11

April, 1912

Safety in Flight

BY THE USE OF SUITABLE NAVIGATING INSTRUMENTS

An Abstract from the Paper Read Before the Aeronautical Society, March 21
By CAPTAIN W. IRVING CHAMBERS, U.S.N.

PROMS NASMUCH as the sustenta-

= tion of an aeroplane in
1) flight and the control of its
SS equilibrium depends mainly
= upon the control of its
speed, the most important
factor of safety in flight is
good airmanship, by which
the control of speed is as-
sured.

Many aviators are flying
without the use of speed
indicators; or other efficient scientific in-
struments, to warn them when they are in
danger, and it is probable that many skill-
ful airmen who now depend entirely upon
the senses, of hearing and touch, to warn
them of danger would be able to fly in safe:
ty, during weather that they are now too
prudent to fly in, if it were common prac-
tice to use practical and dependable
navigating instruments to guide them.

A prudent pilot will endeavor to elim-
inate as far as possible all the elements of
uncertainty in the behavior of his machine
and wiil avoid overtaxing his physical
powers, or depending upon them exclusively,
to correct any errors he may make during
flight. By the use of suitable instruments
and mechanical aids he will dispel, as far
as practicable, all uncertainty concerning
the speed and the progress. In this way he
will carefully avoid overstraining any part
and will have confidence in his ability to
conduct the machine in safety at all times
when flight is possible.

It is apparent from French efforts that
their leaders in aviation are seeking to im-
prove safety in flight by a more extensive
use of scientific instruments for guidance
and of automatic mechanical aids for as-
sistance in the control of equilibrium.

A very notable effort in this direction is
that of Captain Etévé. whose speed indica-
tor has been found very efficient in numer-
cus flights during six months of experi-
mentation, in several different machines,
during various kinds of weather, through
out a distance of more than 6,250 miles,
always with a passenger on board to note
and record the working of the indicator.

He affirms that more than four-fifths of
aeroplane accidents are due either to loss
or to excess of speed, that it is often im-
possible for the best pilots to account for
the variations of speed experienced during
the flight of an aeroplane, and that the
equilibrium of an aeroplane varies in such
an uncertain manner that in still air it
often swerves from unsuspected causes.

There are two important limits to the
speed of an aeroplane, (1) a high speed
which it is not prudent to exceed for fear of
rupturing the planes, and (2) a low speed,
below which the control system will not
work to restore equilibrium.

A. prudent pilot will always aim to main-
tain the speed between these two -critical
limits and will keep away from each ex-
treme sufficiently to avoid being thrown be-
yond either in times of unexpected danger,
When the air is disturbed and wind varia-
ble, the aerial billows alternately oppose or
follow the machine or strike it at varying
angles, under which circumstances the
limits of critical speed approach each other.
In other words, the range in which the
speed may safely vary diminishes as the
waves increase either in violence or ex-
centricity.

During a flight, with the motor running
in a normal way, to each increment of
speed there corresponds a certain angle of
inclination which is the most efficient for
that speed, but it is certain that no danger
is risked when the speed oscillates in a
sector of which the extreme sides corres-
pond to the critical speeds. The angle or
eap of this sector is usually ample and when
the air is calm it is easy to keep the speed
of the aeroplane within the sector of safety.
But when the air is disturbed, the flight
becomes more difficult as the amplitude of
the sector diminishes.

Also, when the motive power suddenly
varies, the angle of the sector diminishes
proportionately. The pilot must then ex-
ecute a quick maneuver to bring the speed
within the more restricted sector of safety,
he must be quick to act in case of weakness
of the motor and incline the aeroplane to
the angle which appears best to maintain
equilibrium. Experienced aviators readily
feel the position of the machine’s equili-
brium, but inexperienced aviators are apt to
risk their lives in forcing an ascent at start-
ing, or even during a flight, with a motor
which works badly. Also, in checking the
descent, during a “vol plane,” they some-
times loose their speed and capsize or drop.

The speed indicator was designed to afford
4 clear ocular view of the variations in speed
and to enable the pilot, in a systematic man-
ner, to Maintain the speed always within
ihe sector of safety and under the best con-
trol to suit the various conditions that are
met in flight.

A closer study of Captain Etévé’s speed
indicator will show that by a little modifi-

AERONAUTICS

cation and a moderate increase in weight a
stabilizing instrument may be _ designed
that will be automatic, semi-automatic or
neutral, at will; and, in view of the good
results so far attained with it, that better
results may be anticipated by making it
conform to the principles which govern the
Doutré automatic stabilizer.

Lieutenant Saunier, in his report of ex-
periences with the Doutré Stablizer, (See
AERONAUTICS for October 1911) in May
1911, was particularly impressed by the in-
tuitive action of the accelerating weights
which responded invariably before there was
any necessity for movement of the con-
trol lever apparent to the sense of an ex-
perienced pilot. In his opinion this in-
dicated an intuitive sense, in advance of
that of the aviator, of conditions requir:
ing the use of the control lever, in such
a way that the instrument anticipates a
loss of equilibrium and corrects it in time
to avoid excessive use of the ailerons:
whereas the operation of the lever by the
hands of ia skillful pilot always occurs after
the perturbation and often after a danger-
ous loss of equilibrium.

In the Doutré device, when
+ and acceleration —, or when pressure
is — and acceleration +, the accelerator
opposes or modifies the action of speed pres-
sure.

When the pressure is + and acceleration
+, or when pressure is — and acceleration
—, the accelerator accentuates the action
of the speed pressure.

In the Etévé Speed Indicator, a heavy
bob is used to vary the sensitiveness of
the pressure action (by previous adjust-
ment), but being placed rigidly below the
center of rotation the bob has also an ac-
celerating action which is exactly opposite
to that of the Doutré accelerator.

Now there are several ways in which this
bob or weight can be placed so as to act
in the same manner as the accelerator of
M. Doutré and, at the same time, preserve
the adjustment features of M. Etévé.

Both instruments depend mainly on the
jressure due to speed for the control of
equilibrium. Experience with both shows
that there can be no mistake in follow-
ing this principle. But many stabilizers
and indicators depend upon pendulum or
inclinometer indications which Captain
Etévé’s experiences clearly show are not
safe guides under the atmospheric condi-
tions in which such instruments are most
needed.

One of the latter type
cellent electric
Ellsworth,

pressure is

is the very ex-
automatic stabilizer of Mr.
illustrated in AERONAUTICS,
December, 1911, and although this device
employs a pendulum system, which seems
wrong to me, and was first adapted to op-
erating the ailerons (which is of minor
importance in my estimation), it would be
very suitable, with minor modifications, if
adapted solely to longitudinal stabilizing

Page 112

with the modified Etévé Speed Indicator to
control it, thereby effecting a gain in effi-
ciency and a saving in weight over all
others.

In the Ellsworth apparatus, the control
wires are wound on a small drum actuated
by an armature which is encircled by two
small electric magnets revolving in opposite
directions and actuated by a gear wheel
from the motor. If one electric-magnet be
energized, the armature revolves one way,
if the other is energized, the armature re-
volves the other way, thus rotating the
drum either way according to the current
supplied by the control agent to either of
the electro-magnets.

My purpose is, now, to show how this
neat arrangement may be controlled by the
modified speed indicator, so as to make
it available, at will, for either automatic
or semi-automatic control of stability, and,
as the design that I propose is probably
susceptible of improvement, I will submit
it to the Technical Board of the Aeronaut-
ical Society, No. 250 West 54th Street, New
York, to whom all criticisms or suggestions
for improvement should be sent, with a
view to creating a wide interest in this
subject at the earliest practicable date. TI
regard the subject as very important and
well worthy the attention of all scientific
experts who are interested in the progress
of aviation.

Indicator and Flexible Automatic
Controller

A Speed

The instrument is designed for mounting
to the right of the pilot. Fig. 1 is a view
of the left side. Fig. la is a view of the
rear end. Fig. 2 is a vertical longitudinal
section through the rod G. Fig. 2a is a
vertical cross-section through the rod G
and shows the box to be divided into
two compartments, A containing the pres:
sure regulators and B containing the con-
trol regulators. Fig. 3 shows the left side
open (the left covering plate being removed)
exposing the control regulators, or critical
limit arms, sl and fl. Fig. 4 is a view of
the top.

The rod G, carrying the adjustable pres-
sure sphere §S, penetrates compartment A
to the axis O, to which it is rigidly at
tached. The left end of O carries the
pointer H, the right end of which is shown
in Figs. 1 and la just above the reference
mark R.

The pressure regulators (Figs. 2 and 2a)
comprise the spring M, the tension of which
is adjusted by the nut N, and the balanec-
ing weights K. These weights are con-
nected with the rod G, above the axis O,
by the flat springs s, at the crosshead a
Which is adjustable on the rod G. The
springs s are also adjustable on the arm @
and the weights K are adjustable on their

stems. The variety of adjustments, (1)
the sphere, S, (2) the spring M, (3) the

AERONAUTICS Page 113 April, 1912

arm a, (4) the springs s, and (5) the weight The right side of the instrument carries
kK, provides ample flexibility for the power a covering plate + which may be removed
and sensitiveness of the pressure sphere and to make the adjustments, the brace wu pro-
for the power and sensitiveness of the accel- viding a support for the right end of the

IOI,
qicke atte)

A Speed Indicator Combined with Automatic Control Designed by Captain Chambers

erating action of K, which operates above axle O and also providing direct electric
the axis O and in accord with the principles connection between the pointer H and the
of the Doutré Stabilizer. binding post e.

PEO ISS

An electric light 7 is introduced into the
sub-compartment L and a rotatable cylinder
p occupies the adjoining sub-compartment P,
the bulkhead between them being provided
with a slot for the escape of light; p is
also provided with two slots and the ad-
mission of light to the dial sector C may
be made as bright or as dim as desired
by rotating p.

In Figs. 1 and 3 the critical limit arms
sl and fl are seen, at different angles of
separation, extending across the face of the
transparent windows of the dial sector C.
These arms are made of non-conducting
material, such as ebonite, and the rear por-
tion of compartment B (that containing the
dial sector C, see Fig. 3) is also of the
same material. The critical limit arms ro-
tate on a sleeve (Fig. 2a.) which is part
of the bulkhead separating compartments
A and B, and the axle O rotates independ-
ently, in inside of this sleeve.

The rear ends of the arms sl and fl are
provided with metal tips which are grooved
and brushed to fit over the metal guide
rods tt which form separate electric con-
ductors to the binding posts wf and It.
These metal tips are also provided with
spring buffers b, either one of which, by
contact with the metal pointer H, as it
moves up and down, energizes one of the
other of two oppositely rotating magnets (as
in the Ellsworth stabilizer) thus rotating
the armature and the drum, upon which
is wound the elevator wires and thus moving
the elevator either up or down. Contact
of H with the upper buffer b moves the
elevator for descent and in the same manner

contact with the lower buffer causes
ascent. That portion of H which passes
beyond the point of contact and around
the rear windows of C is also made ot

non-conducting material.

Page 114

If the arms sl and fl are widely sepa-
rated, as in Fig. 3, the mechanism pro-
vides a wide range for semi-automatic con-
trol, as the drum upon which the elevator
wires are wound may be freely worked by
the control lever when the electro-magnets
are not energized by the contact at b. If
sl and fl be brought near to the reference
mark R, full antomatiec control is provided
and it is a simple matter to arrange a sepa-

rate switch, near the pilot, by which the
magnets may be rendered inoperative, if
desired.

The pilot may quickly adjust the critical
limit arms, to suit any conditions, while
in flight. By moving a small lever on a
dumb sector, such as shown in miniature,
Fig. 5, by means of which the drum qd (Figs.
5 and la) is revolved and, by suitable belts
ii operating corresponding drums attached
to the arms s- and fl, these arms may be
moved as desired.

A mounting board D (Figs. 4 and 1a)
adaptable for shaping to any specific loca-
tion of the instrument, is attached to the
right side of compartment A.

A 2-inch barometer (or a larger one if
desired) with a conspicuous pointer may be
neatly mounted above compartment A, as
indicated by dotted lines at J, Fig. 2, re-
ceiving its light through a slit, as at »,
the light being reflected to the barometer
dial from a small semi-circular reflector,
above its face, secured to the housing box.

Thus we combine a flexible automatic sta-
bilizing device, of light weight and sound
principles, with an effective speed indicator
which is always adjustable to suit the con-
ditions of flight and is always available
for use in event of motor derangement. Re-
serve tanks and batteries to work the sta-
bilizer in case of motor derangement are,
therefore, superfluous with this device.

On Wing Loading

the following figures on
loading of wings of various
birds and_ insects. The
figures show area (in square
%) yards, feet and inches) per
a Sx % x os pound of weight.

Ce SS See R. E. SABIN has given us

Sq. yds. Sq. ft. Sq. in.

MILA LRP ct each orators ooo etene state 5 3 134
Dra eOniilivaeee.. co ctecnaie 2 3 96
BOG ie Aes A Ca eb odts 0 5 38
Siw alll Oiwaeweacesee cma 0 4 124
Sparrow Vem eects See 0 2 104
PIsecont 422th eae (0) 1 38
Wallner < sine ah ee 0 0 118
Australian Crane (wt.

ZA DVDS Wetec raters ene 0 0 63

The California Vulture weighs 31 lbs. and
has a wing spread of 8 feet 10 inches with a
wing area of 7 sq. ft. With these propor-

tions a man and apparatus weighing 155 lbs,

would require a wing spread of 15 feet 2
inches and an area of 21 sq. ft.

The vulture has been taken as an exam-
ple of an efficient flyer, for the model on
which this machine is made.

The albatross, weighing twenty pounds,
has a speed of center of effort of wing of
51% feet per second. The radius of centers
of effort of the wings is 3% feet. The time
of down stroke is between one and one-half
seconds. The same for upstroke.

1912 aviation history is certainly going some!
One Page finished already!
Lieut. Ellyson had Lieut.
a passenger; but was Beckwith
If Leo Stevens likes sweet
like Honeywell?
There are 2240
wonder who knows

Ovington.

If Sopwith won nearly all the prizes at the
Chicago meet, what did Capt. Baldwin?

If DeHart has no tables in his aviation camp,
what does he Baton?

Towers with him as
Havens?
things, does he

long ton but I
there is in an

pounds in a
how much

as poe

Page 115

April, 1912

“The Fallacy” of Existing Systems of
Lateral Control

By ALBERT ADAMS MERRILL

Founder Boston Aeronautical Society, 1895.

Pupil of the Wright School, Dayton, Ohio

Member of the Executive and Contest Committees Harvard-Boston Aero Meets.

EDITOR’S NOTE: The system of control pro-
posed by Mr. Merrill is the same as that used in
one of the German machines, the Taube, I be-
lieve it is called, in which the wings are bent
backward and upward at the tips, and the con-
trol of the lateral balance is accomplished by
drawing the tips of the wings upward so as ta

secure a pressure on the upper side. I cannot
understand how Mr. Merrill figures that this
gives an increased efficiency to the machine.

Every pound of weight carried on the top side
of the surface of an aeroplane costs as much in
power as two pounds of ordinary load carried.
This is due to the fact that the drift on the
surface is practically in proportion to the weight
earried. If one pound extra weight were added,
the thrust necessary to maintain the speed of
the machine would have to be increased the

HERE are at present three
=~ systems of lateral control
%) known as the Wright, Far-
eS) man and Curtiss systems.

APA?
NES

re

of) Ye
ae
ye

=x They have one thing in

1) common. All three sys-
OI tems, in regaining lateral
Nor) Stability, increase the posi-
= a

= tive angle of wing or ail-
RENE eron on the low side. In

the writer’s opinion this
inefficient for the following

ee oe) (994) (>
NOS
ee 4) (986

9
SS

nethod is
-easons.

It is impossible to get a vertical pressure
without getting some backward horizontal
oressure. If the angle of the low wing is
mereased, the drift is increased and the
speed decreased. But any decrease of speed
zecreases the lift. It is true that with a
small increase of angle the reduction
oi speed is not enough to reduce the lift
ym the warped tip, although the total lift
xf the machine is reduced. But beyond a
small increase (about three degrees) the re-
luction of speed is so great that in spite
x9 the increased angle the lift of the tip
vill be less.

A Wright surface flying at 40 m.p.h. gives
2 lift per sq. ft. at 6 degrees of 2.9375
Jounds. If the right wing is warped to
12 and the left wing to 0 degrees, without
curning the rudder, the speed of the right
Wing will drop to 32.137 m.p.h. and the
speed of the left wing will rise to 45.448
‘n.p.h. At these speeds and angles the
sight wing will lift 2.6968 pounds per sq. ft.
And the left wing will lift 1.6049 pounds
der sq. ft. This means that the wing it
$s desired to raise will fall, the machine
will bank to the left but will turn to the
‘ight, and to prevent an accident the rudder
ust be turned so as to retard the left

drift ratio times the added weight. But if this
extra pound of load were produced by the ex-
posure of the top side of a surface, there would
be the same amount of drift added to the main
surfaces and also to the surface which is ex-
posed on its upper side which would produce
double the amount of resistance and would re-
quire double the amount of increased power to
overcome it. Every pound of pressure used for
the balancing of the flying machine which is
secured by the exposure of the upper side of a
surface to the wind, costs just twice as much
as if the same pressure were secured by adding

a one pound weight on the part that is to be

depressed and costs many times more where the
pressure is secured on the under side of the sur-
face, and no additional weight is added to the
machine.—-Editor’s Note.

wing. These figures are taken from Hiffel’s
coefficients for a single Wright surface.

It can easily be shown that there is a
limit to the effective increase of the posi-
tive angle of the wing to be raised. This
limit is quickly reached and if exceeded the
wing will not rise; it will fall. This is
why, in many foreign machines, the warp
is limited. It is true that in practice sta-
bility is regained, but it is done by lower-
ing the high wing with the rudder, not
by raising the low wing with the warp.
Lift is the product of the angle and the °
square of the speed, and any reduction of
speed greatly reduces the lift.

It is evident then that, to be effective,
the warp must be limited and it follows
that if, with the warp at its limit, the
righting couple is not sufficient to regain
stability, the rudder must be turned to re-
tard still more the high wing. As a matter
of fact, the vertical rudder on all of these
machines, the Curtiss not excepted, is the
life preserver which saves the aviator’s life
when he is caught by a gust with the warp
or aileron at its maximum.

The fallacy of all of these systems lies
in increasing the positive angle of the wing
to be raised. Nothing should be done to
reduce the speed of this wing but a down-
ward pressure should be put on the wing
to be lowered. If with this downward pres-
sure there is a backward pressure or drift,
it can be used because it will retard and
so lower the wing. If we reverse the
Farman system, have ailerons movable only
to a negative angle, only on one wing at
a time and then move the aileron~6n the
high wing we will be able to use every bit
of pressure we introduce. The downward
pressure will lower the high wing directly
and whatever backward pressure exists will

AERONAUTICS

retard and hence indirectly lower the wing.
In such a system the rudder plays no part.
Its only function in other systems is to
retard the high wing and an aileron moved
to a negative angle on the high wing will
perform this function much better. I be.
lieve a biplane using such a system is fly-
ing in Germany.

If only a slight righting couple is needed
the aileron will be moved to a small nega-
tive angle and will give a relatively large
downward and small backward pressure,
while if a large righting couple is needed
a large negative angle, besides introducing
a large downward pressure, will also in-
troduce a large drift on the wing it is
desired to lower, thus doing away with any
need of a vertical rudder as a means of
regaining lateral stability. When one ecare-
fully considers the theory of controls he is
forced to the conclusion that to introduce
a force (the drift on the low wing, which
he has to offset immediately, is wasteful.
Yet Wright, Farman and Curtiss do just
this. With my system there is no waste
and, moreover, there is no danger from
overcontrol because, no matter how large a
drift is introduced from too large a move-
ment of the aileron that drift comes on the
high wing where it helps.

The Boland* system is correct in theory
in so far as nothing is done to the low
wing, every bit of drift being introduced
into the high wing, but it is not as efficient
as my system because, with the axis of
rotation of the jib placed as Boland places
it (it makes an angle of about 45 degrees
with the plane) the ratio of downward to
backward pressure is very small, being only
1.00; whereas, I can, with an angle of 6
degrees get a ratio of 6.24 (see Hiffel’s co-
efficients for the plane). Of course Boland
can move the jibs around the axis, but since
the pressure on a plane is normal, this
pressure will always be at right angles to
the axis and so, while he can vary the mag-
nitude of this pressure, he can not vary
the ratio between the backward and down-
ward components of this pressure, because
this ratio is fixed by the angle between the
axis and the horizon. The ratio which
Boland varies when he moves his jibs is

LEARN TO BE AN AVIATOR. BIG MONEY
IN IT. DEMAND CANNOT BE SUPPLIED.
FOR REFERENCE WRITE LADIS LEWKOW-
ICZ—no charge to promotion companies, cor-
respondence schools of aviation, stock enter-
prises and high financiers for the above head-
ings.

Mr. Lewkowicz has just been paid—at least,
the Cireuit Court awarded it—fifty-five dollars
a minute for his flying during the past few
months, that he has been under contract with
the Queen Aeroplane Co.; totalling one hour
seventeen minutes, made all at one time, too.
The Court allowed damages of $4237.50 for
alleged breach of contract, commissions due on
near-sales and on expected profits to be derived
from the operation of a school in California, of
Which Mr. Lewkowiez was manager. Lew-

Page 116

April, 1912

the ratio between the pressure I mention
above and a side pressure which he gets in
his system and which presumably he intro-
duces to prevent side slipping. This side
pressure is not necessary as proper banking
is the most efficient preventive of side slip-
ping. It is evident that while Boland has
seen the fundamental error of other con-
trols, his method of control is not nearly
as efficient as it could be made.

The three types of lateral control in com-
mon use are operative of course, but they
are wrong in theory because each intro-
duces a force (drift on the low wing) which
not only can not be used, but which must be
offset. To offset this foree more drift is
introduced, either with the rudder as in
Wright and Farman, or with an aileron as
in Curtiss; and all of this drift uses up
power and lowers the efficiency of the
machine.

The ideal system for regaining lateral sta
bility is one with which it is possible te
introduce a very large vertical pres
sure without any drift. The next best sys
tem, is one in which the vertical force is
large in proportion to the drift and the
drift is placed where it can be used. fh
is not possible to produce the ideal syste
but my system comes nearer to it than Bo
land’s system and the other three systems
are very far from being ideal when lookec
at from the point of view of aerodynami¢
efficiency.

The Curtiss system can be changed to my
system very easily by disconnecting the
wires which move the ailerons to a positivs
angle. Then, in regaining lateral stability
the low aileron will rest upon the surround
ing air stream, the high aileron will b
moved to a negative angle, the drift in
troduced will be cut down and this drif
will be used. Under these conditions the
rudder need never be used to retard the
high wing (its present function), for the
aileron will do it alone and so this systen

does not infringe the seventh claim of the
Wright patent.

*See AERONAUTICS, page 57, February
1912.

kowicz was, however, recalled, the school giver
up and tuition fees returned, before the ma-
chines were set up and the school started.

Those who seek to estimate the extent 0
production and the popularity of the interna
combustion motor in its various capacities wil
no doubt be interested to know that the one
millionth Bosch Magneto has been completec
and installed. The carefully kept records of the
Bosch Magneto Company, New York, show tha!
on March 15th, the 1,000,000th magneto was com-
pleted, while the demand is increasing to an eXx-
tent that requires continual additions to the
factory sites.

“Have you seen the illustrated catalogue on
Bleriot type monoplanes issued by the Americar
Aeroplane Supply House? If not, send for one.

AERONAUTICS

Page 117

April, 1912

Feathers Dropped in Flight

SPRING SHOCK ABSORBER

A neat device for a monoplane shock ab-

sorber is used by the National Aero Co.
Inside the 2 inch steel tube E, at the bottom.
is a sleeve C which contains the two pulleys
B. To this sleeve is welded the cap H.
Rod G goes through the cap H and is

fastened to the cap I.
is a strong 16-inch spring.
end of the rod G two cables
the pulleys and up to the outside sliding

Between the two caps
From the lower
FF ran over

sleeve A. This device is being employed
on several finely built Bleriot types now
completed by this firm at Woodhaven, N. Y.

PARACHUTES IN AVIATION

The parachute which has been used by
the jumper F. R. Law in his ‘‘vol planes”
from the Statue of Liberty, from the Hast
River bridge, from the cornice of one of
Wall Street’s high buildings to the roof of a
low edifice, and lastly, on April 13, from a
Burgess-Wright hydroaeroplane flown in
Marblehead Harbor by Philip W. Page, is
one of those which Leo Stevens has _ pro-
duced. The cotton and linen, single layer
cloth, with a diameter of 16 feet, is attached
by 16 Italian hemp ropes to a steel tube
spreader about 15 feet below the top of the
parachute. Two short ropes go through the
tube and the other sixteen are spliced into
these, eight in each. Two additional ropes,
2 feet shorter than the ones which go to the
circumference of the ‘chute, go direct to
the 12 inch hole in the center. In dropping,

‘rope

the strain comes on these two ropes first
and insures the ’chute’s opening; then the
strain is evenly divided between them all.

From the steel tube is an arrangement of
two belts of leather, one of which goes under
the jumper’s arms and the other around
his waist. The man can relieve the pull on
the straps by putting his hands on the bar
if he wishes. Three ropes are sewn in the
fabric, one around the central hole, one
midway and one on the outer circumference.
The lines from the steel bar run to the
circumference and from there all the way
to the inner ring of rope. The leather
straps are connected by short lengths of
Which are snapped to the guy
ropes above.

WIRE CABLE CLAMP

The need for a small light fastening de-
vice for guy cables has been supplied by the
recent invention of Harry S. Neats, which
is being marketed by the S. B. R. Specialty
Co., of East Orange, N. J. The device is
very simple and to an extent will eliminate

The
through the shell, through the upper hole in

turnbuckles. cable is introduced
the male part of the device, back through
the lower hole and pulled taut, with a short
turn, the cable is laid in the channel in the
male portion and the shell screwed up tight.
The pull is in a straight line and there is no
chafing the cable, or weakening in any way.
They are furnished for cables from ;); inch
to 4 inch.

AERONAUTICS

DUAL CONTROL
The dual control used on the training Ma-
chines at the Thomas School, at Bath, N. Y.,
consists of an exact duplicate set of steer-
ing wheels, elevator posts, shoulder yokes
and throttle levers which are directly con
nected to the master controls of the in-

a

structor’s seat. Each set of controls with
their individual seats form two complete
units, Which may be used singly or together.

The student’s seat, with its controls, is
so arranged that it can be detached at a
moment’s notice without interfering with
the rest of the machine.

By means of the dual control the student
is able to acquire the art of handling the
machine correctly both on the ground and
in the air. ]

This method enables the student to learn
rapidly and correctly, as the wild move-
ments of the beginner are quickly corrected
by this instructor before any damage occurs.

MONOPLANE DUAL CONTROL

It was the aim of the designer, Edward F.
Marshonet, to produce a dual control sys-
tem that could be successfully used on the
passenger carrying Bleriot type monoplanes,
manufactured by the American Aeroplane
Supply House, of which concern he is a
member.

The passenger sits directly in front of
the pilot. There is not enough room be-
tween the two seats for the use of the bel]
lever control, which are used in the single
seater monoplanes, without spacing the
seats further apart. It was the aim of the

Page

118

April, 191

designer to design control that would have
the same movements which would entirely
eliminate the use of pulleys.

This control consists of two vertical levers

spaced 28 inches apart, and each lever is
constructed of oval steel tubing, % ineh
thick by 114 wide by 27 inches long. To the

top of each lever is attached at an angle of
30 degrees, an eight inch mahogany steering
wheel, in which hand holes haye been pro-
vided for the convenience of the pilot.

These two vertical levers pass through
inch holes in the wood floor; and thence
through % inch by 2 inch slots cut in a
two inch steel tube, 34 inches long, that is
attached below the floor, being supported
from both ends by aluminum brackets, into
which brackets the two inch steel tube re-
volves. The two vertical levers project six
inches beyond the center of this two inch
steel tubing; center of which tubing is two
inches below the wood floor. These two
levers are each fastened to the two inch
steel tube with a 1% inch bolt on which the
levers pivot, thus permitting the levers to
be moved forward and backward, which
movement operates the elevators. Directly
behind the first vertical lever, a twelve inch
steel lever is brazed to the two inch steel
tubing underneath the floor; to which lever
wires connect with another 12 inch steel
lever of the warping gear of the lower py-
Jone; and a movement to either side of
either vertical lever forces the two inch stee!
tube to revolve, and thus warp the main
planes. Double wires connect the two verti-
cal levers together, six inches below and
above the bolts on which these levers pivot.

»
&

The vertical rudder is controlled by the feet

same as before, and second foot control
lever is fastened to the floor beneath the
forward seat. These are also connected to:
gether with double wires.

The weight is but two pounds more than
the single bell control. .

AERONAUTICS

PEPE EES EEE EP EEE EEE EEE EE EE EEE EEEE EEE EEE EEE EEEEE SS 4444456

170
Pounds

Weight

DESIGN
Revolving cylinders Large ball bearings throughout
Mechanical intake valves Positive lubrication
Variable compression Positive gasoline feed
Double exhaust system Standard Magneto, tachometer, etc.

Easy starting device
Aviator starts motor from his seat if required

MATERIALS

Cylinders, Connecting Rods, Gears, etc.—34 per cent. forged nickel steel
Cranks—Chrome nickel steel, treated. 9 Crank-cases—Vanadium
steel—Valves 30 per cent. nickel steel

PERFORMANCE

Shop tests three hours without stopping. Motor has been tested in many
flights, up to 188 miles without alighting

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET 3 < zs WASHINGTON, D. C.
Sole Agents for SIMMONS Propellers

PPP EEEE EEE EE EEE EEE PEPE EEE EEE EEE EEE EEE EREEE SEES

In answering advertisements please mention this magazine.

April, 1912

+4

PEREEEEEEEEEE EEE EEE EEE EPPS ESE ESE POPPE EEE EEE EEE EEE E EEE bob ob bob feo ook ole fe ofefe oho fochonfe fo fo ofoofocfoofe fo cfocfeofe oho oho ofooho ofoafoofeatocfe de

AERONAUTICS April, 1912

SH NEO OS VVRVVVVVVVUVVUVVVUVUVVVVVVUVVVereaesy ann

The Only SAFE Way To Judge An Aeronautical Motor
Is By ITS ACCOMPLISHMENTS.

Their existence denotes sterling worth and superiority — their absence, weakness.

CURTISS
MOTORS

Won the Scientific American Trophy,
3 years in succession.

Won the Gordon Bennett Cup.

Won the Albany to New York, $10,000
prize, 150 miles, 150 minutes.

Won the New York to Philadelphia
race, 1911.

Broke the World’s Altitude Record at
Chicago, 1911, 11,642 feet.

Flew the greatest number of miles at
International meet at Chicago, 1911.

Won all speed events at International eS,

meet at Chicago, 1911. .
Scientific American Trophy

Won all speed events at Los Angeles
meet, 1912.

Have proven that they can stand the grind of exhibition work without fatigue.

CAN YOU SAY AS MUCH FOR THE OTHER KIND?
IMMEDIATE DELIVERY COMPLETE POWER PLANTS.

SKI IION ION POI IOI MMO IHOMO IO IO HOM IOI IIH IH IO HHT TH TMT HAMM IE IRI IO III I IS IT

MAERSK III SII IS

Two Models 8Cyl. 75°H: P: 4 Cyl. 40 H. P.

Catalogue Y is illustrated and gives full details.

It’s free upon request.

THE CURTISS MOTOR COMPANY

HAMMONDSPORT, N. Y.

In answering advertisements please mention this magazine.

AERONAUTICS

yet IS true that in flying, es-
pecially in gusty weather.
pressure sometimes comes
on the upper sides of aero-
planes, tending to _ force
them downwards. This is
usually caused by the aero-
plane running into a cur-
rent of air, which is revolvy-
ing about a horizontal axis.
When the plane strikes the
side of the whirl which is rising, the aero-
lane is lifted and when it strikes the side
which is descending, if the whirl is violent
enough, the air strikes the planes on top,
und not only is all lifting effect destroyed,
out the machine is actually pushed down-
ward. I have many times, in our early ex-
yeriments, experienced cases in which the
nachine and the seat were pushed from un-
ler me and I was left sitting on air. Our
ater machines are not so subject to these

'

Page 119

Editor’s Note:—On March 13th, Lieut, Henri Paul Seville met with a fatal accident.
was ascribed to the breaking of the guys on the top of the wings of his Bleriot,
excessive downward pressure on the surfaces.

April, 1912

Inverted Aeroplane Stresses
By ORVILLE WRIGHT

The cause
due to

whirls, so that it is now quite uncommon to
have the seat forced from under one. But
it frequently happens that wind pressures
come on the top of the surfaces, causing the
machine to drop and destroying the support
of the planes, so that the machine sinks
rapidly.

Our principle reason for the use of the
biplane is that the biplane can be trussed
much stronger in both directions. While
the monoplanes have but little trussing to
resist downward pressures on the wings. It
does not seem to me likely that any of the
strains encountered on the top side of the
surface in flight would be gréater than the
Gownward strain on the wings in making a
rough landing. While it is possible for
wings to collapse downwards, as suggested
in the death of Lieut. Seville, I do not think
it likely to occur in any of the better con-
structed machines.

The Aeronautical
-oresent quarters at
hYork City,

Society moves from its
250 W. 54th Street, New
on May ist. The new quarters will
oe in a brownstone front residence at 304 W.
8th Street. The new quarters will include
_ounging, reading, writing and billiard rooms
and a large assembly room. There will also be
2 popular-priced restaurant and living quarters
‘or members who require this accommodation.
All conveniences will be furnished to members
at nominal rates.

The need for the new quarters grew out of
‘the great social activity in the organization.
During the past months the Society has held
on the fourth Thursday of each month a Mock
‘Trial, a Washington’s birthday celebration and a
beefsteak supper.

The latter was held on
members were present.

March 25.
The dinner was served
mM champagne boxes. The menu consisted of
‘steamed oysters, beefsteak, baked potatoes,
celery, olives, radishes, lettuce salad, ice cream,
coffee and all the beer, soft stuff, cigars and
cigarettes required. Over twenty-five profes-
sional vaudeville acts were on the program
‘under the direction of L. E. Dare. Aviators told

Over 105

‘funny experiences. All actual airmen were
decorated with winged caps while the other
guests were given balloon caps to wear and

‘paper balloons to blow.
) On the second Thursday of each month a
jtechnical discussion is held. The principal

speaker in a 30 minutes’ talk states the topic
and experts discuss all its phases in 15 minute
observations. On April 11th, fireproofing of
jaeroplanes was discussed. Ladis Lewkowicz,

the aviator, stated the subject.
Max Bachert, M. Toby, J. L.
Raschella, and other chemical
fireproofing experts, suggested remedies.

At this meeting Willis S. McCormick, was
deposed from the presidency by unanimous vote
for neglect of his duties and Thomas A. Hill,
first vice-president, was chosen to fill his un-
expired term.

The Aeronautical Society
dously. Its many practical,
has attracted over 100 new
first of the year.

The Aero Club of America sometime ago in-

Guido Blenio,
Eskridge, V.
engineers and

is growing tremen-
utilitarian benefits
members since the

augerated ‘‘aero nights,’’ every Wednesday
evening and an attempt has been made to

arouse interest by speakers.
ed have been entertained by
Carl Diensblach, Melvin Vaniman, Frank T.
Coffyn, Beckwith Havens, T. M. Turner, J. A.
D. McCurdy and others.

The Aero Club of the University of Wiscon-
sin. (Madison Wisc.) has been founded. The
Officers are:—Philip B. Ferry, President; James
Cummins, Vice-President; George E. Arnemann,
Secretary and Treasurer.

The Aero Club of Nebraska. (Omaha, Nebr.)
has reelected its officers:—They are: J. J.
Deright, President: Gould Dietz, Treasurer; W.
A. Pixley, Secretary.

A new club has
Ohio, to take the
Aero Club. They
temporary officers:
Earl H. Wiseman,

Those who attend-
Ladislaus d’Orcy,

been formed in Cleveland,
place of the old Cleveland
have elected the following

Ray Johnson, Chairman;
Secretary.

AERONAUTICS

AERO TITLE WANTED

'T tte t seems to be a need for a word to
the trained aeronautical engineer, and
for a word to apply to the aeroplane
mechanic, designer, draughtsman or experi-
mentor generally. Mr. Archibald Black sug-
gests ‘‘Aeronautican” or “Aeronician” stating
that this would convey a correct impression
to the public and the profession generally, and
“its use would not place the man with little
technical knowledge, although possibly con-
sidered practical experience, in the position
of appearing to claim a knowledge and ex-
perience which he did not possess.”

“*Aerotechnician’ might also be suggested
for the purely technical man. The only term
known to be in use at the present time is
‘Aeronautical Engineer’, which necessarily
implies the possession of a very com-
plete knowledge, technical and practical of
engineering in general, or aerodynamics in
particular, which in many cases is somewhat
at variance with the facts.”

We would like to hear from all those inter-
ester in the adoption of words and phrases
which are distinctive and comprehensive in
their meaning and which would be likely to
have general use if proposed.

peeena T is again necessary to postpone
5 1% the publication of an article re-

viewing the short history of the
Parnunih water machine. The record of the

Curtiss experiments is found in this issue;
we will print next month a short article de-
scribing the work of other experimentors.

Space is always far short of the demand.
A number of bully articles have long been
waiting publicity. It is more and more
difficult as time goes on to record even the
principal events.

CALENDAR

May 9-18 Aero Show Grand Central Palace,
New York.

May 4 Hydroaeroplane Race, New York.

July — Gordon-Bennett Elimination Balloon
Race.

Oct 2k Gordon-Bennett Balloon Race, Stutt-
gart, Germany.

Sept. 9 Gordon-Bennett Aeroplane Race, at
Chicago.

May 18-June 28 Aero Show, Vienna.

June 29-July 7 Meet at Boston.

July 27 National Championship Balloon
Race, Kansas City.

Aug. — 1,810-mile Great American Circuit
Race.

2,600,000 KILOMS. FLOWN LAST YEAR

In his annual report the Secretary of the Aero
Club of France, includes startling statistics.
During 1910, ten fatal accidents ccurred in
France, and as the distance covered in flight
was 500,000 kiloms, this worked out to one
death for 50,000 kiloms. flown. In 1911 the dis-
tance flown was 2,600,000 kiloms., while the fatal
accidents were 26. He reports that last year
1,350 aeroplanes totalling 80,000 h.p., were con-
structed in France as against 800 in the pre-
vious year. The number of passengers carried

was 12,000, as against 4,800 in 1910, and the
time spent in the air increased from 8,300 to
30,000 hours 1,400 motors were made against
840 in 1910; and 8,000 propellers, as ‘against
4,900,

Page 120

April, 1912

Published Rian by
Aeronautic Press, 250 West 54th Street, N. Y.

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FULLER ARGENTINE PACKAGE EXPRESS,
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E. L. RAMSEY, Compania Terminal de Vera-
cruz, Veracruz, Mexico.

When Simon was with the U. S. Troops in
Texas did he fly over the Mexienn Barrier?

The Wrights built aviation put they had to let
Langley the foundations.

When St. Croix Johnston vot killed at Chicago
did Quimby the Coffyn for him?

If fire burnt out Benoist, how will Reyburn? |
Smell the sulphur?

Where can J. J. Frisbie now? .

If a new aviation camp were started would
Weldon B. Cooke? |

When Perey Pierce said ne held the world’s
record model flight, did he or Cecil Peoli?

What is the matter with aviation?
be that Bud Mars everyth ng?

If Atwood land on a chureh steeple,
Boland:

Can it

how wouid

April, 1912

AERONAUTICS

2 Ka
* | : 3 : *
; E. bridg Cc ane rigures ;
¢ KA
2 KA
¢ We have Long Hoped for Opportunity to Make Offers Like the &
% Following on Complete Aeroplanes of Undisputed Quality. <
« Unassembled Bi-Plane, 30x5, Everything Complete. It comprises the ¢
% completely finished parts of a first-class aeroplane, Complete with %
* : "i : % +
% Improved 1912 Elbridge Featherweight Engine, 40-60 H.P., $875 *
x FaGiatOmeenOpe let, -CtGr eye. seesaw coe nance punted beim Sa peen So ecee newbs atone ¥
% Wittemann Bi-Plane, latest model, similar to those supplied by Wittemann ¥%
* Bros. to Capt. Baldwin, set up complete with Elbridge 1912 $1 450 %
< Eneane. 40-60 BH: Ps Radiator, Propeller, etc. o.5.....5..060.08..000 ? *
« Wittemann Bi-Plane, as above, with Six-Cylinder Engine Passenger- %
2 2 : 2 +
‘e carrying machines and Hydro-aeroplanes at slightly augment- $2 000 *
CAB HORTTR ES REDE Kate te Sie es ON Sia Wisiinte tmite weiss ncee crise adeeb eches ?

Benoist Bi-Plane, 1912 Model, with Elbridge 4-cyl. 40-60 H.P. Engine, Tank,
Propeller and Radiator, completely assembled, set up on the field, $ 1 950
3

2
RO KOK OK OK IG

$ and including complete flying course at the Benoist School
DK
% Benoist passenger-carrying machine with 6-cylinder Elbridge $2 67 5
ry ce . ° ° . e
#. Aero Special Engine,” and instruction at the Benoist School ’ ¢
DN 2
Ne +
y 4
% WILL THEY FLY? ¢
yy Sg
% To those who have followed American Aviation for the past three years, the ws
* question is superfluous. For the benefit of those who are less familiar with aviation’s ¢
@ history we may say that among those who founded their reputations flying with Elbridge &
2%. Engines were, Weldon B. Cooke, William Evans, Glenn L. Martin, Charles F. Walsh, %
¢ Tony Castellane, B. F. Roehrig, John J. Frisbie, Sparling Aviators, Matheson Aviators, @
% Frank Paine, T. W. Benoist and scores of lesser lights. x
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*{ Elbridge Engines in 5 models, ranging from 20 H.P. to 60 H.P. at prices you can afford S4
* to pay. Ask for any detailed information you may require on engines or aeroplanes. *
% 2
* DO IT TO-DAY *
: *
D4 me
| ELBRIDGE ENGINE COMPANY, rosuncrSexy: 3
* 9 Rochester, N.Y. &

In answering advertisements please mention this magazine.

AERONAUTICS April, 1912

What You

Have Been
Waiting

We flatter ourselves
that we are the first

or manufacturers to real-

ize the enormous field
for

A HIGH-GRADE

RELIABLE MOTOR

AT THE PRICE OF

A CHEAP ONE

Of course. in order to give you

this, we must sell more motors to : a Ba ne

make up for the reduction in profit, Fred G. Eells about to start flight over city of Rochester in Rieflin Biplane,

and we are doing it, for at the low equipped with Welles & Adams Motor. (Note the camera attached to

price we ask for this motor, we plane for taking views of the city.)
have absolutely no competition.

If this motor was not all and more than we claim for it we could not do this, for should we be able to sell only
ONE in each locality, we would soon have to go out of business, but as it is, each sale means a dozen more orders,
for, a Satisfied Customer is the Best Advertisement.

Why risk failure (and life) with a “lemon”? motor, when for the same price you can get one that has been
proved a success ¢

We do not guarantee an enormous (ground) thrust with a propeller(of unknown pitch) that we make ourselves
and furnish with the motor, and which loses all its efficiency as soon as it is in the air. We are essentially Motor
Builders and give you a thrust witha true-screw pitch propeller of any standard make.

The WELLES & ADAMS MOTOR was used exclusively by the Rieflin Headless Aeroplane Company of
Rochester last year and the fact that not once did they fail to fly and fulfil their engagements, even with their
smallest surface machine, coupled with the fact that they have ordered two of the 1912 models for use in large
passenger-carrying machines they have built for the coming season, is testimony in itself of the reliability and
power of the motor.

Our 1911 model made an enviable reputation, and, while we have held to the underlying principles that made
for its great success, we have improved it in detail until the 1912 model far surpasses it.

That this motor isa high grade motor in every respect will be readily seen by a careful study of the cut and
our specifications, Which we will gladly send upon request.

Let us send you our illustrated catalogue showing Fred Eells’ great flights over
the city of Rochester in biplane equipped with this motor.

O- 3 50 H.P. 4-cycle
Be ne

eo4|| re Weight 200 lbs.

EY Peay Take
sll P Valves in Head
T}—| | | : =
SJ } | .
eae e YI Wee Cylinders Cast
BC ig === Separate
3 = Nie
; = b, * \ Every Moving Part
dal. ‘© (>) \9 Oiled Automatically
We he 2
a ) : { If you wish to do some
| : thing better than
\ Tl “Grass-Cutting”’
a = i ~_,— consult

WELLES & ADAMS, Bath, New York

In answering advertisements please mention this magazine.

Be UES Page 121 April, 1912

The Resistance of the Air and Aviation®

FROM A REPORT MADE BY M. G. EIFFEL TO THE AERO CLUB OF FRANCE
By M. B. SELLERS

ON THE CENTRES OF PRESSURE. For equal and parallel rectangles, either
The position of the centres of pressure on plane or curved, inclined at a small angle, as
plates of varying cambre are shown (fiz. 9) is the case with a biplane, the two surfaces

P interfered. In case of plates cambred to 13.5

INTERFERENCE, and spaced 2/35, 3/3 and 4/3 of their depth

Vhen one disc is placed behind another apart, the pressure was reduced to 74, 77

and nor mal to the current, the rear plate is and 82% of what each would have received

“drawn” toward the other: the maximum alone. In the usual case the pressure on the

attraction being fora distance of 3 times the upper wing (of a biplane) exceeds that on
radius, and then diminishing to 0 for a dis- the lower one by 1/5th.

Entering edge re

Ht SS TT
HH A

: Tet HEE EE
Le RL TTT TT
ger Set
Mati tt PEE
HELE i A
Dee |e + EAE | be
Pe Ree ESS ee +H
Hye alae ana HEE

30° -80° -10° -60° -50° -40° -30° Hi =]025" 02%) 1102, «202 i BO° 50° 60° 20° 80° 90°

aoe LANE
weeree-- CURVED PLATE CRMBRE ‘27

0%

i

ive

0.5

0.6

aes,

ne

thes

eee “ ; W135
See ait “ " 1/7
Fig. 9. Position of centres of pressure on plates 90 x 15 cm. of different cambre.
tance of 5 radii and becoming a pressure ROUND AND CYLINDRICAL BODIES.
beyond this distance. Up to 4 radii the sum For cylinders of different lengths, having

of the pressures on both discs was less than their axis parallel to the wind, the resistance
on one alone, and the same was found true passes through a minimum when the length
for rectangles. is from 4 to 5 radii; the coefficient being then

= Pontinucd from the March issue.

AERONAUTICS Page 122 April, 191.

3, of that for a disc the size of the base
(=projected disc). For cylinders with axis
perpendicular to the wind the coefficient aug-
ments with the length; for length of 4 and
82 diameters it is respectively 56 and 60%
of the projected rectangle. However, the
coefficient of a wire of 3 mm. diam. is about
equal to a “rectangle of the same size.” This
applies to aeroplane wires. For a 60° cone,
closed at the base and point to the wind, the
resistance is 50% of the projected disc; and
30% for a 30° cone. The resistance of a
sphere is 17% and that of a hemisphere con-
vex 32%, and concave 126% of projected
dise. Fora 20° cone having a hemisphere on
its base and point to wind, the resistance is
about equal to a sphere, but with the hemi-
sphere end to wind it is 144 as much, or
1/12th of that projected disc. For a long
cylinder (14 < radius), closed by two hemi-
spheres, the resistance is about 1/6 of the
projected disc.

0.30
A 0 28
0.26

<
vu
‘ g
ali 024 9
S A,
J 022 §
S120 ti
res) 0.20 0
ice oe
8 016 ®
H ge 014 Oo
wv
a 012 8
4g 6° 00 §
es 008 ~
3 os Il
2 <i
002 ™

°
“a
. 2° ° ° e ° l6* »
" ™ angie t of chord with wind 3

x

Fig. 12. Value of the ratio and of the

Ky
angle o for wing No. 10.

DISTRIBUTION OF PRESSURE.

M. Eiffel finds that the pressure on the
face of a flat square plate, inclined, is always
most at the entering edge and near the
axis, and very little or even negative at the
trailing and lateral edges. The depression
on the back has two maxima, on each side
of the axis, and a minimum near or around
the rear of the axis; this phenomenon in-
creases to 35° inclination. The diagram
(fig. 10) shows the mean pressure (lower
area) and the mean depression (upper area)
on a square plate, for various inclinations.
For a curved plate 90 x 15 cm., inclined from
10° to 20°, the pressure on the face is about
1%4, and the depression on the back % the
total pressure.

AEROPLANE WINGS.

The same methods were employed in the
study of 19 models of aeroplane wings; all
except four of which were 90 x 15. cm.; these

are described in M. Hiffel’s recent work. Th
data for the wing No. 10 (Wright wing
are here given, those of the others bein
similarly treated. In the diagram (fig. 11
are given, the total unit pressure Kj and th
vertical and horizontal, Ky and K, f¢
angles i of the chord to the wind, up to 16'
These values multiplied by SV? give the preg
sure for any speed and surface (metric). A
-3° the lift becomes zero, and between 2° an
8° the pressure Kj and Ky are sensibly prc
portional to the variations in incidence. I
is to be noticed that the tangent D’ in thi
region (2° to 8°) is quite different from tar
D at the origin and therefore it is not righ
to assume in formule, the proportionalit
starting from the angle where the lift i
zero; that which is often done. MDiagrar

(fig. 12) gives the ratio = the ratio ¢

:
drift to lift. Calling the angle between th
resultant and the vertical a, Wwe hav

: Ky
—*.these two values,—* and o@ al
Ky Ky
given by means of a double scale.

0.09

tan, oc

oO

cS

co
Ky

o Oo o So
o Oo So oOo
+ ot o> —

Unit vertical components

ae
XY si
Ne
/\\ 0.00

003 002. 001 000
Unit horizontal components Ky

Fig. 13. Polar of wing No. 10 (smooth curve)
1
(dot-

and the circular wing with cambre

ted curve).

It is seen that the ratio of drift to lift is 4
minimum at 2° but augments little to 8 0
9°. 'The angles from 2 to 9° are, therefore

[ERONAUTICS April, 1912

y1.Yy

Pivins tance im 10 slessons. “VWVricht
machines used—the safest and best

Pee guaranteed—no chance of fail-
ure to fulfill conditions

iy Nave, oO breakage. ice or ehind
party risks

Average time for tuition, 4 weeks

LICENSED SINCE LAST ISSUE

WM. PICELLER, New York, 116
MARSHALL E. REID, Philadelphia, 114
LIONEL H. DE REMER, Bay City, Mich., 115
CLARKE THOMPSON, Philadelphia, 112
WILBER D. ANDREWS, NEW YORK, 117

Absolutely No Connection With Any Firm or Other Individual
PASSENGER FLIGHTS $25

GEORGE W. BEATTY
Nassau Boulevard, L.I., N. Y.

HOLDER OF AMERICAN. RECORDS
2-Man Altitude, 3112

2-Man Duration, 3:42: a 2

| 4-Man Distance and Duration

5-Man

6-Man <3

Weight Carrying, 848 fee

S290

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SERRE RRR RR Ree Ree eee eee

AERONAUTICS April, 1912

THE )
First Annual International
Aeronautical Exhibition

TO BE HELD AT THE

NEW GRAND CENTRAL PALACE

NEW YORK CITY

May 9th to 18th, 1912
under the auspices and
control of
THE AERO CLUB OF AMERICA

For information regarding space for the exhibit

of completed machines for aerial locomotion, acces-

sories, models, drawings, etc., apply to

The Show Committee,

AERO CLUB OF AMERICA,
297 Madison Avenue, New York. een
ee

In answering advertisements please mention this magazine.

AERONAUTICS

the best for flying because they correspond
to a minimum drift for a given lift. The
polar diagram (fig. 13) combines these data;
the curve being compared with that of the
wing with circular cambre of 13.5 (dotted
line) which wing seems the most advanta-
geous. Up to Ky=.05, the Wright wing is
about equal to the circular wing; beyond
that the circular offers less resistance for
the same lift. The centre of pressure is
shown in diagram (14), the law of its vari-
ation being the same as that of the plates
of regular curvature already considered.
Finally, (fig. 15) shows the distribution of
pressure along the miiddle section of the
wing for an inclination of 6°. These pres-
sures are given for a velocity of 10 metres
per sec., and in kilograms per sq. metre.

Distance of centre of press:
ure from entering edge
in % of the width

00 Bord d‘attaque

oT HTT TTT]
TTT TTT
os TTT TT

HEH

TTT
eS ERE
d G

: 40° 30°%-20"-10" O° 10° 20° 30° 40°

Angle i o the chord

fothe wind

Fig. 14. Position of centre of pressure on
wing No. 10.

093

Near the entering edge the pressure beneath
the wing is 2.5 kilog. while the depression
on the back is 11 kilog. (24 lbs.) For a
speed of 30 m. per sec. (often attained) the
pressure on this edge would reach 121 kilog.
per m., much more than might be expected.
The pressure is, on the contrary, very slight
near the trailing edge.

Regarding the mean pressure, one can say
that the rarifaction on the back, is twice as
great as the pressure on the face of the
wing; consequently the material on the back
should be securely fastened to the frame-
work. The other wings give analogous

Page 123

April, 1912

results, which can be found in M. BHiffel’s
work, which shows the polars of 14 wings.
The table (fig. 16) gives the elements of
each of the wings for the inclination. of
minimum ratio of drift to lift. The angle
is that corresponding to minimum drift
ratio; K, is the unit drift, K, the unit lift,

xX

Kj total unit pressure, . drift ratio, c—i=

:
angle of the resultant with the normal to
the chord.

When a~—i is positive the resultant is be-
hind the normal. d is the distance of the
centre of pressure from the entering edge of

ing +
Scale of wing 5 15

Pressure on concave side

‘ero a7

17 (EONVEX, 5?

Fig. 15. Distribution of pressure on
median line of wing No. 10 inclined at 6°.

the

the plate. At the incidence considered in
this table the ratio between the resistance
to advance, and the weight lifted is the
smallest possible, and in that sense the wing
is in its best position. But it should be
noted that the lift may then be relatively

a & a B =

ren SOL 300 _. 809 | 390 300 __|
Fig. 17. Profile of Wing No. 8 (width 900

mm.)

small, necessitating an abnormally large

wing to carry the desired weight. Therefore
it is necessary to consider not only the drift

AERONAUTICS Page 124 April,

1912

ce . ANGLES OF
q FORM OF WING VALUES CORRESPONDING TO THE RESUL-
= TANTS
5 K, | with the normal
a a | | [te Ses
1] Plane rectangle 90 x 15 cn. . 0.0039 8.9 3.4
2| Circular curve, cambre 1/27 0.0017 2.7
3 | Same, with cambre 1/13.5 0.0038
4/ Same, with cambre 1/7 0.0096
5 | Curved in front; pleaet 0.0040
6| Plane in front; Gat : 0.0035
7| Plane below; circular on top 0.0012" n 2.6
8| Crescent shaped -- | 0.0031 Af be2 |e See
9| Bird's wing shape 0:0073 H 7.3 |" 1.8
Analogous to Wright wing - | 0.0028 # 5.6 |4 3.6
Analagous to Voisin wing 0.0015 Weal Nie Bail
‘| Analagous to M. Farman wing 0.0010 iH 8.7 [48 1.7
Analogous to Bleriot XI wing 0.0039 6.3 192.3
Analogous to. " XI-bis wing| 4. | 0.0023 4.3} 0.3
Analogous to Breguet wing : 0.0028 4.4 0.4
Proposed by Ernoult : 0.0015 6.8 0.8
Proposed by Drzewiecki : 0.0020 4.7 0.7
Proposed by Drzewiecki . 0.0021 4.5 0.5
Proposed by Drzewiecki . 0.0020 10.2 | 10.2
Kx
Fig. 16. Inclination and unit coefficients of wings for minimum ratio of
y
Profile of the wing
SS

Horizontal Hy and vertical Ky pressures
for different Speeds

5 79 11 13 and 18 m-ps.

=

Unit coefficients

Fig. 18. Plate with double curvature; profile and coefficients of resistance.

AERONAUTICS April, 1912

AEROPLANE
MOTORS AND EQUIPMENT
fee COMPANY v2.01:

NEW YORK

Prepare for Chicago
International Aviation Meet

Gordon Bennett Cup Race

MOTORS

Gnome Renault
50h.p., 70h.p., 100h.p., 140h.p. 50 h.p.,70 h.p.

Clement Bayard
25-30 hp.

In stock for immediate delivery

Spare parts on hand for all motors
Customers motors overhauled and repaired
Imported aeroplane cloth

AERONAUTICS April, 1912

Vulcanized Proof Material

For Aeroplanes, Airships, Balloons. First Rubberized
Fabric on the market. Lightest and strongest material
known. Dampness, Heat and Cold have no effect.
Any Strength or Color.

“Red Devil’ Aeroplanes

That anyone can fly. Free Demonstrations.

Hall-Scott Motors

Eastern distributor. 40h.p., 4-cyl.; 60 and 80h.p., 8-
cyl., on exhibition at Frank Schumacher’s, 164 W. 46th
Street, New York. All motors guaranteed. Immediate
delivery.

Experting
Will install a Hall-Scott free of charge in anyone’s

aeroplane and demonstrate by expert flyer. Expert
advice. ’Planes balanced.

CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York

AEROPLANE

="

In answering advertisements please mention this magasine.

Its cambre

AERONAUTICS

HL
ae a eee er
10 LL] [Bara] td [sottte! | | | |

- 40°-30°-20°-10? 0° 10° 20° 30° 40°
Angle of the chord with the win

Fig. 19. Double curved plate; distance of
center of pressure from entering edge in % of
width.
ratio, but also both the lift and drift, when
selecting a wing shape. The wing, No. 3, as
before stated, combines a good lift with a
moderate drift, but if a thick wing is desired
(for structural reasons) the wing no. 8 is
recommended, which is shown in (fig. 17).
and also its polar differ little

from wing no. 3.

M. Hiffel also studied
models and determined the

BOWIN LEVICK

Aeronautical
AN D Me AR =1.-N' EE

Photographers

several aeroplane
resistance of

Telephone 10& FULT ON STREET Cable
100 John NEW YORK Photonews, N.Y.

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

Write for Catalogue Agents Throughout Europe

Page 125

April, 1912

everything (including engine and passenger)
except the wings (harmful resistance). For
the Esnault Pelterie it was equal to *4, sq.
metre and for the Nieuport 2/3 sq. m.( i.e.
a plane that size normal to the wind).
Because the coefficient of normal pressure is
greater for large surfaces than for those
used in these experiments, M. Hiffel multi-
plies the values so obtained by 1.1 in making
calculations for full-sized planes, ete., and
finds that his results agree with the data
obtained with full sized machines in use.
M. Hiffel gives a method of choosing the
proper form of wing, which, however, we
shall not include here.

While the resistance of the air was found
proportional to V* for plates of simple cur-
vature, it was found that for plates of double
curvature, the coefficient K, diminished
regularly with increasing air velocity. The
diagram (fig. 18) shows, that at 9°, for
instance, the coefficient changes from .016 to
.0075, i.e., diminishes by one-half, when the
speed increases from 5 to 18 m. per sec. The
coefficient K, does not seem to undergo any
very sensible change; but also, in a general
x

y
The resistance Kj; varies in the same sense as
Ky, viz., diminishes as the speed augments.

way, the ratio increases with the velocity.

As to the centre of pressure, it is seen (fig.
19) that its displacement is the inverse of
that on plates of simple curvature. M. Hiffel
concludes this interesting report with an
account of some propeller experiments,
which however, we shall not give here.

Must Sell :——-FINE MONOPLANE

1911, cross-country type, two seater,
Bleriot, 100 h. p. engine, full equipment

A. V. REYBURN, Jr.
5305 Delmar Boul. St. Louis, Mo.

—

PEDERSEN OIL PUMPS

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

Write for circular

PEDERSEN LUBRICATOR CO.

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

BALL BEARINGS
For Fast Work

g RLV. Co., 1771 Broadway
New York

In answering advertisements please mention this magazine.

AERONAUTICS

Page 126

April, T91Z

The Curtiss Hydroaeroplane

The Latest Curtiss Water Flyer

HE Curtiss hydroaeroplane may be dat-
ed back to Nov. 28, 1908, when the
famous Aerial Experiment Associa-
tion’s “June Bug’’ was equipped with

two pontoons, or floats and tried out on Lake
Keuka, at Hammondsport by J. A. D. Mc-
Curdy. The floats in January, 1909, had hydro-
surfaces attached, as shown in the sketch (fig.
1). These created a tremendous commotion in
the water and the speed was but about 10
miles an hour. These surfaces were then sawed
off and the speed jumped to 27 miles an hour,
4 miles more speed than the machine had be-
fore its conversion, but it could not rise. The
floats had a framework of wood, covered with
black oilecloth.

No more experiments were conducted, be-
yond attaching cylindrical metal floats under
the wings of the machine when the flight from
Albany to New York was made on May 29, 1910.

On January 26, 1911, after a series of experi-
ments at his California camp at San Diego, Mr.
Curtiss made his first successful flight, one of
2 miles, with a water flying machine. This had
two floats (fig 4) and a small hydrosurface way
out in front. The floats were made of metal
over a wood frame. The measurements of the
floats need not be given as they were already
antiquated in a month’s time.

Instead of the two floats, Mr. Curtiss next
employed one single boat, (fig. 5) flat bottomed,
12 ft. by 2 ft. by 12 inches: The float was
fixed so that the weight of the engine and
planes, with the aviator aboard, was carried
slightly in the rear of the middle of the boat to
assist in getting off the water.

By the end of February, 1911, wheels which
could be drawn up out of the water or put down
as desired, were added; the machine was dubbed
a “triad.’’ Later wheels were discarded and
are not now used on the water machines.

The experiment was next made of flying to a
battleship in the harbor, ‘landing’ alongside,
being hoisted on deck, returning to the water
and returning. This was on February 17th.
For this event the front elevator was discarded
altogether, the engine and propeller placed in
front of the operator, making a tractor machine,
and the aviator’s seat located under the rear
edges of the planes. Another experiment was
made, that of adding a third superposed plane,
evolving a triplane. This also flew sueccess-
fully and enabled the carrying of 200 pounds
extra weight.

The machine shown in figures 2

and 3 was
adopted as standard and many

notable flights

were made by Curtiss,
others during 1911.

However, in September the front outriggers
were taken off and the forward elevator placec
low down on braces from the boat and this type
has since been standard (figs. 2 and 38). Ar
experiment was made on January 10, 1912, wit!
a twin propeller tractor machine, the propellers
turning in the same direction. The boat meas-
ured 20 ft. long and had bulkheads fore anc
aft. The motor was set in a cockpit and @
bilge pump was employed. Although the pro-
pellers were efficient, the ‘‘flying boat,’ as il
was called, was not entirely satisfactory or
account of troubles with the chain drive. This
experimental machine was also equipped wit
a hand cranking device and the engine had @
clutch.

Robinson, Witmer anc

THE STANDARD 1912 HYDROAEROPLANE

Two sizes of the water machine are listed:
models D and E. These are identical with the
land machines of the same model, with the
exception, of course, of the boat and loca-
tion cf the forward elevator. The D machine
has a spread of 26 ft. 3 ins. and a total over-
all length of 25 ft. 6 ins. This is furnished with
either a 60 h.p. Curtiss motor, or a 75 h.p. mo-
tor, as desired. The standard power for the
passenger carrying model E is the 75 horse en-
gine. Instruction in flying is included in the
cost of the machines, $5,500 and $6,000 respec-
tively.

The machine described following is the E-75
machine, which is identical in all respects with
the smaller model, save in size. The spread of
the main planes in this is 28 ft. 8 inches.

The main planes are double covered with
Goodyear cloth, glued and tacked. Cross wir-
ing between the fabric has been discarded.
Laminated wood bracing is employed, running
from corners to center of each section. There
are five sections to each plane. These are
quickly demountable, the main beams (1 ineh

by 1% inch) butting together between steel
clamps, bolted. Every section is double guyed

laterally with Roebling steel cable. The cross-
guying between front and rear spars is single,
except in the engine section where it is double.
All woodwork, save the bamboo outriggers, the
ash skid, the ash reaches to the front of the
float, and the laminated ash front and rear
beams in the engine section is laminated spruce.
The overhang of the planes beyond the rear
beam is very little in the present machines.

me AC TICS

he last 12 months were
l of costly aviation
sidents. These may be
' to blacken aviation’s
mutation; or wsed to
paviation’s progress.
t they must be frank-
faced.

f the seven prominent
verican aviation en-
es, only one has never
ta fatal accident--the
XIMOTOR --in spite
he hundreds of flights
de with it the world
r.

» take advantage of
tremendous develop-
its of last year new
2 models are absolute-
assential. The 1912
XIMOTOR is additi-
lly protected against
weaknesses shown in
2r engines last year.

Two aviators suffered

sctive crank bearings on American engines.

Sic
NSURANCE

“With a 40-50 h.p.
MAXIMOTOR,
I] get off the ground
witha | 80 |b. passenger
in about 100 feet. I'm
sure that the man who
can'tfy witha MAXI-
MOTOR hasn't a fly-
ing machine.’’ — Os-

born, Ohio Aviation

Company,
Manager.

injuries because of de-
Official

ivestigation proved it; though the facts did not get into

ie Magazines.

Other engines have been “‘stalled’’ from

1e same difficulty with babbitt and bronze bearings.

rank bearing trouble has never been Known on the ball-
ring MAXIMOTOR, which is the only American aero-
tor so equipped except one $3,000 engine. The shafts of
world’s champion aeromotor and automobile motor each

1 on ball bearings.
Another

fatal accident resulted from cylinder
blowing off a crankease.

he MAXIMOTOR compression is figured to a safe limit.

» cylinder bolts, as also the

connecting rod bolts, are of

ome nickel steel imported specially trom Sheffield for

MAXIMOTOR.

he records show that numerous engines haye stopped in
lair and caused deaths and serious injuries as a con-
uence of every one of the following:

pen gears becoming entangled with loose wires.

ll MAXIMOTOR gears are housed.

ubrication failing on account of oil becoming heated

and thin.

il circulation stopping unnoticed by the aviator.

arburetor freezing.

ll three are prevented by the MAXIMOTOR oil-jacketed

38 intake.

Of the 29 famous
machines in the
French military contest
(severest test to date) just
two makes of engines won.

One was the MAXI-

MOTOR type-4 cycle,

4-cylinder vertical water

cooled. So were the
champions of the‘ Around
Germany” race and the
great International en-
durance contest in
England.
See

ey 12

The cold gas and heated oil bring each other

to the best working tem-
perature. By a single
glance the aviator can
inspect the carburetor
and the oil sight just
above it.
Valves dropping on
pistons which then
burst cylinder heads.
Impossibleon the
MAXIMOTOR. The
valves are at the sides
of the cylinders.
Rotary intake valve
breaking — from weak-
ness of design.

No rotary on the MAXT-
MOTOR. Crankshaft
breaking as a result of
striving tor extreme
lightness. The MAXTI-
MOTOR shaft is ofa safe
size in the highest grade
imported chrome nickel
steel, strength 150,000 to
170,000 lbs. per inch.

MAXIMOTOR

WEIGHT about 200 Ihs., THRUST over 420 Ibs.

so a 6 cyl.

Ask

h. p. model.

CIAXI SER. MAKERS

DETROIT

Dept. 4

In answering advertisements

April, 1912

The Goodyear Tire & Rubber Co.
PIONEER BALLOON MAKERS of America

An opportunity for you to now enter the big profitable
field of ballooning for racing, exhibition, or advertising
purposes with the American-made balloon—a Goodyear.
We build them complete for all purposes—start with raw
material, end with finished product even to fitting up with

engines and parts. We guarantee our construction and
quality equal to anything in the world. Prompt deliver-
ies—reliable quality and money saved, is the value of
Goodyear Balloon service.

RUBBERIZED AEROPLANE FABRIC

The only weather-proof fabric. Hence most durable—
safest. It neither rots, mildews nor weakens. It won’t
shrink nor stretch, pull the planes out of line nor flap
and cut down speed. The process which impregnates
the cloth with rubber makes the fabric impervious to
varying degrees of heat, cold, or moisture. Used by all
leading air-men and manufacturers.

AEROPLANE TIRES—SPRINGS

_Our Detachable Aeroplane Tire is most popular. This
tire is built like the Goodyear No-Rim-Cut Auto Tire.
It binds the rimina grip that holds in spite of landing
wrenches—prevents loss and injury. Made of special
fabric of unequalled resiliency and strength.

We make tires of all kinds for all American and foreign
machines. With or without leather treads. We also
make a full line of springs, including the Bleriot Type
Rubber Shock Absorber of which we are the sole Manu-
facturers in America. :

Write us before doing anything definite.

The Goodyear Tire & Rubber Co., Ate".

Branches and Agencies in 103 Principal Cities.

Farman Running Gears Complete, as above - $47.50

AERONAUTICAL SUPPLIES

Everything to build any type flying machine.

New Catalogue with working drawings of Curtiss,
Farman and Bleriot-type machines in course of con-
struction and will be mailed free upon request to all
parties as soon as received from the printer. Write
for quotations.

A FEW IMMEDIATE DELIVERY PRICES

Curtiss Steering Wheels - $9.00 FRE Hawn
Curtiss Seats - - - 5.50 | every $50.00
1 = order for
5-Gallon Tanks - =O ml aMeranantical
Aviator Caps - - - 1.25 Supplies
Outrigger Fittings 29 | FLEECED-
< x > LINED AVI-
Oval Post Sockets - - .17 | ATOR CAP.
Aluminum pulleys with brass bushings:
2" 25c, 24" 30c, 3" 40c.
Wheels and Tires complete, Eclipse Hub:
20x24" $6.75 20x3" $9.50
E. J. WILLIS COMPANY, New York City
85 Chambers Street (Telephone 3624 Worth) 67 Reade Street

please mention this magazine.

AERONAUTICS April, 1917

HIRTEEN American aeroplane records are held by Americar
Aviators. Nine records were made in biplanes and monoplane:

equipped with CHARAVAY PROPELLERS. No record was made by any

other concern which specializes on propellers.

With a Charavay propeller on his monoplane, St
Croix Johnstone captured the record for distance
three records for the greatest speed over given dis
tances, and three records for distance flight withi
a fixed period of time.

With a Charavay propeller on his monoplane Ren
Simon captured the climbing speed record by reaek
ing the altitude of 1,600 feet in 3 minutes. 35 seconds

With a Charavay propeller on his biplane Charle
K. Hamilton broke th world’s record for biplan
speed over a circular course by flying at the rate e
79.8 miles an hour.

Over one-fifth of all the
aviators in America secured
their pilot’s license with a
Charavay propeller.

There is no more conyine-
ing array of hard, cold, prac-
tical, unassailable facts that
demonstrates the wunparal-
leled flying efficiency, relia-
bility and durability of the
Charavay propeller.

The Charavay propeller
must have all these qualities
because it is built according
to a scientific formula that
has been adopted as a part
of the curriculum of the
Stevens Institute of Tech-
nology.

Most important of all, you
can buy it for less money MANUFACTURED } { {\ J o
than any other propeller in AND SOLD BY S L O A N EK A K R O E L A N K C

the world.

Marioulatoud iomiserary Aeroplanes, Charavay Propellers, Parts and Repairs
other propeller ? 1733 BROADWAY, NEW YORK CITY
AGENTS: Eames Tricycle Co., San Francisco and Los Angeles. National Aeroplane Co., Chicas

Considering the future of aviatien

and the builder, we cheerfully sub-
mit our latest catalogue—calling special
attention to unassembled new features.
Our aim is to place supplies within the
reach of all interested and trust we have
met the requirements, generally—modern
machinery, up-to-date methods, skilled
labor, the best of materials and experi-
ence do the rest.

In the vicinity of all aero centres and
wherever you see aviation—you find us.

Send 4 cents in postage and secure

one as we invite your criticism.

New York Aeronautical Supply Co.
(Suite 62) Department “B”

50 BROADWAY - NEW YORK

5 2 ESSERE EARL AAAs

In answering advertisements please mention this magazine.

eG

AERONAUTICS

The planes have a 4 inch drop between front
and rear beams. The curve is 38% finches
deep, one-third back.

The main ribs butt against the beams and
are fastened in place by metal straps. The
leaving edge is a separate section; the ribs in
this also butt against the beam and fastened by

straps. The metal straps are cut as shown in
the drawing, folded down over the ribs and
tatked.

The spruce fish shaped struts have 4 lamina-
tions, and the ribs three. The lateral beams
are 1 inch by 1% inch spruce, 2 laminations.
The engine bed is spruce and ash, laminated.

The outriggers are covered by tin tubes for a
distance of 30 inches back from where they join
the rear beams. Between the bamboo joints are
small metal bands. The struts are 2% inch
by 1 inch at central portions and taper to %
inch round at the sockets.

April, 1912

The forward elevator on the water machine
is larger than on the standard .and machine.
This is double covered, as are all the surfaces
on the machine. The laminated ribs in the ele-
vators and ailerons butt against beams, fastened
with tin strips around the beams, tacked. This
system is also employed in the main planes.
Of course, there is no bamboo push rod to the
top of the elevator, but there is a rod from the
lower end of the steering column to the bracket
on the under side of the elevator.

The two rear elevators work inversely in
conjunction with the forward one by wire
cables. One runs from ae point on _ the

steering column above the pivot, under the low-
er plane to the forward end of the rear out-
rigger, through a Bowden tube, along the out-
rigger to the first upright, back and from there
anvcther short piece (with a snap hook) joins
cn and continues to the lower end of the mast
cf one of the rear elevators. Another cable
from the upper end of the mast, with a snap
hook at the end, joins another and continues
reversely the Same way, except that it attaches
to steering column below the pivot point. An-
other set of wires duplicate the operation to the
other rear elevator.

It is of course, well known that pushing
forward on the steering column turn the for-
ward and rear’ elevators simultaneously: the
action is the reverse in pulling the column
towards the operator. These rear elevators are
eut away to allow for rudder movement. Tri-
angular fixed surfaces are used ahead of the
rear elevators, at an angle to the horizon-
tal. The angle of incidence of these may be
altered.

Fig. 2-3

AERONAUTICS

a

onv7, £9, ¥ cog “E>
,

Page 128

April, 1912

April, 1912

Page 129

AERONAUTICS

f eb ge sf aaas nn nt

FUSED. THIL. f

BOWEN TUBES GIDE CONTRO.
CABLES MONG OUTRIOGE RS

TN

1 }

AN ep oot) me

Lala AN

TO TSP OF REA
ELEVATOR

SS

SS FARK ADVANCE
AND THROTTLE

“PR ROD TO

FRONT SSQELEVATOR,

Scale Drawing of the Latest Standard Curtiss Hydroaeroplane

AERONAUTICS

Page 130

April, 1912

The Twin Propeller Machins

The vertical rudder is pivoted back of its

leading edge. A horizontal spar projects for-
ward. From this the cables run to the steer-

ing wheel:—first to a point back of the rearmost
strut in the outriggers, through Bowden tubes
where bends come, along the outriggers through
Bowden tubes, under the lower main plane,
cross, up through the hollow steering column
and around the grooves in the wheel. Turning
the wheel left steers left, and vice versa.

The ailerons are built in the same manner
as the elevators and rudder. These are hinged
to the two outermost rear struts of the main
planes. Cables run from the upper and lower
ends of the steel tube ‘‘A’’ on each, through
tube guides to the shoulder braces, the ailerons
acting positively up or down by a movement of

{275

the body sideways. At the junetion of the
cables at the seat an arrangement is provided,
designed to allow neutralized ailerons. In this,
the passenger machine, the shoulder controls
may be interconnected so that either person
may operate the machine.

The system of wiring the whole machine for
the controls will be seen in the sketch.

The steering column is hinged, so that the
control may be passed to either of the occupants
of the machine. The upper half of the column
is locked in position for either pilot by a spring
catching in a notch on the sector (see sketch).
If desired, the machine is fitted with two dupli-
cate control pillars, interconnected, for teaching
pupils.

(Continued on page 140)

By PERCY PIERCE, Model Editor

HE fad of 1910 and the early
part of 1911 for models to
rise from the ground under
their own power is slowly

coming back into use. The
model described here has
made numerous flights of
over 700 feet after rising
off the ground. The ma-
terials used are as_ fal-
lows:—2—34 inches long

%x5/16 inch spruce sticks: 2—6 inch pro-
peller blanks; 26 feet 3/32 inch square rub-
ber: 4 feet of split bamboo; 1 foot cf 1/16
inch steel wire; 2% feet of thin spruce; 2
propeller bearings; 1 can Ambroid and
varnish.

The fuselage consists of two spruce
sticks 34 inches long, which are tapered off
on the inside at one end, so that when
fastened together by lashing with t4aread
end glueing they will form an acute angle.
The other rear ends are braced apart by a
6 inch bamboo brace, which is lashed and
glued to the top of each stick 1% inch from
the ends. A brace of bamboo is also lashed
and glued on top of the sticks midway be-
tween the ends. Two small blocks are cut
to form two steps and are glued to the top
of the fuselage, 3 inches from the front end.
Att the apex or front, % inch from the end,
a hole 1/16 of an inch is bored to insert a

3 inch piece of steel wire for the front rubber
anchorage. Each end of this wire is bent in-
to a hook to hold the rubber. The bearings,
which can be purchased from a model supply
dealer, are lashed and glued on the outside
at the rear ends of each stick, so that the
hooked ends point towards the front of the
fuselage.

Propellers are 6 inches and can be had
carved or buy the blanks and cut them out
yourself. They should be cut to revolve in
opposite directions and when slipped on the
shafts they should turn out when pushing
the model.

Split bamboo skids are the proper thing.
A 5% inch piece of bamboo is heated over
a spirit lamp or flame and bent to shape as
shown for the rear skids. It is then split
in half thus forming the two skids. The
braces of these are 4% inches long and are
bent in the same manner. Now lash them
to the fuselage so that the front of the skids
are 7 inches from the rear and the brace 4
inches from the skid. A thin strip of bam-
boo is lashed and glued to each skid where
the brace joins the skid to keep them steady.
The skids are now covered with Bamboo
Fibre and varnished to act as keels to give
the flyer greater stability. The front skid
is 74% inches long whereas the braces are
61% inches.

SX PROPELLER

SS

\\

A
x\
YAN

\
AN'

AERONAUTICS

Page 132

April, 1912

Thin spruce is used for the planes and
should not exceed 1/16 inch in thickness.
The main plane is 18 inches from tip to tip
and 3 inches wide, that is, with an aspect
ratio of 6. The front or elevating plane is
81% inches by 3 inches. Both planes should
have a camber of about 1 in 15. Four small
pieces of the rubber for the motors are used
to lash the planes to the fuselage. The rear
plane should be located above the rear skids
and the front edge of the elevating plane
resting on the small blocks at the front.

Each motor should consist of 6 strands
of rubber and each end of each portion of
rubber should have anS hook attached so
that the motors can be easily slipped off to

wind up. One of the best ways to wind up
the rubber motors is with a winder made
from an egg beater.

The rubber is wound up by first stretching
it out. Someone will have to hold the rear
of the model while you wind. After winding
and hooking the rubber back on the front
rubber anchorage the model is allowed to
rest on the ground until you see fit to let
the propellers go, when it will start over the
ground and gradually rise up. If it doesn’t
get off the ground either the front plane
should have more elevation or the rear plane
should be moved forward. The limit of
turns of the winder is 250; if more are put
on the rubber is liable to break.

MODEL CLUB NEWS

The Cypress Hills Model Aero Club of Long
Island, New York, have recently changed their
name to The Long Island Model Aero Club.

The New York Model Aero Club is coming
along in fine shape. Nearly every meeting they
bring out between thirty and forty members.

The Philadelphia Model Aero Club is advanc-
ing rapidly. Already the Club has twenty on the
membership list. Everyone is interested and
distance and duration flights are gradually in-
creasing. The Club meets every Saturday even-
ing now at the home of its secretary, 2208 Brown
Street.

CONTESTS

Omaha, Nebr., Feb. 17.—At the fifth meet that
the Omaha boys have held, Edwin Greevy scored
first place with a flight of 45 feet 11 inches. The
next best were, Fridolf Engstrom, Wilbur Brad-
ley, and Glen Grosjean whose ‘‘planes’’ made re-
spectively 44 feet, 40 feet 9 inches and 40 feet.

Long Island, N. Y., March 10th.—The Long Is-
land Model Aero Club, formerly known as the
Cypress Hills Model Aero Club, held a contest for
a bronze medal offered by Mr. Edward Durant
of the New York Model Aero Club, with the fol-
lowing results:— Won by J. F. McMahon, of Cy-
press Hills, L. I., distance 1,585 feet. 2nd, Geo.
A. Page, Jr., New York Model Aero Club, 1,436
feet. 3rd, Harry Eckhardt, Woodhaven, L. ee
1,175 feet. 4th, Cecil Peoli, New York Model
Aero Club, 1,085 feet. The Club will hold another
contest on April 14th. There will be one event
for Club members, one for models rising from
the ground, and an open event for distance.

Newark, N. J., March 16th.—At the Speedway
the Model Aero Club of New Jersey held a con-
test with the following results:— ist, Francis
Walton with 931 feet distance and 40 seconds
duration winning a bronze medal donated by
Mr. Edward Durant. R. Perry Foster came sece
ond with 856 feet and 36 seconds duration. 3rd,
P. Lott with 629 feet and 22-1/5 seconds dura-
tion. Nine contestants entered the competition,

Philadelphia, Pa., March 17.—The Philadelphia
Model Aero Club held their first contest at Fair-
mount Park with the results that a record was
broken. Perey Pierce won first place with a
flight of 1,554 feet, made with the Racer No. 68,
with unofficial flights of 2,628 and 2,706 feet.
Oliver M. Prentice came second with 960 feet.

In the duration event Percy Pierce broke the
American duration record with a flight of 91
seconds, the model attained a great altitude, at
times completely out of sight. Pierce made
numerous flights of 72 and 74 seconds duration.
Prentice came second in this event as well as
distance with 59-1/5 seconds. The day was ideal
for model flying, with a gentle breeze of about

5 miles per hour.

New York, N. Y., March 17th.—At the contest
of the New York Model Aero Club at Van Cort-
landt Park, Cecil Peoli came first with 1,7ul

feet; 2nd, Chas. Lateiner, 1,468 feet; Harold
Connelly, 1,442 feet; 4th, J. McPlerson, 1,078 feet;
5th, Harry Hader, 574 feet; and 6th, Heyler with
332 feet. In the duration event Harry Herzog
made 65 seconds and Selly second with 62 sec-
onds.

San Francisco, Calif., March 18th.—R. G. Rob-
inson of the Polytechnic Aero Club made a new
Pacific Coast record with a flight of 1,144 feet.
This was witnessed by H. Carniglio, president
and W. Ruppel of the Polytechnic Aero Club.

Chicago, Ill., March 23rd.—The Illinois Model
Aero Club is certainly “going some”. At one
contest, there were three events, with some
thirty contestants, one of whom was a girl.
Girls, you want to get into the game. In the
small glider event, Clarence Fisher came first
with 34 feet 10 inches; large glider event, P. Ia
Jones, first with 59 feet. In the power driven
model event, Louis Phyllis first with 418 feet.

Philadelphia, Pa., April 6th.—The Y.M.C.A.
Boys’ Aero Club meet was making fine progress
when they were obliged to vacate on account of
not having a permit for the day. However, the
boys succeeded in making a number of flights.
Percy Pierce made some 7 or 8 flights averag-
ing from 1,000 to 1,500 feet. H. G. Oakley of
Gloucester, N. J. made one of over 1,000 feet.
Others present with models were, Philip Me-
Cutchen, David Metheny, John McDonald and
Sydney Gross. The Y.M.C.A. have offered a cup
the contestant to win three times.

Gloucester, N. J., April 8th.—Flying is almost
out of the question at Fairmount Park, as the
base ball season has arrived, so several mem-
bers of the Philadelphia Model Aero Club took
a trip to Gloucester, where they found an ideal
field for flying, with a clear space of about
4% mile wide by a mile long. The land is flat,
and bordered by a creek. H. G. Oakley and
Perey Pierce tried out models on the new
grounds. Unfortunately Oakley’s *‘plane’’ came
down in a hurry in some plowed gtound, at one
end of the field and was disable?. Pierce, how-
ever, had better luck, and his 1n0del covered in
a straight line 2,890 feet, going out of sight.
In ten flights his model covered a aistance of
over 3% miles. In the afternoon Pierce tried
out his No. 5 Hydro and after several trials it
rose off the water in a very graceful flight. It
is probable that the contests will be at this field.

Address all inquiries to Perey Pierce, 5907
Osage Avenue, Philadelphia, Pa,

Ray Wilcox, of the Wolverine Aeronautic Co..

is now in Canton, China, where an aviation
coop is being organized. Three Curtiss type

machines were made for the Young China
Association and they were exnected to take part
in the proposed siege of Pekin, but arrived too
late. It is interesting to see pictures of
American machines with the American engines,
Roberts and Gray Eagles, as part of Chinese
scenery. .

E

_,MODEL AEROPLANES

STANDARD FITTINGS AND SUPPLIES

Announcing our Second Edition 1912 Cat: alog free on rec

c ate >quest. Listing 8 Knock-Down
3-foot Flying Models, designed to scale. Including: Curtiss Hydro, Nieuport Racer
Langley Tandem Monoplane Chain Drive. New Stock, new fittings and Correct Prices

THE WHITE AEROPLANE COMPANY, sxooeye SRE

-“CECIL PEOLI” Chgmrion

Official Record 1,691 feet, 6 inches

Plans and directions for building
eas famous adel 25c. Plan for building Wright ~
iplane, 3 ft., Flying Model 25c. Bleriot Monoplane . light, smooth, aluminum
3 ft., Flying Model-plan 15c. Complete stock of quar- PROPELLERS FOR MODELS ; blades; variable pitch, steel
anteed materials and parts. Our new up-to-the-minute Bites urately and securely attached; 35 in. 15c., 5 in. 20c.,
catalog contains everything. Also has official rules for 6 in. 25¢.,8 in. 35¢c., 10 in. 50c. Post- paid. Low quantity prices.
contests. 5c. brings it. Worth $1.00. None Free. Jersey Skeeter Ae roplanes: 25c,F lying Squirrel Aeroplanes 1dc.
IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, N. Y. City LINCOLN SQUARE NOVELTY WORKS, 1939 Broadway, New York

GET THE WORLD’S BEST FLYER
PERCY PIERCE RACER, No. 68

Official records:—1,814%2 feet distance 91 seconds duration.
Unofficial (newest) aisence 2,890 feet. In ten flights it
. F covered over 372, miles. The only model to win every com-
Here it is. petition in winch it has been entered. Most complete

sn 8 drawings published 25 cents. Parts and Made-up machines

Isn’t it a front 2 ;

ALLOWED

PATENT

ee ““Beaut ?”’ PERCY PIERCE, 5907D Osage Avenue, Phila., Pa.
Vy Write for particulars

Immediate Deliveries 3 Models From $1,500 to $10,000

é Our Monoplanes are in every way suited to contest and exhibition work, including speed, altitude,
distance and duration, cross country and cross city flying where thoroughly reliable strength and hig rh
efficency are so vitally inportant.

SINGLE SEATERS RACING MONOPLANES

PASSENGER-CARRYING MONOPLANES

Visit our factory and examine in detail the
excellent construction of our monoplanes.

A few of the most prominent owners of our Bleriot |/
Type Monopianes are : ‘
A. C. Menges, Memphis, Tenn.

E. J. Marley, Sumner, Miss.

Willie Haupt, Philadelphia, Pa.
A. V. Reyburn, Jr., St. Louis, Mo.
G. B. McNamara, Norton, Mass.
J. Albert Brackett, Boston, Mass.
Chas. W. Spencer, Phila., Pa
All passenger-carrying monoplanes are equip-
ped with twin steering wheels which enables the
pilot to instruct the passenger and still retain
control of the machine at all times.
Send for Illustrated Catalogue, It is Free

AMERICAN AEROPLANE SUPPLY HOUSE

137-141 JACKSON STREET Phone 427 Hempstead HEMPSTEAD, L. I., N. Y.

One of our Single Seater Monoplanes. Equipped with
50 H. P. Roberts Engine. Price as Illustrated $2,700

The Moisant

International Aviators

Instruction in Aviation after April Ist

BLERIOT and MORANE MONOPLANES
FARMAN BIPLANE
VOISIN HYDRO-AEROPLANES

Best terms given first ten applicants

Moisant Monoplanes secured more records
than all other American makes during 1911

:

4

‘| Executive Offices - U.S. Rubber Building,
I! Broadway and 58th St., N. Y. C.
\

\

Factory = ° = = Winfield, L. I.
Aviation School - Hempstead Plains, L. I.
Moisant 50 h-p. Monoplanes

Moisant Racing Biplanes ;
Aeroplane parts for all types of machines

Inspection invited. Write for terms and information

13V// VViestusvth st. 22) News york

CAN AY TORS

In answering advertisements please mention this magazine.

Che ae

All Highest Class Workmanship

AERONAUTICS

It Is An Insult to
Your Intelligence

to be asked more money for a high-
powered aeronautical motor than
you are compelled to pay for a
complete motor car of Vanadium
steel construction. We
therefore offer you

the Self-Starting
50 H.P. Six Cylinder
Albatross

including magneto,

carburetor,
propeller and
self-starter
complete for
$650.00 f.0.b.
Detroit. If you want to
get into the International
Races this year, get an
Albatross and have a sure chance.
Our large illustrated catalogue tells
you why Detroit people cando what
Georgecan’t. Itis free for the asking.

Agents Wanted Everywhere

ALBATROSS COMPANY
Detroit, Michigan :: :: U.S.A.

In answering advertisements please mention this magazine.

April, 1912

Mioielatciy
ELECTRICS

- “*THE ELECTRICAL MAGAZINE FOR EVERYBODY”’

For the Novice, the Amateur, the Experimenter and the Student.
TMHE brightest and most interesting “plain English”
electrical monthly magazine published, nearly five
years old. 112 to 144 pages monthly. New depart-
ment on aeronautics.
THE AUTHORITY ON WiRELESS
rue migazine to read if you want to keep up-to-
date on wireless and progress in electricity and
aeronautics. With one year’s subscription to Modern
Electrics for a limited time only we are making the
following : — THREE OFFERS
3 — 1 Bleriot Model Monoplane
Guaranteed to fly. Free.
2 Marble’s Pocket Screw-

driver and Prest-o-lite

Key. Three sizes of

blades locked in nickel

plated handle which

closes up like a Knife.

Closed 8% in.

haa Open 544 in. Just

= (0 a out and_ it’s a
SS SSS dandy. Free.

SS a Double Magnetic

Reversible Engine

With Speed Contact Lever 1000

to 2500 revolutions per

4 minute. Free.

Send $1.50 to-day in cash,
stamps or M. O. and get
Modern Electrics for one year
and jour choice of the
above offers prepaid
Absolutely Free.

Money refunded immediately if not pleased in every way.
MODERN ELECTRICS, 298 Fulton St., New York
15c. per Copy (ect quickly as our supply of) $1.50 per Year

the above is limited

ALL SIZES IN STOCK—Any Size or Type Hub
20’’x2}" Wheel and Tire, - $5.75
£9'’x2}"" Wheel less Tire, $4.00
20’x3”" Wheel and Tire, $8.25

Stock
HUBS
6” wide—Ball-
Bearing or Plain to
fie eee leer orien

Tubular Axle.
Bal.-€. ©. D:
J. A. WEAVER, Jr., Manufacturer

Department A, 132 W. 50th St., New York

ADAMS-FARWELL
REVOLVING MOTORS

HAVE BEEN IN
DAILY USE FOR
TEN YEARS.

Mavi ei Ihave
Running Gears
Complete

Terms: Cash or Deposit.

This is our
new 72 HP.

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

Ask for ou,
Circular No.16

OMPANY
21 ATHOL STREET, DUBUQUE, IOWA, U. S. A

AERONAUTICS

Page 133

April, 1912

The Sparling Headless

“SUE latest Sparling headless,
2% the evolution of Sparling’s

“e, “e,
es) a first headless machine,
eS 6) which is claimed to have
; g flown as far back as Novem-
s

ber, 1909, and to have been
the first to abolish the front
elevator, is a medium sized
S = ee Ses machine adaptable for gen-
BORE %e Sd eral use but is designed es-
pecially for exhibition work.
Owing to the simplicity of construction, it is
easily assembled and repaired, all parts being
standard.
DETAIL OF CONTROLS:

ihe general description is as follows:
Svread of upper planes 36’, lower planes 28’
0”, separation 5’ 3”, chord 5’ 6 6”, spars spaced
4’ apart. Engine section 8’ 10” wide, other
sections 5’ except extensions of upper planes
which are 4’ 0”. Ribs spaced 12” apart, of
Farman construction, surfaced on both sides.
Length of outriggers 15’ with struts 6’ and
10’ from rear spar. Length of main skid 10’
with 20” by 4” wheel in front. Rear wheels,
of which there are two pairs (Farman type
20’ by 2%’) are mounted at rear end of lami-
nated skids which run ‘from spar to bottom
of tube bracing under rear spar and extends
to the rear 14”. Main skid is placed further
from lower plane than is the usual practice,
being 2’ 9” below rear spar, al!o \ing engine
to be placed 10” above spars.

rr DETAIL OF REAR WHEELS.
Seat arrangement for operating ailerons
(pat. apv. for) comprises seat with rigid
back and sides mounted on _ framework

between front wheel braces, on double leaf

springs 6” wide, which allow the seat to be
tilted either to the right or left but throws
the pivot off center toward the side to which
the seat is tilted. A tripod of tubing fastened
to the bottom of the seat operates the aileron
wires in reverse. A hand wheel mounted on
an inverted U shaped support of steel tubing,
bending to the rear at the upper end op-
erates the rudder, pushing and pulling the

whole operates the elevator. Hand or foot
throttles as desired.
Dimensions of controls are: tail 12’ wide,

2’ stationary, 2’ flexible, rudder 4’ high, 1’
forward of pivot, 2’ to the rear. Ailerons

8” by 9’, operating both ways.

Designed for 50 h.p. Kirkham motcr, ap-
proximate speed 60 m. p.h. Weight 650 lbs.,
area 300 sq. ft.; loading with gas and oil for
five hour run 3.4 lbs. per square foot.

J. N. Sparling has reorganized under the
name United Aviation Company and con-
ducts the Sparling-Craig aviation school, at
East St. Louis, Illinois, with a fleet of six
“ships,” exelusively Kirkham motored. The
school has opened with five pupils: W. S.
Holley, Collinsville, Illinois; Francisco
Galan, Mexico, D. F.;

Antonio Perez, Porto

RAWHIDE HINGES ON AILERONS
MAST CLAMPED TO SPAR OF AILERON.

fico; Edw. Neimiller, East St. Louis; and
Charles Rarobaugh, Kirksville, Mo. The
schoo] owns its own sheds on a leased private
field.

SHORT FLIGHTS

By E. M. BRANSON
If Wilbur can read, can his baby Wright
Vaniman can not cross the <Atlantie Ocean

in a balloon because he is not a Well-man.

Just because Antony Jannus = can
“Raviations,” it is no indication
A. Wittemann.

No, Cassius,
nauticks.

The man who said ‘TI had rather be (W)right
than President,’ must have had a high opinion
of aviation.

If the Wright Brothers lost their suit in court
would they have to bi-plane clothes’

write
that he is
aviation

“bugs” are not Aero-

Question: Why is an aviator like a hog?
End man: Well, Roger, why is an aviatior like
a hog?

Roger: He always carries a spare rib around
With him,
If Roosevelt's “‘Big Stick” is inefficient,

why
doesn’t he get an aero club?

A A esl
——_ a ayy H
| 60" SSS \

April, 1912

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The Sparling Headless Biplane

AERONAUTICS

George W. Beatty with a Frontier Model-A Motor makes some very fine flights
and says he will shortly make some interesting records with the Frontier. If
you are looking for a powerful, high-class motor get particulars today. This motor
will be on exhibition at the Aero Show in New York and exhibited by E. J. Willis
Co., 85 Chambers Street.

FRONTIER IRON WORKS, Buffalo, N. Y.

How would you like
to win a Race?
BUY A
French— American Balloon
They always Win.

Records Prove It

Chicago International Contest, 1908—9 compet-
itors, 1st for distance and endurance.

Indianapolis National, 1909—1st & 3rd money
St. Louis Centennial, 1909—Ist, 2d & 4th money
Peoria Contest, 1909—Ist & 2nd money.
Indianapolis National, 1910—2nd money.

Kansas City National, 1911—Ist, 2nd & Srd

money.

Kansas City International, 1911—‘‘K.C. II.”’
non-contestant — whipped the entire
field, World’s best Balloons.

Insist on Records before buying anywhere.

We arrange Contests, Qualify Pilots, ete.

French-American Balloon Co.

4460 Chouteau Ave. St. Louis, Mo.
H. E. Honeywell, Mer.

In answering advertisements please mention this magazine.

AERONAUTICS Apiil, 1912

THE ONLY COMMERCIAL AEROPLANE

In the World will be exhibited IN SECTION E

First Annual International Aeronautical Exhibition

NEW GRAND CENTRAL PALACE
New York City :: MAY 9th to 18th

The Christmas Aeroplane

Automatically balanced; heavy weight carrier; fly in heavy

weather; absolutely dependable; not a plaything, but a
commercial success. Can be built to any desirable commercial
size; in a field by itself; no competition; nothing like it. @|We
court the closest investigation. Meet us at the show, see it and
let us tell you the rest.

CHRISTMAS AEROPLANE COMPANY

CAPITAL $1,000,000.00
Office, Factory and Flying Grounds : Washington, D.C. Office : 1512-14 H Street, N. W.

FAIR MANAGERS and Others
Interested in AEROPLANE FLIGHTS

EXHIBITION ano CROSS
COUNTRY FLYING

“Reliability Means DOLLARS to the Management”
Flights Guaranteed You can Program the Flights—They will be on Time Prices Right
COMPETENT AVIATORS MACHINES THAT FLY CONTRACTS RIGHT
DATES FOR EXHIBITIONS ARE BEING BOOKED—DON‘T DELAY

MODEL “A’’ BIPLANE, Single Seater

You are cordially invited to the Flying Field, where demonstrations of Exhibition and Cross Country Flying
will be had any day you may come. My Aviators and Machines HAVE PLEASED OTHERS. THEY WILL
PLEASE YOU.

Aeroplane Flights will do more in one day to advertise your Town, Fair or Carnival than anything else.

MANUFACTURER "THE PROWSE BIPLANE AND MONOPLANE

AS WELL AS ALL STANDARD MAKES
WORKMANSHIP GUARANTEED AGENT OF THE KIRKHAM AERONAUTICAL MOTORS

DO YOU WANT TO FLY?

1 use a Passenger Type Biplane in teaching you to fly. A
competent Aviator is with you at all times. Two sets of Contrel
Levers. THE ONLY SANE AND SAFE WAY TO LEARN
My ‘Terms are Reasonable. NO DEPOSIT FOR BREAKAGE
REQUIRED. Let me tell you all about it.

Should You be Interested in any Department,
Write, Wire or ’Phone

C. O. PROWSE |
HOPKINSVILLE - - - Kentucky MODEL “B” BIPLANE

», Single or Double Seater

In answering advertisements please mention this magazine.

AERONAUTICS

Page 135

April, 1912

The Monaco Water Meet

Fig. 1, Caudron; 2, The Sanchez-Besa;

HAT the first Rheims meet did for
aviation in 1909, the recent hydroaero-
plane contests at Monaco have ap-
parently done for water flying.

As in the opening drama _ nearly
three years ago, the public turned out in great
numbers, assuring moral and financial support
to the utmost, while delegates from all coun-
tries also made the event truly international in
character. The marine aeroplane has establish«
ed itself as a “‘genius avis’? which requires spe-
cial classification.

Points were awarded to each competitor but
in such a ratio that the passenger carrying
capacity considerably overbalanced any other
figures of merit.

The score of each contestant was increased
20, 5u, 75 and 100 per cent. for respectively one,

two, three and four passengers, bringing the
Curtiss third.
Eliminating this feature of wWeight-carrying

would give Curtiss second and third place.

The one important lesson seemed to be the
necessity of treating the floats or pontoons as
necessarily boat hulls, and marine craft pure
and simple.

The French press are highly elated over the
meet’s success, claiming the French construc;
tors have done in two weeks what it has taken
Curtiss two years to do.

The different hydroaeroplanes were equipped
with from one to four floats. The large Voisin
had four floats, the small Voisin had three
tloats. Both the Maurice and Henry Farman hy-
droaeroplanes had three floats. The floats on
the Henry Farman machines were exact dupli-
cates, even to the smallest detail, of those used

3, A Maurice Farman;

4, A Henry Farman

on the Curtiss hydroaeroplane. One of these
machines sprung a leak the day after the
meet was finished and it is only due to the fact
that the aviator hurriedly took to flight from
the water and did not descend until he had
reached the finishing plank upon which the
hydroaeroplane was hurriedly drawn that the
machine was kept from turning over sideways
into the water. This same accident occurred
to the Sanchez-Besa hydroaeroplane with the
result that it turned over in the water directly
in front of the harbor.

Robinson had but a one-man speed model and
Paulhan had the standard passenger-carrying
Curtiss. The perfect weather and smooth water
were of immense advantage to the French ma-
chines. These latter were very large biplanes
to which floats had been attached. The largest,
a Maurice Farman had previously carried six
passengers as a land machine. This was
measured 65 ft. spread. The others were all
but slightly smaller. There was but one day
of rough water and the Curtiss was the only
machine to make the test under the bad con-
ditions with the exception of the Voisin which
was smashed in landing in rough water.

Late in the afternoon of the same day the
wind died down and the water became perfectly
calm, enabling the other machines to go out
and accomplish the required tests. No counts
were allowed for speed.

After first trials, the two-float machine had
its two floats brought much closer together,
their position fore and aft being also altered.
By bringing the flodts nearer to one another,
the machine acted like a single-float machine,
under way. Two of the three-float machines,
the two Farmans, run on two floats only when

AERONAUTICS

they have attained a certain speed, and so be-

come more akin to two-float machines. A
number of alterations have been made in cer-
tain of the machines. Renaux’s Farman _ bi-

plane had its rear float removed, and the two

main floats placed closer together.
The conditions of the meet were as follows:—
A.—Arise from calm water and fly out around
some buoys placed in open sea. Counts one
point.
B—Alight in calm water after circling the
buoys. Counts one point.

C.—Arise from rough water. Counts two points.
D.—Alight on rough water. Counts three points.

The two following tests could be attempted as
often as might be desired during the meeting,
but only counted once:—

E.—-The aeroplane must be driven ashore after
alighting on the water, so that the pilot
may land with dry feet. Counts four points.

F.—The aeroplane must be driven on to the sea
surface from the shore, after which it must
rise. Counts four points.

Four extra points accrued to those machines
which fulfilled these tests.

April, 1912

The contestants in the Monaco Meet, March

24th to 31st, were as follows, with the points
gained :—

1. Fischer—(Henry Farman, 3 floats) 112.1 points
2, Renaux—(M. Farman, 2 floats)....100.8 points
3. Paulhan—(Curtiss, 1 float)....... 86.3 points
4. Robinson—(Curtiss, 1 float)...... 71.9 points
5. Caudron—(Caudron-Fabre, 3 floats) 63 points
6. Benoit—(Sanchez Besa, 2 floats).. 50.3 points
7. Rugere—(Voisin, 3 floats)........ 41.7 points

Taddeoli—(Mouette Perrot, 3 floats)
Colliex—(Voisin, 4 floats)
Baillod—(Baillod, — floats)

BOOKS RECEIVED

HOW TO PLAY THE NAVAL WAR GAME.
by Fred T. Lane, author of ‘All the World’s
Aircraft,’’ ete., published at $1.80 by Sampson
Low, Marston & Co., 100 Southwark St., E. C.,
London. Complete set of latest rules, full in-
structions and some examples of ‘‘wars’’ that
have actually been played. This is a great book
for the naval student, particularly those inter-
ested in aerial defense and offense.

The Aero Show

REAT hopes” are being entertained for
the first annual hydroaeroplane race to
be flown the first week in May over
New York waters for a handsome
trophy offered by Charles E. Spratt,

head of the International Exposition Co., for
annual competition. A rules’ committee is
working on conditions which will give every

machine the same chance as any other. Two
Curtiss water machines have already been
entered.

Following is a list of exhibitors up to closing
time of the forms for this issue. A number of
other exhibitors have asked for space and con-
tracts are awaiting signature. Visitors to New
York will have ample opportunity of seeing
samples of about every machine made in this
eountry, aS well as some of the principal for-
eign types. Makers not exhibiting, some of
them, will have ’planes or motors to be seen at
the Long Island fields, as the Gyro Motor Com-
pany is doing during show week. Lectures by
aviators and prominent men in aeronautics, il-
lustrated with moving pictures taken by Coffyn
and Fowler from aeroplanes, and by slides, will
be given twice daily, free to the public.

AEROSTATION
A Leo Stevens—small complete hydrogen bal-

loon; Goodyear Tire & Rubber Co.—4 model
balloons and large scale model dirigible.

AEROPLANES

Max Ams Machine Co.—hydroaeroplane; Am-
erican Aeroplane Co.—monoplane; American
Aeroplane Supply House—Bleriot-type mono-
plane, single seater; and chassis of 2-place ma-
chine; Curtiss Aeroplane Co.—hydroaeroplane
and two models of biplanes; Christmas Aero-
plane Co.—biplane; Gallaudet Engineering Co.—
100 Gnome steel monoplane; Gressier Aviators.
—the Gressier ‘‘Canard’’; H. W. Jacobs—metal
multiplane with 2 motors; National Aero Co.—
Bleriot-type monoplane; Queen Aeroplane Co.—
“aeroboat’’ with Crane engine, and Bleriot type
monoplane; Rex Monoplane Co.—Bleriot type
monoplane; Irving W. Twombly—monoplane;
The Wright Co.—6 cyl. hydroaeroplane.

MOTORS

Max Ams Machine Co.—M. A. S. motor, 8 cyl-
inder V shape, 70 to 80 h.p.; Baby Engine Co.—
engines for models; Crane Co.—aero motor;
Curtiss Motor Co.—various Curtiss motors, pro-
pellers, sectional parts, ete.; Elbridge Engine Co.

-4 and 6 cyl. ‘‘Aero Specials’’ in the Willis
space; Frontier Iron Works—8 cyl. Frontier; C.
B. Kirkham—Kirkham six; Mead Engine Co.—

50 h.p. rotary valve Mead; Roberts Motor Co.—
50 and 75 h.p., 4 and 6 cyl.; also one 125 h.p.;
Nomie Engine Co.—Nomie rotary engines for
models, propellers, speedometer and models;
B. F. Sturtevant Co.—4 and 6 cyl. motors and
propellers; H. L. F. Trebert Engine Works—S8
cyl. V motor and A ‘“Trebert’’ Justrite; Irving
W. Twombly—7 cyl. rotary. Gnome type; Hall-
Scott Motor Car Co.—H-S 8 cyl. motors.

FABRICS

Goodyear Tire & Rubber Co.—Tires, tapes,
springs, fabrics, pneumatie hydros, ete.; Penn.
Rubber Co.—Pennacloth, aeroplane tires: B. F.
Goodrich Co.—Lumina fabric; Diamond Rubber
Co.—aeroplane tires.

MISCELLANEOUS

E. J. Willis Co.—Supplies and models; Mar-
burg Bros.—Mea magnetos; Electric Speedomet-
er Co.—tachometers; W. F. Mangels Co.—teach-
ing device; Aeronautics; B. F. Goodrich Co.—
Palmer tires; Fly; Aircraft; G. A. Crayen & Co.
—magnallium; Aero; Scientific American; F. A.
O. Schwartz—models; White Aeroplane Co.—
models; W. <A. Crawford-Frost—model flying
machine.

LOAN AND HISTORICAL EXHIBITS

Curtiss 1909 Gordon-Bennett winner; Burgess
“Flying Fish’’; Antoinette by Harry S. Hark-
ness; Nieuport by A.C.A.; Davis Aeroplane Gun;
Queen Company—wind tunnel in active opera-
tion; New Army aeroplane with 70 Renault built
by Burgess Co. & Curtis; Wright hydroaero-
plane of Frank Coffyn; Henry Farman biplane
of Clifford B. Harmon; Morane monoplane by
Romaine Gressier; Paris-Madrid Bleriot winner,
by Paul Lacroix; Deperdussin single seater, by
George M. Dyott; Chanute gliders from Aero
Club of Illinois; Zodiac dirigible car, by A. Leo
Stevens; Parseval airship, by Horace B. Wild;
Exhibit from the U. S. Weather Bureau; Law’s
parachute, used in the jumps from the Statue
of Liberty, Brooklyn Bridge, ete., recently, by
by A. Leo Stevens; Assortment of balloon
baskets, by A. Leo Stevens; Balloon basket and
equipment lent by Al. R. Hawley.

The Wright Company will show their propel-
lers used in the early years of experimentation.
The Army aeroplane wireless will be another
feature.

I am inelosing money order for subscription.
You have the best magazine that comes to my
desk. I have magazines from Europe but yours
is the best, better paper, type and larger.—C, F.
S., Kans.

AERONAU

1. L. F. Trebert Engine Works,

LIES

PEPE EEE ehhh beh r rk

:
:
i
:

Benoist Bi

planes

don’t wait for
spring to fly.

Horace Kearney, in
a plane built by us
last year, flew from
the aviation field
to Frisco and land-
ed in a publie
street.

Antony Jannus and
Capt. Berry in the
new Benoist School
Machine, carrying
100 pounds extra
equipment flew
from Kinloch to
Jefferson Barracks,
over twenty miles
in twenty minutes.
Jannus dropped
Berry with a para-
chute into the Bar-
racks and returned

+} to Kinloch without

a hitch.

Benoist flyers are
always doing
things because
they can.

Also operate the
Benoist School of
Aviation.

BENOIST AIRCRAFT COMPANY

6628 DELMAR BLVD.

ST. LOUIS

hh te he te ee ee se ke ee |

+
FEES EEEEEEEE EE EEE EEE EE ESET

Im answering advertisements please mention this magasine.

April, 1912

RR RELIANCE BY
GASOLINE ENGINES

ALVELESS
IBRATIONLESS

US fj RI

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See our exhibit of motors at the International Aeronautical

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5. The engine with the Greatest Flexibility. A four cycle
with six power impulses per revolution.

6. The engine Unaffected by Inclination. Its oiling or gas
intaking is unaffected by the inclination of ascent or
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April, 1912

Wright Flyer

1912 Models

In addition to those features which in the past have
made Wright Flyers famous for efficiency and reliability,
the new models can be furnished with Automatic Con-

trol, Silent Motors, and Hydroplanes.
features make the
to sportsmen.

Exhibition Machines

For exhibition work we have other models especially
adapte dd to high winds and small fields. It was with a
stock ““EX’’ Model that Rodgers made his wonderful
flight from Coast to Coast. Reliability meaus dollars to
the exhibitor.

Wright School of Aviation

Training consists of actual fiying, in which the pupil
is accompanied by a competent teacher. No risk and
no expense whatever from breakage. The most famous
flyers in America are gr: iduates of our school and
include such names as—

These special
1912 machine unusually attractive

Lieut. Arnold Drew Lieut. Rodgers

Atwood Elton Parmalee

Brookins Lieut. Foulois Page

Brindley Fowler Reynolds
Bonney Gill Simmons

Beatty Lieut. Lahm Turpin

Burgess Lieut. Milling Welsh

Coffyn Mitchell Webster

Capt. Chandler C. P. Rodgers And a score of others

Our School at Dayton is now open and pupils may
begin training at once if they wish. By enrolling
now you can reserve date most convenient to you for
training.

Write for Particulars

THE WRIGHT COMPANY

DEPT. A DAYTON, OHIO

In answering advertisements please mention this magazine.

AERONAUTICS

Faze

[37 April, 1912

NS, General

USE OF MONOPLANES SUSPENDED

French Army Issues Order
OLLOWING the death cf Lieut. Se-
veille by the breaking of the four up-
ment and the Minister of War issued
per guys of the wings, Bleriot re-
ported on the subject to the Govern-
an order to suspend the use of army mono-
planes.

The report of Bleriot explains the deaths of
Chavez, Blanchard, Lantheaume, Du Courneau
and Seveille. The French Army moneplanes
aie now being retrussed.

In has report Bleriot says:

“All these accidents having resulted in the
Same conditions led to the idea that the wings
must be forced from above, and had to resist
pressure acting vertically in a downward di-
rection.

“Then it was that I realized how the momen-
tum of an aeroplane flying in a straight line,
and made suddenly to descend by a vol pique,
would reverse the loading on the wing * * * * *

“A machine moving horizontally will, when
the motive power is diminished, descend by a
parabolic path, which will be longer in pro-
portion to the initial speed. If, by a strong
movement of the elevator, the pilot suddenly
transforms the trajectory into a straight line
slanting at a steeper angle towards the earth
than the parabola, the machine is immediately
subjected to a force from above. In order that
the machine should make this descent to earth,
which takes place more rapidly than that re-
sulting from the gravitational influence of its
own weight, a downward force must act upon
the wings

elicits one suddenly uses his elevator
in order to descend (at a steeper angle than
the parabola) of which the slope is greater than
its small angle of incidence it is evident that,
in order to overcome the momentum of his
machine, he must apply a force on the top of
the wings, and at the same time of course this
will stress the upper guys.

“Tt is then the change from the (one) direc-
tion to the (second) direction that causes the
danger to the pilot and not the vol pique its-
self, which if performed slowly and progress-
ively presents no objections.

“Tt is therefore necessary to test monoplanes
with a top loading on the wings, so as to obtain
a svstem of upper bracing that will be of
corresponding strength to the lower bracing
now in use.”

WRIGHT PATENT SUITS

An appeal is being taken by the German
Wright company from the recent decision of the
German Patent Office to the Imperial Court at
Leipzig. The grounds for the Patent Office oral
decision were stated in the last issue.

The law throughout Europe is that if any in-
vention is described, even by the inventor him-
self, prior to the time of the application for a
patent, the invention is considered as given to
the world and can not be patented. At the time
of filing of the American patent in 1993, Mngland
France, Italy and several other European coun-
tries were in what has been called the “‘Jnterna-
tional Convention.’’ In countries belonging to the
“Convention,” the disclosure of an invention
subsequent to the filing of an application in
any one of those countries does not prevent the
securing of a good patent in any of the other

ccuntries, provided application is made in the
other countries within a pericd of one year of
the filing of the original application.

At the time of the filing of the American
Wright application, Germany had agreed wit
the other countries to join the ‘‘Convention,”’
but the German Patent Odice has made a ruling
that the benefits of the ‘Convention’? can be
claimed in favor only of patents which were filed
in foreign countries after May, 1908. The Wright

American patent was filed six weeks before
that date. It is, therefore, patent that the
recent German decision rests not upon the

validity of the claims of the patent in suit but
upon a technicality in the red tape of official-
dom. The decision proves nothing whatever.
One is still left in darkness as to whether or
not the Patent Office of Germany considers it
necessary to use the vertical rudder to correet
turning tendency caused by warping or ailerons.

THE SITUATION IN FRANCE

The defendants in the French suit decided not
to appear before the Commission of Experts
appointed to try to discover something in the
art previous to the Wright patent which would
annul the main claim. Henry and Maurice Far-
man and Esnault Pelterie are the appellants
from the decision of the first court. Bleriot to
date has not filed an appeal but there is still
time. If the decision of the lower eourt is
confirmed by the Freneh Court of Appeal the
Wright Company in France will, of course, be
entitled to damages for all machines built prior
to the date of the decision as well as for those
built after.

An appeal is being taken by the Germanoinn.

Our German correspondent writes: “It is not
likely that the court of review, the Imperial
court, will hand down a different decision.’’

In announcing the ““Great American Circuit”
race, the Aero Club of America makes it oblig-
atory that contestants be “‘free from injunction
under the Wright Patents.’’ No Court in this
country has yet determined the status of the
Wright Patent. All machines, save Wright’s
infringe the Wright Patent, claims the Wright
Company. The A. C. A. is thus either compelled
to constitute itself a court, or refuse all entires
save Wright and licensed machines.

THE “GREAT AMERICAN CIRCUIT.”

The Aero Clubs of New York, Illinois, Michi-
gan, Milwaukee, Kansas City, St. Louis, Indiana,
Cincinnati and Ohio are organizing an aeroplane
circuit of 1810 miles, which will be held in the
month of August and will be known as the
“Great American Circuit.’’

Chicago will be the starting and _ finishing
point of the circuit. The route proposed is
Chicago, Milwaukee (S80 m.), Cedar Rapids (200
m.), Des Moines (120 m.), Omaha (180 m.), St.
Joseph (120 m.), Kansas City (40 m.), Jefferson
City (125 m.), St. Louis (100 m.), Charleston (125
m.), Indianapolis (100 m.), Cincinnati (100 m.),
Columbus (90 m.), Cleveland (130 m.), Toledo
(100 m.), Detroit (60 m.), Chicago (220 m.)

Stops. will be made at each of these cities,
possibly at other cities situated along the route.

The Cireuit is to be open to certified pilots
of all nationalities who will be ‘“‘free from in-
junction under the Wright Patents.’ The
prizes are expected to amount to $100,000 and
will include a Grand Prize of $25,000, second
prize $5,000, third prize of $2,509.

AERONAUTICS

Among the other prizes to be given are : prize
for first and second machines to reach each con-
trol; a special prize for American built and
flown machine first to arrive; special prizes for:
(a) Least horse-power to complete course; (b)
Passenger carrying; (c) First to flash a wireless
message to a control; (ec-1) Greatest number of
Wireless messages delivered; (d) Best map made
en route and decription of conditions, ete.; (e)
First aeroplane fitted with stabilizer to arrive;
(f) Most completely equipped machine.

NASSAU BOULEVARD GONE

Another month will see the Nassau Boulevard
aviation field pass into history. Great objection
was raised last year by nearby residents and of
late a change in affairs of the real estate com-
panies in control resulted in the moving of the
sheds to the Hempstead Plains east of Mineola.

The Moisant International Aviators have ac-

quired from the Hempstead Plains Aviation
Company the good will and property of the

Moisant aviation school and this school will be
conducted at the Hempstead Plains throughout
the present season.

LEGAL NOTICE

As I am manufacturing aeroplanes, I desire
to give notice to all persons that are using my
“Patent Rudders’’ with inverse and simultaneous
action, and also my ‘‘Patent Semi-automatie en-
gine control’ that it is my intention in the
future to ask a small ‘‘Royalty’” from them.

Hugh L. Willoughby.

WE REY. tO SNEW. YORK

Paul Peck is expecting the first week in May
to fly his Columbia biplane from Washington to
New York without a stop. On March 27th, at
the military camp at Augusta, Peck flew for 2
hours 18 minutes, using the first Gyro motor
turned out of the factory, which was seen at
Nassau Boulevard last year. Climbing was ac-
complished at the rate 400 feet a minute. This
and other flights were made for the benefit of
the Army officers. The endurance condition
under which the Army is buying the new ma-
chines is one of two hours, and the machine
must climb 2000 feet in 10 minutes. During the
Aero Show. Peck will be flying at Minneola to
demonstrate his machine and the Gyro motor.
Dr. William Christmas, who is exhibiting an
aeroplane of his own design at the Show will
have a Gyro engine and Simmons propeller.
Oscar Mote, of the Rex Smith Company has
finished a Curtiss type with Gyro engine.

BENEFIT FUND FOR AVIATORS

Isaac Guggenheim, head of the smelting trust,
will be trustee and treasurer of a fund that is
being raised for the relief of aviators and their
friends.

Mr. Guggenheim, has notified the Aeronautical
Society that he will take charge of the fund
and pay all expenses of the Treasurer’s office.

For the past 18 months professional aviators

in America have been eager to form a relief
fund.
; Last January a start was made by establish-
ing a committee to take up the work of organi-
zation. The activity was then, at the request
of the aviators, taken over by the Aeronautical
Society. The fund will be known as. the
““Aviators’ Fund,’ and will be a part of the
Aeronautical Society but will be conducted
under a separate trusteeship.

The Aeronautical Society will appeal to all
people in the United States interested in aero-
nautical activities to contribute to the nucleus
of the insurance fund. No contribution to the
fund will be too small. ‘The aviators will hold
benefit meets and the theatrical organizations
and others will be asxed te help.

The aviators will be assessed a fixed sum
each day they fly that thev may participate in
the benefits of the fund. ‘The details are being
worked out by the Law Committee of the Aero-
nautical Society.

Page 138

April, 1912

MILITARY AVIATION

The last day of flying at Augusta for the Avia-
tion Sehool was March 28th, after which the
aeroplanes were packed for shipment and the
Waging of the cars proceeded for the next three
days.

The afternoon of April 1st, the School depar-
ted in a special train of ten cars on the ‘Atiantie
Coast Line, arriving at College Park the after-
noon of the 2nd instant. By the night of the 3rd
all of the cars were unloaded, and since then the
entire detachment has been engaged in prepar-
ing the hangars and equipment for a busy sea-
son. The flying at College Park, has been de-
layed in order that the entire personnel may
devote their attention to imprevements which
are now under way. This work will be sufficient-
ly advanced so that flying will begin the latter
part of the present week.

March 28th, Lieutenant Harry Graham repor-
ted at Augusta, as a student officer and will be
instructed in flying the Wright aeroplane.
Lieut. Col. Winder, of the Ohio National Guard,
has begun instruction on a Wright under Lieut.
Kirtland.

While at -Augusta the School made a total
of 426 flights having a total duration of 81
hours and 18 minutes. Out of the 124 days at
Augusta, not including Sundays nor the time
engaged in packing or unpacking aeroplanes,
the officers were flying 58 days, but some of
these rain or high winds permitted a few flights

only early in the mornings or late in the
evenings.
The Signal Corps now owns 3. standard

Wright, 1 Burgess-Wright and 2 Curtiss aero-
planes, and there have been ordered 1 dual
control Curtiss (lately delivered), 1 Burgess and
4 Wright machines.

During the week of March 17-24, the atten-
tion of the Army Aviation School was taken up
principally with the tests of the new dual con-
trol Curtiss aeroplane designed especially as a
military weight-carrying machine. Aviator
Charles F. Walsh of the Curtiss Company did

the flying and represented the manufacturer.
All tests prescribed by the specifications (see
February issue) have been completed except

the ascending with 450 pounds (The French
Army requirements call for 660 pounds) at the
rate of 200 feet per minute; the contractor
desires to try this again at College Park where
the conditions are believed to be more favor-
able than at Augusta, especially as to safe
landing places for a long straight course.

During the trials Mr. Walsh made a total of
17 flights and in addition to these the officers
made 18 flights during the three flying days;
these had a total duration of three hours and
twenty-five minutes.

In the matter of speed the machine made
53.1 miles per hour, an excess of §.1 miles,
the specifications calling for only 45 miles per
hour.

The endurance test, calling for two hours
continuous flight was met without the least
difficulty, the machine maintaining a flight two
hours and eleven minutes at a 300 foot altitude.
Flights were also made from and landings made
upon a ploughed field with perfect Success.

The aeroplane was prepared for transporta-
tion from flying shape, in thirty-three minutes.
It was re-assembled for flying in fifty-five
minutes. It landed on and started from soft,
mushy, ploughed ground, according to require-
ments. The engine throttled to run at reduced
speed as required. It is equipped with a dual
control, enabling either occupant to operate
the machine. As to the climbing test, the ma-
chine ascended 1,000 feet in 7 minutes, carrying
450 pounds and fuel for four hours flight, mak
ing the total weight over 600 pounds.

This machine has 286 2/3 square feet of lift-
ing surface. The fore and aft over-all dimen-
sion is 27 feet. Tip to tip, laterally it is 37
feet. Planes have a 5 foot chord. The motor
is an eight cylinder 75 H.P. Curtiss, 4” bore
by 5” stroke.

}

Manufacturers of

Aeroplane Parts

in Brass, Steel and Aluminum.
Engine Mountings for any motor.
Also Copper and Brass Tanks of
any description. Steel Tube
Frames to Order. Sere sony

RELIANCE AUTO PARTS
MANUFACTURING COMPANY.

244-250 West 49th Street New York City
Telephone 5135 Bryant

With Without
SILK SILK
TIP TIP

MADE OF ASH AND MAHOGANY

When it comes to a show down as to WHO is WHO in the PROPELLER line, with two
of the leading Propellers on the American Market, and when ground tests and real flying tests
are made under the same conditions and these PROPELLERS come out in the lead—do such
things mean anything to you?

This has been done last season and will undoubtedly continue along these same lines this

Be eecm My 7’ x 43’ pitch is a real propeller. A “SPECIAL”

Write to-day and see what others are doing and what you could do. The Price is right.

THEODORE I. CAMP, 177 Milburn Street, Rochester, N. Y.

School or
Passenger Machine
50 h.p., 50-55 m.p.h.
Model 10-b.

Model 10-ax. Special
Exhibition Machine
and Cross Country
Flyer. 70h. p

Speed 60-65m.p. i:

Facts are Truer
Than Fiction

FLY A THOMAS

If these ‘models do not

Model 10-a ;
Exhibition meet your require-
Machine
50 h.p. ments write for ed

Speed ps aumeeB, particulars.

Thomas School of Aviation
———————— Address
THOMAS BROTHERS
Shannon Building Bath, N. Y.

Passenger Machine
70 h.p., Speed 50-55
m.p.h. Model 10-bx.

In answering advertisements please mention this magazine.

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AERONAUTICS

v

GIBSON

We have consistently refrain-
ed from any attempt to per-
suade the public by mere
argument and advertisement
that our propellers are the
best. That method never
lives.

We have consistently refused to
build propellers for the purpose of
producing a high thrust when an-
chored to the ground. We know
that such a propeller will tend to
keep the would-be flyer on the
ground. It fools him by an appear-
ance of value.

We know that a propeller must be
built to give maximum thrust in
flight. We proved it. We are the
only concern in America to make an
exhaustive series of tests at the only
propeller testing plant in America
that of the Worcester Polytechnic In-
stitute. Those tests were made
under flying conditions.

We found that our propellers, designed
for flying, gave under flying conditions
30% more thrust per horsepower than
those whose only merit is the great thrust
they will show on a scale anchored to the
ground.

That is why Beatty conquered every
other Wright machine—he had our pro-
pellers.

We want to do as well for you—to help @
you fly—to discuss the subject with you and &
submit to you Professor Gallup’s curves <
of actual results obtained at flying speeds. ©

It costs you nothing to confirm this. %&
We feel sure that you really want to have &
this valuable data in your possession. *

Let us have your inquiry. We will @
send you ‘‘Proof by Test” by return mail. <

BSON PROPELLER CO. %
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Fort George Park, New York City <

Phone 6762 Audubon %
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April, 1912

WITTEMANN
BIPLANE

The Wittemann Biplane with a Reputation, not only
sets the pace for Quality but for Service.

Write for information of 1912 Biplane with our new
Stabilizer.

Own a Wittemann Biplane Glider: the best, the
safest, easiest to operate, and enjoy flying in a moderate
form.

Do you want to build a machine of your own design
or parts thereof? WE can help you to make it successful.

Some parts of your ‘plane can be made of steel, we
rid you of the annoyance of constant repairs and insure
absolute safety.

Send us jour specifications and requirements and
secure our quotations.

Large stock of steel fittings, laminated ribs and
struts of all sizes carried in stock.

YOUR _ OPPORTUNITY

Two single covered biplanes for immediate delivery,
slightly used, perfect condition, with 8 Cyl. 60 H. P.
Hall-Scott power plant. Write for particulars

C. ana A. WITTEMANN

Aeronautical Engineers

Works: OCEAN TERRACE and LITTLE CLOVE RD.
State. Island, N. Y. City

Established 1906 Write for Catalogue

In answering advertisements please mention this magazine.

AERONAUTICS

MILITARY AVIATION IN MANILA

The aeroplane shed of the U. S. Signa! Corps
at Manila has been erected on the plains on the
shore of Lake Laguna, near Fort McKinley, about
5 miles from Manila. Great flat lands which are
covered with rice fields afford splendid landing
spots. Lieut. Lahm has charge of the aviation
work. The climate is most favorable, the mon-
soons which are not strong, being invariable
in their season.

If there should be another Moro outbreak, an
aeroplane over their country would be to them
like the flying dragon bringing dread and to us
like the dove of peace. It is expected this
fourth military arm will be as great in its in-
fluence over these savages as in its military
utility aS a means of communication and for
observation.

The recent exhibition by Captain Baldwin and
Lee Hammond during the annual festivities
in Manila was the most impressive sight ever
beheld by the natives. It brought people from
all over the archipelago—from the Moros of Min-
danao to the head-hunters of the wild mountain
tribes of Northern Luzon—who were filled with
wonder at the performances of the ‘‘pale-faces,’’
as they call the Americans. The work of Bald-
win and Hammond greatly impressed these
people with our military power.

FREE SERVICE BUREAU

The Aeronautical Society has established a
new department, which it calls a Service
Bureau. It is the function of this Bureau to
bring together those who have what the other
man needs. For instance there are Many good
mechanics expert in aeronautical work who wish
employment with reputable manufacturers. The
manufacturers want reliable help. Heretofore
it has been practically impossible for these
elements to come in contact with each other
except by accident. The Bureau will provide
means of contact for the employer and the em-
ployee. It also will bring the aviator with or
without a machine in contact with managers
who want their services. It will tell the show
promoters where they can obtain reliable flyers
and will help the exhibition aviator to find re-
liable exhibition dates. The purpose is to act
as a sort of clearing house for all those who are
interested in the industry. Every effort will be
made to provide accurate information concern-
ing those who seek to be placed. The Society
will make no charge whatever for the services
of this Bureau. This is the first practical assist-
ance that has ever been provided by the aero-
nautical organization in this country to the
people in the business. The Society has already
acted as intermediary for half a dozen people.

In addition to its work in helping the Army
Militia to secure aeroplanes and aeronautical in-
struction the Aeronautical Society has now
taken up the question of providing the same
services for the Naval Militia. This work is
being done in co-operation with Captain W.
Irving Chambers, who is in charge of the United
States Navy Bureau. Captain Chambers, who
is one of the deepest students of aeronautics in
America, is one of the vice-presidents of the
Aeronautical Society.

MARTIN FLIES OVER LOS ANGELES

Glenn L. Martin made a great flight from
Griffith Park to the business center of Los

Angeles, around over the principal streets and
back to his shed, on March 30, in a trip lasting
23 minutes.

MISS QUIMBY CROSSES CHANNEL

On April 16 Miss Harriet Quimby, the well
known American ‘aviatrice,”’ made greater
fame for herself by being the first woman pilot
to cross the channel, flying from Dover to
Hardelot, near Boulogne-sur-Mer. The trip
took two hours. She is to be particularly com-
plimented in beating the men folks by taking
a longer course than usual.

She used a new Bleriot 2-seater, which she
has recently purchased and is bringing to this
country. Visitors at the show will have oppbr
tunity to see it.

Page 139

April, 1912

3

DEATH OF RODGERS

Calbraith P. Rogers, the 140th death in power
machines, the man who new from the Atlantic
to the Pacific oceans, making a world record
for continuous aerial travel, was killed in an ex-
hibition flight at Long Beach, Cal., on April 3.
Rodgers, a cousin of Lieut. John Rodgers, U. S.
Navy aviator, was a Sreat-grandson of Com-
modore Perry who ‘‘met the enemy and they
are ours’’ at the battle of Lake Erie. At the
Chicago meet in 1911 Rodgers made the greatest
total duration, winning $11,285 by flights total-
ling 27 hours. At the time of his death he was
flying the same machine with which he crossed
the continent, a small sized Wright known as
the ‘3x’? model.

Rodgers once had an illness which left
quite deaf and with an impediment in _ his
speech. A well known aviator who trained
with him at Dayton expresses the opinion that
Regers, in making a steep power glide down,
failed to pull his machine quickly enough, and
it landed head on in two feet of water. It is

him

said that many of the minor accidents which
befell him on his transcontinental flight were

due to his inability to hear whether his engine
was running properly or not, and that his sense
ot equilibrium was not thoroughly developed.
Observers say that during most of his flying he
flew with one side of the machine lower than
the other.

OTHER DEATHS

39 Dusseldorf, Germany, Mar. 26.—Kleine.

137-8 Sebastopol, Russia, Mar. 3.—Lieut.
Albokriteott and assistant in a military Farman
biplane.

136 Berlin, Mar. 15.—Herr Witte, a well-

known German flyer was killed at Teltow in a
Wright. “Gust of wind overturned machine,’’
acording to an ‘‘official’’ report.

141 Bar-le-Due, France, Apr. 3.—Lieut.
Boncourt.

135 Varese, Italy, Mar. 15.—Lieut. Bertoletti,
student aviator.

DEATH OF PROFESSOR ROTCH

Professor Abbott Lawrence Roteh, who for
many years has conducted at his own expense
the Blue Hill Meteorological Observatory and
made a life work of research in the air, inter-
nationally known, died at Boston on April 7th.

RS ST
JAMES MEANS $3,000 PRIZE

James Medns, of 186 Beacon Street, Boston,
well Known as an enthusiast. editor of the
famous ‘“‘Aeronautical Annual,’’ offers prizes

totalling $3,000 for four hours flying.

“T offer a cash prize of one thousand dollars
to be competed for by aviators using the James
Means Control described in Aeronautics, N. Y.,
Hebi, 92) p. 46:

“Public flying of not less than four hours total
will be required. This time will be divided:
there are to be three flights of not less than half
an hour each, one of not less than one hour, and
one of not less than ninety minutes. The prize
will be awarded to the entrant who makes the
longest duration in the last flight, viz., that one
having a minimum limit of ninety minutes.

‘Tf the manufacturer of the winning machine
chooses to employ, on his own account, teachers
using the James Means Control, I will set
apart another sum of one thousand dollars to be
awarded as follows:

“If within three months of the time the prize
is won ten pupils have been taught, I will pay
to the manufacturer the sum of one thousand
dollars to constitute a prize to be awarded to
the aviator who shall be designated by the
manufacturer as the best flyer of the ten.

“A pupil will be considered taught when he
shall have duplicated the five flights made by
the winner of the original prize.

“Tf the original prize of one thousand dollars
is not won by July 1st of the present year, the
offer is void.”

AERONAUTICS

DR. BELL’S TETRAHEDRAL FLIES

Dr. A. Graham Bell has now the satisfaction
of proving his statements in regard to his tetra-
hedral kite ‘‘Cygnet’”’ III and of ‘‘showing’’ the
skepties. J. A. D. McCurdy made a number of
straightaway flights with it over the ice of Lake
Bras d’Or, in Nova Scotia, on March 1st to 17th.

The kite consists of 360 cells and weighs 540
lbs., with 70 h.p. Gnome engine, without opera-
tor. It lew at about 43 miles an hour with an 8
by 8 foot propeller turning 1200, giving a thrust
on the ground of 500 Ibs. Another trial was
made of adding 262 cells, which, however, did
not make it fly so well. The kite spreads 8 m.
at the top and 6 m. at the bottom. The kite is
triangular in fore and aft cross-section by 2 m.
fore and aft. Mr. MecCurdy’s weight is 160 lbs.

AT BEATTY’S SCHOOL

George W. Beatty has had unusual success at
instruction work. His ’plane has been kept busy
the entire winter, despite snow and extreme
cold. Sixteen pupils have been trained or are
still at the school. Marshall E. Reid, a pupil,
has purchased a Wright of his own after com-
pleting his course. An 8 cyl. Frontier engine
has arrived the middle of April and will be in-
stalled in Beatty’s Wright at the earliest op-
portunity. This engine has been arranged for
fuel injection, similar to the Wright system.
When Lee Hammond took the train éarly in the
morning of the 15th of April on the veginning
of his wedding journey, Beatty accompanied the
train in his aeroplane, with his wife as passen-
ger, part way to New York. Reid also was up
at the starting of the train wut returned to the
field on account of the inclement weather.
Many passengers have been taken up, as many
as four at one time, loaded one behind the other.

NEW AEROPLANE GUN.

Commander Cleland Davis, U. S. N., of Wash-
ington, has invented a new gun with which to
arm military aeroplanes, which is designed to
destroy foes of the air or to attack an enemy on
earth from a height where gun, gunner anu
aeroplane will be an almost invisible target.

The new gun fires a 33 pound projectile and
has no perceptible recoil. The latter fact is one
of the most commanding features of the gun as
a powerful recoil would in nearly every instance
capsize the flying gun-carriage. The gun has
another feature which adds materially to its
practical value. It is made of vanadium steel,
and although twelve feet long weighs only 150
pounds. This is an inconsiderable weight for
the aeroplanes of this day can carry four, five
and even six passengers. One of the English or
German military airships could easily carry a
battery of these guns. The gun discharges a
projectile at an initial velocity of more than
1,000 feet a second.

In a test held on a barge off Fisher’s Island,
N. Y., several United States Military and Naval

April, 1912

|

|

officers were present. The gun was mounted on
steel springs. It was fired twice and although
the springs were of delicate mould there was
no recoil after either discharge. The test was
in every way satisfactory and arrangements
have been made by the Aero Show to make the
gun one of the features of the historic exhibit
of the show.

FLIGHTS OF KIRKHAM TRACTOR

The test flights of the Kirkham tractor bi-
plane, which were temporarily abandoned in
December on account of the cold weather, were
taken up again the early part of March on a
small lake near the Kirkham factory, since
which time aS many as one hundred different
flights have been made, of varying lengths up
to one of thirty minutes duration on April 4, and
a cross country. flight of 20 miles on April 6.

During several of these flights the motor was
cut off entirely at varying heights, to test the
gliding ability of the machine. in several of
the flights the machine was flown continuously
with the engine throttled until the machine was
traveling at less than 40 m.p.h., while the top
speed over a measured course was just under
60 m.p.h. The object of these flights was to
test the amount of reserve speed available and
the showing made is considered very encourag-
ing.

During these flights the machine was fitted
with a model B-6 Kirkham motor 7 ft. 2 ineh
by 5 ft. pitch propeller, turning at 1,425 r.p.m.

Curtiss Hydroaeroplane
(Continued from page 130)

The uprights and braces to the engine bed are
of steel tubing. The engine shaft line drops
at the forward end very slightly so that the
propeller is driving downward in a small de-
gree. The engine is a 75 h.p. Curtiss, Bosch
magneto and Sechebler carburetor, driving a
7 ft. 8 in. diam. by 7 ft. pitch propeller. The
right hand foot pedals are combined spark ad-
vance and throttle levers. The pedals at the
left short circuit the magneto, and on a land
machine, puts the brake on the front wheel.
Both pedals push forward against the pull of a
spring. .

The float, which weighs 125 lbs., is made of
veneer over a framework of spruce, and is
divided into four water tight compartments.
A flat keel is provided along the bottom to pro-
tect the float when the machine is run up on @
beach. The ribs are % inch by 1 inch deep.
The planking is %% inch thick on the bottom and
3/6 inch on the sides. Part of the top surface
of the float overhangs, as shown in the drawing.

The whole machine weighs, without operator,
850 Ibs.

AERONAUTICS

BLERIOT

MONOPLANES

(Genuine)

WINNERS OF ALL EUROPEAN
CONTESTS IN 1911

In 1909:

The First Aerial Crossing of the

Channel
In 1910:
The First Circuit de 1’ Est
In 1911:

The Paris—Rome Race (1st and 2nd)
The European Circuit (1st and 2nd)
The English Circuit (Daily Mail Race)
The Belgian Circuit

The St. Petersbure—Moscow Race
The Valencia—Alicante Race

The London to Paris (Non-Stop) Race

Gtx. 6G:

WORKS AND OFFICES:
39, Route de la Revolte a Levallois-Paris

and

Belfast Chambers, 156, Regent St., London

AVIATION SCHOOLS:

Etampes, near Paris, during summer
Pau - -
Hendon, near London

during winter

April, 1912

SHNEIDER
"PLANES

Biplanes that Fly—Come and See

Price Low—Get Quotations

Instruction $250
Nassau Boulevard Aerodrome

@ Before buying any aero-
plane, be sure the maker is
not a novice himself. Get
names of purchasers. Visit
the plant and school.

@. Every Shneider machine
flies—and flies well. All parts
standardized. No freak con-
struction.

@. Amply powered (Roberts.)

@ Get a demonstration flight
first. Then ask those who
have flown Shneider machines:

Jos. Richter Wm. Kline
Rollin H. Jennings
H. Binder Jc-P= Tarbox

@. The late Tony Castellane
learned on Shneider ’planes.

Write Your Own Contract
and Guarantee

Fred. P. Shneider
1020-1022 East 178th Street
New York

Established 1908

In answering advertisements please mention this magazine.

AERONAUTICS

SCOSCOCOCOCOSCSCOSSOCOCOCOOCOO<

Felix Bischoff Steel Works
;

DUISBURG, GERMANY.
The VITAL part of a Motor is the

PDSoe FO Os

Our HIGH GRADE CRANKSHAFTS
are made from our Special CHROME-
NICKEL AUTO-STEEL ZH. This steel
has an elastic limit of 135-150,000 Ibs. per sq.
in., and enables you therefore to econ-
omize in weight and space. Put this in
your motor and you need never fear a
broken crankshaft.

We are the MAKERS of the Steel, and
our aim is to produce the BEST.

We furnish crankshafts drop-forged or
finished complete to the most prominent
manufacturers in Europe.

Our Die Cost is Very Low.

We can quote f.o0.b. your city, free of duty.

Send blue prints and all enquiries to
our representative

¢ A. ELLIOTT, cmuestic estos.) DETROIT, MICH,

5 664'b0s6ssseesenens®

AERONAUTICS

The Leading British
Monthly Journal Devot-
ed to the Technique and

Industry of Aeronautics.
(FOUNDED 1907)
Yearly Subscription One Dollar,

Note:-— 4

SFOOOOOSOOCOOSOOOOSOS
PSH SHHESSEOH SPECS

Post Free

specimen copy will be mailed
free on receipt of 10 cents.

————_ HEAD OF FICE: —_—_—————
3 London Wall Buildings, London, England
American Office: 250 West 54th Street, New York
Bede oho fonts fo oe fee fe of oe of of of of cHo-afe off of ae ae ofa oe abe fe

MONOPLANE WHEELS

Light, strong and rigid.

Ball bearing or bronze bushing hubs.
20x 2 and 20x23" = = - Each, $4.75
Immediate delivery guaranteed.

PER bee bbb he

Be foofo fo ofoofe oho ofoofoofe fe ofeofe of oooh

We can also furnish, on short notice, wheels of any dimensions.

Tiger Gycles & Aeroplane Co, 782 Eighth Ave., N. Y.

Phone, Bryant, 1268

April, 1912
DETROIT ARO POWER PLANT MODEL
compcete $300 Reavy torun ‘aaa!
INCL.PROPELLER-CARBURETOR-BOSH MAGNETO, § 9
OIL PUMP-CABLE -SWITCH -MOUNTING BOLTS. 5

)'S GUARANTEED 70

2!OLBS. MIN.STATIONARY THRUST
(58 LBS MAX.WEIGHT(COMPLETE) 2

36 HOURS DELIVERY

LIFT AND FLY
CURTIS BYPLANES
GCLERIOT XI MONOPLANES ¥%
DEMOISELLE MONOPLANES
OR CRAFTS OF SIMILAR MAKE

DETROIT AROPLANE CO.

——— a OE

WIRE

We make an extra high grade
plated finish wire for
aviators’ use.

FOR FURTHER INFORMATION ADDRESS

John A. Roebling’s Sons Co.
TRENTON, N. J.

MAGNALIUM

12 1-2% LIGHTER, 15% STRONGER
AND OVER TEN TIMES AS TOUGH AS THE
BEST ALUMINUM CASTINGS.

DER eHo= Ge alee DERS

WEIGHS ONE-THIRD AS MUCH AS IRON—
ALSO USED IN MANIFOLDS, CRANK CASES, ETC.
G. A. CRAYEN & CO. Metal Dept.
81 New Street MORRIS R. MACHOL
INSSY eC.

Special grades of bamboo for aeronautic work. Reed,
Rattan and Split Bamboo for models. All Grades In Stock.

804-810 Jefferson St.,
Hoboken, N. J.

J. DELTOUR, Inc.

AEROPLANE

IN STOCK OR TO ORDER
EL ARCO RADIATOR CO.

RADIATORS

6 EAST 31st STREET
NEW YORK

ln answering advertisements please mention this maguzine

AERONAUTICS

Page 141

April, 1912

Among the Makers

<x}
EIBERLI 5
€P-2 PRESIDENG A |
—— SSS \\

SS,

AERONAUTICAL MANUFACTURERS ASSOCIATION

HE Aeronautical Manufacturers As-
sociation, formed in 1911, comprising

more than a score of aeroplane, motor

and accessories makers and dealers, and
publishers, will have its largest meeting
during the coming Aero Show in May. It is

pianned to have a dinner on
which representative firms in
will attend.
the Show.

May 16, at
the industry
The place will be fixed during

aE ote

In its main principles, the new Maximotor

Model E, 50 horsepower, follows the latest en-
gineering practice.

While the engine is light, its lightness has

not been attained by cutting down the cross-

sections of parts to extremes. The method of

joining together of parts where possible and the

elimination of others not absolutely necessary,
gives approximately 170 parts, or 100 without
counting bolts and nuts.

The hollow-bored 2” crankshaft with a
strength of 150,000—170,000 Ibs. per inch, is
specially heat-treated and ground to accuracy)
within a thousandth of an inch. It runs on

A vast amount of work is to be accom-
plished. Conformity and certainty in the
customs and usages of the trade, the adop-
tion of a federal law to govern the register-
ing of machines and the granting of certi-
ficates, the securing of proper transporta-
tion rates, exposition of frauds, etc., are al!
the stated objects of the association.

MAXIMOTOR

three imported ball bearings, one at either end
to take the thrust and one in the center.

The connect ng rods are of I-beam section in
manganese bronze. This has a tensile strength
equal to steel and is claimed to be superior to
steel for this purpose in that it will not erystal-
lize and break under the continuous pounding
and vibration to which it is subject.

The piston is made of a special semi-steel
of a very fine grain. It is accurately machined
inside and out so that there is no possibility of
unequal expansion and loss of power. Though
the piston is made very thin, it is practically
as strong as a much thicker piston of the ordi-
nary type, on account of its flange placed at the

AERONAUTICS Page

142 April, 1912

The New Maximotor

bottom. The wristpin is of
and ground steel.

hollow, hardened
It is held in place by a large
cotter pin. The three eccentric rings on each
piston are ground, double-turned and pinned
to insure good compression. At the bottom of
the piston is a groove which catches the oil
sprayed upon it by the force-feed jet and car-
ries this oil up and down to lubricate the cylin-
der wall.

The twin cylinders, 4% by 5, are the T-head
type, with inlet and exhaust valves on opposite
sides, as placed on the champion Lozier, Mar-

mon, Packard, Peerless, ete., ete., engines.
The cylinders are cast in one piece with

cylinder and valve water jackets, valve cham-
bers and inlet and exhaust valve guides.

The crankcase is cast in one piece (with
valve lift guides) of an easily welded aluminum
composition. Yet it has the accessibility ad-
vantage of the two-piece ease by use of hand-
holes. The center bearing housing divides the
case into two parts. Ribbed reinforcements are
added at all points subject to strain. The sup-
porting brackets are of a new type on the
bridge principle and are so rigid that but four
are required on the engine.

The end plate or crankcase dises act as hous-
ings for the crankshaft end ball bearings. The
front disc also serves as a housing for the
crankshaft time gear. While the rear dise has
three additional functions (five in all)—as hous-
ing for the magneto drive gear, support for the
magneto, and support for the water pump.

The camshaft is made light with special steel
tubing. The hardened and ground cams are
fastened by taper pins. Cams are of a rounded

section that is easy on the valve lifts and
valves. The camshaft gear is of bronze.

The valve lifts or tappets, hardened and
ground, have a mushroom shaped bottom. The
ordinary rollers have been found unnecessary.

The valves are extra large, 2” in diameter,

and permit the largest intake and outlet of gas
in the shortest possible time.

The intake is automatic, as successfully used
on the 1911 Maximotors as well as the numerous
Gnome, Wright and other aerial engines. A
light steel spring enables the valve to respond
to the varying needs of the cylinder up to the

highest altitudes of flight. The mechanically
operated exhaust valve, on the other hand, has
a heavy spring. The valves and valve seats
are covered by aluminum eylinder caps through
which the spark plugs are inserted.

The oiling system is of the force feed circu-
lation typé. The erankease ‘with its tapering
bottom serves as an oil reservoir and keeps the
oil in the middle no matter how the engine may
be tipped in flight. At the middle of the crank-
case floor, in a little recess, lies the oil pump
(gear type) continually working in oil and
hence requiring no priming to start. The pump
is driven by a steel rod reaching up to camshaft
with which it is geared.

All oil is pumped through pipe to an _ oil-
jacket around the gas intake manifold and there
cooled. The oil then continues under pressure
to points between each pair of cylinders where
in the form of a strong jet it strikes the mov-
ing connecting rods, pistons and crankshaft.
These parts at the high speed of 20 revolutions
a second catch the oil and send it about in a
fine spray that bathes all moving parts.

This oil-jacket is of glass and serves as a
sight. The aviator by a glance at the car-
buretor also takes in the oil sight just above

it and assures himself that the lubrication is
all right.

The centrifugal water pump mace of alumi-
num is fastened to the rear dise by five steel
bolts. It is driven directly from the crankshaft
by a special steel dog.

Tests by the Bosch magneto manufacturers
have shown up to 20% added power from the
Bosch 2-spark magneto. Two simultaneous
sparks are delivered to the cylinder at every ex-
plosion. The gas is therefore ignited on two
sides and burns with greatly increased rapidity.

In block tests with a 7 ft. diameter by 3% ft.
pitch propeller, the model E, Maximotor has
given 420 Ibs. thrust. The weight is 195 lbs.,
without magneto, radiator or propeller. The
price is $1,200 f.o.b. Detroit.

Before accepting an engine, the purchaser or
his representative, is entitled to witness it
tested 8 hours each day for a week, or for a
consecutive period of 48 hours.

AERONAUTICS

April, 1912

see AT ENT S secureo op Fee RETURNED

Send sketch or model for FREE Search of Patent Office records.
and What to Invent with valuable List of Inventions Wanted sent Free.

special list of prizes offered for Aeroplanes.

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

We are Experts in Aeronautics and have a special Aeronautical Department. Copies of
ats. _Improvements in Airships should be protected without delay
as this is a very active field of invention and is being rapidly developed.

VICTOR J. EVANS & COMPANY

724-726 NINTH ST.,N.W. =

patents in Airships, 10 cents each.

Main Offices -

Write for our Guide Books
Send for our

WASHINGTON, D. C.

Oe fo oe ofe of of ofe oe fe fe fe ofe ofe ofe of ofeofe

PPPPEEEEEE EE EEE EEE EE PEPE Phe beet bbebeoh defo obo ode de dod fod oh

ABLE iDEAS WANTED

Manufacturers are writing me for
patents obtained through me.
Send for three books with list of
200 inventions. A postal will
bring them free. My clients’
patents sold free. Personal

services. Aeronautical expert.

RICHARD B. OWEN, owey ‘sino, Washington, D.C,

PATENTS

Cc. L. PARKER
Ex-member Examining Corps, U.S. Patent Office
Attorney-at-Law and Solicitor of Patents
American and foreign patents secured promptly and
with special regard to the complete legal protection of
the invention. Handbook for inventors sent upon request.
30 McGill Bldg. WASHINGTON, D. C.

How to get every
dollar your invention
is worth.

PATENTS

Send 8 cents for our new

R. S. and A. B, LAGEY, Dept. C, Washington, D. 6.

128-page book.

x and our other book “Letters
‘Protective Patents” si batene success.” sent on
request to inventors. Wide

experience. Trade-marks registered.

Personal service.
Write today.

BEELER & ROBB, 235 McGill Building, Washington, D. C.

DETAILS NIEUPORT WING
Blue Print $2.00

N—Care Aeronautics

ee a
+

The Call Aviation Engine

The Greatest Known Thrust per Rated Horsepower

WRITE FOR CATALOG

The Aerial Navigation Company of America

+
FOUR CYCLE, WATER COOLED, OPPOSED CYLINDERS
+
+
+
+
r
*%

GIRARD, KANSAS
Pep bebe EEE ELE EEE EEE EL EEE ELE EEE EERE LEE EEE EEE EEE TE

t

Complete Set of Materials for Building Standard Double Surface Biplane

This machine is the latest model Headless Biplane. The set of materials include
Naiad No. 6 Cloth, Weaver 20" by 3" wheels, running gear, rudder and elevators
assembled, material for ailerons and fan tail, ribs, struts, engine holster, bedrails,

clamps, sockets, lock turnbuckles, terminals, Roebling cable, tacks, Herdo Tape,
This is the most complete and best equipment ever offered.

Book of Instructions, etc.

Supplies of every description at attractive prices.

321 Lake Avenue

HERBERT C. DOYLE -

|
Oe

Yi iff

Yj
YJ. C. (Bud )
Yy
d Have never been connected with the American

Aeroplane Mfg. Co. and School of

17 North La

Write for quotations.

- Rochester, N. Y.

$25

MARS, now booking season 1912.

Aviation.

Ills.

Salle Street, Chicago,

In answering advertisements please mention this magazine.

AERONAUTICS

c Aero

ASTRA CASTRA. This exceeding rare book,
in great demand by all libraries and collectors,
at $10. Only one copy.

Aeronautics, 250 W. 54th St., New York.

ee
MOTOR:—For Sale, Hall Scott 8 cylinder, 60
H. P. motor, with propeller practically new,

perfect condition guaranteed, price $1,200.00.
R. Tremper, 167 Penn St., Brooklyn, N. Y.

WANTED:—Dayton Public Library, Dayton,
O., will pay for a copy of AERONAUTICS for
June, 1909 and January 1910 to complete files. TF

CALL Aviation motor, 100 horsepower; Maxi-
motor, 50 horsepower; perfect condition guaran-
teed, sell cheap. Address, Newell Aerial Navi-

gation Co., 115 Martin St., Seattle, Wash.

FOR SALE—First class passenger carryjng
Biplane, (new). With or without motor. Best

Buchanan, c-o Aero-
New York.

FOR TRADE—Bleriot type, 30 h-p. monoplane
complete, best of construction. Will trade for
50 to 100 h.p. aero motor. Give full particulars
in first letter. Ernest Hall, Warren, O.

FOR SALE—Detroit motor, brand new, com-
plete with 2-spark Bosch magneto, coil, 7-foot
Paragon propeller, Schebler carburetor, etc., at
2-3 cost. Better condition than as sent from
factory. Address Muus, Fort Warden, Wash.

FOR SALE—Home study course of the Chi-
eago School of Aviation. $15.00 cost $35.00.
Write E. P. Martin, 396 Du Page St., Elgin, Ills.

offer takes, either or both.
nauties, 250 W. 54th St.,

April, 1912

eMart

FOR SALE
and propeller

30-40 H. P.
complete, fine

motor
$375.00.

Gray Eagle
condition

Frank Heitz, Ashland, Ohio.
FOR SAILE—Complete sets of castings for
building the Bleriot monoplane. Lynch Bro-

thers, Aeronautic Engineers, 61 Wick Place,

Youngstown, Ohio.

HELICOPTERS — Anyone experimenting in
helicopters can obtain apparatus and parapher-
nalia at a fraction of the cost. Experiments
discontinued for lack of motive power. If you
have a good motor, success can be reached for
little money by addressing X. Y. Z. c/o AERO-
NAUTICS, 250 West 54th Street, New York.

FOR SALE—One Requa-Gibson
ft. diameter, 6 ft. pitch. $35.00.
One French propeller type 8.097 ft. diameter,

propeller, 7

3.987 ft. pitch. $50.00

One French propeller type 8.097 ft. diameter,
3.45 pitch. $50.00
One Dean Mfg. Co. propeller type 6% ft. di-
ameter, 4% ft. pitch. $50.00

The above French propellers were made in

are made of the very best of material
The price F.O.B. -Paris is

France,
and workmanship.
$100.00 each.

1 50 h.p. Harriman engine, 4 cyl., 4 cycle.
This engine sells for $1,650.00, our price $700.00.
This includes a complete power plant.

One cyl. 2 cycle, 48 h.p. engine $775.00. This
includes radiator propeller and high tension
magneto. This engine sells for $1,500.00.

One 4 cyl. 40 h.p. Detroit Aeroplane engine

radiator, Bosch magneto, $400.00 good as new.

We are closing out our business and must sell.
LeBron-Adams Aeroplane Co.

313 S. 12th St., Omaha, Neb.

BOO OOOO OOOO OOOO IO UOC ORL

t SPARLING-CRAIG AVIATION SCHOOL

WASHINGTON PARK,

SPARLING IN FLIGHT

teach you.

and hangars.

SPARLING-CRAIG

he eH HH PH HH HHI HK HHH IIH IIH KK IA KIKI OK KI

We want ten aviators for the season’s work.

We agree to instruct you until you are able to get your license.
contract with a number or sell you a machine on the monthly payment plan.
We have the largest equipment in Central United States.
Complete course, two hundred dollars.
References: Illinois State Trust Co. Bank, East. St. Louis, Ill.
Citizens National Bank, Kirksville, Mo.
Adaress

AVIATION
EAST Si. LOUIS;
PIII IIIA II III IAI ASIII SII ISS ISSA IISA III SSSI SASSI SISI ISS SA ACI ACS A

EAST ST. LOUIS, ILL.

NOW, OPEN

If you can fly write us, if not, let us
After that we will

We have our own field

SCHOO

ILL.

In answering advertisements please mention this magazine.

AERONAUTICS

Page 143

April, 1912

MEAD ROTARY VALVE ENGINE

A new aeronautical engine will make its first
public appearance at the Aero Show. The Mead
Engine Company will exhibit ome or more motors
fitted with the twin rotary valves.

One of the motors that will be exhibited has
been most completely tested and found satis-
factory. The laboratory or shop tests consisted
of long endurance runs at full speeds fitted with
wooden blades to hold the engine down to
normal speeds of 1100 R. P. M. with the throttle
wide open. Under this test the motor has been
run for many periods of one-half hour or more,
once for a period of two hours and immediately

following, after an overnight stop without any
work being done on it whatever, has been run

continuously seven and one-half hours. After

NEW COMPANIES

Akron Aviation Co., 609 Flatiron Bldg., Akron,
O., $15,000, by John R. Gammeter, Lester Weeks
and E. Y. Stewart. Mr. Gammeter is in the
Goodrich factory, as is Perey Leavitt, another
stockholder. Mr. Seiberling, the president o1
the Goodyear company, is also a_ stockholder.
Lester Weeks, who is well known as a flyer
at Mineola, will fly the machine designed by Mr.
Gammeter. <A field is being secured near Akron
and a plant will be built.

TOWN WANTS FACTORY

The Norwich Business Men’s Association, of
Norwich, Conn., are desirous of getting in touch
with a reliable aviation school; one desiring a
factory site, flying course, etc., preferred.

NEW ALBATROSS ENGINE

To satisfy the demand of a high powered,
low priced aeronautic motor, a syndicate in
Detroit has recently formed under the name of
the Albatross Company. A location has been
secured on West Jefferson and Polawski Aves.,
with 125 foot frontage on the main street, run-
ning down to the river. An ideal location for
experiments with hydro-aeroplanes which is in-
cluded in the program of the company. rhe
engine manufactured by the company is a SIX
eylinder air cooled, of the star type and weighs
but 235 pounds. The engine is put on the
market completely equipped with magneto, Car-
buretor and propeller and a self starter for a
price far below that of now known types. It
is claimed to deliver fully 50 brake H. P. and
an original novelty is the attachment of a
starting handle and clutch which makes the
old and dangerous method of starting by means

this test no work upon it whatever was neces-
sary and it will be exhibited just as it came
from this test.

The motor has been designed and built with
just this sort of work in mind, that is the ability
to stand long time runs without any distress
The crankshaft and important moving parts are

generous of design and of the very best of
materials. The weight of the motor is not ex-
tremely light, but is light enough to do the

work in any aeroplane.
complete, with
and all fittings,
pounds.

The motor is of the 4-cylinder type, with
cylinders cast in pairs, the dimensions being
4%,” bore by 4142” stroke. The cylinders are of
cast iron with aluminum water jackets. The
crankbase is of aluminum, very strongly ribbed,
but light. The crankshaft is 1%” in diameter
and hollow.

The twin

The weight of the motor
fiy-wheel, magneto, carburetor
(without oil and water) is 275

rotary valves are of the standard
construction. The valves are chain driven by a
silent chain leading from a sprocket on the
crankshaft to a sprocket with twice the number
of teeth halfway up the cylinders and thence by
a chain from this latter sprocket around the two
valves, which gives the 4 to 1 reduction.

The horse power developed at 1000 feet piston
speed is 50. Gasoline consumption under full
load at about 1100 R. P. M. is 4.8 gallons per
hour.

The whole idea of the design of this engine
has been with a view of durability. Experience
seems to indicate that most aeroplane motors
have been much too light to successfully stand
continued use under aeroplane conditions.

It is believed by the company that the ex-
treme lightness has not been a necessity and
consequently the vital parts of this engine are
eapable of enduring just as those of a marine
or automobile engine endure. Greater lightness
ean be obtained if desired, as the design lends
to extreme lightness. Henry Souther, formerly of
the A. L. A. M. laboratory, is Consulting

Engineer.
of the propeller unnecessary even if the self

should fail at times to start the en-
gine. The temporary quarters of the company
is at corner Moran and Cantields Aves., vntil
the new plant is erected, which is expected to
be complete by July first.

DIANA AERO COMPANY
Detroit, Mich.,

starter

The Diana Aero Company, of
is installed in an exceptionally fine location
beside the second business street in the city.
Yet it has a large frontage on the Detriot River,
within a mile of Lake St. Clair. The bridge
to famous Belle Isle, thronged daily through
the summer by thousands of Detroiters and
visitors, is only a few hundred feet away and
in full view of the company’s aeroplane icsting
grounds.

The Diana Company is devoting its nearly
7,000 square feet of floor space to propeller,
aerohydroplane and high grade aeroplane manu-
facturing.

On the staff is a designing, mechanical and
civil engineer, a propeller maker of years’ ex-
perience and an aviator to test out its planes.

IMPORTED MOTORS STOCKED

The Aeroplane Motors & Equipment Co., of
1780 Broadway, New York, has practically se-
cured a monopoly on the aeronautical supply
trade, by its careful and proper attention to
orders. They announce that they will always
keep in stock a fair supply of Gnome, Renault,
and Clement-Bayard Motors, for which motors
they are the agents. They can also furnish
on immediate notice, different quantities of im-
ported aeroplane cloths, the same as that used
by Bleriot, Farman, Nieuport, and others.

AERONAUTICS

AN EXCELLENT HORSE POWER SHOWING.

The following horse power curves plotted from
tests made upon both the four and six cylinder
Sturtevant Aeronautical Motors direct connec-
ted to an absorption dynamometer shows the
exceptionally high efficiency which these motors
develop in operation.

A comparison of the A. L. A. M. rating for
motors of the same bore and stroke with the
actual performance of these motors is very in-
teresting

4 CYLINDER 41%” BORE x 414” STROKE.

A.L.A.M. Rating 332 R.P:M. equals 32 H.P.
Actual Performance 1232 R.P.M. . 50 Hi. P.
6 CYLINDER 4%”BORE X 41% STROKE.
A.L.A.M. Rating 1332 R.P.M. equals 48-H.P.
Actual Performance 13352 R.P.M. es i Geatelessios

It will be seen from the above chart that both
motors reach the peak of their curves at about
1700-R. P. M. at which speed they develop 55 H.
P. and 86 H. P. respectively. The. catologue
ratings are 40 and 60 h.p. respectively.

NEW YORK AERONAUTICAL SUPPLY CO.

The N. Y. Aeronautical Supply Co. has issued
another catalogue, just as if catalogues cost
nothing at all. To look at the catalogue one is
rather surprised at the number of parts which
are already standardized—by the supply houses
themselves. No less than f-i-v-e hundred and
seventy-seven items are listed. One can buy

anvthing from a baby thimble to a svreader
fork. Don’t fail to see the ‘‘knee braces,” cata-
logue number 3211—only ones in captivity.
What anyone wants of a speed counter, the
Lord only knows; everyone else knows that
aviators are about the speediest things that
ever occurred. ‘‘Bed rail bushings’’ are listed,
guaranteed to “eliminate crushings of ribs.’’

To those who want musie wire, it can be had
in all sizes. We have heard of a typewriter
being worked in an aeroplane but we haven't
the music bug yet. You can also buy “‘side
forks’? but they are not intended for peas. Push
rods may be had ‘“‘in any length” as well as
tape for “closing seams.” All joking aside, it
is apparent from the catalogue that some of
those 750 machines must have come from New
York in parts. The views of the factory show
seme of the material in course of construction.

This company reports a good steady winter
business and heavy early spring building; that
they are more than pleased with the prospects
for the coming season.

A visit to the factory bears out their claim
of an extensive plant, modernly equipped, with
signs on every hand of proper management in
every detail and department.

Who says there is no money in aviation?
Not Is) i:
I would hate to miss a single copy. I have

found it the one and only real aeronautical
magazine.—W. A. L., Canada.

Your December number was a “‘corker’’ but
January has it ‘‘skun a mile.’’ Here’s to your
success—you have begun the New Year well.

—H. W. S., Maine.

Page 144

ily .hbelieve...that

April, 1912

KIRKHAM CATALOGUE

The booklet ‘‘Advance Specifications’’ issued
by Charles B. Kirkham, of Savona, N. Y., will
be found of live interest to prospective engine
purchasers. In modest language, every detail of
the engine is described and illustrated by me-
chanical drawings. Of no less interest is a
power chart showing the horespower delivered
by his three types of engines at varying speeds
up to 2100 r.p.m., at which the larger engine
delivers 82 brake horsepower. The powers of
the three engines at mean normal speeds are
77, 57 and 40 respectively, for which the cata-
logue ratings are 70, 50 and 35 respectively.
Every Kirkham motor is guaranteed to develop
its rated power at its given normal speed and
guaranteed free from imperfections for five
years. In the specifications of each engine the
weight of all component parts of the power plant
is given. Self starters are added at an addition-
al cost. A numer of these engines have been
ordered for -use in new Burgess-Wright mach-
ines and users report most satisfactory results. ©

AEROPLANE AND ENGINE FOR $875

Mr. EK. L. Jones,
Hd. AHRONAUTICS,
New: York City.
Dear Sir:—

We enclose copy for 1-page: advertisement in
your next issue. You will*notice that: we have
extended our-campaign: by- including net quota-
tions on complete. aeroplanes made by manu-
facturers of established reputation and sincere-
; this combination of reliable
aeroplanes -and’ Elbridge Engines at reasonable
prices*will decidedly help American Aviation.

For nearly two years we have believed it pos-
sible to produce and market a really good aero-
plane and a first-class motor at a reasonable
igure, providing a good volume of business
could be assured. Of course, we have had
dozens of alleged aeroplanes offered to us at
very low prices, but investigation of the con-
cerns offering, either complete or ‘‘knock-down’
machines invariably developed the fact that
they had neither the machines offered, the cap-
ital necessary to put them out, nor the ex-
perience needed for strictly guaranteed results.

The unassembled ‘planes we now offer are
guaranteed by a thoroughly responsible concern.
And the equipment is first-class and absolutely

complete. All woodwork well finished in shel-
lac, metal parts fitted, brazed and enamelled.

Three inch Continental
tires and Naiad No. 6 fabrie are included in
the equipment, as well as Elbridge Feather-
weight engine, with copper gasoline tank, ra-
diator and propeller. Complete at $875 is get-
ting prettv close to rock bottom we think.

No need to say anything about the vroduct
of Wittemann Bros. or T. W. Benoist. They are
too well known as aeroplane builders of estab-
lished reputation.

Very truly yours,
Elbridge Engine Company,
Pres.

Controls assembled.

IDEAL MODEL CATALOGUE

Model flying has increased to such an enor-
mous extent that model catalogues compare fav-
orably with the big catalogues of automohbile
supply houses. The catalogue of the Ideal, Aero-
plane & Supply Co. is a surprise. Wood timbers
from 1% inch square up, in various shapes, may
be had by the foot. Miniature propellers. ot
various tvpes, finished or in the block; 1 16 inch
steel shafts with bearings, 1% inch rubber tired
wheels and minute eyebolts and turnbuckles are
listed. Even geared mechanical winders for
turning up the rubber power plants may be
had, to save the long winds by hand. Multiple
gears are supplied for turning twin propellers,
along with sprockets and chains. Models.
knock-down, of the standard machines are furn-
ished with. instructions for putting: together.
Racing types of models are listed and illustri:ted.

AERONAUTICS

April, 1912

-- Do You Want To Go -:-:-

AEROPLANING?

By special ar-
rangements I
have installed
“WRIGHT
AEROPLANES’
and “LICENSED

AVIATORS” of
the highest standing and ability.

Mr. GEORGE W. BEATTY, the Society Pas-
senger Carrier is in charge and is making daily flights
between the hours of 10 A. M. and 5 P. M.

For all information, ~phone CHELSEA 3129.
Tickets can be had at

$25-- TWENTY-FIVE DOLLARS--$25

per trip during January and February. Parties wish-
ing to become “AVIATORS” will do well by com-
municating now. We guarantee to make you a flyer

in less time than any other first class $S 2 5 O

establishment in the world. Course

Finest flying grounds in America, thirty minutes
from New York.

aoe Ov STEVENS

BOX 181, MADISON SQUARE :: :: :: NEW YORK

In answering advertisements please mention this magazine.

AERONAUTICS April, 1912

SHIP YOUR AEROPLANE TO LOUISVILLE

We will install either model GRAY EAGLE
MOTOR and show you what they will do.

It’s hard to convince some people that they can

save money when buying a motor, and that’s a
reason we offer tree use of our Private Aviation
Park and use of a Gray Eagle Motor, just to prove
every statement we make.
4 cylinder 30-40 H. P. $485.00 6 cylinder 50 H. P. $675.00
Prices include Bosch Magneto ignition, Schebler
carburetor, oiler plugs and wires. No discounts or
agent propositions. One price to everybody. GRAY
EAGLE MOTORS are flying amateur built mono-
planes and biplanes in twenty states. The Chinese
Revolutionary Government uses a GRAY EAGLE
MOTOR on their American Biplane.

We guarantee your plane to fly when equipped
with a GRAY EAGLE.

Visit our factories and Aviation Park and see for
yourself what they are doing.

Write for special motor circular and Aero Supply
Catalogue.

Prompt deliveries on orders received this month

R. 0. RUBEL, Jr. & CO., inc., A and Floyd Sts., LOUISVILLE, KY.

BLERIO'T Tere Moxocums

Mechanically made better than others you see.

Equipped with self starting air cooled motors.
Improvements added are—

SEE Concealed shock absorber springs. THE

Steel sleeve on wing beam post.

Steel frame supporting aluminum bell control.

US Automatie adjustment on tail. AE RO
Stamped steel plates brazed on shock absorber post.

AT Wing supporting wires, one above and one below the lower head frame. SHOW
All bolts are made from best carbon steel turned from solid stock.

Four of these planes for immediate delivery.
Flying course with pilot’s lieense for $500 and no breakage.
Nassau fleld, hangar No. 30.

NATIONAL AERO COMPANY 40 East 8th Street, New York

Factory, Woodhaven, L. I. Phone, Spring 5364; or Richmond Hill 397

Aerial Serews cannot

be fully efficient without even

turning. ‘The disconnectedness of cyl-
inder explosions at even 1200 r.p.m. sets up
a fine tremble in the screw. ‘This makes it

7 1 ssi enterin 2 1 2
The new name for screw or spiral propeller impossible pong UhCgCue SUeORe eae

chosen at a prize competition among the air with a clean, efficient stroke.
aviation public September, 1911.
al ot

° ee [Me ss
Biplane propellers are “push-Spirons

=e : Even turning can be obtained in only
Monoplane tractors are’ ‘pull-Spirons”’ ;

oat om
There is a 2-blader or du-Spiron
and a 3-blader or tri-Spiron

oa cat

rhorough tests on identical] engines

2. By using a rotary engine (which loses
20% of its power in rotating besides
its greatly increased head assistance.)

3. By use of the 3-blader or tri-Spiron
which is a natural fluwheel.

je lt

The 3-blader type has made a remark: ible
showing in European aviation. It is
adopted on the latest Breguet, Rumpler
Taube, and other planes,

with a number of the leading
makes in the country
have shown the

du-Spiron to give Write te ae

Detroit,
U.S.A.

greater thrust

in every case.

three ways
1. By adding a flywheel of 40 to 80 Ibs. :
+

*

+

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PEPEEEEEE DES

In answering advertisements please mention this magazine.

bee ofoofe oho ode fe fe ofoofe

AERONAUTICS

FOP I II II III IK II IIA IIA DAA AAA I

i

‘] 200% to “4800°

We GUARANTEE each
machine to fly at least 1,000 ft.
in height and at least 1O Miles of
cross-country flying before delivery.

We GUARANTEE ou
workmanship, material, and_fin-
ished machine to be superior to
all competitors.

x
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To owners of REX MONOPLANES :
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we will replace wings, wheels,

chassis or any other parts broken

during the entire life of the machine

at COST PRICE

This means a saving of from
5 % to 15%
NOW AT
NASSAU BOULEVARD

INSPECTION

AND

DEMONSTRATION

See Our Machine at the Show
TELEPHONE APPOINTMENT

677-L Tompkinsville

*1200325 t0°4800:00
Rex Monoplane Co.

SOUTH BEACH, S.I., N. Y.
* *
SOOO IORI IORI

FOR

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In answering

April, 1912

Continuous Operation
at Extreme Angles with

. every bearing
Positively

» Lubricated

Sturlfevan
Aeronautical Morar
FOUR AND SIX CYLINDER

Four Cycle—Water Cooled Automobile Type

An Aeronautical Motor built for service
under all conditions and at extreme angles

—Heavy enough to be durable—light enough
for flying. Lightness secured by refinement in
design and in those parts best suited to give
lightness. No vital parts weakened to give
light weight.

—Entire design tends to eliminate trouble pro-
ducing parts. There are no push rods—no
rocker arms.

—The valves located in the side are instantly
removable for re-grinding. No danger from
broken valves. The exhaust valves are equip-
ped with lifters to permit coasting in air.

_—All the gears are enclosed and run in oil.
The high-tension Mea Magneto permits easy
starting with retarded spark.

—A muffler may be furnished if desired, which

makes the motor practically noiseless.

—The normal speed of 1200 R. P. M. may
be reduced by throttle to 300 R. P. M.

A Dependable, Durable Motor

backed by the Sturtevant Guarantee.

B. F. STURTEVANT COMPANY

HYDE PARK, BOSTON
MASSACHUSETTS

Offices in all Principal Cities

- / Tandem Gear Pump
-TheHear toftheOiling System

advertisements please mention this magazine.

AERONAUTICS

April, 1912

SER EESSSRSE CERES ERR RR REE Ree SSA SEER EES ESR

HALL-SCOTT

AVIATION POWER PLANTS

Operate Successfully in All Climates

Hae See

a Coen Re ae 4 ee
Lee Hammond, in BALDWIN RED DEVIL, at Manila Carnival

At the Manila Carnival, January, 1912, ten days of merrymaking in the
Philippine Islands, Lee Hammond, flying a Baldwin Red Devil Biplane, under the
management of Capt. Thos. S. Baldwin, made spectacular exhibition flights on
every one of the ten days; on many flights carried a passenger.

HALL-SCOTT EQUIPMENT USED EXCLUSIVELY

HALL—SCOTT MOTOR CAR COMPANY,
San Francisco, California.

Gentlemen:-—

Having just returned with Capt. Thos. S. Baldwin from our trip
to the Orient, I wish to report on the excellent success we had
with your eighty horse power motor.

All of my flights at the carnival, in Manila, were most
successful, and were made under very severe oonditions, as the
weather was exceedingly hot. The motor ran perfectly and at no
time overheated.

The propeller you furnished us for this motor gave splendid
results. Yours very truly,

LEE HAMMOND.

In regard to HALL-SCOTT equipment see Capt. Thos. S. Baldwin, Factory Representative for Eastern Territory, or write direct to

HALL-SCOTT MOTOR CAR COMPANY

San Francisco, California
SUS SECS ESE SERRE PRR eRe

In answering advertisements please mention this magazine.

eT ocean
ee
|

Price 25 Cents

Three times

Mn

LP

Xx 125 H.P. Motor

How’s this for a
sales record:

Serial No. 58
EXCELLING
ALL OTHERS

Model 4-x 50 H.P. Motors
Model 6-x 75 H.P. Motors

Model 6

lla

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=I <<

WRITE FOR IT TODAY

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The Roberts at The Aero Show

SIX MOTORS and every one a bona fide show sale.
BE SURE TO SEND FOR OUR NEW CATALOG, JUST OUT

X, No. 5

\\

Vol

AERONAUTICS (Mays 1912

SOSSSSSSOSSSSSOS SOOO SOSOPS OOOO SOO OS ODO SOO POD SSOSO SOS ES OS SOSOP OSES HOSS OOOO OOOO?

KIRKHAM AVIATION MOTORS
1912 MODELS

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af
cd

Pe FPP PS OPPO PT PPP Soe OO Te Pe ee eee eT Tt ieee eee eee teeter eee eee,

SFOS OSOS OSS ES SSSSSSSSSOSSES HS OSOSO FOSS OSGI O SHS SLODS POSSE SPOS OPPO OOOO OD OOOO OODOOOVO®

Model B-6, 50 H.P., Weight, 235 lbs.

IMMEDIATE DELIVERY

Model B-4, - 35H.P., - Weight, 185 lbs.
Model B-6} - 50H.P., - Weight, 235 lbs.
Model B-G-6,_ - 70 H.P., - Weight, 255 lbs.
Model B-12, - 120H.P. - Weight, 400 lbs.

KIRKHAM Motors’ are used and endorsed by Thomas Bros.; Rex
Monoplane Co.; Burgess Company and Curtis; Mills Aviators; Prowse
Aeroplane Co.; Sparling-Craig Co.; Twin City Aviators; American Aero-
plane Mfg. Co.; Tarnopol Aviation Co., besides several individual owners,
and are acknowledged to be the Best American Motor, regardless of
price.

When you buy that new motor it is for your interest to investigate
thoroughly before you buy any motor. There is a reason why the
KIRKHAM has become so popular with those who know and buy on
merit only.

INVESTIGATE

CHARLES B. KIRKHAM $ss4vona._NeEw_york

sseceeuaneeteeeececennnnteaneeesestesti |

In answering advertisements please mention this magazine.

PP PPPPPSP POPP SOOO P POP PT OTe e eter 1 ttt 151 55552555555555SSS5SSSS5S55445SSSSSOSSSS5O4OSS454OO445O55O5504

AERONAUTICS Zl May—June, 1912

PROPELLER PERFECTION

errcAN PROPEL Lee |
Oo

TRADE > MARK

PATENTED MARCH 14, 1911; JULY 25 1911; OCTOBER 17, 1911: OTHERS PENDING

Paragon Propellers are exclusive in their design and construction—made under
the protection of numerous United States Patents which recognize and protect their
superior features. There are none others like them. Paragon Strength, Paragon
Beauty, Paragon Efficiency, cannot be obtained under any other name.

Wood and workmanship alone are not sufficient: With every Paragon Propeller we
give our engineering skill and experience—and the perfect security of our
guarantee of superior results.

The proof of what we say is in the results. We might publish an endless array
of calculations and diagrams. These might have a value to the designer, but practical
results alone appeal to the purchaser and user. Our booklet will tell you something
about practical results. Where shall we send it ?

Our success has brought us a reputation for special skill and knowledge in our line
and we are prepared to make good that reputation with every customer.

We furnish propellers for all standard machines, but if your requirements are
special, we can make up quickly whatever you require and guarantee the results.
Let us hear from you.

Please note our change in location, made necessary by the growth of our business. _We have equipped over
five thousand sq. ft. of floor space for the manufacture of propellers exclusively. Our facilities for manufacturing
and for shipping are now greatly improved. From our new factory we can serve you better than ever before.

a a SS =

SUMMER

TRAINING
SCHOOL

NOW OPEN

@ Unequalled facilities are provided for instruction in the operation of the marine flier over
Marblehead Harbor and the bay adjoining. By giving training at our manufacturing head-
quarters we offer pupils an opportunity, at no extra cost, to become thoroughly familiar with
the details of construction and design, and ensure against delays. Course consists of FOUR
HOURS actual flying during which time we assume all breakage risk. We provide hydro-
aeroplane for license test. ; ;

Instructors: Howard W. Gill, Phillips W. Page, Clifford L. Webster—All licensed aviators

Booklet with full particulars furnished on request.
@ Aeroplanes and Hydro-aeroplanes for military, sporting and exhibition purposes ready for

prompt delivery.

The Hydro-aeroplane Has the Call for 1912
BURGESS COMPANY AND CURTIS, Marblehead, Mass.

In answering advertisements please mention this magazine.

Of the Aeroplanes at the Ist
American Aero Salon were

BOSCH

EQUIPPED

The predomination of Bosch Magnetos and
Plugs in aeronautical exhibitions and con-
tests is the most emphatic proof of their
true worth as a reliable and efficient ignition
system beyond comparison with all others.

OVER A MILLION KNOW
THE SUPERIORITY OF BOSCH

Be Sure Specify Bosch

Bosch Magneto Company
223-225 W. 46th STREET, NEW YORK

AERONAUTICS Page | 45,

May—June, 1912

Instruments for Safety in Flight

By CAPTAIN W. IRVING CHAMBERS, U. S. Navy

DONE ITH reference to my article After pointing out that the idea of using
— SAMPA® a in AERONAUTICS for April, a resisting surface for measuring the vel-
e

a 1912, concerning the speed ocity of the mind is very ancient and after
SD) 0) indicator of Captain _Etéve commenting on the advantages of the orient-
* <4 with suggestions for its im- ing features in his instrument, which I do
1) %8 provement and conversion not believe in, he says:—

into a practical controller

¢ : > ° ‘The aeroplane speed indicator is above
. 5 re my 5 for automatic or seml- all a safety appliance. It will he placed in
CARRY =automatic stability, it is babe that are “not delicate and will be
eA AAAS AM AS ; eae fs exposed to rough usage. Will be submit-
CONOR) thought that the follow- ted to shocks and vibrations caused by the
: ing may be of interest to ali meer and it is not a laboratory instrument.
; raj rested in the same progress ot It shoul possess, therefore, a _ certain
who are interested pros robustness and be, as far as possible,
aviation. ; ' P eS exempt from derangement. All mechanical
In La Technique Aeronautique, No. 55, agencies, Whatever their nature, require
ms 019 srs auvi & Arnoux frequent adjustment, a spring exposed to vi-
April 1, 1912, Messrs. ee wae ° in his bration loses its properties and all speed in-
criticise Captain Kteve or copylns, ie att dicators with springs should be susceptible
speed indicator, a similar instrument of their of adjustment and correction by any pilot.
design, patented Oct. 6, 1909, and published : “Now, this suse ut a be made in
. : % sak Guin WO Ways: (1) by bringing the pointer to
in V’Aer ophile, Jan. 1, 1910. . : the zero when the aeroplane is in repose on the
There is no doubt in my mind as to 1¢ sround (the Chauvin-Arnouz method); or,
value of both instruments and that Captain (2) py ed iusune the indicator for actual
ue indicator is a practical im- speed while in air. ;
Htévé’s speed PHCLICALOT) 1S 2: D <a r ae “If, by the first method the spring is
provement; but the subject is so impo Seis stretched, for example, or if it is weakened,
that it is worth while to learn the views if the pressure surface has received a slight
= i ti accidental deformation, it is evident that
of both parties. ; Ae Samaritan. As the graduation must be modified. The scale
Messrs. Chauvin & Arnoux state, as divisions on such an indicator very soon
follows:— lose their exactness; they may even become

dangerous and the indicator then plays a
role more fatal than useful.

‘By adjusting according to the second, or
Iitévé method, for the actual speed, the
adjustment requires only one trial in the air
and it is then verified on the ground by
Placing a weight upon the pointer to pro-
duce the identical egort on the spring that
Was produced in flight at the speed noted.

“It is indispensable that the indicators
of such an apparatus show accurately the
standard speed and that the speeds near the
standard, above and below it, be rigorously
exact. This is the main object of the Etévé
indicator and experience has demonstrated
its advantage since more than one hundred
aviators use the apparatus and the indica-
tors which have been in service nearly 10
months continue to’ function in a satis-
factory manner.

“The range of speed permitted by an aero-

plane is often very restricted. It is then

advantageous to utilize all the scope of the

indicator between these limits. Speeds

ae Fata ul : sreater or less than these limits do not

_ Our anemometer-vane aviation estou interest the aviator. Furthermore, the dis-

(Girouette . Anemonetrique da Aviation) aes placements of the pointer corresponding to

an indicating instrument is more comp ee an increase of one metre in speed near the

en RUE EE Wah or standard, should pa cieace rapidly ae ie

cates at all times, to the pilot, : increase in speed and it seems desirable,

speed PaOuEn ane Sere put alISO. we vue me therefore, to be able to adjust the instru-
the angle or attack which is a east as

: ne Ment to suit such conditions; in other words,
important to observe as the speed, the oa to provide means for rendering the pointer
clination of an aeroplane being depen ent as sensitive as possible to the variations in
gee ence oF porn Poe eee speed according to the limits” Penmaes by
“Our apparatus presents, also, the a¢ Se each aeroplane. The Etévé indicator per-
tage of indicating at all times, to the pilot mits of adiisnient to suit all of these
whether his aeroplane is rising or descend- requirements.
ing, facts which it is almost impossible fo1

: : ere 2 ioh alti “The apparatus should be capable of be-
him ua) aecoan ae Bee ae een ing located at any required position from
ee ea pees str ; se of the intest the aviator, either in advance or at the side
model h or pean on Hell) for more than 8 and while at any such position the Danie

; ae fe 1 é la ark ; a € rays é VY
months in the army and we are astonished and mark should be always plain
hat Captain Etévé has not been informed Nees ere ; eres > take
aa Dine has been used in experiments, HSDE GI tiated eta Paste A aes ug

tie ‘Cay 7 4 ie ace the pressure surface es re
by Lieut. Cayl&é and the other by Lieut. place ‘ a eee eeee
: ; ; i i sc) away fr . once air cur-
¥ ier. as “evi s]v . ied in these disc) away from the influence of air_
peso gia tog aes amas rents caused by the instrument eehs A
ae j T ne ; thin spherical surface being fragile and sus-
i Ant Alan taq . 5th thin spher
Captain Etévé replies in No. 56, April 15th,

ceptible of deformation under the influence

1912, of the same paper. of shock, the latest model, definitely adopted

AERONAUTICS

after trials, has the disc pressure surface
instead of the sphere.

“There are the main points of difference
between my instrument and the anem-
ometer vane of Messrs. Chauvin & Arnoux.
Their instrument is, nevertheless, very in-
teresting and deserves more general use by
aviators, because the use of any good
instrument susceptible of diminishing the
number of accidents possesses an interest
of the first importance.

“Such instruments are rapidly improved.
and it is probable that the latest model of
Chauvin & Arnoux is not identical with
those of 1910; but that does not deprive the
makers of any credit that is due them in
developing an apparatus which would have
pervented numerous accidents already, if
it had been more extensively used.’’

In an article of the same magazine Com-
mandant Paul Renard, once a Director at the
Military Aerostatic Park of Chalais—Meudon
and a noted authority in aeronautical af:
fairs, writing on the subject of safety for

aviators, states as follows:—
“Several persons have endeavored to ameli-
orate this situation by providing the pilot with

Page 146 May—June,

1912

mechanical agencies for his guidance. Some,
like Captain Etévé, recommend the use of in-
dicators which inform the pilot of the modifica-
tions in the behavior of his machine which he
could not otherwise perceive soon enough, and
notably as to the changes in speed with respect
to the surrounding air. Thus warned, the pilot
can execute, in proper time, the manouvers that
without it he would have performed perhaps
too tardily.”’

“Mr. Doutre goes further; his apparatus does
not indicate the manouvers which must be done
—it executes them. His apparatus is a real
automatic ‘stabilizer’....... a

Again referring to my previous articles on
the subject of safety in flight, I desire to
repeat that my view of the soiution embraces
not only both extremes, that of an idicator
which indicates the manouvers as well as an
apparatus that can execute them, but it in
cludes also the compromise which permits
either to be used at libatum as conditions
require.

The Etévé speed indicator may be purchased
through Sussfeld, Lorsch & Co., 90 Maiden
Lane, N. Y.

The Thomas Monoplane

EADERS will watch with interest
the performance of the new mono-
plane designed and built by Thom-
as Bros., of Bath, N. Y.

As in the case of their biplanes which have
been conspicuous in the past for originality
based on sound working principles, their
new monoplane embodies a number of excel-
lent features.

The keynote in the design of this model
has been simplicity, strength, safety and
flexibility of speed. Two exceptionally
strong skids are used which are carried by
two wheels mounted on rubber springs. The
skids are connected to the fuselage by a
strong steel tubular} construction. The
fuselage itself has been very carefully de-
signed and gives ample room for the pilot,
motor, and accessories.

The wings and wing trussing are of ex-
ceptional strength and have a factor of

safety of ten to twenty, according to the
duties the different parts have to perform.

The power plant is a 70 H.P. geared down
six cylinder Kirkham water cooled motor,
fitted with Bosch dual ignition, muffler, and
exhaust valve-lifter; and is totally enclosed
by the fuselage.

The tail is a modified form of the stand-
ard tail unit used on the Thomas biplanes
and consists of a stationary idle surface
to which is hinged the rear elevator. The
four rudders are mounted on the rear beam
of the idle surface and form part of the trus-
sing of the tail. Lateral control is obtained
by ailerons operated by turning a wheel
mounted on a universal pivoted column. The
rudders are operated by a side way move-
ment of this wheel and column; the elevator
by a fore and aft movement of this column.

All controls are counter-balanced and
wired with Roebling flexible steel cable
working through a system of pulleys and
Bowden wire casings. The intensity of
loading on the wings during normal flight
will be about 5 lbs. per sq. ft. The fabric
used on the wings is Goodyear No. 10, buff
color; the fuselage is colored with a gray
fabric of the same make. All iron work is
enamelled a dark green color. All wood
work is spar varnished.

The weight of this machine with motor
and accessories is about 750 Ibs.

Gasoline capacity, 20 gallons, spread of
wings, 32 feet; overall length, 30 feet; length
from propeller flange to rear edge of tail,
26 feet; maximum chord, 6 feet, 6 inches.

1260

AERONAUTICS Page 147 May—June, 1912

The Thomas Monoplane

AERONAUTICS

Page 148

Mav—June, 1912

The Military Burgess

SOOM oO LE Burgess Co. and Curtis
COREE assembled the military 2-
3 S

man biplane ordered by the

2 EY eo ene anen wns
1) oS) specifications call for the
W)\ 5% 2)\ oY, e, ~y,

carrying of 450 lbs. and fuel
1912.)

for four hours, fly at 45
m.h.p., be easily transport-
able by road, etc. (See
AERONAUTICS, p. 67, Feb.
The Wright type is generally followed
in the shape of wings and operating system,
A fixed tail with separate hinged elevator,
inclosed rectangular fuselage, 70 Renault
engine, single tractor screw, 9.5 d. by 6.9 ft.
pitch, turning anti-clockwise in its breeze,
are the principal features of difference.

The main planes have an entirely original
and flatter curvature, with an easy trailing
edge to improve the gliding qualities, with
the Goodyear cloth put on ‘on the bias.”
Each rib is enclosed in a separate pocket
or sleeve of fabric. Instead of allowing the
front beam to twist by reason of the warp-
ing, the ribs of the outer sections are hinged
to the hollow main spar. ‘The rear lateral
spar end is mortised into the hollow member
at the outer end of the wing in such a way
that the rear spar has some free movement
for the socket in the wing and member (See
sketch).

The main planes, spaced 5’ 4” apart are
each in two sections. Here the cloth is laced,
using brass eyelets set in stiffening strips.

—Photo by Edwin Levick
The wings are readily detachable from the

body. With the wings and tail surfaces off,
the space occupied is 26 by 7 feet. The fish-
shaped struts are very staunch; the outer
ones being 214” by 14%” at the middle and
tapering to 1144” by 1” at the ends. The
struts nearer the body are 2%,” by 114,” taper-
ing to 1144” by 1” respectively. A steel cable
runs through a pocket in the rear edge of
the edge of the surfaces. The drop from
the front to rear of the wing is about 6
inches. There are but five struts in each
row in the main planes, while the Burgess
hydroaeroplane has 9, like the model B
Wright.

The cell next the engine is guyed by
crossed piano wires. The outer section is, of
course, not guyed fore and aft.

The fuselage, rectangular in cross section,
is composed almost entirely of spruce, guyed
in each panel by special aviator wire in the
usual manner, with turnbuckles. This is
completely covered with Goodrich “Lumina”
fabric. :

The running gear is very staunch. Double
Goodyear 20 x 4 wheels are mounted on each
skid in the usual manner employed by the
Wright and the Burgess companies. The
diagonal struts from the skids to the main
beams are hinged close to the skid for con-
venience in transportation.

One passenger may be carried forward of
the pilot. Duplicate control levers are fitted
for either’s use. The warping-rudder and
elevator levers in each set may be quickly
changed from one side to the other to suit

AERONAUTICS _ Page 149

Mav—June, 1912

EMERGENCY CaBiE IN CASE
Galt SRears

a

y

ZZ

* 27/9" OER ALZ

BURGESS MILITARY

AERONAUTICS Page

pilots who have learned the Wright control
from either the right or left hand seat.
The warp, rudder and elevator control wires
are duplicated for safety. A further safety
device is provided in short steel cables to re-
inforce the warping chains in case of emer-
gency. The yoke arms of the twin rudders
are new in practice and are inclosed in the
fuselage.

150

May—June, 1912

BURGESS PONTOON

The Burgess floats, or pontoons, have the
earmarks of the veteran boat builder. Two
steps have been found sufficient, after tests
with various numbers. No water-tight divi-

sions are employed. There is one bulkhead
but this is for strength. The sides and bot-
tom are of Spanish cedar, covered with Irish

A map holder, tachometer, floating com-
pass, pressure gauge, altimeter and chrono-
meter are included in equipment. A wireless
outfit designed and constructed by the U. S.
Signal Corps is installed, a dynamo being
driven from the motor. The antennae run
laterally along the top plane over the main
spars.

For greater weight carrying, a section
may be added between the outer struts. The
machine as it stands has a capacity up to
1600. Ibs.

The BURGESS FLOAT

linen, the bottom planking being heavier
than that on the sides. The framing is}
spruce. At the bow the bottom is slightly
“V-shaped for 380 inches back;

the planking is flat to the rear.

keels are employed, as shown in the sketch.
A hand hole is arranged to get at the bilge’
pump in each float. The two floats are in-
terchangeable with the standard land run-
ning gear. The floats themselves and the

upright and diagonal struts attach simply to

AERONAUTICS

May—June, 1912

the front and rear spars of the lower plane
as one component part of the machine. Each
float weighs 75 lbs., including the struts.
The two increase the weight of the machine
but 50 lbs. The deck of the float is of alumi-
num sheet. Fore and aft the deck is flat, but
gradually slants upward to an inverted “V”
cross section at the front and rear vertical
struts. When flying the Burgess hydroaero-
plane regularly carries an equipment com-
prising compass, anchor and rope, oar, life
preservers and the cranking device.

The Gallaudet “Bullet”

Misoooooere LTHOUT doubt, the most in-
BOSE teresting exhibit at the
és &e) Aero Show was the torpedo-
%) Shaped monoplane shown by
the Gallaudet Engineering
Co., of Norwich, Ct. It has
been remarked that this is
the first American mono-
plane along general conven-
tional lines which displays
great originality. It is built
completely of Shelby steel tubing.

This machine, appropriately named ‘The
Bullet”, has already made some short flights
before the Show on the Hempstead Plains
at an estimated speed of more than 100 miles
an hour, sufficient to insure the retaining
of the Gordon-Bennett Cup in this country
on the basis of present foreign speeds.

The main object in the design of the ma-
chine has been speed, with a capital S. In
one flight that was made, the engine was ac-
cidentally stopped with the machine at not
over 40 feet from the ground. There was no
time nor room to use the elevator, but the

SSS

‘plane glided down at its flying angle, no
change in the angle being discovered. In
flight the top of the body flies about level,
tail high like the Nieuport. The center of
weight coincides absolutely with the center
of pressure. Head resistance is reduced to
the last point.

Each wing spreads 14 feet. Where the
wings join the body the chord is 8 feet; at
the extremities the chord is 6 feet. One tubu-
lar steel spar 314-inch diameter, supports the
wing, though there are four other lateral
members, which do not join to the body, and
unseen guy Wires criss-cross between the
layers of fabric. From this main beam runs
rearward close to the body inside the wing,
a lever, Suitably attached. to mechanism for
rotating the wing about the main spar as an
axis. The angle of incidence may be changed
during flight, giving a wide range of speed
or starting lift. The first five ribs outward
from the body are fixed, the others being
mounted in loose collars that turn around
the main spar. Two quarter-inch Roebling

e

eee eee nn
tite a ai

AERONAUTICS Page

steel cables support each wing from strains
in both directions, from the body to yokes on
the main beam,

The TAIL of the BULLET”

The wings are double covered with Good-
year fabrics, fastened with minute brass
screws and washers. 'The maximum warp is
14 inches, the operation being by foot pedals.

The body is 4 feet square at the largest
section, running to a blunt point at the front
and tapering in straight lines to 5 inches
square at the rear. The body is of steei
tubing, housed in fabric. The aluminum-
sheeted nose houses the 100 h. p. Bosch
equipped Gnome motor, which drives a 3-
bladed Paragon propeller 6 ft. 4 inch diame-
ter by 9.4 feet pitch. This propeller was de-
signed to give 400 lbs. thrust on the ground
at 975 r.p.m., the actual test gave 385 lbs. at
940 r.p.m., bearing out the theory in its

152 1912

Mav—June,
design. The normal engine speed in flight
is 1200, which increases the thrust.

The shaft, mounted every 40 inches in
Hess-Bright ball bearing, is 2 inches in dia-
meter, 11 gauge, Shelby nickel steel tubing

Two heavy 28” by 3” wheels stick halfway
out under the body. The rear of the machine
is supported on elliptical steel tube diagonal
struts running to a short skid.

The Gallaudet is the first machine in
America with its propeller at the extreme
rear. By this the extremely fast foreign
Paulhan-Tatin machine is called to mind.

A very small-appearing rudder and eleva-
tor are placed just in front of the propeller.
These are operated by a single universal
movement hand lever.

The weight is 910 lbs. for 200 square feet
of supporting surface. In the test flights,
the total weight carried was 1220 lbs., over
6 Ibs. to the square foot.

The wing (bottom surface) curve has a
maximum cambre of 2”, one-third back and
the drop from front to rear is about 8 inches.
The ribs are of two wood battens 1%, by ¥%
inch, braced both sides by diagonal alumi-
num tubing. The wing is 5” thick at the
thickest part, where the main beam runs 32_
inches back from the front edge. The front
edge of the wing is 1” half round wood, to
which the ribs are fastened by aluminum
angle plates, as shown in the sketch. The

rudder and elevator are double-wired. The
fabric is put on “on the bias’ and cemented —
at joins.

Forty-six gallons of gasoline are carried
and 12 gallons of castor oil.

The Wright Model C

HE Wright Company showed

at the exposition a weight
carrying model, in fact, a
modification of the military
type weight carrier designed
for the use of the U. S.
Army, one of which ma-
chines has already been de-
livered in Washington.

Compared with the Model

220)
EI)

B, which is the standard Wright machine, it

shows a number of differences.
The top of the surface for the first third

ee oF rear
h ste
f

back from the leading edge is almost ah
The vertical rudders have been made high
er, the tail spars are hollow, the radiatol
has been moved to a point back of the nd ;
main spars and to the left of the engin
which remains the same 30-35 motor oa
tofore used, though a 6-cylinder with wate

;
cooled heads was shown in the Wright
space. Both use Mea _ ignition. The

been placed on a /

gasoline tank has

plane, close up to the back of one seat.
gas must now be pumped up to the ae
pipe. The skid struts are higher, which puts_
the planes further from the ground. The con

( DIAGRAMMATIC SKETCH ‘A
; io" WRIGHT FLOAT , @

AERONAUTICS

May—June, 1912

Page 153

ies
J" 9030 eoo0g °°
foococsececd
ISQ0 0 O=G-BP 2

0 00 a Q06 09

! 0 OCaRNEOBQLY
2s De

S
S
N
iS
2
S

-DETAIL OF RIB

Mav—June, 1912 L
5

trol levers are now both “right-hand” and the

system has been simplified. The skids are
heavier and there is no cross bar between
them. In the engine section there are no
crossed guy wires in front of the aviator and
his passenger. It will be noticed from the
drawing that the skids are 7 inches “off
center,” though this is not new. The wheels
have been moved further back.

The first objects of attention are the ver
tical fixed surfaces at the front ends of the
skids and there are but 8 struts front and
rear in the main cell instead of nine. The
speed is 45 miles an hour.

The steel tube struts which formerly car-

ried the propeller sprocket are discarded
and the shaft is fastened direct to one of the
wood struts. The two pulleys on the I sec —
tion rear beam, around which warping chains %
ran, are done away with and these two —
chains and wires to the warping lever are
eliminated by using one steel tube from the
lever back to a bell-crank to which the warp
ing wires are attached. (See sketch).

The most complete description ever pub
lished of any machine is that of the Wright
in the September, 1911, number, to which
reference should be made for details of oper-
ation in flight, motor description, and other
details standardized on all Wright machines,

SS
, Sy
Li SR, PZ

JOA EQ AZZ See wires
A SY “y

Meg

SY | LLEVA TORK

Control System Model @ Wright

1912

AERONAUTICS

Mav—lJune,

Page 155

WAIGHT LIO©LEL G

Dou b/a

a ee

—.
—————

os eR bak th: /30/
Wright Warping Polley now attached to Strot Jochet

ON

New York, May 3rd, 1912.
To the Editor:—
May I comment upon the article
“Safety in Flight’ in the April issue of Aero-
nautics? To my mind there is a mechanical
fallacy in the apparatus as shown.

The statement is made that in the Doutré
stabalizer the action of the accelerator weights
modify the action of the pressure device, when
the algebraic signs of the pressure and ac-
celeration are unlike, and accentuate the ac-
tion when both signs are similar; and this is
indeed the operation.

If in figure #3, page 113, it is considered
that the machine is moving toward the left
an increase or plus pressure will move the
sphere S. to the right, as indicated by the

small plus sign; and if at the same time the

acceleration is negative, the weights K. will
move forward as shown. However, because
of the fact that these weights are located

below the axis O., any movement of them to

Paul Schilks

Page 156

Ao) ;
i Warping Wires,

WEES 6 Sir Sathkey

SS SABEm ¥

Mav—June, 1912

WRIGHT HYDROAEROPLANES

The Wright Company is building now 3
step floats, with four water-tight compart:
ments, to go under the regular skids and
capable of attachment in a very few minutes,
after taking the wheels off.

The floats are of solid spruce, 14” thick.
canvas covered, finished the same as wood
work in the aeroplane.

In the rear of each compartment, in the
step, is a check valve to let out any water
which may get in. There is a very large tube
to let air in between the bottom of the pon-
toon and the water at each step. The length
is 14 feet, beam 18 inches, greatest depth
1114, inches.

IN FREIGHT’

the left will produce a movement of the sphere

to the right, or when the pressure is plus and
the acceleration minus, the weights accentuate
the action of the pressure sphere, which is
just the reverse of the desired action, and also
when the signs are similar the aecelerated
action modifies the pressure action. The fact
that the weights are mounted on springs at-
tached above the axis, in no way affects the
turning moment, but if these are light enough
to bend an appreciable amount, the result
would be to decrease the effective action of the
weights.

Were the weights mounted above the axis,
their effect would then be similar to the
Doutré machine.

I take the liberty of thus criticising this
machine because of the statement of the
author in regard to stimulating interest in

the question of automatic stability.
Yours very truly,
Winthrop S. Horton-

““Aquaplane”’

Rex Monoplane

Se) TE Rex monoplane at the
#t Show earned considerable
favorable criticism. This
was finished just before the
Show and had no motor.
The previous type of ma-
chine made by this concern
was a Bleriot copy, exceed-
ingly well built and finished,
and has been flying at
Nassau. Boulevard with a
Kirkham engine.

The running gear is of special design,
with single skid. The tubular axle is braced
to the body with telescoping tubes inclosing
coiled springs. There is also a rubber shock
absorbing arrangement on the skid, with
springs to relieve side thrusts. The tail skid
is mounted on a universal joint. Hight
bolts and two turnbuckles are all that are
required to loosen to separate the body
from the skid. An automobile wheel is used

for warping and for elevation. Turning
the wheel right or left warps, pushing whole
steering column in steers down and vice
versa; the rudder being operated by a foot
yoke.

The wings are set at a dihedral angle of 9”.
The camber is 3144” two feet back. There
is a reverse curve in the wings, of 5” cam-
ber. Ash is used in the fuselage spars and
skid, spruce in the skid struts and for wing
spars, while the ribs in the wings, rudder
and elevator are of bass. German piano wire
is used for guying, with special turnbuckles.
The tubing used is Shelby seamless. The
linen surfaces are treated with a _ water-
proof preparation which tightens the fabric.
The wings are supported on the upper side
by heavy Roebling cable from a single py-
lon. The guying on the underside is to the
skid. The Rex company is located at South
Beach, S. I., N. Y.

Curtiss Racing Biplane

KNSD HE Curtiss headless racing
: S biplane, a pocket edition of
Jas

the standard machine, faced
the main entrance to the
Show and was the fifst ob-
ject of attention. This was
covered with brown Good-
SSNS year cloth, with nickel finish
MATRA running gear and with all
Op eoolorolo) details worked out in A-I
BIE fashion.’ The main planes
provide a surface of 173.5 sq. ft. for a weight,
with operator, of 800 lbs. The engine is a
standard 75 h. p. Curtiss. Shoulder straps,

adjustable, fitting close over the shoulders
were seen on all the Curtiss machines at
the Show. These keep the aviator from be-
ing thrown out of his seat and at the same
time he is free to slip out from under in-
stantly. The center of gravity, with opera-
tor, is about 20 inches back. The drop from
the front to the rear beam is 5”. The camber
appears to be about 2} inches, one-third
back. The propeller is of the usual Curtiss
7’ 8” diam. by 7 ft. pitch, turning anti-clock-
wise in the breeze. The gas tank has a capa-
city of 10 gallons, sufficient for 14% hours

AERONAUTICS Page 158 yi Mav—June,

tOf2

SLIDING SLEEVE
ENCLOSING “SPRING

|

(STEEL STRAP

REX HONOPLANE

1305

mova aS

running. The manner of construction is the
same as that in the larger models. All de-
tails of the standard machine, with a history
of the Curtiss hydroaeroplane, were printed
in the April issue.

All machines are being equipped with a
starter operated by a lever with an auto-
matic release; with dual Bosch ignition.

The float on the hydroaeroplane was a
beautiful piece of workmanship. It is made
of spruce over a spruce framework, in three

Pe 75
fee

.
'
I

TOE. 5 STRUTS-ATTA 8 HERR #'A

May—June, 1912

compartments,

and weighs 125 lbs. Three
square keels run lengthwise at
the edge and down the center. The ribs
are %” by 1” deep. The planking is 14”
thick on the bottom and 3/16” on the top
and sides. No overhang of the top as ina
previous fioat used. (See April issue). Brass
screws are used throughout.

Details of the rib joints with main spars,
control system, and other data appeared in
the last issue.

”

small %

7 PULA HEAD

7a" pe
Ten VL TLD,
Se IR URING the winter, Grover
FRCS NES 3 k
oe Cleveland Loening, designer
% of the Queen Aeroplane Co.,
He produced what has been
KZ called the “aeroboat”’. as it
st resembles more a boat with
HO) PO) RE
ad Ew aeroplanes than an aero-

plane with floats attached.
LEN ra IS Trials were made at Bay-
NS) onne, N.. J., during April
with Loening as pilot, al-
shough a novice; and the machine made a
dumber of short flights. These tests are
Jeing continued after the Show. ‘The control]
ym the water has been thoroughly satis-

Diem

factory, steering perfectly in and out of
winds. The design is unique and the aim
has been primarily to secure a winged boat
rather than a floating aeroplane. It is es-
sentially boat-like and machines of this order
ought to appeal strongly to the motor boat
bug.

The wings
surfaces, 7’
make ailerons.

are standard Anzani-Bleriot
chord, with sections cut out to
There are 175 sq. ft. of sur-
face, weight unloaded 690 lbs., Gibson pro-
peller 6’ by 8’ pitch, Worcester type. This
is driven by chain and sprocket from a 50
Gnome, geared 1 to 1. A Langley-type uni-

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May—June,

1912

Aeroplane Tires of
Famous No-Rim-Cut Quality

The same high quality as our No-Rim-Cut auto tires,
Made in the same modern factory. By the same tire
experts. With the same 13 years’ experience behind
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apt to puncture. Won’t pull off the rim. Light and re-
silient, absorbing landing shocks and strains excep-
tionally well. Made in No-Rim-Cut, Single Tube and
,Clincher types. Qther Aeroplane Goods

Goodyear Rubberized Aeroplane Fabric is used by
nearly all veteran aviators. Won’t shrink, stretch, tear,
break, rot or mildew. Not merely coated but saturated
with pure para rubber. Furnished with metallic finish
to match aluminum-painted machines.

The Goodyear Bleriot Type Rubber Shock Absorber
another specialty. We build and equip balloons comi-
plete--in all types--prompt deliveries guaranteed.

Tell us which product you are interested in.
THE GOODYEAR TIRE & RUBBER COMPANY, Akron, 0.

Branches and Agencies in 103 Principal Cities.
More service stations than any other tire.

Be (Cir ey (ats

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Farman Running Gears Complete, as above - $47.50
AERONAUTICAL SUPPLIES

Everything to build any type flying machine.

New Catalogue with working drawings of Curtiss,

|! Farman and Bleriot-type machines in course of con-

struction and will be maiied free upon request to all

parties as soon as received from the printer. Write
for quotations.

| A FEW IMMEDIATE DELIVERY PRICES

| Curtiss Steering Wheels - $9.00 FREE win

H Curtiss Seats - - - 5.50 every

1 5-Gallon Tanks - - aoe Aeronautical

} Aviator Caps - - awl Supplies

} Outrigger Fittings - = co CEE Gal

1 Oval Post Sockets - - .17 | ATOR CAP.

f Aluminum pulleys with brass bushings:

2" 25c, 24" 80c, 3" 40c.

} Wheels and Tires complete, E clipse Hub:

20x24" $6.75 20x38" $9.50

| E. J. WILLIS COMPANY, New York City
85 Chambers Street (Telephone 3624 Worth) 67 Reade Street

In answering advertisements please mention this magazine.

AERONAUTICS Page 161 May—June, 1912

ioe 2

TAG GYRTPISS (RLAGEIR

1306

AERONAUTICS

AM ave

GUEEN “AEROBOAT *

vers:l tail is used, the entire elevator and
rudder moving about a universal joint. A
steel spring counterbalances the weight of
the tail. The boat portion is of aluminum
sheeting, bottom and sides in one piece.

BALLOONING

The first balloon christening ever held in St.
Louis took place with due ceremony at Forest
Park Highlands on May 5th, participated in by

several young ladies, just before Captain H.
Hugene Honeywell’s new racing balloon was

released for her maiden trip.

The event was well noised abroad and up-
wards of 30,000 people were present to witness
the ceremony. At four o’clock, Miss Veronica
Mulvihill, accompanied by several maids of
honor and a chaperone, were escorted inside the
enclosure where the gas bag had been inflated.
After all the members of the party had been
introduced to the invited guests, Miss Mulvihill
pulled the cords which unfurled on the side of
the balloon a pennant bearing the name of
the balloon and of an American flag on either
side of the pennant.

As the spectators read the name of the balloon
the applause increased and continued for several
minutes. The christening party then assembled
around the basket under one side of the bag,
the basket not having been attached to the bag
on account of the close quarters in which to
work, and the danger to the bag from long
continued swaying in the wind so near several
trees. Miss Mulvihill smashed a bottle of cham-
pagne on the anchor fastened to one side of the
basket, and said: “‘I christen thee Uncle Sam,
and hope that your voyages be as successful
as your national protector.”

Congratulations were extended to Captain
Honeywell, the pilot, and then the basket was
attached to the bag and with Robert A. Glenn,
of the Times, Frank Sullivan of the Post Dis-
patch; Dan S. Swartz, of the Star, William T.
Gray of the Globe Democrat, and A. A, Coult
of the Republic, as guests of Captain Honeywell,
the balloon was weighed off at 4:25 with 850
pounds of live weight and 14 sacks of ballast,
amid the shouts and well wishes of the vast
crowd. The highest altitude reached was 3,000
feet and after a two hours’ sail the party landed
just outside of historic old Cahokia, in Illinois.

The bag is made of silverized silk, and is

Page 162

May—June, 1912

Loening “Aeroboat”

This boat is 2’ wide, 13’ long, 2’ high. The
ailerons are operated by a foot lever. Twe
long levers, one for each hand, operate the
elevator; pushing forward on either one
steers the rudder to the respective side.

SEASON OPENS

standard size with a capacity of 78,000 cubie
feet. The balloon will be entered in the National
Balloon Race which starts from Kansas City,
the latter part of June.

If Honeywell is successful in making the
American Team in the International Balloon
Race he will take the balloon to Germany for
that event.

OTHER ASCENSIONS

*Denotes trips of 100 miles or over.

*San Antonio, Mar. 14.—J. H. Wade, Jr., and
Thomas Cook in the Buckeye to the Ozark
Mountains, Texas Co., Mo. Up 18 hrs., dist
650 miles, in an endeavor to break the Lahm
Cup record.

Holmesburg, Pa., May 4.—Arthur T. Atherholt,
Cc. R. Wynne, Harold H. Knerr in the Penns
sylvania I, to Kensington, Pa.

Los Angeles, Jan. 23.—Geo. B. Harrison, pilot,
Mr. and Mrs. W. R. Atwater and L. L. Stevens
in the ‘America JI’ to Pomona. Duration 4
hours.

I take most of the aviation magazines and I
will give you credit for turning out the best.—
W. W. Gibson.

I want to say that if any of the other aero-
nautical magazines can get up as good an issue
as AERONAUTICS was for December, they will
have to “go some.””’ AERONAUTICS has come
to stay and if any person doubts it, just tell

them: “Ask the man that reads it.”’ R. G
Jennings.
Your magazine is certainly great. I have

read almost every copy since volume 1, num-
ber 1, and can hardly wait for the next number.
Keep the good work up.—D. H. M., Chicago.

Sure, keep sending AERONAUTICS, for I
wouldn’t be without it. Your magazine is the
best aeronautical paper I can get at any price,
—J.. 'S; Bi, Pa:

AERONAUTICS May—June, 1912

The Self-Starting 50h.p.
ALBATROSS

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AERO WIRE WHEELS

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20"x21" Wheels........ $4.00, with Tire........ $6.00
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bushed to fit 1" Tubular Axle.
14" and 13" furnished special.
Hydro-Floats and 34" Wheels for same.
Don’t fail to write for complete list of wheels
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J. A. WEAVER, Jr., Manufacturer

Examination Allowed. Dept. A., 132 West 50th Street, New York

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AERONAUTICS

Mavy—June, 1912

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AERONAUTICS

PUSH OUT To TUN TO Sao’

O ELEVATOR

ANZANI-BLERIOT Ke
WING, 53° CAMBER.

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AERONAUTICS

eee T T 1 R I E
ee

FEDERAL REGULATION.

ISI HE death of Fred J. Southard, student aviator at the Wright school,
exe «6 Whoo, it is claimed, without permission, took a machine from its shed
be 1) for an early morning “joy ride’, calls attention again to the need for
1) 9) Federal legislation. With a statute making such an action on the part
oe) er ofa student or by one’s aerial chauffeur, a felony, some accidents might
ax CASK SCbe avoided. Such a law, similar to the automobile law in some states,
KORE Re) would be a bar to similar actions by foolhardy or inexperienced men.
S BOS 5) Aeroplanes will fly far and wide. Interstate air travel will obvious-

SAE ly be greater than interstate automobile touring. Automobilists waited
too long with the result that state laws are as troublesome to the tourist
as was Jonah to the whale. Don’t let the automobile situation be

repeated!

One state law has already been placed on the statute books. A law, if good, should
be enforced. The Connecticut law apparently fails in its objects and is considered value-
less by the Aero Club of Connecticut which fathered it. At any rate, no action was
taken in the case of Nels J. Nelson, one of hundreds of uncertified pilots flying daily.
Nelson flew about one of the progressive cities of the Nutmeg State without let or hind-
rance.

We see already flying about. certificated or “licensed” aviators who have no more
right to endanger their own and the lives of others than has a dangerous criminal offi-
cial a license to commit depredations.

The soundness of an argument for a national act which will deal with aeroplanes
as with vessels can not pe questioned, save in the minds of armchair aeronauts and
aviators who seek to “control” aerial sport.

Ask any aviator how ridiculously easy it is to comply with present conditions for a
“license”. A week’s instruction will often qualify one.

| Compare these with the requirements made of Army officer-aviators.

the officer must have normal eyesight and.have the ears examined. Diseases of the
neryous or circulatory system reject applicants. Even the prospective flyer must satisfy
the examiners with respect to the normality of his antecedents.

Besides these

U. S. GOVERNMENT REQUIREMENTS AERO CLUB CONDITIONS

Attain an altitude of at least 2,500 feet.

Make cross-country flight of at least 20 miles
total at a minimum height of 1,000 feet.

Fly at least 5 minutes with the wind blowing
at least 15 miles an hour.

Carry a passenger to a height of at least 500
feet and landing within 150 feet of previously
designated point, with engine shut off prior to
touching ground.

Execute a glide from 500 feet with engine shut
off and come to rest within 300 feet of pre-
viously designated point.

Two distance tests, each consisting of a
figure eight of 3.1 miles in extent about posts
1,640 feet apart.

Altitude test of 164 feet, which may be made

the same time as one of the two previously
mentioned.

For each of above tests landing shall be made
(1) by stopping motor not later than the time
machine touches ground; (2) at a distance of
less than 164 metres from a point designated
by the applicant before test.

With which aviator do you want to fly ?

OUR MILITARY APPROPRIATION.

! last there appears to be a chance that Uncle Sam will take steps to put

military aeronautics on a firm footing. Irrespective of the value of the

dirigible and the aeroplane to the Army and Navy, manufacturers must

look to the Government for material support for some time to come. Orders
from the Government for special military machines will be issued only with the latest
progress abroad in mind. Such orders will tax the knowledge, the inventive and me-
chanical genius of manufacturers with the result shown in vastly improved apparati.
Without these orders there is not the necessity for so great experimental work, and
progress will be slower.

This experimental work means large expenses, which the Government will have to
stand in the difference between the price of the standard machine and the price of the
special military machine. The standard machine will thereafter reap the benefit of
this experimental work paid for by the Government.

HERONAUTICS Page 165

May—June, 1912

The market is not now with the wealthy sportsman, the club man and the looker-on:
nor will it be for some time to come. For some reason these classes are promoting
speed contests and arduous cross country races, to compete in which under favorable
circumstances, costs each competitor, or his backer, thousands of dollars from which
investment there is no return; no sales result.

The aeroplane, for instance, in active service with the men who now buy auto-
mobiles and motor boats is the fond hope of all engaged in the industry. Many now
realize this day is far in the future. There are always more, with greater optimism, who
think they can make their fortune, it is true. But, the money spent by these newcomers
does little good. It is not spent in advanced designs, superior workmanship or anything
new, but in slavish imitation, usually with all the less good qualities of the imitated and
none of the better.

A. suitable aeronautical appropriation has been asked for. A bill has been intro-
duced in Congress to raise the pay of officer-aviators to secure more men for air work.
The Secretary of War has been asked for a report on activity in military aeronautics
in other countries. He has made it and it may be found in House of Representatives
Document 718. This report, eighty pages of startling statistics, has been referred to the
Committee on Military Affairs and ordered printed. Copies may be had by those
interested.

Get your local aero club to forward resolutions through the best channels to
Congress. Every reader of every aeronautical magazine should write his local Senator
and Representative urging a liberal appropriation. The clubs of the country should
take concerted action, AT ONCR.

Will there be an appropriation?

CHANGE OF DATE.

publishing an aeronautical magazine is no circus.

There are only twenty-four hours in each day and these have
not been increased either in number or duration. The amount of
= work has prevented us from keeping up the pace. In the future greater
% efforts will be made to produce the journal on time.

KOKO REIS The usual magazine issues on the 20th of each month and is dated
SOON) with the name of the month following. For instance, the June number

= should appear May 20th, AERONAUTICS is not a usual magazine,
LR EIEIEO still some condescension should be made to popular practice.

This present number is called ‘““May-June” and should be considered
as completing Volume X although but five numbers will have been issued for this
volume; all previous volumes having started with July and January and ended with
December and June respectively.

All subscriptions will be extended one month to make up for this shortage in the
volume. Index to Volume X will be found in this issue.

AGENTS FOR “‘AERONAUTICS."

NEW YORK—American News Co.,15 Park P1.;
Brentano’s 5th Ave. and 27th St. _
ST. LOUIS—Aeronautie Supply Co., 3932 Olive

St.; H. F. Mardorf, 4068 Olive St.
BOSTON—I. N. Chappell, 26 Court St.; J. F.
Murphy, South Terminal Station.
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eee ene CINCINNATI—-J. R. Hawley News Co., 11 Ar-

Werorautice Press, 250 West 54th Street, N. Y.

CABLE: AERONAUTIC, NEW YORK
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ADVERTISING REPRESENTATIVE:
E. F. INGRAHAM ADV. Co., 116 NASSAU ST., NEW YORK

8. 58 MAY—JUNE, 1912 Vol. 10, No. 5

ntered 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-

ig pages close onthe 25th. :: se =s 2: =e 33

{] Make all checks or money orders free of exchange
and payable to AERONAUTICS. Do not send

urrency. No foreign stamps accepted. 2:

cade.

MEMPHIS—R. M. Mansford, 26 S. Main St.
CHICAGO—P. O. News Co., 178 Dearborn St.;
H. S. Renton, 164 North 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—Whalen’s News Agency, 233

So. Spring St.
WASHINGTON—Brentano’s.
BERLIN—W. H. Kuhl, 82 Koniggratzerstr., S.W.
PARIS—Brentano’s, Place de 1l’Opera.
LONDON—Aeronautics, 85 Fleet S reet, Lon-
don, E. C., George H. Scragg, Mer.; also at
the office of British Aeronautics, 3 London
Wall Buildings, London Wall, London, E. C.
BERNE—A. Francke’s Sortiment.
FULLER ARGENTINE PACKAGE EXPRESS,
Defensa 127, Buenos Aires.
o. L. RAMSEY, Compania Terminal de Vera-
cruz, Veracruz, Mexico.

AERONAUTICS

Page 166

May—June, 1912

Venturi Tube Stabilizer

ABSTRACT OF PAPER READ BEFORE AERONAUTICAL SOCIETY, MARCH 14th
By F. W. BARKER

T is well recognized among
Beees aviators that the next step
6) forward in the art of flying

’ will be automatic control
for stabilization. By this
is meant, some dependable
means to operate the ele-
vator wings or other parts
of an aeroplane instantly
at such times as necessary
to maintain the poise and
horizontal position of flight.

Therefore I have much pleasure in mak-
ing known for the first time in public the
application of a new medium as automatic
stabilizer, which to my mind and in the
opinion of certain eminent engineers whom
I have consulted, appears to have the
desired qualifications. I refer to a differen-

tial wind pressure created, as by the use of

Venturi tubes arranged suitably on an aero-
plane so that in flight the velocity with
which air traverses these tubes registers
the degree of suction set up and through a
relay system of operating mechanism, con-
trols the movement of the elevating planes,
ailerons or wing warping to thereby auto-
matically sustain flight. A patent was
granted for this invention on February 20th.
The inventor, Thomas Lough White, I am
deeply sorry to say, succumbed to an attack
of pneumonia and died on February 2nd.

The Venturi tube consists of a converg-
ing, followed by a gently diverging tube;
between the two is a short cylindrical piece,
penetrated by one or more tubes. The prin-
ciple of action is founded on the well-known
property of a Venturi tube to exercise a
sucking action through holes bored into its
narrowest section. When any flow in the
pipe occurs the pressure at the constricted
portion will fall, and if the flow becomes
sufficiently rapid all pressure at the throat
may disappear and a vacuum obtain.

Hence we shall see that if one or more
Venturi tubes are mounted on an aeroplane
axially in the line of flight, currents of air
will pass through said tubes with a velocity
proportioned to the speed of flight attained.
Also, that accordingly as the velocity of

flow varies through these tubes so is the
degree of suction increased or diminished.
Therefore, if we connect the throat of the
Venturi tube by a pipe with a cylinder havy-
ing a piston, and that piston is connected
either directly or indirectly with a movable
part or member of the aeroplane, the mova-
ble part or member will be moved to a de-
gree in consonance with the speed of flight
and the consequent velocity of flow through
the tube.

Ais a practical example of what is meant,
an elevator is shown on the diagram.
This is provided with spring mean
to normally incline it downwardly. Against
this spring action it has connection with a
piston in a cylinder so that the opposite
movement of the piston would point
the elevator upward. The Venturi tube is
so proportioned that a given velocity of flow
there through will exercise suction upon
the piston to hold the elevator horizontal in
normal flight.

If the speed of flight lessens, as through
defection of the motor, the suction force
will point down the elevator, and the aero-
plane will accelerate downward. As the
rapidity of motion accelerates in descent
the velocity of flow through the tube in-
creases and the suction force, becoming
greater, operates the piston which tilts up-
ward the elevator, causing the aeroplane to
ascend and slow down to normal gliding
speed, when the operation is repeated.* The
opportunity has not yet occured to determine
the proper dimensions and proportions of
the Venturi tubes requisite to accomplish

(Continued opposite page 172)

*NOTE.—The effecting of a safe landing
is considered the most important part of
flying and as any system of automatic ele-
vator control must result in a series of ter-_
races, or undulating movements, it is hardly
to be expected that the moment of contact
with the ground would always occur at the
period of slowest rate of descent, which
could be accomplished if control is by hand.
This, however, is no criticism of automatic
longitudinal stabilization in normal flight.
—Hditor.

1225

AERONAUTICS May—June, 191

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eon on tees eee AERONAUTICS, 250 W. 54th St.. New York

In answering advertisements please mention this magazine.

AERONAUTICS Mav—June, 1912

CELLO LOLOL LLE ELLE DRE REE GR EMEBH 8

o. ¢

: : Gibson Propellers
2 & BARGAIN DAYS!

* ¢ eV. Aeroplane Builder, Engine Maker and
@ ¢ Aviator, read every word of this adver-
ey ¢ tisement! It puts money*in your pocket. Here
° ¢ is your chance to get the finest propellers in
* ¢ the world at 4% regular prices. Practically a
+ 9 ¢ gift to encourage aviation.

© ‘“‘The One You Want ¢ For one month from date of issue of this
* 2 magazine we will sell you any of our regular
*, ae + Standard Stock Propellers, taken from _ the
@, e racks, Tested, Guaranteed against all defects,
* : : + for 4% of the list price, cash in advance; you
+ In casting about for the best @ pay express charges.

* Sat ; a E + Not more than three propellers to one pur-
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+ hs as withstood every test—the & There are some as used by:— Baldwin, Har-
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‘** mistake in adopting the ~ Frontier. aided cae ee BS y 0 a

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we s é at NV 4 ’ ’ , ’ .
. The flights made by Beatty with < Ste GIL 7 Its Be nee ;
¢ the Frontier Model A-Motor are & and many intermediate sizes.

e + “li w : Sate ® The above are suitable for ’Planes or Engine
ramale ar g ollowers ¢ rO- é : TES OT aoe
& familian _to ill followers of Aero ® of:— Baldwin, Gnome, Bleriot, Anzani, Nieu-
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& Re roberts, Gyro, Elbridge, Kirkham, A.A.S.H.,
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a

Max Ams, Gressier. Send at once or they will

% Our exhibit at the recent Aero . all be gone. When ordering mention “Bargain Days” Aeronautics.
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in answering advertisements please mention this magazine.

AERONAUTICS

Page 167

May—June, 1912

The Aero Show

HE Aero Show held at the
new Grand Central Palace.
May 9-18, resulted profitably
to all. Those who failed to
make profitable sales or
even obtained no prospects
reported satisfaction with
the Show as a stimulus tec
the industry. No little sur-
prise was expressed at the
actual selling results; total
sales were around $80,000. Some of the ex-
hibitors made their first public appearance
during the Show and had not expected to
derive definite results. One exhibitor met
another, manufacturers who were not repre-
sented at the Show called and at lunches or
spaces met those who were, and, as Al
Reeves put it, “they all ate together instead
of eating each other.” Without doubt, those
makers or dealers far from New York, or
those who were deterred by reason of the
cost of space or by personal reasons, will
show next year. This year, 23 aeroplanes,
including the loan exhibits were shown;
and the same number of makes of engines,
of which 5 were foreign.

At a luncheon of the exhibitors Charles
E. Spratt, vice-president of the International
Exposition Company, the operating company

of the Palace, and his assistant Mr. Yates, -

were guests. The following day Mr. Spratt
entertained the exhibitors. The attitude of
Mr. Spratt toward the Show, his bona fide
interest in the success of the show from the
exhibitors’ standpoint and his efforts to meet
all emergencies won for him high admiration.

The opening day Robert J. Collier, piloted
by Walter Brookins, flew his Wright over
from his home at Wickatunk, N. J., a dis-
tance of 30 miles, to the foot of 96th Street
in the Hudson River. Here he “landed” and
paid a visit to Admiral Osterhaus, on board
the U. 8. 'S. Washington. In the afternoon
the admiral formally opened the Show.

During the life of the exposition, days
were devoted to the Army and Navy, to the
Postal Department, to the Aviators, to the
foreign Ambassadors, to the City Officials,
and to the school children.

C. C. Witmer kept his Curtiss hydroaero-
plane in the Hudson and in the harbor and
made daily flights. On one occasion he took
General James Allen, Chief Signal Officer,
from the Battery over to the Statue of Liber-
ty where the General spent some time on an
inspection trip and at luncheon. The return
trip was made without the flyers even get-
ting wet.

On the 11th, W. Starling Burgess visited
the warships in Marblehead harbor and was
received on board by the officers after tieing
up the air craft. All during the days of the
Show, Paul Peck flew “Miss Columbia,’ dem-
onstrating the Gyro motor, at Mineola, and
Beatty was busy at Nassau Boulevard.

Following is a list of the exhibitors with
rates on the ‘products displayed. Elsewhere
in this issue will be found scale drawings
and descriptions of the various machines
with the exception of the Gressier ‘‘Canard,’’
Christmas and the Sebill, of which we will
publish details later.

AEROPLANES

Wright Company, 527 Fifth Ave., New York—
The new Model C biplane, their 6 cylinder motor
and the 4-step pontoon.

“== Curtiss Aeroplane Co., and the Curtiss Motor

Co., 1737 Broadway, New York—A 75 h.p. head-
less racing biplane, a miniature of their stand-
ard machine; the standard hydroaeroplane, dual
control, with 75 h.p. motor, a standard 2-seater
land machine of 75 h.p. and a 4 eyl. 40 h.p. and
an 8 cyl. 75 h.p. motor. The land machine had
twin wheels in front, mounted flexibly on the
skid with rubber shock absorbers. The skid
had a wide ‘shoe’ about 2 feet long attached.
This machine had no forward elevator. The
usual out riggers were there, however, and the
angle joined by their junction was filled with
small triangular ‘“‘blinkers.”’

Gallaudet Engineering Co.,
hundred-mile-an-hour monoplane on
lines.

Burgess Co. & Curtis, Marblehead, Mass.—
Military biplane (see description), and _ their
standard hydroaeroplane with Kirkham 6 cyl.
power plant.

Gressier Aviators, 137 W. 37 st., New York,—
A Gnome-engined Voisin-type ‘‘canard,’’ of
which a detailed description will be given later.
The workmanship displayed in its construction
ought to make Gressier proud.

Christmas Aeroplane Co., Washington, D. C.—
Biplane with lower wing at dihedral angle, top
one at inverted dihedral, with open space over
the engine section. This was fitted with a Gyro
engine, Bosch equipped. See January, 1912, for
description of Gyro motor.

Norwich Ct.—A
original

Paul Schill, c/o Max Ams Machine Works,
Mt. Vernon, N. Y.—Large biplane, with Wright-
like-looking tail construction, mounted on pon-

toons, equipped with an M.A.S. 8 eyl. 75 h.p.
motor, Mea ignition, Gibson propeller integral
gear driven at reduced speed.

Multiplane, Ltd., Atchison, Kans.—Monster
quadroplane, with two 2-cyl. opposed motors,
steel construction exhibiting good engineering
design, propellers driven by belt, each engine

driving its own propeller.

Machine in experi-
mental stage as yet.

“Theta’”’ tubing, designed

by Mr. Jacobs, formed part of the exhibit, as
well aS an cyl. engine, with the cylinders
offset, Bosch ignition.

THETA TUBING
Theta tubing is so named because its cross-
section resembles that Greek letter. It is a
special shaped tube which combines strength
with light weight. It is made from sheet alloy

steel, which, when oil treated, is claimed to
have its tensile strength increased by 60 or 75
per cent.

The original strips of metal are first bent cna
tinner’s folder with the walls of the passages
at right angles to the diaphragm as shown in
Fig. 1. Next, the metal is bent over a mandrel
the exact size of the passage, Fig. 2. Fig. 3
shows the tube when taken off the mandrel.
A special clamping device is used to hold the
tube to correct shape and keep it straight for
welding, which is done by oxy-acetylene flame.
The extra stock of the tube is melted down to

AERONAUTICS Page 168 May—June, 1912

H.
TREBERT PISTON

100ULP:
aviaTiON MOTOR.

MOTORS AT THE SHOW
1—Max Ams. 2—Trebert Rotary. 3—Gray Eagle. 4—Sturtevant. 5—Hall-Scott. 6—Frontier. 7—Trebert Fight. 8—Curtiss.

VOSCCOCOCOCOCSCOCSOSCOCOCOSOS4

Felix Bischoff Steel Works

DUISBURG, GERMANY.
The VITAL part of a Motor is the

COCOCOSOS

eee

Our HIGH GRADE CRANKSHAFTS
are made from our Special CHROME-
NICKEL AUTO-STEEL ZH. This steel
has an elastic limit of 135-150,000 Ibs. per sq.
in., and enables you therefore to econ-
omize in weight and space. Put this in
your motor and you need never fear a
broken crankshaft.

We are the MAKERS of the Steel, and
our aim is to produce the BEST.

We furnish crankshafts drop-forged or
finished complete to the most prominent
manufacturers in Europe.

Our Die Cost is Very Low.

We can quote f.o.b. your city, free of duty.

Send blue prints and all enquiries to
our representative

H. A. ELLIOTT, cmasestic exoc.) DETROIT, MICH,

SOSOOCCCOOOSOSCOOCPSOSSO>S

AERONAUTICS

The Leading British
Monthly Journal Devot-
ed to the Technique and

Industry of Aeronautics.
(FOUNDED 1907)
Yearly Subscription One Dollar, Post Free
Note:—— A specimen copy will be mailed

free on receipt of 10 cents.
———"— HEAD OFFICE: —_—_—_—_—_—
3 London Wall Buildings, London, England
oe American Office: 250 West 54th Street, New York
Soede fe ofonfe oe ofe ofocge oho eGo ofe ofp ole of fe afloato of of oho of oo oo ofe fe ofp efoafo- ee

MONOPLANE WHEELS

Light, strong and rigid.
Ball bearing or bronze bushing hubs.
20x 2 and 20x2}" = - Each, $4.75
Immediate delivery guaranteed.

We can also furnish, on short notice, wheels of any dimensions.

Tiger Cycles & Aeroplane Go, 782 Eighth Ave., NY.

Phone, Bryant, 1268

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SOSSOSSOOOOOSOOSOOOS?S

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May—June, 1912
DETROIT ARO POWERPLANT
compcete $300 Rreaoy To RUN

INCL.PROPELLER-CARBURETOR-BOSH MAGNETO, ‘aeeem
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS. ¥

''S GUARANTEED 70

210 LBS MIN.STATIONARY THRUST
158 LBS MAX.WEIGHT(COMPLETE) me

36 HOURS DELIVERY

LIFT AND FLY ;
CURTIS BY PLANES
BLERIOT XI MONOPLANES
DEMOISELLE MONOPLANES
OR CRAFTS OF SIMILAR MAKE

DETROIT AROPLANE CO.

MICHIGAN

We make an extra high grade
plated finish wire for
aviators’ use.

FOR FURTHER INFORMATION ADDRESS

John A. Roebling’s Sons! Co.
TRENTON, N. J.

MAGNALIUM

12 1-2% LIGHTER, 15% STRONGER
AND OVER TEN TIMES AS TOUGH AS THE
BEST ALUMINUM CASTINGS.

usED FoR CYLINDERS
WEIGHS ONE-THIRD AS MUCH AS IRON—
ALSO USED IN MANIFOLDS, CRANK CASES, ETC.

G. A. CRAYEN & CO. Metal Dept.
81 New Street MORRIS R. MACHOL
Ngoxe Ge

Reed,
Tonka Rattan
for Skids 144 diameter and under any length.

Rattan and Split Bamboo for models.

804-810 Jefferson St.,
Hoboken, N. J.

J. DELTOUR, Inc.

Seventy per cent. of record-breaking American flights with American Aeroplanes were made
with propellers bearing this name

CHARAVAY

We will tell you why if youask us

SLOANE AEROPLANE CO.

1733 Broadway, NEW YORK CITY

Agents: Eames Tricycle Co., San Francisco and Los Angeles ; National Aeroplane Co., Chicago ; W. E. Boughton, Washington, D.C.

In answering advertisements please mention this magazine.

AERONAUTICS

HAKKAR IEIIIKIIKIAAE EKER IAIIIIAS

.

Complete Nieuport-Type Monoplane

with Bates Power "$1, 500

Plant Installed. .
Exact ere ee of the famous

machine flown by Weyman which
won the French Military compe-
tition and last year’s cup race.

The speediest and safest of All Aero-
planes. Workmanship unexcelled,
finish and materials the best. arly
deliveries. Write for circular NOW.

Supplies MOTORS FURNISHED Propellers

321 Lake Avenue

Herbert C. Doyle, 22 “wy

A

HR TTR RD DOR ADA DAA AAAI AAA IA ADA AOA AAAI IO AA
Sin ui cvv MEK cya REV RoE REO SONNY Sa REE E.

x

-
i
+
+
*-
*
%
+
+
&
*%
re
*
+
+
+
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+
+
of
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Duplex Propellers

Lines and Curves productive of
highest efficiency. Laminated
and hand made. Select materials.

Duplex Monoplane
Surfaces

Type Nieuport. Stream line form
entering edge. Flexible trailing
edge. Slight dihedral angle built
in. Up-to-date warping arrange-
ment.

For details and prices apply to

Frank Herbst Engineering Works

WILMINGTON, N.C.

Pipefecpap cheb ofedeob oboe foo adoafoofoode fe ofe cho cfocfoooofooo fe ctonde che cfocde bobo oho ofe obo be ofoobe obo obese te et:
oboe feoferdebeofosfe food foohecfoogo ohooh fondo foods ofoofe oho ogo ofe he ofe ho ford feo fe doadoofe bobo fete fete

se eobedesetosesdeseebesenbeceobeesede bee edecede ceed

May—June,

1912

WITTEMANN
BIPLANE

The Wittemann Biplane with a Reputation, not only
sets the pace for Quality but for Service.

Write for information of 1912 Biplane with our new
Stabilizer.

Own a Wittemann Biplane Glider: the best, the
safest, easiest to operate, and enjoy flying in a moderate
form.

Do you want to build a machine of your own design
or parts thereof? WE can help you to make it successful.

Some parts of your ‘plane can be made of steel, we
rid you of the annoyance of constant repairs and insure
absolute safety.

Send us your specifications and requirements and
secure our quotations.

Large stock of steel fittings,
struts of all sizes carried in stock.

laminated ribs and

YOUR _ OPPORTUNITY

Two single covered biplanes for immediate delivery,
slightly used, perfect condition, with 8 Cyl. 60 H, P.
Hall-Scott power plant. Write for particulars

C. ana A. WITTEMANN

OCEAN TERRACE and LITTLE CLOVE RD.
Staten Island, N. Y. City

Works :

Established 1906

_—————— LT

Write for Catalogue

In answering advertisements please mention this magazine.

THETA TUBING

the ends of the diaphragm and extra stock for
filling up is added by fusing in material from
the welding stick, as shown in Fig. 4. This
extra stock is later ground off on the emery
wheel. The pressure of the flame forces some
metal inside the tube which makes fillets on
both sides of the diaphragm, as in Fig. 5. This
is marketed by the Air Light Metal Co., Atchi-
son, Kans.

JACOBS 8-CYL. ENGINE

The Jacobs 8 cylinder modified V type, air-
cooled motor, has direct system of fuel injection
and consists of two power units of four cylin-
ders each, operating on one nickel steel crank
shaft. Either half of the engine can be oper-
ated in unison or alternately. When one unit
is inoperative the only moving parts in it are
the connecting rods and pistons.

The gray iron cylinders are 44%” diameter and

1%” stroke with a compression of 75 lbs per
sq. in. Ignition is by two Bosch magnetos with
special spark advancing device in which the
magneto armatures are advanced so as to give
a hot spark through a range of 40 degrees. The
speed of the motor is 800 to 1200 R. P. M. and
is rated 80 H.P. at 900 R.P.M. The lubrication
is double splash system, i.e. an oil basin is
provided in the bottom of the aluminum com-
position crank case and oil is delivered to the
five cam shaft bearings by positive pump from
which it drips down through the crank case
coming in contact with the revolving crank
shaft and nickel steel connecting rods.

Other special features of the motor are: ball
bearing crank shaft (3 bearings), compression
relief mechanism inoperative when that part
of the motor is inoperative, clamping means
between the cylinders and cylinder heads and
the crank case, spiral finned cylinders machined
all over.

This motor is provided with concentric valves
and pushrods. The pushrods are so disposed
that when the exhaust valve pushrod is opera-
ted it carries the intake pushrod with it and

mo

Page 169

Poi

I!

Mavy—June, 1912

<eeps it in contact with the intake rocker arm
it all times and preventing any noise. The
Weight of the motor complete is 320 Ibs.

The National Aero Co., 40 E. 8th st.,
York, showed a Bleriot-type monoplane
Gray Eagle air-cooled 4 cyl. motor. Bosch
jequipped, Disco acetylene self starter driving
ya Rubel propeller 6’6” diam. The workmanship
in the machine was very fine and showed care-
ful design of details. R. O. Rubel, Jr., & Co., of
Louisville, Ky., was also represented in this
space by showing another Gray Eagle 6 cyl.
air-cooled motor, which is made by the Kemp
Machine Works, of Muncie, Ind.

American Aeroplane Co., Wilmington, N. C.,
large monoplane of ‘freakish’ design, with two

New
with

A-M 6 cyl., 2 cycle, rotary motors.

Rex Monoplane Co., South Beach, S. T.
Original monoplane which earned praise for
good construction. This company began by

building a beautiful Bleriot-type and has now
put on the market this second machine of their
own design. The machine was finished barely
in time for the show and was not fitted with a
motor but showed a Gibson propeller.

Twombly Motor Co.—A monoplane along
Bleriot lines, with original landing gear. Gib-
son propeller; Twombly engine.

Queen Company, Fort George Park, had a
loan exhibit of its Bleriot type monoplane,
Anzani motor, and the Gnome-engined ‘aero-
boat’? designed by Grover Cleveland Leoning,

author of Monoplanes and Biplanes, with Gib-

son ‘‘Worcester-type’’ propeller.

The New York Aero Club showed its Nieuport
1911 model, designed to be used by members
but which has not had its aerial baptism thus
far. The other loan exhibits were: the An-
toinette of Harry Harkness, the original Gordon
Bennett winner of Glenn H. Curtiss, Captain
Baldwin’s Red Devil, the

hydroaeroplane of

Mead Rotary Valve Motor

Frank Coffyn, pontoon of the Curtiss June Bug,
and the Flying Fish of the Burgess Co & Curtis.
The original Conover fabric was on the Flying
Fish and the Curtiss Gordon Bennett machines
and appeared still tight and strong after three
years.

Since January, 1911, I have been reading
AERONAUTICS, and like it much better than
the other two I take, one of them being an aero
weekly. ds (DYKES; Tenn:

I consider your magazine the best and most
reliable in the Aeronautic field. I am glad you
have established a question and answer depart-
ment in Aeronautics.

Hope you will continue the Scale Drawings.

Orion Hapner.

AERONAUTICS

May—June, 1912

MOTORS AND ACCESSORIES

Aeroplane Motor & Equipment Co., 1780
Broadway, New York. Clement-Bayard and
Gnome engines; Astrol varnish for fabric.

Roberts Motor Co., Sandusky, O.—4 and 6 cyl.
2 cycle Roberts motors, with Charavay and
Paragon propellers, and parts. Description in
April, 1911, issue.

Baby Engine Co., Stamford, Ct.—1 to 4 cyl.
model aeroplane and boat engines, 2-cycle type,
developing % to 4 h.p.

Mead Engine Co., Dayton, O.—4 cyl. rotary
valve motor; described in April issue.

E. J. Willis Co., 85 Chambers St., New York
—Frontier 8 cyl. V and 4 cyl. rotary valve,
Elbridge four and six, Gibson propellers, tanks,
ribs, struts, radiators, ete.,—a complete line
or supplies. Description of Frontier engine in
January issue.

Hall-Scott Motor Car Co., San Francisco,
Calif.—Captain Thomas S. Baldwin, N._ Y.
agent for H-S motors, arranged this exhibit
of 4 and 8 cyl. motors attractively and the
booth was well attended. Baldwin rubber-
ized fabrics were also shown.

G. A. Crayen & Co., 81 New St., New York
Complete exhibit of crank cases and other
engine and aeroplane parts made of magnalium.
See December, 1911, issue for date.

B. F. Sturtevant Mfg Co., Hyde Park, Mass.
—4 and 6 cyl. motors. Description in February
issue. One of these was equipped with a
muffler. Mea magneto with Lodge double plugs.

The illustration shows a method employed
by the Sturtevant Company for testing pro- i a
peller thrust. The engine is mounted on a bed steel Vanadium push rods, Magnalium case,
supported on a carriage. The carriage or muffler fitting over cylinder heads. Prominent
stand is fitted with hardened steel knife-edge features are the variable compression and me-
strips. Two rollers run in ball bearings in chanical intake valve. This engine has a me-
brackets bolted to the floor. The pull of a chanical inlet in the piston. A _ safety device
was shown, consisting of straps fitting over the
shoulders, adjustable for different sized persons.
At the back the straps attach by wire and a
rubber band shock absorber, as usually used in
running gears, to any convenient strut of the
fuselage. Pulling a pin releases all the straps at
the junction point over the aviator’s breast.
Release is insured by a small coil spring which
pushes the metal ends off the projection through
which the pin is inserted.

Max Ams Machine Co., Mt. Vernon, N. Y.—
Eight cylinder V engine. Large valves, alumi-
num water jackets.

Intake and exhaust valves are both 2 3/16”
dia. Connecting rods are I beam style, 3%”
nickel steel forgings. Gudgeon pins fitted tight
in pistons and secured by 2 screws. Cylinders
aro 3 15/16” bore 51%” stroke. At the pro-
peller end, the motor turns to the left. Legs,

‘ easted to crank case, give support to motor.
Access is gained to the cylinder heads, valves,
connecting rod caps and crankshaft bearing
bolts by loosening a split nut which releases the
intake, also the exhaust valves and by dropping
the lower half of crank case, the connecting rod
and piston complete can be removed without
disturbing the crankshaft. The most efficient
speed is 1250, with maximum thrust of 500 Ilbs.,
450 lbs. being guaranteed.

The Mea magneto is used, gaining advance of
spark by advancing armature. Oil pump forced
feed used for lubricating cam, crankshaft bear-
ings and gudgeon pins. Exhaust and intake
valves surrounded by water. Centrifugal pump
used for circulation. Own type of radiator
used, with 4 gals. of water. Flight resistance
of front elevation is about 3 sq. ft. including
radiator. Weight of motor complete without
radiator is about 315 Ibs. Radiators (2 em-
ployed) filled with water weigh about 40 Ibs.
tractor screw moves the bell crank A which Total weight, ready for flight, about 340 lbs.

in turns registers pounds on the platform Rayfield Carburetor, without the complicated
scale. To test a propeller screw the bell crank adjustments, excepting the air valve, is now
is reversed. being used.

Twombly Motor Co., 258 W. 69, New York— _Marburg Brothers, U. S. Rubber Building, New
7 cyl. rotary air cooled motor, weighing but York—Mea magnetos. Fourteen of the engine
112 lbs. for over 50 h.p. at 1200 r.p.m., Bosch makes shown were equipped with Meas. Part of

equipped. Cylinders 3%” by 4” stroke, Gibson the exhibit of magnetos for all engines was de~
propeller 7’ 6’’ dia. by 7’ pitch, crank-shaft voted to a new system of double ignition. By

of Vanadium steel, cylinders chrome nickel the use of the plugs shown in connection with

eee

1912

Mav—June,

The New Six Gylinder 90 Horse Power Gray Eagle Motor

4-cylinder 30-40 Horse Power, $485.00 Net.

will fly your aeroplane in any kind of weather.
It’s built especially for aviators who want a
powerful and reliable motor for exhibition
flying.

Consumes but three gallons of gasoline per
hour running at 1050 R.P.M., and develops
325 pounds thrust.

Why don’t you ship your plane to our priv-
ate Aviation Park and try one? Free use of
grounds and motor, without any obligations
on your part, is our liberal offer.

We'll demonstrate to your own satisfaction
that a 6-cylinder 50 horse power Gray Eagle
Motor selling for $675 will fly your plane as
well as any $1,500 motor on the market.

Users of Gray Eagle Motors are satisfied.
Why not let us satisfy you?

Write for a special catalogue on motors.

6-cylinder 50 Horse Power, $675.00 Net.

Complete equipment of Bosch Magneto, Schebler carburetor and oiler included.
Visit our two factories and Aviation Grounds before you purchase a motor.
Gray Eagle Motors have flown monoplanes and biplanes in states from New Jersey to California and Oregon.

Complete list of all the users gladly furnished.
Orders placed now will receive prompt delivery.

R. 0. RUBEL, Jr. & CO., Inc. -

A and Floyd Streets’ -

Every motor is fully guaranteed.

LOUISVILLE, KY.

KAKI KIKI AHI KIKI IAI IIIA IA IIS

EVERYBODY CAN FLY

Learn how at the

kok

Moisant Aviation School
At Hempstead Plains, L. I.

Well-known Moisant School Graduates licensed
by The Aero Club of America.

Most of our Licensed Pilots Employed by us.

Miss Mathilde Moisant Mr.S, S. Jerwan

Mr. Harold Kantner Mr. M. F. Bates

Mr. F. E. DeMurias Mr. J. Hector Worden

Capt. G. W. MacKay Miss Harriet Quimby

Mr. Francisco Alvarez Mr. Jesse Seligman
Mr. Clarence de Giers

MOISANT MONOPLANES USED

For Handsome Illustrated Booklet Address

The Moisant

International Aviators
U. S. Rubber Building

Broadway and 58th St., New York City
(OOOO OOO

FOAL COO

Fete De We He Be Be HH HICH IIIA I III IIIA AIA DADA AAAI

«

WE GIVE EVERY
Hor i, ONE

FREE

f for a little time and less effort than you think.

You unconsciously advertise us while playing,
driving or touring in the CYCLEMOBILE.

The CYCLEMOBILE is anewly perfected machine
not on the market for sale on account of our large
exclusive contract with the inventors. It is built
like a real Motor Car with two speeds, forward and
reverse, besides a neutral coaster speed. The Body
and Hood are Pressed Steel and second growth ash,
supported on a Chassis frame of Rolled Steel angle
iron, capable of carrying the weight of five full
grown men. The Axles are also of Steeland Wheels
Rubber Tired. The front wheels pivot on regulation
Motor Car steering knuckles, eliminating all dan-
ger of upsetting on curves. We simply cannot give
you one hundredth part of the real Specifications
in this limited space, but send in the coupon
and we will TELL IT ALL.

MOTOR CAR PUB. CoO..
KANSAS CITY, MO.
Dear Sirs: AuUTS
Kindly mail me full details
and Specifications of your
CYCLEMOBILE offering,
and oblige,

Sincerely yours,

Send for A RO
List of BOOKS

AERONAUTICS, 250 W. 54th St., New York

BALL BEARINGS
For Fast Work

q R.I.V. Co., 1771 Broadway

a a New York

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AERONAUTICS May—June, 1912

+P AT ENT S secureo on Fee RETURNED

Send sketch or model for FREE Search of Patent Office records. Write for our Guide Books
and What to Invent with valuable List of Inventions Wanted sent Free. Send for our
special list of prizes offered for Aeroplanes.

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

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

VICTOR J. EVANS & COMPANY

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

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PATENTMe. wes MND AT ENT S

patents obtained through me.

Send for three books with list of rs c. CL. PARKER ‘

200 inventions. A postal will Ex-member Examinin ¢g Corps, vu. S. Patent Office

bring them free. My clients’ Attorney-at-Law and Solicitor of Patents
patents sold free. Personal American and foreign patents secured promptly and
services. Aeronautical expert. with special regard to the complete legal protection of

DEPT. 5 : the invention. Handbook for inventors sent upon request.
RICHARD B. OWEN, owew ‘uns. Washington, D.C. | 36 mecin Blas. WASHINGTON, D. C.

a ee

“Protective Patents” Of Patent Success,” sent on STRUTS & SPARS
"e st to inve ors. vide

Sea ae Personal porvice:: Uinta ara MCiSecea: Laminated to Order

BEELER & ROBB, Southern Building, Washington, D. C. W. C. DURGAN

Your accurate drawings and excellent articles

place AERONAUTICS above all competitors. SEE OUR EXHIBIT AT “AERONAUTICS’” OFFICE
C. A. B., Grand Rapids. | 115 Brown Street = oe Syracuse, N. Y.
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The Call Aviation Engine

FOUR CYCLE, WATER COOLED, OPPOSED CYLINDERS

The Greatest Known Thrust per Rated Horsepower
WRITE FOR CATALOG

The Aerial Navigation Company of America
a GIRARD, KANSAS ===
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1! ATTENTION !1| PEDERSEN OIL PUMPS

have positive action, are small and

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WE. SELL AEROPLANE SUPPLIES at

prices that make friends. Send6cents in light, easily applied to any motor
stamps for 22 page, illustrated catalogue. ——= Write for circla——_—_—_——
New York Aeronautical Supply Co. PEDERSEN LUBRICATOR CO

50 Broadway - - New York

RE
i

; VY Y Have never been connected with the American

Y Aeroplane Mfg. Co. and School of Aviation.

y 17 North La Salle Street, Chicago, Ills.

UM

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

"a
L Vin

In answering advertisements please mention this magazine.

|

WAL AERO CO [ONO

ordinary plugs, two-point ignition can be ob-
tained by means of standard single-point mag-
netos.

The Lodge double pole spark plug consists of

two concentric electrodes well insulated from
each other and both insulated from _ ground.

The main feature of this plug consists, therefore,

LS

DOUBLE

ground and

no connection between
either one of the two electrodes, while of course
the plugs commonly used have only one elec-
trode insulated while the other one is grounded.

in having

Hither of the two plugs may go “bad” in a

eylinder and the other will do the work.
Eleotric Speedometer Co., 1999 Broadway,

New York—Complete line of portable and fixed

electric tachometers. An anemometer on the
roof of the 12-story show building indicated

electrically the wind velocities on an indicating
instrument in the booth where passers-by could
view the apparatus. Seven makes of engines
are being equipped with the Hopkins electric
indicator.

Maximotor Makers, Detroit, Mich.—Two en-
gines shown. One of type described in full in
April issue; other a changed design, with over-
head valves and of larger bore, 70 h.p. The
other characteristics of the new motor are
the same as in the smaller one. Mea ignition.
Spiron 2 and 4-bladed propellers also formed
part of the exhibit.

H. L. F. Trebert Engine Works, Rochester,
N. Y.—6 cyl. rotary motor, with cylinders ar-
ranged around the crank shaft with their axes
parallel to the shaft. See full description in
February issue. This company also showed its
100 h.p., 8 eyl. V engine. Mea ignition. In the
eight the valves operate similarly to the piston
of a 2-eycle engine in exposing parts for the
admission and exit of the gases.

White Aeroplane Co., 337 Adams St., Brook-
lyn, N. Y.—Complete line of approximately
seale models of principal types of aeroplanes,
fitted with rubber power plants and which fly.
The model flyer had his heart’s desire in this
exhibit of miniature aeroplane fittings, knock-
down models, hydroareoplane floats, ete.

Macomber Rotary Engine Sales Co., Los
Angeles, Calif.—7 cyl., air cooled rotary engine,
50-60 h.p., 414” bore by 3 7/8” stroke, Bosch
ignition. The cylinders are arranged with
their axes parallel to the shaft.

ee oar
alll, eal ne

The Macomber Rotary Motor

Propeller Co., Fort George, N- Y.
City—A number of historical screws, including
some dating from the early days in America
2s well as some fine specimens of the product of
France with which American propellers favor-
ably compared. Several of the new type “Wor-
cester’’ propellers of Gibson make were seen on
the aeroplanes, Schill, Gressier, Queen, Bald-
win, ete. Newmastic Tire Co., B’way and 68
St.. New York—Newmastie filling for tires.

Gibson

AERONAUTICS

Goodyear Tire & Rubber Co., Akron, O.—
Large model of the dirigible Akron, fabrics,
tires, shock absorbers—everything in the rubber
and fabric line.

A. Leo Stevens, 282 Ninth Av., New York—
The balloon builder and aeronaut Stevens had
a small hydrogen one-man balloon occupying
the center of the building and conducted a
ticket office for the sale of tickets for aeroplane
rides with George Beatty—the “S & B Line.’
These tickets followed the appearance of a
long distance railroad ticket with coupons
printed in facetious language. One lone man
“coughed up’ the necessary twenty-five beans
and got his ride. Of course, he was not an
aero club member. Stevens now has Miss
Harriet Quimby under contract for flights.

B. F. Goodrich Co., Akron, O.—Dunlop double-
tube tires and Lumina fabric. The rims shown
by this company are one-piece, weldless. Good-
rich fabric was seen used in the Wright and two
of the Curtiss planes.

Pennsylvania Rubber Co., Jeanette, Pa.—
Tires and Penacloth fabric. United States Tire
Co., Broadway & 58 st., New York. Diamond
Rubber Co., Akron, O.—Tires and _ fabric.

W. F. Mangels, Coney Island, N. Y., exhibited
a novel aeroplane teaching and testing device
in a large model. Several models of patented
control systems and unique designs were shown
by these designers. The U. S. Weather Bureau
had on show a large box kite and meteorograph.
The Aero Club of Illinois loaned several original
Chanute model gliders. F. A. O. Schwartz had
a line of flying toys and aerial novelties. The
Aeronautical journals all had spaces. The New
York Model Aero Club exhibited a large num-
ber of models, cups and a glider. <A contest
was held the last night of the show.

Lectures in a hall arranged in the exposition
building were given twice daily. Among those
who spoke were: Earle L. Ovington, Capt. Chas.
De F. Chandler, G. C. Leoning, Dr. Christmas,
J. A. D. MeCurdy, Carl Dienstbach, Augustus
Post, Alan R. Hawley and H. A. W. Wood.

Wireless messages from an aeroplane over a
distance of thirty-five miles were successfully
sent on May 4, at Chartres, in France. The
pilot Frant 2 took as a passenger a wireless
operator, whose dispatches were accurately and
clearly received at the departure point. From
a height of 1,500 feet.

THE GRAY EAGLE MOTOR

The 6 cylinder, 50 horse power Gray Eagle
Motor is a new model, low priced power plant
put on the market by R. O. Rubel, Jr. & Co., of
Louisville, Ky., and is attracting considerable
attention. It is a vertical 4 cycle motor with
large concentric valves in the heads of the
eylinders. This particular motor is air cooled
assisted by means of lubricating oil which is
pumped from the oil reservoir into the crank
case at the rate of three gallons per minute.

The builders claim that their motor cools
successfully. in the concentric valve system

both valves form a sliding sleeve, the intake
working within the exhaust which is located
directly in the heads of the cylinders. These

valves are slightly larger in area than the
valves of water cooled motors of the same
cylinder displacement.

ach eylinder of the Gray Eagle Motor is
machined from an ingot of semi-steel which
weighs 55 pounds in the rough and when
finished they weigh less than 101% pounds.

The crank shaft is cut from a solid bar of
vanadium steel and is mounted on seven large
high speed nickel alloy bearings.

A normal speed of 1,100 R. P. M. is claimed
by the manufacturers at which speed a stand-

ing thrust of 350 pounds is obtained with a 7
foot diameter propeller of five foot pitch. The
bore and stroke of the cylinders is 4 x 4%
inches and the weight complete with Bosch
magneto, Rayfield carburetor, oiler, plugs and
wires is 260 pounds. This motor selling at
$675.00 is the lowest priced aero motor for its
power on the market.

Page 172

Mavy—June, 1912

DEALERS DINE DURING SHOW

More than thirty manufacturers, dealers and
investors in aeronautics dined as guests of the
Aeronautical Manufacturers Association at the
Café des Beaux Arts on May 16th. After a
toast was proposed to the welfare of the Asso-
ciation by Alfred W. Lawson, and the diners
had dined, an evening, long to be remembered
by those present, was made memorable by the
speakers., J. A. D. McCurdy spoke on the sub-
ject of obtaining public support of aviation,
means for interesting the possible purchasers,
and the duty of the makers and dealers to the
public through an organization. His talk led to
the hydroaeroplane, on which Greely S. Curtis
addressed the members. Mr. Curtis told of the
use of the water machine in ways analogous to
that of the motor boat, with the added ad-
vantage of flying. He spoke of the work at
Marbiehead and the many and varied practical
uses to which their aquatic machines had been
put. The work of Sir Hiram Maxim was brought
home by first hand information from E. W.
Roberts, who was employed with Maxim during
his experiments. Charles E. Spratt, vice presi-
dent of the operating company of the Palace,
made one feel greater responsibility in future
work and made plain to all the advantages of a
trade body, advantages to its members and to
the public, and the value of co-operation. At
the conclusion of his speech he was presented
with a bouquet of roses by John B. Maus who
expressed in behalf of the exhibitors their good
feeling and well wishes. Morris R. Machol
spoke briefly on the characteristics of mag-
nalium and Hugo C. Gibson also spoke.

The present consideration by Congress of a
large aeronautical appropriation was spoken of
by Mr. Curtis who dwelt on the need of aid
from Government orders and a committee con-
sisting of John B. Maus, Greely S. Curtis,
Noble Foss and E. W. Roberts was named to
prepare a resolution embodying the desire of
all interested for such appropriation and sug-
gesting the benefits to be derived therefrom.
such resolution to be brought to the attention
of Congress in the proper manner.

Among those present were: Greely S. Curtis,
of Burgess Co. & Curtis; Jerome S. Fanciulli,
of the Curtis company; A. D. McCurdy,
Aeroplane Motor & Equipment Co.; John E.
Sloane, Sloane Aeroplane Co.; Spencer Heath,
American Propeller Co.; Noble Foss, B. F.
Sturtevant Co.; Harold N. Bliss, B. F. Sturte-
vant Mfg Co.; S. Moore, Gyro Motor Co.;
W. TT. Thomas, Thomas Brothers; M. Mead,
Mead Engine Co.; Hugo C. Gibson, Gibson Pro-
peller Co.; John B. Maus, Goodyear; Max
Dingfelder, Maximotor Makers; Max Ams, Max
Ams Machine Co.; G. C. Loening, Queen Aero-
plane Co.; H. L. F. Trebert, Trebert motors;
Charles D. Spence, Jr., White Aeroplane Co.;
Alpheus S. Barnes, Wright Co.; Captain T. S.
Baldwin, Charles E. Spratt, Morris R. Machol.
Leroy McCafferty, the aeronautical magazine
publishers and others.

ti WANTED—AN AEROPLANE MOTOR

“An order placed by the War Department
for an American aeroplane equipped with a
foreign motor shows that the government is
alive to the very obvious fact that the develop-
ment of the aerial motor in this country, very
unfortunately, has not kept pace with that of
the remaining portion of the heavier-than-air
machine,’’ says the New York Herald. “Not
a single record for power machines remains
to the products of this country. The laurels
for speed, distance, duration and altitude, one
after another, have been captured by fast
French monoplanes and biplanes, with the for-
mer in the lead.’’

I do not have the least idea of doing without
your magazine and cannot thank you enough
for continuing it without interruption.

IDS DSW... Bilas

There are 800 commands or exhortations to
“rejoice and be glad’’ in the Bible—Count Jem!
Even if the aviation business is rotten, keep
heart: it might be worse?

AERONAUTICS

May—June, 1912

cAero -MMart

RATES: 15 cents a line, 7

WANTED—AII subscribers overdue to pay up
their subscriptions.
Aeronautics, 250 West 54 St., New York.
HOW to Control an Aeroplane. Used by the
largest schools. The only Book ever written

on subject. Price 50 cents. Aviators Ex-
change, 58 W. Washington St., Chicago.
BATES MOTORS—Always make good. Write

for catalog of new Bates air-cooled aeroplane
motors. Only low priced motors that give
satisfaction. 30 to 50 H.P. Just the thing
for monoplanes and tractor biplanes.

Carl Bates, 104 West Oak St., Chicago, IIl.

PHOTOS—I will mail postpaid 1 doz. different
aero photo postcards for 30 cents. Latest
things in aviation.

H. M. Benner, Hammondsport, N. Y.

BUILD MOTORS—Capital wanted to build
air-cooled motors with new but tried features.
Demonstration in flight of experimental en-
gines.

Motors, c/o Aeronautics.

Venturi Tube Stabilizer

(Continued from page 166)
this work, and in carrying out the invention
it may be found more convenient to em-
ploy a compressed air tank to furnish the
operating power, and merely to employ the
Venturi tubes to control the supply of pres-
sure from that tank.

The means of lateral stability through
automatic control provided by the inventor
are indicated on the diagram. Here Ven-
turi tubes are placed transversely through
the supporting planes in the loci of maxi-
mum pressures. These tubes on the oppo-
site sides of the planes, connect by piping
to a central balanced piston and the princi-
ple of operation is practically identical with
the system described above. The upward
pressure when equal under the entire sur-
face of the supporting plane, exercises an
equal suction force at both sides of the pis-
ton, which thus remains centrally balanced,
but an excess of pressure under one wing
will mean higher velocity of flow through
the Venturis situated on that end and in
consequence a preponderating sucking ef-
fort at that side of the piston in communi-
cation with the Venturis located in the area
of greater pressure.

A particular advantage of this system is
its sensitive character, the little or trigger
piston responding instantly to changes of
pressure under either end of the supporting
plane.

If the difference in the supporting pres-
sures at the opposite ends of the lateral
planes be small, the degree of movement
communicated to the warping devices will
be correspondingly small, but if that dif-
ference be great then the ailerons will be
operated to their full extent to counteract
the tilting tendency set up.

The automatic control which has been
described is intended to be auxiliary to the
usual hand control, whose levers, however,
would require manipulation only for pur-
poses of changing the direction of flight.

7 words to the line—Payment in advance required

MONOPLANE—Have collapsible monoplane
of practical and original design just completed
and patents pending but owing to lack of suf-
ficient funds to carry on manufacture and send
machine on the road will sell an interest.

Address: ‘‘Aquilas’’, Room 1004,

170 Broadway, N. Y. C.

FOR SALE
model, 35 h.p.
cooled, weight
Radiator, G.
Unisparker,
Guaranteed

Wim.

Holbrook aeroplane
four cylinder, four cycle, water
200 lbs., complete with El Arco
& <A. Carburetor, Atwater-Kent
and three propellers. Price $300.
first class condition.
Schroeder, Route 2, Gladstone,

motor, 1912

Minn.

FOR SALE—2 cyl. 30 h.p.
propeller., carburetor and coil.
$100. W.
Phila.

Detroit motor,
4 ‘ In perfect order.
Beaton, 2709 Pratt St., Bridesburg,

WANTED—Aviation apprentices to
latest type racing monoplanes.
Aerial Co., c/o Aeronautics,

operate
Instruction free.
250 W. 54th St.,

New York.

FRENCH AIR COOLED 30-35 H.P. ENGINE,
ANZANIA TYPE, 1911 MODEL, BOSCH MAG-

NETO, FOR SALE IN FIRST CLASS CON-
DITION WITH OR WITHOUT 2 FRENCH
PROPELLERS. BEST OFFER TAKES IT.

FOR PARTICULARS WRITE
“AVIATOR,” 48 WEST 95TH STREET,

INE Ye CIT Ys
BOYS, win prizes. Our ‘1912 Special’ 3. ft.
racing monoplane is always in the lead. Very

speedy. Price $2 postpaid. Drawings and com-
plete instructions for building the Prize Winner
25 cents. Send stamps for catalog of high grade
model supplies at reasonable prices.

Madrian Bros., 66 Sumner Ave., Brooklyn, N. Y.

FOR SALE at a sacrifice -one Curtiss-type
aeroplane with 6 cylinder 90 horsepower motor.
Will sell motor separately or outfit complete.
Write for particulars to B. A. Blenner, Rich-
mond, Virginia.

FOR SALE—Nearly completed Curtiss-type
biplane; 8 cyl. 30-40 h.p. motor. $600 for cash.

G. T. Reed, 2634 N. Talman Avy., Chicago, IIl.

CAPITAL WANTED—$15.000 to form a new company
to build a lately patented high speed Monoplane that is
automatically balanced and acts as a parachute in case
the motor stops while in the air. The machine itself acts
as parachute and has absolutely no umbrella like or
auxiliary parachute attachment. Address, Monoplane,
P.O. Box 66, Station D, New York, N. Y.

WANTED—Dayton Public Library, Dayton, O., will
pay for a copy of AERONAUTICS for June, 1909 and
January 1910 to complete files. TF

FOR SALE—Complete sets of castings for building the
Bleriot monoplane. Lynch Brothers, Aeronautic Engin-
eers, 61 Wick Place, Youngstown. Ohio.

BUILD A BLERIOT—Simple

tions for building full size Bleriot monoplane.

non-technical instruc-
Esti-
blue-prints

mates cost and size of supplies. Original

alone cost $55.00. Blue-prints, instructions, estimates,
complete, prepaid $2.00. C., 123 West 13th

Street, New York City.

D. Jarvis,

“AMERICAN RECORD” HOLDER MONOPLANE
GLIDER — Automatically controlled. Spread 22",
Carries 250 pounds. Complete $22.00. Knockdown
$15.00. Construction blue-prints, $1.00. “Standard
Wright’? Control Glider blue-prints, 50c. “Nieuport
Seven” horsepower monoplane plans, $1.00. Aviation
Directory, Lawrence, Kansas.

In answering advertisements please mention this magazine.

AERONAUTICS

BLERIOT
MONOPLANES

NO CONNECTION WITH

ANY FIRM OR INDIVID-
UAL IN THE U.S.A. =NO
BLERIOT MONOPLANES ARE
GENUINE UNLESS MADE IN
OUR FACTORIES.

WINNERS OF ALL EUROPEAN
CONTESTS IN 1911

In 1909:
The First Aerial Crossing of the
Channel
In 1910:
The First Circuit de 1’ Est

In 1911:
The Paris—Rome Race (1st and 2nd)
The European Circuit (ist and 2nd)
The English Circuit (Daily Mail Race)
The Belgian Circuit
The St. Petersburg—Moscow Race
The Valencia—Alicante Race
The London to Paris (Non-Stop) Race
Clery Cuc:

WORKS AND OFFICES:
39, Route de la Revolte a Levallois-Paris

and

Belfast Chambers, 156, Regent St., London

AVIATION SCHOOLS:
Etampes, near Paris, during summer
Pau - - during winter
Hendon, near London

PPP PP PPP PPP PPP LP APL PLP PPL LLL LLIN AAS

Mav—June, 1912

SHNEIDER
"PLANES

2 Ul

Biplanes that Fly—Come and See
Price Low—Get Quotations
Instruction $250
Nassau Boulevard Aerodrome
@ Before buying any aero-
plane, be sure the maker is
not a novice himself. Get

names of purchasers. Visit
the plant and school.

@ Every Shneider machine
flies—and flies well. All parts
standardized. No freak con-
struction.

@ Amply powered (Roberts.)

@. Get a demonstration flight
first. Then ask those who
have flown Shneider machines:
Jos. Richter Wm. Kline
Rollin H. Jennings
H. Binder J.P Tarbox

@ The late Tony Castellane
learned on Shneider ’planes.

Write Your Own Contract
and Guarantee

Fred. P. Shneider

1020-1022 East 178th Street
New York

Established 1908

In answering advertisements please mention this magazine.

AERONAUTICS

Well Known Flight
Propellers

These are published in answer to a
request for views of the various pro-
pellers on the market.

The Normale, 1,200 R.P.M., used mostly by
Hubert Latham on the Antoinette monoplane.
From the Gyro Motor Co.

meee

Regy, 1,300 R.P.M., used by LeBlanc in set-
ting the American speed record at Belmont
Park, New York, in 19.-; also when he cut a
telegraph pole into three pieces, at the same
place; and by Eduard Nieuport,on some of his
earlier machines, one of which attained the
speed of 75 miles per hour with a 30-H.P.
motor. From the Gyro Motor Co.

Die
D

o

Pees

The Simmons propeller recently placed on
the market by the Gyro Motor Co. designed
by J. L. Simmons.

Integrale, 1,200 R.P.M., used by White in
winning the Gordon-Bennett cup at Belmont
Park in 1910; also on his trip to the White
House from Benning, D.C., the same year;
used by Charles Weyman, American winner of
the Gordon-Bennett cup in Great Britain in
1911. Speed attained, 78 miles per hour.

Vedrines, In Paris-Madrid trip, in which he
was credited with a maximum speed of 55
miles per hour. From the Gyro Motor Co.

Page 173

1912

Mavy—June,

i

a ee ee

Charavay Propeller made by Sloane Aero-
plane Co. Used by St. Croix Johnstone in mak-
ing his American duration record and by the
Moisant school.

Paragon propeller used by Charles F. Wil-
lard in his celebrated flight over the cities of
Los Angeles and Pasadena, Dec. 10, 1910. Di-
ameter 7 feet 9 inches by 5.7 feet pitch.

Paragon propetier used by Glenn H. Curtiss
to win the speed contest at Los Angeles, Dec.
25, 1910. Diameter 7 feet, 6 inches, by pitch, 7

feet.

Chauviere-type used by Clifford B. Harmon in
making his cross-sound flight; 2.6 metres diam-
eter by 1.4 metres pitch. Made by the Gibson
Propeller Co.

Wright propeller, made by the Gibson _Pro-
peller Co., 8 feet 6 inches diameter by 10 feet
10 inches pitch, used by George W. Beatty
In contests at Nassau Boulevard meet. Made by
Gibson Propeller Co.

AERONAUTICS

pes 174

Mavy—lJune, 1912

AS

ESS x

_| MODEL NOTES
aes

| Se

oe PERCY PIERCE, Model Editor

PIERCE HYDRO AEROPLANE NO. 6.

Bees HE development of the
x

model hydroaeroplane is as
rapid as the man-carrying
hyro has been within the
year. A number of hydros
were made by New York
boys in 1911, which met
with very good success, and
now contests have been ar-
ranged in which nine or ten
of these little “airboats”
will be entered. ‘The hydro described here
with the accompanying drawing shows
clearly the manner in which the “floats” are
made and attached. The first ‘“airboat”
made in this country was that of Percy
Pierce in April, 1911, although it was not
very successful.
of May, 1911, a second hydro made a small
hop from the water. During May and June,
Frederic Watkins and Percy Pierce made a
number of flights, one of. Watkins’ flying some
50 feet. Later, in June, Mr. Herreshoff made
a number of flights with his hydro, which
had “floats” of the racing shell type. This
one flew about 300 feet on a calm day. In
the early part of April, Percy Pierce started
in again experimenting with hydros and
towards the last of the month succeeded in
making his hydro No. 6 fly 500 feet, after

ERIE

VAD
Mees
Ma) Pas

Bocas

However, in the early part’

running over the surface of the water about
7 or 10 feet.

The fuselage is 32 inches long and consists
of two pieces of 144,x5/16 inch silver spruce.
The frame is made strong by cross-bracing
to withstand the strain which such a model
has to endure. The propellers have a dia-
meter of 614 inches with a pitch of 10 inches.

Main plane is of the built-up style with a
spread of 17 inches and a fore and aft di-
mension of 3 inches. The elevating plane is
8 inches long by 3 inches wide. Both planes
have a camber of 1 in 12 and are covered
with bamboo fibre, which in turn is coated
with Ambroid varnish.

The ‘* floats’ are made with thin spruce
sides and four cross-braces of 3/16 inch
square for each. Bamboo is used for fasten-
ing the ‘floats’ to the fuselage. This is
“sewed” to the sides of the “floats” through
small holes before covering with the bamboo
fibre. When finished four coats of the Am-
broid varnish are applied. The ‘floats’
when attached to the fuselage have an in-
cline of about 20° which enables the model
to rise from the surface very quickly.

The amusement and points to be had from
flying hydros certainly makes it worth while.
However, things will happen, and if the
hydro is not balanced it is apt to turn over
with the “floats” resting up-side down on the
water and the propellers plowing through
the water like a submarine.

ae SPRUCE
“FRONT HYDRO \y

AERONAUTICS May—June, 191: 2

_,MODEL AEROPLANES

STANDARD FITTINGS AND SUPPLIES

Announcing our Second Edition 1912 Catalog free on request. Listing 8 Knock-Down
3-foot Flying Modeis, designed to scale. Including: Curtiss Hydro, Nieuport Racer,
Langley Tandem Monoplane Chain Drive. New Stock, new fittings and Correct Prices

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Willie Haupt, Philadelphia, Pa.
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G. B. McNamara, Norton, Mass.
J. Albert Brackett. Boston, Mass.
Chas. W. Spencer, Phila., Pa. |Bez :
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EXHIBITION AND TUITION ON

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AEROPIANES | [oli taasetenpics
Safe and Reliable Aviation School: LONG ISLAND, N. Y.

SCHOOL OF AVIATION Telephone 5897 Greeley

Write for full particulars

THOMAS BROTHERS THE GRESSILR AVIATION COMPANY
Shannon Bldg. - - - Bath, N. Y. 139 West 37th St. Es New York, N.Y.

In answering advertisements please mention this magazine.

£

AERONAUTICS

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May—June, 1912

Wright Fly

1912 Models

In addition to those features which in the past have
made Wright Flyers famous for efficiency and reliability,
the new models can be furnished with Automatic Con-

trol, Silent Motors, and Hydroplanes. These special
features make the 1912 machine unusually attractive
to sportsmen.

Exhibition Machines

For exhibition work we have other models especially
ad: apted to high winds and small fields. It was with a
stock “EX’' Model that Rodgers made his wonderful
flight from Coast to Coast.
the exhibitor.

Wright School of Aviation

Training consists of actual fiying, in which the pupil
is accompanied by a competent teacher. No risk and
no expense whatever from breakage. The most famous
flyers in America are graduates of our school and
include such names as—

Reliability means dollars to

Lieut. Arnold Drew Lieut. Rodgers
Atwood Elton Parmalee ,
Brookins Lieut. Foulois Page

Brindley Fowler Reynolds
Bonney Gill Simmons

Beatty Lieut. Lahm Turpin

Burgess Lieut. Milling Welsh

Coffyn Mitchell Webster

Capt. Chandler C. P. Rodgers And ascore of others

Our School at Dayton is now open and pupils may
begin training at once if they wish. By enrolling
now you can reserve date most convenient to you for
training.

Write for Particulars

THE WRIGHT COMPANY

DEPT. A DAYTON, OHIO

In answering advertisements please mention this magazine

AERONAUTICS

MODEL CLUB NEWS

A letter from Mr. W. H. Akehurst, Secretary
of The Kite and Model Aeroplane Association
in England, was received some days ago in
which he states the following:—‘'The officially
observed records are at present held by H.
Weston with 64 seconds duration and for dis-
tance by G. Roelands with 398 yards (1,494
feet) after making deductions for wind velo-
city.

In competition C. Ridley made a flight, hand
launched of 1,681 feet 10% inches (in Gamage
contest) and in the Assoe. Cup Contest G. P.
Bragg Smith did 945 feet off wet grass. These
are records of the Association only and not
official records.

As regards the Mann world’s records we
know nothing about it and is not official. The
best he has done in observed trials being 320
yards (960 feet) and 43 seconds duration.’’

This shows that America is not at the
tail end as thought by many here, but we
far at the head with the official flight of
2,100 feet made by Armour Selly standing as
a World’s record.

Now the American model flyers want to get
together and do even better than 2,100 feet and
make 3,000 feet. I will be very glad to hear
from model clubs as to the membership and
the weekly contests held by such Clubs.

CONTESTS

San Francisco, Cal., March 13th. A new
Pacific Coast record was made at the meet
of the Polytechnic Aero Club by G. Robinson
when his model flew 1,700 ft. The figures of
the flights of the winners are as follows:—
Distance first, R. G. Robinson, 1,700 feet;
second, D. Brown with 1,575 feet and third,
W. Ruppel with 989 feet. In the duration event
D. Brown first, with 59 seconds (this is another
new Pacific Coast record); second, R. G. Robin-

son, 52 seconds and third, L. Butler with 39
seconds. The altitude event was also won by
Robinson with Brown second. Other events

were for a one mile cross-country race, 100 yd.
race, a 50 yd. race and an accuracy of landing
event. In these Robinson won the first two
and L. Butler and D. Brown winning the other
two respectively. The number of points gained
by the contestants were R. G. Robinson 52; D.
Brown 29; L. Butler 18;W. Doyal 15; and W.
Ruppel with 12.
San Francisco, Cal., April 3.—The Poly-
technic Aero Club held one of their regular
contests with the result that R. G. Robinson
made a new American record which only stood
until the 27th. The flight made by Robinson’s
model was 1,895 feet and shows that the Pacific
Coast Aero Clubs are picking up greatly.
Cypress Hills, Brooklyn, N. Y. April 27th.
Another American record was made at the
meet of the Long Island Model Aero Club by
John McMann with a flight of 2,003 feet.
Gloucester, N. J., May 4th.—At the contest
of the Philadelphia Aero Club for the three-
leg Collins’ cup, Perey Pierce won with 1,350
feet and duration of 45 seconds; second, H. G.
Oakely 1,030 feet and 40 seconds; third, D.
Simmerman with 973 feet and 28 seconds.
Other model flights did not exceed the 800
foot mark. Percy Pierce also tried out his
No. 6 hyrdo which seems to have got the

Page 175

‘driven

May—June, 1912

habit of landing in trees.
caused no damage.
New York, N. Y. May 9th to 18th.—At the
Aero Show quite a number of America’s suc-
cessful models were shown. At the New York
Model Aero Club’s booth 24 models were ex-
hibited besides a man-carrying glider made by
the glider section of the club. One of the
models included in the exhibit was gasoline
and was made by John Carisi which
was made of the best materials and the finest
workmanship. Dr. Dederer showed his 1909
Winner of the Langley type which looked very
heavy and crude compared with the new up-to-
date models. Percy Pierce showed two of his
latest hydros and a distance racer. Mr. Her-
reshoff had his world’s record flyer, which has
flown 1,184 feet from the ground. Some 30 odd
trophies and medals were on exhibition in a
large glass show case. At the close of the show
Chas. E. Spratt offered a few cups for flying
with the following results:—Flying through two
parallel ropes three feet apart from the hand,
won by Ralph Barnaby. Flying through a six
foot square from the hand, won by Nicholas

Three such landings

Schroeder. Flying from the ground over a
three foot rope, won by Geo. A. Page, Jr.,
starting eight feet away. Model rising from

the ground and landing on a 4 foot square,
won by Percy Pierce. Heaviest model flying
over a three foot rope, won by Henry Ragot.

Brooklyn, N. Y., May 11th.—The Brooklyn
Daily Eagle held the first of a number of model
contests with the following results:— Frank
Walker, first with 1,314 feet; Lawrence McMahon
second. This meet was held for those who had
not flown past 500 feet in a previous contest.

Newark, N. J., May 18th.—One of the most
important meets of the season was held by L.
Bamberger & Co., one of Newarks’ largest
department stores. The prizes were two hand-
some sterling silver cups and ten medals. The
meet proved to be a great success considering
the number of contestants of which there were
some 100 enteries, but only 61 really competed.
in the closed event for New Jersey boys, only
the winners were as follows:—Distance, first;
E. P. Lott 1,586 feet, gold medal and cup,
second, B. Goodman, 1,350 feet, silver medal
and third, F. J. Lawless with 900 feet. In
the closed duration event, E. P. Lott first with
72 sec.; Geo. Page, seconds, with 55 sec., gold
medal; F. Witsell third, with 52 sec. and silver
medal, and Francis Walton fourth, with 49
sec. and bronze medal.

In the open event Armour Selly made a new
record, which is found to be the World’s record
of 2,100 feet, thereby winning a cup and medal;
Percy Pierce came second, with 1,600 feet,
winning gold medal; Rudolph Funk, third, with
1,500 feet, silver medal and Geo. A. Page fourth,
with 1,381 feet and winning bronze medal.
Selly’s model was of the 1-1-B2 type with 12
inch propellers and a 36 inch pitch.

Brooklyn, N. Y., May 18th.—The second class
of the Brooklyn Daily Eagle contest was run
off to-day with the following results:—H. Cris-
cuolie first, with 1,445 feet; William Welker
second, with 1,253 feet and William Riessmeyer
third, with 1,310 feet. This meet was open
only to those whose ‘‘planes’’ had not covered

1,000 feet in a previous contest and the next
time for those under the 1,500 foot mark.
Address all inquiries to Perey Pierce, 5907

Osage Avenue, Philadelphia, Pa.

AERO SCHOOL IN KENTUCKY

Judge C. O. Prowse, of Hopkinsville, Ky., has
entered the lists as a manufacturer and ex-
hibitor of aeroplanes, as well as the operator of
a school of aviation.

Machines are being contructed rapidly, of
the single and passenger type, propeller and
tractor biplanes; monoplanes and machines in
aceordance with the designs of prospective
builders. The Kirkham motor has been adopt-
ed and is used exclusively in the exhibition and
school machines. Motors of other makes furn-
ished on request.

Model ‘A’ is the general type of headless,
propeller biplane used in the exhibition works.

Model ‘‘B”’ is of the headless tractor type,
made in both single and double seat with daul
controls, used in school work; powered with a
“Kirkham’’ 50. The passenger type powered
with a ‘Kirkham’’ 70. A monoplane is em-
ployed, similar in construction to the Morane
planes. One of these is being constructed for
exhibition work this season, to have an Indian
rotary 50 h.p.

AERONAUTICS

DEATH OF WILBUR WRIGHT

As the magazine is on the press, comes the
news of Wilbur Wright’s death—the greatest
blow that Aviation could be dealt, an irrepar-
able loss to world progress.

After an illness of two weeks, Wilbur Wrght
died of typhoid fever on May 30.

It seems inconceivable that Death should
seemingly select those whose lives are most
needed for the world’s progress; when there are
thousands the world would gladly be rid of

at any price.

Mr. Wright was revered by all who knew
him, he was honored by an entire world,
it was a privilege, never to be forgotten, to
talk with him. He was a man apart, a man

little understood, incapable of measurement by
ordinary standards.

With his brother he produced the first
practical flying machine. Their work will in-
fluence the future of the human race to
greater extent than have the labors of the
greatest figures of history.

Mr. Wright was born April 16, 1867, at
Dune Park, Indiana. Beginning in 1900 with
gliding, a motor was added in 1903 and on
Dec. 17 four flights were made, the longest
being 852 feet. By 1904 flights were made of
3 miles, at Dayton. In 1905, there were
many flights and the longest of these was 38
minutes. No flights were then made till May
1908, when with the same 1905 machine
experiments were continued at Kitty Hawk,
and a passenger was carried. Then Wilbur
went abroad and demonstrated his machine in

France, while Orville flew the machine built
for the Government, at Ft. Myer.
PARMALEE KILLED

North Yakima, Wash., June 1.—P. O.

Parmalee, one of the very best known flyers
in America, one of the oldest of the original
Wright School, was killed in a wind after being
urged not to attempt the exhibition.

CURTISS WARPLANE COMPETES TRIALS

xincoln Beachey has filled every specification
imposed by the War Department with regard
to the big Curtiss warplane, which has been
undergoing a series of trials at the College Park
Aviation Field, Washington, D. C. The last
remaining specification, that of climbing 2,000
feet in ten minutes with a load of 450 pounds
and fuel for four hours, was completed May 15.
With a total weight of 687 pounds, including
his own, the passenger’s, the fuel and the lead,
Beachey drove the machine to a height of 2,256
feet in ten minutes, thus exceeding the require-
ment by 250 feet.

As this machine now stands, after having
passed all the rigid specifications, it can carry
a load of 450 pounds, remain in the air
for four hours and fly 49 miles an hour; it can
rise from and alight upon ploughed fields with
safety, be operated by both passengers from
their seats, and can be taken down in 33 min-
utes for transportation and reassembled for

ro

flight in 53 minutes.

PAUL PECK MAKES RECORD FLIGHT IN
GALE

Paul Peck, hung up a new American record
for duration on May 24th, at Nassau Boulevard.
He remained in the air for 4 hours, 33 minutes.

and 15 seconds, beating the former record of
Howard Gill, 4:16:32 which has stood since

Oct! 195 Vast
made in a

The latter part of the flight was
blinding rain and wind storm, the

Page 176

wind reaching a velocity according to the
Weather Bureau of 48 miles an hour. It is
estimated he had reached a height of 2,000 feet
during the flight.

A terrific electric, rain and wind storm
struck New York about seven o’clock, a half
hour before Peck landed. The black clouds made
dense night of a bright day. Peck could not
even see his watch and instruments and had to
watch for a fire on the field before he dared
risk coming down and failing in his attempt.

The machine used was ‘Miss Columbia’’
biplane, described in February issue. The
motor used is a 7 cyl.: 50 h.p. Gyro which is
gaining reputation. The previous longest flight
with this motor was of 2 hours, 18 minutes,
March 27th.

BENNETT RACE AND GRAND CIRCUIT

World attention in aviation is being directed
toward Chicago this year because of the Gor-
don Bennett aeroplane race, the start and finish
of the American Grand Circuit and a number
of other events. Plans of the hustling Aero
Club of Illinois already are under way to give to
these events the same strong backing that was
given to the aviation meet last year, when
$220,000 was spent in prizes and in conducting
the meet.

Subsequent to the club’s formal opening pro-
gramme between aviators of the Illinois club,
May 30, 31, June 1 and 2, there are four princi-
pal parts to the programme laid out by the
elub’s events committee this year, under the
guidance of Vice President James S. Stephens,
who also has been made general manager for
the season’s activities. These four parts are:

Gordon Bennett world’s championship aero-
plane race of 200 kilometers, for which the Aero
Club of Illinois has pledged itself, at a cost of
$15,000 and has announced it will give without
asking admission of any sort from spectators—
the event being complimentary to friends of
the club.

American Grand Circuit aeroplane race of
1,800 miles. The details of the course were
printed last issue.

Three-day aviation meet on the Cicero flying
field of the club.

A space of two days has been left between
the Gordon Bennett and the beginning of the
three days meet, to enable participants in the
former to rest up and transfer their equipment
from the Gordon Bennett course to the club’s
private field. A similar resting space has been
put between the time of closing the meet and
starting the Grand Circuit.

Aviation war play. This is the city holiday
feature to take the place of the international
meet of last year. It will be held on Grant
Park, on the lake front, evenings for possibly
two weeks, and will be designed as a great pop-
ular spectacle, such aS was wont to draw the
ancient Greeks and Romans to their vast
amphitheaters for relief from cares and busi-
ness. Pyrotechnical displays, war scenes includ-
ing attacks by aeroplanes and other armoured
motor-driven war craft will be a feature of
this entertainment. Arrangement will be made
for 50,000 persons to see this spectacle from the
seating space.

I find your magazine to be the best and most
practical of its kind I have ever read.—F. J.
IXALB.

I am well pleased with your interesting journal.
—J. E. GREENE, M. FE.

The contents of AWBRONAUTICS is of great interest
to me.—O. HANDLER.

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AERONAUTICS May—June, 1912

How would you like
to win a Race?

BUY A
French— American Balloon
They always Win.

Records Prove It

Chicago International Contest, 1908—9 compet-
itors, 1st for distance and endurance.

Indianapolis National, 1909—Ist & 3rd money
St. Louis Centennial, 1909— 1st, 2d & 4th money
Peoria Contest, 1909—Ist & 2nd money.
Indianapolis National, 1910—2nd money.

Kansas City National, 1911—Ist, 2nd & 3rd
money.

Kansas City International, 1911—‘‘K.C. I1.”’
non-contestant — whipped the entire
field, World’s best Balloons.

Insist on Iecords before buying anywhere.
We arrange Contests, Qualify Pilots, ete.

French-American Balloon Co.
4460 Chouteau Ave. St. Louis, Mo.
H. E. Honeywell, Mer.

FAIR MANAGERS and Others
Interested in AEROPLANE FLIGHTS

EXHIBITION ano CROSS
COUNTRY FLYING

“Reliability Means DOLLARS to the Management”

MODEL “A”? BIPLANE, Single Seater

Flights Guaranteed You can Program the Flights—They will be on Time Prices Right

COMPETENT AVIATORS MACHINES THAT FLY CONTRACTS RIGHT
DATES FOR EXHIBITIONS ARE BEING BOOKED—DON’T DELAY

You are cordially invited to the Flying Field, where demonstrations of Exhibition and Cross Country Flying

will be had any day you may come. My Aviators and Machines HAVE PLEASED OTHERS. THEY WILL
PLEASE YOU.

Aeroplane Flights will do more in one day to advertise your Town, Fair or Carnival than anything else.

MANUFACTURER

or ® THE PROWSE BIPLANE AND MONOPLANE

AS WELL AS ALL STANDARD MAKES
WORKMANSHIP GUARANTEED AGENT OF THE KIRKHAM AERONAUTICAL MOTORS

DO YOU WANT TO FLY?

I use a Passenger Type Biplane in teaching you tofly. A

competent Aviator is with you at all times. Two sets of Control
Levers. THE ONLY SANE AND SAFE WAY TO LEARN.
My Terms are Reasonable. NO DEPOSIT FOR BREAKAGE
REQUIRED. Let me tell you all about it.
Should You be Interested in any Department,
Write, Wire or ’Phone

C. O. PROWSE eS See :
HOPKINSVILLE - - - Kentucky MODEL “B” BIPLANE, Single or Double Seater

In answering advertisements please mention this magazine.

‘to bring

AERONAUTICS

General Manager Stephens has perfected his
organization, and the canvass for. $100,000 in
subscriptions has proceeded with satisfactory
results. The subscription plan is unique, and
May serve as a model for future such public
enterprises. It is the plan of Mr. Stephens.

NO BLERIOT COMPANY IN U. S. A.

Louis Bleriot on his visit to America in May
announced that no one in America has any
authority or right to manufacture aeroplanes
using the name Bleriot, that there is no Bleriot
company or branch of his house in this country,
and warns all against using the name “‘Bleriot”’
in connection with any aeroplane or company.

DYOTT OPENS SLOANE SCHOOL

The Sloane Aeroplane Co. has arranged to
open a school of aviation on the Hempstead
Plains, Long Island, in charge of the well-
known Dep. flyer, George M. Dvott. They will
use genuine Deperdussin monoplanes in the
school, which opens June ist. Two machines,
of the necessary equipment, are in this country
at present, and arrangements are being made
the remaining ones from France as
quickly as possible.

Mr. Dyott has had a great deal of experience
with the Deperdussin monoplane. He was in-
structor in the Deperdussin School in France,
and was the first man to bring this machine to
America. With it he flew at the Nassau
Boulevard meet, and did a great deal of ex-
hibition work in Mexico last winter. There he
earried a number of passengers, among others,

President Madero.

The school will be equipped with
earysving machines so that pupils,
who intend to take up flying, may
experience in the air before taking a machine
out by themselves. This feature is a great
advantage, as, to date, none of the monoplane
schools in this country have had passenger-
earrying equipment.

W. E. Boughton, P.O. Box 59, Washington,
D. C., is representing the Sloane Company in
that city.

The Sloane Company will represent A. Deper-
dussin in America. They wiil also handle the
the Smith tachometer, which is the most
reliable indicator made abroad.

Arrangements have been made with Anzani
to handle his different types of engines in this
country. He is now turning out 8 styles of
motors. They are two 3 cylinder. types, of 35
& 40 h.p. respectively. Four 6 cylinder types
of 45, 60, 70 & 80 hp. His newest types are a
10 cylinder, of 100 h.p., and a 14 cylinder
motor of 140 h.p. These are all air cooled.

RUBEL SCHOOL OF AVIATION

M. Albert Denduyver of Brussels, Belgium,
has taken charge as instructor at the Rubel
school of aviation. Denduyver is a_ licensed
pilot #43 having gained his brevet in July, 1910,
flying a Gnome biplane. He is also an exper-
ienced monoplane driver having learned to fly
a Bleriot monoplane in the early part of 1910.

Before coming to America several months
ago he was instructor in flying for a company
in Belgium and taught a number of the Army
Officers to fly. In competing for the Michelin
Cup last September he remained in the air for
four hours and fifty-two minutes.

Commencing May 20th pupils will be taught
to fly a Curtiss-type biplane fitted with double
controls. Denduyver states that he will teach
pupils to fly in twenty lessons of five to ten
minutes duration while in the air. Pilots
licenses are guaranteed and after securing their
licenses, pupils are permitted to fly_a Bleriot
monoplane without additional cost. The school
has eleven pupils who are learning to fly. They
are Lawrence Butler of Harrisburg, Ill.,
Lyman Woner of Claypool, Ind.; Corbert Cooper
of Beaver Dam, Ky.; Earl Wymark of Des
Moines, Ia.; Billy Russels of Lyndon, Wash. ;
Frank Schutt of Detroit, Mich.; Richard Wall-
borg, Detroit, Mich.; J. G. Maris, Columbus,
Ohio; Clifford B. Prodger of Mandan, N. Dak.;
Ross Hatfield, Fostonia, Ohio; S. G. Combs,
New Martinsville, W. Va.

passenger-
and those
have some

Page 177

Mav—June, 1912

“SHOP WORN” MACHINES FOR SALE
Our European correspondent points out that

Many men whose names were seen in the
papers months ago have dropped out of the
game. They entered aviation only to find

eventually that they were unfitted for the work.
Handly Page Ltd. have recently bought up
from such people several brand new, but ‘‘shop
soiled’” machines at very low prices and are
now retailing. Their stock includes genuine
Bleriots, Farmans, Nieuport and Sommers with

Gnome & Anzani motors. By buying at the
right time they are able to sell at a price,
despite the custom duty, that is astounding.

They are willing to send particulars to all who
are interested. Handley Page, Ltd., 72 Victoria
St., London, England.

Much regret is felt in
circles at the closing down of the works
of the Aeronautical Syndicate at Hendon.
Our correspondent learns that this move has
been brought about by. the dilatoriness of the
English War Office, as it is an entirely volun-
tary winding up. Mr. Barber, the inventor
of the Valkyrie monoplane which was the
machine exploited by the Syndicate, and who
was the first English Pilot to obtain the
certificate of the Royal Aero Club on an aero-
plane of his own design, and albeit an all
British machine, is not to be entirely lost to
aviation as it is his intention to place his
experience at the services of one of the well
known firms whose chief business is associat-
ed with Government contracts. Some months
ago Mr. Barber presented two Valkyrie mach-
ines for the use of Army and Navy
Officers taking up aviation. Mr. Barber has
a splendid record to his credit as a cross
country flyer. The whole of the stock of aero-
planes was purchased by Messrs. Handley Page,
Limited.

British aeronautical

NEW COMPANIES
: Petoskey Aeroplane Mfg Co., Petoskey, Mich.,

25,000.

The New Haven Aero Company, New Haven,
Ct., to manufacture aeroplanes; capital stock,
$10,000; incorporators, James E. Wheeler, Peter
J. McNerney and Roscoe P. Brown of New

Haven.

Kyle-Smith Aeroplane Company of Kansas
City, Mo., capital, $5,000. Incorporators—Kyle
Smith, Minnie S. Williams and Price L. Wil-

liams.

Venice Captive Aeroplane Company, Venice,
Calif. $50,000; incorporators, Samuel E. Edman,
Ernest Kouwen-Hoven, J. Kouwen-Hoven,
David J. Matlock, Charles Pearl.

Gressier Aviation Co., 137 W. 37, New York.
$25,000. Incorporators: W. R. Kip, Rhinebeck;
R. Gressier, G. P. Herrick, New York City.

Hydro-Aero Association, Ine., 297 Madison
Av. New York, to manage hydroaeroplane race.

The Kingston Aerial Company, Kingston,
Okla., $25,000. Inecorporators, G. W. Thompson,
W. A. Williams, J. W. Little, B. B. Steel and
John S. Vaughn, all of Kingston.

Aero Exhibition Co., Chicago; mfg. and sel-
ling aeroplanes; capital, $25,000. Incorporators,
Arthur Eastman, O. W. Best, Chicago.

The P. A. Peterson Aerial Transportation &
Defense Co., New York, $50,000. Incorporators,
L. A. Peterson, O. P. Johnson, New York City;
J. F. Carlson, Brooklyn.

Clawson-Hamilton Co., Brattleboro, Sites
Branch offices at 200 Fifth Av., New York, and
1224 Commonwealth Ay., Boston.

Rudolph Aeroplane Co., Newark, N. J., $125,-
000. Inecorporators: F. Baur, B. Baur, F. W. A.
Rudolphi, Newark.

United States Air Craft Company,
$2,500, Kieth M. Brooks, Charles O.
Thomas C. Anderstein.

Akron Aviation Co., Akron, O., $15,000; John
R. Gammeter, J. L. Weeks, E. Y. Stewart, T.
W. Kimber, L. M. Russell.

Standard Aviation Company, Chicago; capital
increased $25,000 to $50,000.

Chicago,
Patton,

The Aero-Marine Equipment Company, Bos-
ton, $50,000; Charles A. Swenson, Otto E.
Kuehl, Neil A. Swenson.

AERONAUTICS

Samuel F. Perkins, Inc., Boston.—Mfg. kites
and balloons; cap., $50,000. Pres. and treas. 8.
F. Perkins, Dorchester.

United Aviation Company of Buffalo, N. Y.,
$300,000. Directors, Henry J. Carrigan, Ira R.
Ferguson, Max Wunkler, John J. Meianer and
George F. Metz, all of Buffalo.

Christmas Aeroplane Company, capital, $1,009,-
000; William Whitney Christmas, Washington,
Dee

$100,000 TRANSATLANTIC PRIZE

One hundred thousand dollars will shortly be
offered in America for a transatlantic aeroplane
flight. Rules have now been drawn up and are
awaiting approval. The contestants will not be
allowed to land on any steamship or be taken
aboard or in tow of any vessel. The main
object will be to have the trip made by the
aeroplane under its own power. Landings on
the water are permitted.

INTERNATIONAL HYDROAEROPLANE
TROPHY

Between August first and fifteenth there will
be held in this country the first contest for an

international trophy, to be competed for an-
nually. The distance will be at least 436 nautical
miles, entirely over water. There will be at

least two cash prizes. The sum of $7,500 dollars
has already been subscribed by Robert J. Collier
and Charles E. Spratt, vice-president Interna-
tional Exposition Co. This amount may reach
a larger figure. It is expected to obtain a suf-
ficient fund to guarantee cash prizes for two
years. The course as laid out will be from the
Statue of Liberty to Newport, to Boston Light,
returning next day. The plans are still only
tentative.

NEW PILOTS

The dates are those on which the trials were
made.

103 Lt. V. D. Herbster, U. S. N. (Burgess-
Wright hydro), San Diego, Mar. 13. 104 G. E.
Underwood (Curtiss-type), San Diego, Mar. 18.
105 E. C. Malick (Curtiss), San Diego, Mar. 20.
106 T. HE: Maroney . (Curtiss), San Diego,
March 14. 107 Ira D. Spaulding (Curtiss), San
Diego, Mar. 14. 108) sh Je) Merrill (Curtiss):
San Diego, Mar. 22. 109 Cc. A. Berlin (Cur-
tiss), San Diego, March 22. 110 F. M. Stark
(Curtiss) San Diego, March, 22. Subject to con-
firmation by Royal Aero Club of Great Britain.
111 R. E. McMillen (Curtiss), San Diego, March
22. 112 Clarke Thomson (Wright); Nassau,
March 28. 113 Harry Park (Curtiss), San Diego,
Apr. 8. 114 Marshall Tf. Reid (Wright), Nassau,
Apr. 12. 115 L. H. De Riemer (Wright), Nas-
Sause Apia = ae 116 Wm. Piceller (Wright),
Nassau, Apr. 12. 117 Edw. Korn (Benoist), St.
Louis, Apr. 24. 118 Chas. F. Walsh (Curtiss),
College Park, Apr. 25. 119 Frederick W.
Kemper (Wright), Nassau, Apr. 28. 120
Motohisa Kondo (Curtiss), San Diego, Apr. 27.
121 John J. Kamiski (Curtiss), San Diego, Apr.
27. 122 Koha Kakeiski (Curtiss), San Diego,
May 1. 123 M. M. Srugh (Curtiss), San Diego,
May 1. 124 Wilber D. Andrews (Wright), Nas-
sau, Apr. 27.

The Wright flyers whose names are listed
are pupils of Geo. W. Beatty. Others will
shortly fly for licenses. Four more have met
conditions at the Curtiss San Diego school
but have not been officially passed. Among
these is one woman, Miss Julia Clark. Twenty-
five pupils have graduated from this school in
1912.

Balloon license 45 has been given Paul Mc-
Cullough, of St. Louis.

FRENCH LICENSES

589—Wm. F. Whitehouse (M. Farman), Aug.
22, 1911.

642—James Lewis, (Voisin.)

706—Edson F. Gallaudet (Nieuport),
1912.

Jan. §,

Page 178

% Mavy—June, 1912

GORDON BENNETT ’PLANE RACE

‘The Gordon Bennett aeroplane race at Chi-
cago, Sep, 9, will have 13 contestants if America
furnishes her three. Wynmalen is expected to
represent Holland, Morok is one of Belgium’s
3, and it is said Dyott will be one of the 2
English entries. White and Hamel have been
named heretofore. Edson F. Gallaudet is

surely expected to be one of the Americans.

But one concern, the Rex Monoplane Co., has

met the proposition advertised by the ‘Gordon
Bennett Aviation Cup Defense Committee’’ of
the New York Aero Club, in which proposals
are asked from makers, accompanied by a check
for $1,000, certified, which is returned only in
case the machine, which must be produced for
trial by August 1, makes a speed of at least
100 m.p.h. average over a course of 124.27
miles total around a 3.1-mile circuit. The
committee agrees to buy each machine that
meets these conditions at $10,000 per machine.
The other manufacturers have made counter
propositions.
The Wright Company agrees not to bring any
infringement suits for a period of 20 days before
and 40 days after the Gordon Bennett against
any competitors in that race, or the circuit
race, who might be claimed to infringe. A sum
of money based on the total value of prizes will
be held in escrow to be paid the Wright Com-
pany as a license fee in case of their winning
their patent suits.

CHAMPIONSHIP BALLOON RACE

The Aero Club of St. Louis will be represent-
ed by three pilots in the national balloon race
from Kansas City July 27. William F. Assmann,
will pilot the St. Louis No. 4; Paul McCullough,
the Million Population Club balloon and John
Berry, the Viking balloon, purchased for the
Million Club, Albert von Hoffmann,

BOSCH AT BERLIN EXHIBITION.

During the exhibition of aircraft held at
Berlin from April 4th to 138th, inclusive, 68 of
the motors and flying machines were fitted with

magneto ignition, and of these 53 or 79.9%
employed Bosch. The balance of 15 motors
and flying machines were fitted as follows:

7 with Eisemann magnetos, °5 with U & H, 2
with Mea and 1 with Pintsch.

PARAGON FLIES AWAY

The American Propeller Co., formerly of
Washington, is now located in ample quarters
at 243-249 Hamburg St., Baltimore, Md. This
city was chosen to secure more facilities and
space adequate to the growth of the business.

WRIGHT-CURTISS SUIT.

The Wright-Curtiss infringement suit is set
for June 25th, in the U. S. Circuit Court, at
Buffalo, N. Y.

60-MILE HYDRO FLIGHT.

On May 10, Glenn L. Martin, in a hydroaero-
plane of his own construction flew from Balboa
Island, Calif., to Catalina Island and returned,
stopping at Avalon, on Catalina: Island. The
round trip was more than 60 miles.

The proposed trip of Harry N. Atwood, from
Saugus, Mass., to Portland, Me., came to a
sudden termination at Wells, Me., on May 2.
He left Saugus the day before. Atwood flew
over Massachusetts and New Hampshire into
Maine, a distance of about 63 miles.

BEATTY TAKES UP FIVE MEN.

George W. Beatty took up five passengers,
and remained aloft with them while he covered
four miles about the course, on April 20. The
combined weight of the six men was 848 pounds.
One passenger sat beside the aviator, another
in the first man’s lap, and the other three lay
on the lower plane, close to the aviator’s seat.

AERONAUTICS

=

Why spend all on building
an aeroplane that may fly?

@. We have in stock second-hand

Genuine

GNOME 'BLERIOTS
GNOME FARMANS
NIEUPORTS
SOMMERS

@ Prices less than half that of new
machines.

@. Try your ideas on an aeroplane that
has flown and will fly.

And remember that a standard machine with a

good name is always in demand.

@. May we send particulars?

sitgio HANDLEY PAGE, L™.

London

72 VICTORIA STREET, LONDON, ENGLAND

In answering advertisements please mention this magazine.

May—June, 1912

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AERONAUTICS ieee Mav—June, 1912

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In answering advertisements please mention this magazine.

AERONAUTIC

NOVEL MACHINE COMES TO MINEOLA

Before the middle of June there will be fly-
ing at the new field east of Mineola on the
Hempstead Plains a monster monoplane, along
Bleriot lines, of 50 feet spread of wing.
William Harper, Jr., of New Bloomfield, Pa.,
a student of aerodynamics has been working
for several years on a weight carrying machine,
one which will fly with the least possible
horse-power, approximating soaring. Flights
have already been made using as low as 10 or 12
h.p. of the 50 h.p. in the home-made motor,
which is of prime interest in itself. This is a
2 cyl., 2 cycle, 6 by 6, revolving motor, driving
a monster propeller of around 9 ft. diameter
with a very steep pitch at slow speed. The
machine has been flying and carrying a total
weight of around 1600 lbs. The body is long
and the elevators generous in size, and all
movements of the machine are slow instead of
responding quickly to the slightest gusts. The
greatest camber is close to the leading edge.
The rib curves vary throughout the wing. The
object has been to approximate soaring. The
builder states that he has shut off his power,
i.e., released compression and allowed the
motor to spin freely, at a height of three feet
from the ground and glided for 300 yards be-
fore actually landing. A speed indicator and
a level tell at all times whether proper speed
and angle are being maintained.

NEW LONG ISLAND FIELD

A new aviation field is rapidly being pre-
pared near Hicksville, L. I., by the Garden City
Co. The sheds are being moved over from
Nassau Boulevard and the ground leveled off
and smoothed down. Five sheds are now ready
and twenty more will be built by the middle
of June. <A 5-kilometer course is being sur-
veyed, the grounds will be policed, and every
effort made to make the field the big aviation
center of the East.

Sheds may be rented at $35 a month. Schools
are charged a fee of $25 for each pupil en-
rolled and passenger flights for pay will be

charged to the pilot at $2.50 per flight.
MISS QUIMBY TO GIVE EXHIBITIONS

Miss Harriet Quimby, America’s most famous
woman aviator, the first woman to pilot a
machine across the British Channel, will accept
exhibition engagements. <A. Leo Stevens, whu
was manager of Atwood on his St. Louis-New
York flight, has Miss Quimby under his man-
agement. Harry B. Brown, an English biplane
pilot, is now flving a Wright which he prefers
to the machine of his schooling days. Miss
Quimby, Brown and three others have joined
Stevens’ ‘‘chain of Five Greatest Flyers.”

NECROLOGY

Panis evar) el. Gsm JOST
received Feb. 28.

Chateaufort, France, April 17.—John Verrept
(Borel monoplane). “Committed suicide by
letting go of all controls, after an affair with
his sweetheart. Report also states wing broke.

Verdun, France, Apr. 19.—Lieut. de Ville-
d’Avray (monoplane). “Wing doubled up.”’

Berlin, Ger., May 2, Gordian Hoesli.—Making
a sharp curve in monoplane.

3erlin, Ger., May 7.—Herr Bachmayer (mono-
plane.) ‘“‘Stopped on curve.’’

Brooklands, England, May 13—E. V. B.
Fisher, pilot and Vistor L. Mason, of Passaic,
N. J., were killed in a monoplane, the cause
being ascribed to ‘‘overbanking.”’

Dayton, O., May 21.—Fred J. Southard, of
Minneapolis, Minn., a student aviator, was killed
at the Wright School where he had been for
several weeks and had not completed his course.

died of injuries

He took the machine out unauthorized, after
breaking open the doors of the shed, and in
a few minutes was dead. Death was laid to
rising too rapidly, stalling’? the machine.
Southard had been in the real estate business

and wanted to start an aviation school in

Minneapolis.

Page 179 Mavy—June,

19]

Cassel, Prussia, May 12.—Hans Schmigulski,
killed making an exhibition flight.

St. Louis, May 13.—Raymond Wheeler was
killed and Peter Glasser died four days later
as the result of a double aeroplane ride. To
avoid a building and tree a turn was made
between two telegraph poles and one wing hit
the pole. Both were students at the Benoist
School and Glasser expected to t ry for his
license in a few days.

One-hundred forty-nine have
power machines to date.

See also page 176.
CALENDAR

been killed in

June 29-July 7 Meet at Boston.

Aug. — Gordon-Bennett Elimination Balloon
Race.

Ocu, 27 Gordon-Bennett Balloon Race,
Stuttgart, Germany.

Sept. 9 Gordon-Bennett Aeroplane Race, at
Chicago.

July, = 20 National Championship Balloon
Race, Kansas City.

Sept. 15 1,810-mile Great American Circuit.

Race.
Aug. — Hydroaeroplane Race.
Sept. 1 Pekin-Paris ’Plane Race, $31,000

prizes.

I get your paper through a news dealer every

month—could not do without it.—B. W. B.,
Celina.
If you were an aviator would you hydro-

aeroplane to Portland, Me? Harry Atwood.

I should certainly like to see the scale draw-
ings continued. In fact, to leave out any part
of the magazine would be a crime.

G. C: Sonntag, Berkeley.

Do not stop sending by any means.—S. A. G.,
Tenn.

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AERONAUTICS Page 180

May—June, 1912

Bibliography of the World’s Journals

ITH a previous issue we inaugu-
rated a department of biblio-
graphy, wherein each month is
listed leading articles of interest
in all the aero magazines in the

world. In this department, also, will be printed
notices of new books, as has been our custom.
To those seeking the greatest amount of data

40 APRIAL LAW—ZJur; issued monthly on this
subject.

41 AIRSICKNESS of aviators—Flugs, Feb. 28.

42 ALBATROSS biplane—La Revue Aerienne,
Feb. 10.

48 ALIGHTING GEAR-—-FIit, 9 and 16;
Bao, Mar.

44 AVRO biplane—FIt, Mar. 30; Baeron, April.

45 BREGUET military 3-seater—Baeron, Mar.

46 BRISTOL biplane—Plane, April 4.

47 BURGESS-WRIGHT biplane—Bao, Mar.

48 EFFICIENCY of monoplanes—Baeron, April.

49 EQUILIBRIUM of a turning aeroplane—
Baeron, April.

50 FLANDERS monoplane—Flt, Mar. 23, Plane,

Mar. 7.

51 MILITARY, the military airship in European

states—F-zeit, Feb. 26.

bomb dropping (Scott device)—

Flugs, Feb. 28; previously printed

in AERONAUTICS.

Mar.

52 So selection of aeroplanes—Plane,
Feb. 29.

53 sf the aeroplane in the Italy-
Turkey war—F lugs, Feb. 28.

54 SS consideration and data on Italian

dirigibles—Rendiconti della Es-
perienze ed Degli Studi of Aero-
nautical Laboratory, Jan. 31.

55 MOTORS, Alexander competition—Baeron,
Mar.

56 os Tests of Ligue Nationale Aerienne
—La Revue Aerienne, Feb. 10.

57 vy for models, 1 h.p.—FIlt, Mar. 30

58 NAVIGATION, use of magneto compass—FIt,

Mars 2:
59 NIEUPORT monoplane—Flugs, Feb. 28, pre-
viously published in AERO-
NAUTICS.

on any particular subject, this innovation is
well nigh priceless, as the whole art is spread
before them, month by month. In the March
number we printed a list of the publications
received, with the short titles opposite. This
list will be added to as articles appear, but it
WILL NOT be printed every issue.

60 PROPELLERS, theories and methods of cal-

culation—Wagen, No. 4, Feb.
61 “ analytic theory of the pro-
peller—Rendiconti Degli
Studi ed Experienze Aero-
nautical Laboratory of Ital-
ian Signal Corps, Nov. 30,

Net

62 RESEARCH, experimental at National Phys-
ical Laboratory—FIt, Mar. 28.

63 RESISTANCE of the air—Zf, Mar. 16.

64 oe head, and wing strains—FIt,

April 6.

65 SHORT monoplane—Flt, Mar. 9.

66 STABILITY, (and elevation and steering) by
hydraulics—Zf, Mar. 16.

67 s§ Wright stabilizer—Flugs, Feb.
28.

68 cf automatic—FIt, Mar. 2.

69 ie longitudinal—Tech, Feb. 15.

70 utilization of causes of disturb-
ance of air for automatic cor-
rection of equilibrium—Tech,
Feb. 15.

role oe inherent—Plane, Feb. 29.

72 STEERING and warping, a note—Baeron,

Mar. and April.
TATIN-Paulhan monoplane—F-zeit, Feb. 25.
TEACHING people to fly—Bao, Mar.
WARPING and collapsing (like a fan) of

wings—F-zeit, Feb. 25.
WELDING, oxy-acetylene process applied to

aeroplane construction—Baeron,
Mar.

7 WING strains—Plane, April 4.
8 WRIGHT patent status—Aircraft, April.

Ia sl!
> Ol Hm oO

=]

-1-1

Questions and Answers
Edited by M. B. SELLERS and HUGO C. GIBSON

ERRATUM

Referring to the question entitled ‘‘Lift per
Square Foot at 50 Miles,’’ in March issue: the
question which I received and answered asked
for the Maximum Pressure; whereas the ques-
tion as printed asks for the lift, which is quite
different; there was evidently a mistake in copy-

ing.
M. B. Sellers.

DIHEDRAL ANGLE

To the Editor:

Why is the dihedral angle unsatisfactory for
lateral balance? That would seem to be the
simplest mode of balancing to have the planes
curve up; yet it seems to be but little used.

Be ELG:, Lowa.

ANS: The dihedral insures lateral sta-
bility in still air, but has not been found
sufficient in gusty wind. A side gust has
more effect on a wing at a dihedral angle
than on one at no angle. However, after
the gust has passed, the machine with
dihedral angle will right itself. In doing
so the machine will rock.

WRIGHT CENTER OF PRESSURE

Technical Editor:

Will you please tell me where the center of
pressure will be located on a Wright type bi-
plane with a set angle of incidence of 3 degrees.
Aspect ratio 1 in. 6.25 and curve 1 in. 20.8;
having a surface of 460 square feet on the
main planes.

The camber is 3144 inches on the 6 ft. 1 in.
ribs, and we will assume that the machine flies
at 38 to 40 miles per hour and is equipped
with a 30 horsepower Motor driven by two pro-
pellers at 450 r.p.m. of § ft. diameter and 9 ft.
pitch.

The machine complete will weigh about one
thousand pounds.
J. C. M., Kentucky.

ANS: Center of pressure ‘Wright’
wing at 8 degrees will be about 43% from
front edge, or 3 1/3 ins. from front edge.
For data on center of pressure see article
in Mareh and April issues of AHRO-
NAUTICS on Hiffel’s experiments.

AERONAUTICS May—June, 1912

CRABB MMMM IMM MMEME MOSHI III HO HOO HO HOMO HAO HII II IOI IOI MIO IOI AHOIHIH HH HT

CURTISS MOTORS

Are designed and built solely to meet the requirements of
aviation. They are not a make-shift.

The requirements have been studied under actual flying
conditions—not merely estimated.

The service that you receive is perfect—not temporarily, but
always. It exceeds your expectations.

There are reasons for this superiority:

THE HOME OF CURTISS MOTORS

MODERN MACHINERY—UP-TO-THE-MINUTE METHODS
SKILLED WORKMEN—THE BEST OF MATERIALS

Accomplishments are OUR PROOF.
8 Cyl. 75 H. P. 4 Cyl. 40 H. P.

Immediate Deliveries

Catalog Y gives full particulars. Get your copy to-day.

The Curtiss Motor Co., Hammondsport, N. Y.

In answering advertisements please mention this magazine.

May—June, 1912

AERONAUTICS

/ELBRIDGE RESULTS

\ Cc. V. CESSNA STARTING CROSS-COUNTRY

The first successful machine, designed, built and flown in Oklahoma. Makes 60 miles per hour with
4-cylinder “‘Aero-Special ’’ Elbridge.

STICKING AT IT

April 19, 1912.
ELBRIDGE ENGINE COMPANY.
Gentlemen:

A little over a year ago I spent $5,000 for a monoplane and I was unable to make a really successful flight.
To cap the climax I[ had a fall of 75 or 80 feet.

Busted physically and financially, I spent the winter making a machine, and a real flier it has proved to
be, as you will see from the newsp.per clippings and photosI am sending you. The machine isequipped with
4-cyl nder Aero-Special.

On this flight I flew the first two miles on three cylinders and with throttle only partly open d, | I had
all the power I needed, but in an effort to start the fourth cylinder I yanked at the throttle and found it partly
closed. Opened, I could feel my speed increase, and in another second the fourth cylinder broke loose and I
sure did gosome. The machine easily makes sixty miles an hour. Some of the boys raced with me with
automobiles and said I traveled much faster than they could go.

Very truly yours,
C. V. CEssna.

{ wastes

A 1909 ELBRIDGE FEATHERWEIGHT

Dallas, Texas, April, 1912.
ELBRIDGE ENGINE COMPANY.
Gentlemen :

Enclosed please find picture of'our Peyton Tractor Biplane with one of your 4-cylinder motors, and clip-
ping from Dallas Morning News. I think I have accomplished some wonderful results with this little biplane.
I have risen from the ground in a run of100 feet, the Elbridge motor pulling her right on up until I straighten
her out. The,machine makes easily 60 miles per hour.

I purchased the motor from Mr. Gardiner Hubbard of Boston in November, 1911; he had had it about a
year. (Yes, and it had been in use since the winter of 1909-10, Ed.) The motor has alwaysrun until I shut her
off, and I am perfectly satisfied with it.

Give me prices on your new 4-cylinder and 6-cylinder motors, as we expect to build a passenger machine.

Respectfully yours,
Harry L. PEYTON.

NO OTHER AERO ENGINES MADE IN THE WORLD CAN
EQUAL THE DURABILITY RECORDS OF ELBRIDGE ENGINES

If you are in the market for an engine or aeroplane get our 1912 quotations. It will save you hundreds,
perhaps thousands of dollars. We can m+ke you wonderful price machines built by Wittemann Bros., Fred.
L. Shneider, T. W. Benoist, Burgess and others.

ELBRIDGE ENGINE COMPANY, 20SulerRead.

In answering advertisements please mention this magazine.

AERONAUTICS

Page 181

May—June, 1912

Patents Gone to Issue

Copies of any of these patents may be secured
by sending five cents in coin to the Com-
missioner of Patents, Washington, D. C.

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

It would take an entire issue of the magazine
to abstract in a full and clear manner the claims
of the majority of the patents issued. In a
great many cases it is even impossible to give
in a few lines what sort of an apparatus the
patent relates to. In most instances we have
used merely the word ‘‘aeroplane’’ or ‘‘helicop-
ter’ if such it is. Where it is impossible to
indicate the class, even, in which the patent be-
longs, without printing the whole patent, we
have used the word ‘‘flying machine.’’

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

k Editor.

Hildago Moya, Leicester, England, 1,019,514.
Mar. 5, 1912. Combination of balloon and aero-
plane.

Walter Edward Zells, Ann Harbor, Mich.,
1,019,579. Mar. 5, 1912. Combined aeroplane
and dirigible balloon.

*Alexander Horton, Portsmouth, England
1,019,646. Mar. 5, 1912. Hydro-aeroplane.

Alexander Horton, Portsmouth, England,
1,019,647. Mar. 5, 1912. Form of Parachute at-
tachment to aeroplanes.

*Joseph A. Goodwin, Berkley, Va., 1,019,782.

Mar. 12, 1912. SURFACES, dihedral angle, with
negative angle at engine section and positive
angle at extremities.

Joseph Junius, Tanner, Clover, Utah, 1,019,858.

Mar. 12, 1912. PARACHUTE.
Clarence L. Moore, Allenhurst, N. J., 1,019,987.
Mar. 12, 1912. AKROPLANE.

Vine Mullendore, Denver, Colo., 1,019,988. Mar.
12, 1912. FLYING MACHINE.

Louis C. Badeau, New York, N. Y., 1,020,015.
Mar. 12, 1912. AIRSHIP.

Gallus von Glaubitz, Munich, Germany, 1,020,-
088. Mar. 12, 1912. TOY AIRSHIP.

Charles H. Toliver, San Diego, Cal., 1,020,118.
Mar dg. 1912.5 “ATRSEME:

Ernesto Fuchs, Guadalajara, Mexico, 1,020,275.
Mar. 12, 1912. MULTIPLANE with telescopic
struts to use any number of planes desired.

*Robert Christopher Brandt, Oroville, Cal.,
1,020,342. Mar. 12, 1912. Tandem ailerons, one
set operated by swinging seat; other set moved
on turning the rudder.

Gustav Dusterloh, Sprockhovel, Germany,
1,020,484. Mar. 19, 1912. DIRIGIBLE BALLOON.

Reuben B. Swank, Dayton, Ohio, 1,020,628.
Mar. 19, 1912. FLYING MACHINE.

*Joseph Wetterwald, uucerne, Switzerland,
1,020,671. Mar. 19, 1912. AUTOMATIC STABIL-
ITY device.

Charles A. Schoonmaker, Syracuse, N. Y., 1,-
020,718. Mar. 19, 1912. MONOPLANE.

Edmund J. Ogden, Springfield, Ills., 1,020,775.
Mar. 19, 1912. AERIAL TOY.

Ira Allen, Dansville, N. Y., 1,020,8/0. Mar. 19,
1912, ATRSETP:

George W. Tate and Charles W. Rice, Chap-

pell, Nebr., 1,020,935. Mar. 19, 1912. FLYING
MACHINE.

Milton Chase, Haverhill, Mass., 1,020,945. Mar.
19, 1912. HELICOPTER.

Halvor O. Hiane, San Diego, Cal., 1,021,040.

Mar. 26, 1912. STABILITY. A vertical pivoted
fin above top plane, to operate ailerons or warp-
ing device.

Jesse B. Lainger and George J. Yerger, Kan-
sas City, Mo., 1,021,105. Mar. 26, 1912. FLYING

MACHINE.

William A. Brewer, Pittsburg, Pan, LAO2t 129:
Mar. 26, 1912. AEROPLANE.

Leroy A. Fish, Cloquet, Minn., 1,021,139.
26, 1912. FLYING MACHINE.

Frank Biberstein, Milwaukee, Wisc., 1,021,178.
Mar. 26, 1912. SURFACE designed to give more
area to planes of a given size.

Everett E. Thayer, Jackson, Mich., 1,021,278.

Mar.

Mar. 26, 1912. KITE.
Baxter W. Blewett, Denton, Texas, 1,021,299.
Mar. 26, 1912. ABROPLANE.

Charles A. Rush, San Francisco, @al., 1,021,338.
Mar. 26, 1912. Flying machine, aeroplane, hydro-
plane and balloon in single structure.

Michael H. Whalen, New York, N. Y., 1,021,496.
Mar. 26, 1912. FLYING MACHINE.

: Norman W. Knight, Spangle, Wash., 1,021, -
784, April 2, 1919. Combined PARACHUTE
and helicopter.

Howard Farrell,
1,021,830, April 2, 1912.
main planes rotatably
cygipal axis of machine.

ra Lee Martin, Portland, Oregon. 21,877
April 2, 1912. HELICOPTER, eon? 2921877,

Adelbert A. Fokken, Raymond, South Dakot:
1,021,925, April 2, 1912. VARYING INCLINA:
TION of plane; feathering propellers.

Rupert L. Brough, Middlebury, Vermont, 1,-
022,018, April 2, 1912. HELICOPTER. “ie

Vincent C. de Ybarrondo, Los Angeles, Cal.,

Lestershire, New York,
STABILITY device:

mounted about longi-

1,022,117, April 2, 1912. Plan desi SUR-
FACHS. a ee
Otto Beth, Lynbrook, New York, 1,022,293,

April 2, 1912. Biplane KITE.
Varnum F. Carpenter, Cleveland, Ohi 1,-
022,302, April 2, 1912. HELICOPTER. rye
Sern P. Watt, Seattle, Wash., 1,022,715, April

9, 1912. STEPPED AEROPLANE with balan-
cing planes.

Henry Dessie, Washington, D. Cr O22 ain
April) (9) Alono% PLURALITY of superimposed

planes of varying sizes.

Lazar Lukacs, New York, N. Y., 1,022,793,
April 9, 1912. STABILITY by swinging seat.

John A. Warrick, Chicago, Ills., 1,022,903,
April 9, 1912. Means for flexing planes and
changing angle of incidence.

*Alcide E. Beaudett, Albuquerque,
Mexico, 1,023,000, April 9, 1912. Shock absorb-
ing LANDING GEAR.

Jesey H. Buchanan, Midway, 1,023,-
C65, April 9, 1912. PROPELLER. :
_Jules Raclot and Camille Enderlin, St. Maur-
Des-Fossés, France, RUDDER.

*John Newton Williams, Derby, Conn., 1i;-
023,233, April 16, 1912. HELICOPTER: Ina
flying machine employing a plurality of pro-
pellers rotating in: opposite directions; means
for differentiating the superficial area of 3
propeller rotating in one direction from that of
a propeller rotating in the opposite direction
and thereby inducing rotation of the machine
in a plane normal to the propeller axis, ete.

Hermann Faehrman, New York, N. Y., 1,-
023,367, April 16, 1912. Means ‘for’ creating a
current of air under the planes, variable cur-
rent, etc.

New

Texas,

Manfredo Ferrero, Turin, Italy, 1,023,369,
April 16, 1912. Ornithopter.

Joseph Wymore, Seattle, Wash., 1,023,404,
April 16, 1912. AIRSHIP. ‘

Bruno Sitzenstok,
23,484, April 16,
George Nelson
1,023,534, April 16,
Arthur Henry
London, England,
AEROPLANE.
Donald McKay McLeod,
1,023,667, April 16, 1912.
John J. Reetenwald,

Tompkinsville, N. Y.;° 1,-
1912. FOGDABLE PLANES.
Spencer, Forest Grove, Ore.,
1912. HELICOPTER:

Edwards, Stoke Newington,
1,023,556, April 16, 1912.

Lake Charles,. La.,
AIRSHIP.

Mount Oliver Borough,

Pa., 1,023,759, April 16, 1912. Collapsed balloon

attached to aeroplane carrying tank of gas.

For use in case of accident.

AERONAUTICS

Page 182

Mav—June, 1912

Index for Volume X.

Note.—Volume I started with the first issue,
that of July, 1907. Volume II started with the
issue of January, 1908. Volume III started with
the July, 1908, issue. Volume IV started with
the January, 1909, number. Volume V started
with the July, 1909, number. Volume VI started
with the January, 1910, issue, and Volume VII

JANUARY, 1912.
Page
Review of 1911 Forecast for 1912...........
American Aero Records .....---++++++s+eeee: 5
Construction Aids XXI.........:.---..-.-+- 6
Report on Propeller Experiments, by M. B.
NEllETS Wiest tareletelohetetareicvote ele chev cleo telelelenelaeletele 7

Natural Gas for Ballooning, by F. F

CHAI T erator ierebateleietebetisiencloloeieKeiatskeRekeketarenayt= 10
The Aeroplane and Motion Picture Camera,

by Israel Ludlow.........-.+++..+eseeeees 3
Kirkham Tractor Biplane Description...... peels
New Voisin Canard, with scale drawings.. 17
Curtiss Hydroaeroplane ......-.--++++++++:- 19
Morane-Saulnier Monoplane with = scale

GheMnliess goopooodoocObDaUoGoUdOGUOdUCuOOnD 23
Model Notes, by Percy Pierce.............. 25
Jennings Monoplane .....-..-+-++++seeeeeeee 27
Ne ADIOS! Boongacogone Baa averonretalioy onovousie hers feactio iors 28
Gyro Rotating Motor...........+++++..+++-- 33
Questions and Answers, by M. B. Sellers.. 35
Patentse LSSUe Gites cretetetarstetctelaleepellepatelol elielisrems toons 3

FEBRUARY, 1912.
Comments on Mr. Sellers’ Paper, by

VWlboUr Re Gina eee crercpe tere chelere cre wieeielslrel 37
Weights of Various Woods.....-.-..-++++: 38
Notes on Propeller Design, by Spencer

Teal eee eee leeks never holon skeyeseneasnicions 39
Coffyn Hydroaeroplane, with seale draw-

LIDS S ie erserere eeketer neon oneN Nee one ets ofc roll(onano nal aNeantonere 45
Construction Aids XXITI.................... 44
Strut Socket, Means Control, Air Speedo-

meter, Hydro Engine Starter, Pressure

Equalizer for Ailerons, Wire Mesh Balloon

HELD Ce rere eon cr oytarolcveuetelteNoeloletevotatoietehsrotc he 45
Columbia Biplane Description.............. 50
Jennings Monoplane, with scale drawings. . 52
Model Notes, by Percy Pierce..........-..--- 54
Boland Biplane with scale drawings......-. 57
Fixed Ignition for Aeroplanes, by R. B.

RU VaEAMSTIDA TAI de teteteie retro corcketeetelolc loco naleteceveleushsloletaracsrs 62
Los Angeles Meet, by Prof. H. La V. Twin-

LL enero heacte ledol stele sel -tallellsloke terol eyeteds tonal vaterols esataleae 3
INIECTOLORY: | sists tens sleleonccerereneta1- rej) ol olaxete va) «| slejielelejelole 64
Scott Bomb Dropping Trials...............- 65
Fowler Completes Transcontinental Flight.. 66
Army Purchase of 5 Aeroplanes..........--- 67
ING LOLS i epreretee ele eketctoer cholo ctalCorwliove) eeteleleliot-) lefevre 68
Sturtevant Acro Motor... ..... 2.6 .\0 56.2 69
Welles and Adams Motor..........-..--++-- 70
Trebente Rotary, MOCO re were cieiel severe ote elelnistelel= 71
Questions and Answers, by M. B. Sellers... {ir}
PATCHES MALSS UCC cic ere iclereleleiclotefevoveloteiele etelenetefeharete 74

MARCH, 1912.
Resistance of the Air and Aviation, by

INIED BES SEITEN acetate tale ciclotelene i ctatetenete ihn oneis 75
Water Flying as a Sport, by Glenn H.

GUITALISS) creer Cie cierenede siete encteieyete lo uereloRoheleweter-t-ye SO

My Experiences Abroad, by Hugh Robinson 8s1

Burgess Hydro Shed, Starting Low Powered
Water Planes, Holes in the Air, Gasolene
Purifier, Pedersen Oiling System, How to
Build a Shed, Motion Picture Apparatus,

Flying at High Altitudes, Alexander
IMO COM LUZ Ce eerste etaveleicicterele lavche stegetAgonsielsPur-t=l= 83
Model Notes, by Percy Pierce..............- 86

Model Flying in Japan, by K. Nakagawa.... 87
Albatross Biplane, with scale drawings, by

POKUCZ | PC OELSTOM IN: croton iecotedele eta leletelleretienetor-teletedere tens 89
A. A. S. H. Monoplane, with scale drawings 92
Gage Biplane, by C. T. Shaffer............- 97
Benoist Biplane, with scale drawings, by

ATATOILY, | UEUTATLUIS fe elersls fo) sierareleKelel «icelalialeheretoKokelslavars 98

started with the July, 1910, issue. Volume VIII
started with the January, 1911, number. Volume
IX with the July, 1911, issue. Volume X with

January, 1912.
Only principal articles are indexed. News

notes in general, and smaller mentions are not
indexed.

Page
Wirighit Suit, ini (Germianiyee ci. -1- irae ele 100
World) “Awiation Iiecords s..ccl-te ieee eee 101
Oakland Meet, by Cleve T. Shaffer.......... 102
Parachuting from Benoist Aeroplane........ 104
INJG@ CE OLOS Vim iieratelerevele ro kote ts alo voel trols dave ever sTobeeses ene tent 106
INOW APIlOES. oaccvie cee eis athasvs eat eee ic re ae eae etens 106
Bibliography oz World’s Journals.......... 107
Questions and Answers, by M. B. Sellers.... 109
Patents WISSWe GU rejereyeleneiorexeterer Rolctereretekctoton-astaicnetenens 116
APRIL, 1972.
Safety in Flight, by Capt. W. I. Chambers 111
On? Wing WHoa Gin ia... 3. coctssao nae ae eee 114
“The Fallacy’’ of Existing Systems of Lat-
eral iControl ibyscAt As eller eerertener perros 115

Spring Shock Absorber, Stevens Parachute,
S. B. R. Cable Clamp, Thomas~Dual Con-
trol Monoplane )ual Control............. 117
Inverted Aeroplane Stresses, by Orville

Windiat) 6 a2 eee hi se eee wie fo dare neeneveae se teas eae yete nena 119
The Resistance of the Air and Aviation, by

IME ABS elllense airs stovelece tele <lecalotn oe,» Ses eros AE
The Curtiss Hydroaeroplane, with scale

GEA WANES lel asshole clone le ieien ener 126
ModelNotes, bi Pency, Rien@eae este 131
The Sparling Headless, with scale drawings 133
The: Monaco! Walter sMieete aes ec set-ieneereeeteieneeae 135
French Army Suspends Use of Monoplanes 1387
Wirilehit eeaitenteSuitSevcsrae-teieietetar raise terete 113 37/
TMheiGreat AmenicanmCireuiitermme reer 1A7
Militarys SAsvicitlOmlecre)peieierttor)shel=ierenerenenoeianetersnels 138
Miss Quimby Flies Across the English

Channel—Meanis) d2rizenieeciiciiess -porctetenerere ere 139
Death of Rodgers—Necrology.....:ss2.08-- 139
Drs Bellispvetrahedrall blister l-osrietee iene 140
The Aeronautical Manufacturers’ Associa-

CHOM SaNid cca cle eeepc herr oleae eae 141
TherwNiew Maximotor= Hneine rarer oer 142
The Mead Rotary Valve Engine............ 143

MAY-JUNE, 1912.
See Special Notice on Change in Date, on p. 165.

Safety .in Flight, by ‘Capt. W. Irving
Cham Oss Shae eae rerche hens yeleesin ekekeke) easkete erence nena 145
Thomas Brothers’ Monoplane, with scale
GraAWiNes: =. he yeccierevsrers cree renee ene ceed ase 146
Burgess Military Biplane, with scale draw-
LINE Sl verepe tote ee cHedt teensie) oisvokeisliaieii- te ksteh del emettetelaeata 148
Burgess’ Pontoon eect ice <e clersrates et reise 150
Gallaudet Bullet, with seale drawings .... 151

Wright Model C’ and Pontoon, with scale
GNA WAINES | Silo eiclelere peers clete nian otefabeie ie tashonrstiere 152
Rex Monoplane, with scale drawings .... 157

Curtiss Biplane Racer and Pontoon, with
SCale GUEAWANES crea ete leteieneensususterscheneteraneneralta TS

Queen Aeroboat, with scale drawings ..... 162

Venturi Tube Stabilizers, by F. W. Barkers 166

Palace Aecronawtie dle wSIlOWs ejeiielsiereteteoinrstats 167
AEKeece Awol Badin acaucakosoaccodiogouuOcun 6 169
Whar Alm S: WMO TOME tenctactcleenchelelonei-peisteltefatogatatanetehais 170
Ui orrMoloia ai Kotole smn cos onudooc os DOO Ou. Coos 170
Sturtevant Propeller Testing Device .... 170
Aeronautical Manufacturers’ Association
WinME Oy ee yehe eis eds aeeneteoe le lekener= ened tele dey ceeeaaete 172
Well Known Blight Propellersia. - ccs 173
Model Notes,. by Percy Plence >... 5-..-5.. 174
IDYs}:yelal Core MNWNAUloyobd NWNOaksloey —Ssqccqenddco sac O° 176
WiecrolOgy 7 or cndic os et erekeree hone aroleeyt eas tele ferent 179

Bibliography of the World’s Journals .... 180
Questions and Answers, by M. B. Sellers... 180
Patents Issued

AERONAUTICS May—June, 1912

te am

BALDWIN

Vulcanized Proof Material

For Aeropianes, Airships, Balloons. First Rubberized
Fabric on the market. Lightest and strongest material
known. Dampness, Heat and Cold have no effect.
Any Strength or Color.

“Red Devil” Aeroplanes

That anyone can fly. Free Demonstrations.

Hall-Scott Motors

Eastern distributor. 40h.p., 4-cyl.; 60 and 80 h.p., 8-
cyl., on exhibition at Frank Schumacher’s, 164 W. 46th
Street, New York. All motors guaranteed. Immediate
delivery.

Experting

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

CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York

AEROPLANES
—_ =.

In answering advertisements please mention this magasine.

AERONAUTICS

BeBe feof fe oe fone of of oe forego oe of of fe of fo oe of of ofa fe ofa ofa of of of of ofe ofa of of of oho ofa fe oa ohn oho of ofe ofa ofe ofa ofa oe of of oho oho oho fe ho oh ibe efpofohe ofooe ofo eo Jo oo of of fe Fo oho forge of fe oho oho fe fe ofe feof oho oho forge fe ofe ohooh oof

bd>>

Mav—June, 1912

Aeronaut Leo Stevens

GENERAL MANAGER OF

MISS HARRIET QUIMBY

First Aviatrice in the World to Fly Across the
English Channel in a BLERIOT MONOPLANE

@ Controlling the
Flock of
Licensed Aviators

Greatest

in America.

@_Operating the
Leading and Best
make machines in
the World.

@ If you contem-
plate ~Elying ait
your place, com-
municate, direct.

@ Leading Balloon
and Airship Build-
er of the “VWVorld.,

@ Balloons and
Dirigibles for every

purpose.

@ Constructor of
95% of the Balloons

used in America.

A.

BOX 181, MADISON SQUARE

eb obbeboledeeleode ford ole ode oho o]e fe ofa nfo ofe nfo ofeofe fe eso ofe ofa oe oje ofe ofa ofoo}e ofe ofa oho ofe ofa he ofe ofa oho ole ofe ofoahnofe oho oho oho ofa fo ohe obs fe oo ofe hones

LEO..5 Toe ViEsNS

NEW YORK, U.S.A.

In answering advertisements please mention this magazine.

Sp oPpofoofeofocfe ofoofe ofe efu nfo ofe ofo ofa ole cfooa nfo ofe ofe fe ofe ofe ofe fu oFe ofe ofa ofa ole ofe ofa ofa ofe ofa ofa ole ofe ofa eho ofe ofe ofa nge ofe ofe ofa oke ofe ofa eho ofe ofe ofa of ufo ofa abe oho ef:

PEPE EEE EEE EEE EEE EEE EEE EE EEE EEE EEE EEE EEE ES EEE ES EEE ST

>

AERONAUTICS |

»

SHA IK III IIIA IIS ISI ISI IS ISI SIIA

1200 to'4800"

We GUARANTEE each
machine to fly at least 1,000 ft.
in height and at least 10 Miles of
cross-country flying before delivery.

We GUARANTEE our

workmanship, material, and_fin-
ished machine to be superior to
all competitors.

*

*

+

*

*

*

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*

+

*

*

*

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+

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i To owners of REX MONOPLANES
: we will replace wings, wheels,
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chassis or any other parts broken
during the entire life of the machine

at COST PRICE

This means a saving of from

50% to 75%

NOW AT
NASSAU BOULEVARD
FOR INSPECTION

AND

DEMONSTRATION

See Our Machine at the Show
TELEPHONE APPOINTMENT

677-L Tompkinsville
*1200ic: to°48003:3
Rex Monoplane Co.

SOUTH BEACH, S.I., N. Y.
WII III IIIA KI IAAI IKI AIA AIA

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May—June, 1912

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Sturtevant
Aeronautical Motor

FOUR AND SIX CYLINDER
Four Cycle—Water Cooled Automobile Type

An Aeronautical Motor built for service
under all conditions and at extreme angles

—Heavy enough to be durable—light enough
for flying. Lightness secured by refinement in
design and in those parts best suited to give
lightness. No vital parts weakened to give
light weight.

—Entire design tends to eliminate trouble pro-
ducing parts. There are no push rods—no
rocker arms.

—The valves located in the side are instantly
removable for re-grinding. No danger from
broken valves. The exhaust valves are equip-
ped with lifters to permit coasting in air.

—A\ll the gears are enclosed and run in oil.
The high-tension Mea Magneto permits easy
starting with retarded spark.

—A muffler may be furnished if desired, which

makes the motor practically noiseless.

—The normal speed of 1200 R. P. M. may
be reduced by throttle to 300 R. P. M.

A Dependable, Durable Motor

backed by the Sturtevant Guarantee.
Ask for Catalogue 200 J

B. F. STURTEVANT COMPANY

HYDE PARK, BOSTON
MASSACHUSETTS

Offices in all Principal Cities

= / Tandem Gear Pump
TheHeartoftheOiling System

In answering advertisements please mention this magazine.

AERONAUTICS May—June, 1912

Complete Aviation
Power Plants

Backed by the Hall-Scott guarantee of excellence,
reliability, flexibility and power, to a greater degree
than can be found in any other motors (with equal
number of cylinders and size in bore and stroke).

Fifty per cent. total entries
Los Angeles International Meet
Hall-Scott equipped seventy
per cent. at Oakland Meet

Hall-Scotts purchased, used, and endorsed by the
greater number of professional aviators

Send for new catalogue (now ready)

Address: Capt. THOS. S. BALDWIN
P. O. Box 78, Madison Square, New York

or write direct to

Hall-Scott Motor Car Co.

740 CROCKER BUILDING SAN FRANCISCO, CAL.

In answering advertisements please mention this magazine.

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