See ean

Fg es,

xe

ata RS ame ea
pha vtreomehaee ee
Ne aoe

i

Senitstaeaclial
ee eon:
pia

St er,

se

RE Oe yaa

eh AR Aci ce

Se rena

Lhen-nethaachon ee

as

Rs Oe weir es
eee “y head

_ eke hee:

Sele ee

Dahnebodagt acl

Se %
=
2 wa

i we te

Sea
ee es
OER
pei re ee
Fae ar ee eS

ane rie eek,

> e s Se é > = ae
S ee —_ SS SS = = Fe .. e2
‘ “LIBRARIES SMITHSONIAN NOILNLILSNI NVINOSHLINS S$
wn za ". wn = w” = w
= = = = = gw, = =
g - 3 2 Z bi bb ee 8
S is Zz i= Zen Aa ie zy
> = ‘ ze = oa = >
z ” = = ” Zz ” z

! INSTITUTION NOILNLILSNI_NVINOSHLINS | _LIBRAR | ES SMITHSONIAN It
= a z ea a
<= ud ul tu WY

“ : a 2 4 - Yi,”
4 < e . = <x Up” Uf 4
c a = cc = ae PSG CS
f =
= cc = co = mam.” —
Oo aes oO — O a oO
=z — = - z a) z
““S3lIYVUdIT LIBRARIES SMITHSONIAN INSTITUTION NOILNLILSNI NVINOSHLINS § §
SS wo = . o me bs °
E 2 5 2 5 2 ON 5
= > ¥ > - WS Ne fi
5S a om 2 a a SO =
5 2 ; é ; Na
2 Hs z | Oo Zz sh
i INSTITUTION NOILONLILSNI NVINOSHLINS S31YVYatIT LIBRARIES SMITHSONIAN |

Xe

INSTITUTION NOILALILSNI NVINOSHLIWS

NVINOSHLINS S31YVvy

NVINOSHLINS
SMITHSONIAN
i

SMITHSONIAN
NVINOSHLINS

¢C

.

Ss saiuvualy

Ydgi7 LIBRARIES SMITHSONIAN

” > z ld >
ul & | o » ra
& S = a S _
a: 5 oe a a S
= 9 . ) 3S 5 5
4 Zz a - Fa a 2
N INSTITUTION NOILALILSNI NVINOSHLINS S3IYVYdIT LIBRARIES I
Gg Z cae = = =
Q = ow = ow =
a oS a 5 a >
-33 = > - > - <>
2 = a = a = es
a E = x =. :
Hi z D = Oo z D
S S3IYVYaIT LIBRARIES INSTITUTION NOILNLILSNi NVINOSHLIWS §
n “ = ‘s 2 = © n = wo
= < = = i ; < =
4 z \ a Zz si a S
i 2 NA: 3 : Ag :
2 E NO Zz = 2 E Z,
> “NN > i =
a a Oe ibe a 2 a 5
N Seon NO oN i LIBRARIES SMITHSONIAN |
-_ -_ wo —
a 2 b ul a ul es
EG o Cc SQ. FS o Cc ow Ss
= co = > oo = a =
o = ° “as ae Oo aa Oo
z ey = a = =i z
IS S3INYVUSIT LIBRARIES SMITHSONIAN INSTITUTION NOILONLILSNI NVINOSHLINS |
e ~ SON, S ~ qHSON = a a
Sh een Sa = ‘DST = Loum S
E yr ya > [sy a 5 ef Nb a (z| 2 5 OK >> 0 Ee
Pie @)> GE 3iev7ZH > te S32 Ge 4A >. =

A
SS
SMITHSONIAN

Ssaiuvag

INSTITU
LAWSON,

x
:
a
S3JIYVY

saiuvy

INSTITU’
RESON
Ay.

INSTITU

IBRARIES INSTITUTION NOILALILSNI NVINOSHLINS S3IYVUSIT_ LIB
“e wo baa ° w” ma un > =a “e
= <x \. = My < = <

a os = Nip, ZH = =
Ble S ¥ MLM. oO =i 2, oO
Zz E NW 2.97 7 & Z| e
: co 5 : :
_NVINOSHLINS, S31YVYEIT_LIBRARIES SMITHSONIAN INSTITUTION Nol
z= ud ae us 4 Z Ww
Ys.
: e = = OG," :
a << a < Gi fer a <
= SY ao om m.” _ om
Sie. 2 5 2 A
BRARIES SMITHSONIAN INSTITUTION NOILALILSNI” NVINOSHLIWS Saluvugia LIP
= z= t ; 2 Re
° “wo ° os A oO om
F . K 00 SS = 2
im & > = >: XY - >
ao a = ) ‘NY _ =
_ =
= ie , 2 i . 2 a
= — wo ?. Se
NOLLALILSNI_ NVINOSHLINS, S31YVUaIT_LIBRARIES SMITHSONIAN "INSTITUTION, NO
<x Se eS 2. et. JS
Z = ft bp 5 fe BW Et
Oo LD “4 oO aL O ; — bse
2 i Gif g 2 By
= “= iy = z= = za 4
= = LY) = Te = >
wo z w * Ps Ww =a

LIBRARIES SMITHSONIAN INSTITUTION NOILNLILSNI NVINOSHLINS Saluvugi7_t!E

” z ” > se “ =
= 4 ” a B QE a | e
oy a oc 4 eX 3 fs
ts = x = NS a 2 c 2
ee ee =o \\ & a
m = oo a oO aa
ee Y Oo = Oo a0 3
4 - co = NANT NO!
NOILALILSNI NVINOSHLIWS ~°4 IuYVvud r1 tl BRARI ES_ SMITHSONIAN INSTITUTION _
: = = wo f
2 Ne 5 2 : z > &
> “SAY : Ke > "% =
2 SS 5 2 Ei 2 EX
m Ww 2 m a5 m z
wm ae ce wo = w _

LIBRARIES SMITHSONIAN INSTITUTION NOILNLILSNI NVINOSHLIWS, SaluvaaiT_ tlt
= a z He < = yp, §
a z a t(i/4me 4 5
2 = oY fa * zZ =
> See ss >" = > a

7 Pe icaesat e 5 NO!
_NVINOSHLINS S3IYVYSIT_ LIBRARIES SMITHSONIAN INSTITUTION |,
z a S w oF

z : ; - z

Z < a < < (

ce e oc “e .
3 a oo” co
o a =
2 : = a -

LIBRARIES SMITHSONIAN Saiuvugiin LI!

tl f5

INSTITUTION NOILNLILSNI NVYINOSHLIWS

AHSON/S

‘\
sy or
z BI
Sr. wae

TUTION NOILNLILSNI
'

SA

YVYSITI

PCy

jVUYGIT LIBRA

SVMS
te

=
iG»
ITUTION
ITUTION
0 No?
.
iwy¥git
V4

ie

A iss SP RRaD 73 / ae -
On i i ci ue eo i ¥ a ; a .
He wr ih, y a i ie —_ i
f M a ie) ya te a
e vi _ i :
7 ' j . e ' ' o
a 1 Ny ots
es i » te | !
i en
a. ‘ :
‘ pe ; :
rae nh via é
‘ ,
a
io
®
At

Ty
‘ Fhe
a: mii ae aa is
ry

Mia a 7
mee i ~ fr Zi

Hy i
Pop? Om
yy i ag i

5 7 ?
; é

ij we | 7
st

— s

wiih i
1S), up we

F

Wi a

VA ee Ue

bpypjyyW
“Wd”

WY Wy, y yy
TO

Te .
Sanz

TP

My

LL

|

3

i

\}

i

f \ IK

\ iN
kd

\
CIT
(-WZ

Serial No. 59

1912

3

JULY

1

Vol. XI, No.

in Colors

36 Pages

It Fully Describes

6-XX 125 H. P.

G, LIKE THE ROBERTS MOTOR, IS THE FINEST THING

THE CATALO

A POSTAL WILL BRING IT.

N
me
<
L,
S
:
=
xz
Q
=
<z
:
RB
<
S
<x
S

ek

Mf

=
we

— saar Ae
AN

WANN

Cy. F

Se 5

AEDHAITATITISMC? NNFCaoO arn IF «4 MAacld Sa...

aa oe ee ue

AERONAUTICS . Cee ite one July, 1912

PRESETS ETT 55555555555555554555hhh4H5hHh444Hh4hH545HHHHHH55HSSHh545HSSSH4HSSSFSSOSSSSSSSSSFH

KIRKHAM AVIATION MOTORS
1912 MODELS

alma
1503

Oe PESOS OSES SSSSSSOSSSSSSO SESS OOPS SHS OSHS OOOO SOSOOOOSO FOSS SOO SHSOOOOOOOOD

ov SAR

Model B-6, 50 H.P., Weight, 235 lbs.

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 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 savona. new york

PPPPP POS SS OPP PP PPP PPP OPPO OOOO POPP O OPPO Te TT Te tee Tee tee tt5t5555555555555555555555455HHH55HHHHHHHHSHSSSSSEESI pee T TT ToC TTT ee eee TTT PPT PTT PP eee eee er eres

Pee Pee Tee eT ToT TTT TT TTI reer eee ee ee eee eee eee)

In answering advertisements please mention this magazine.

AERONAUTICS July, 1912

““Strength—Efficiency—Design—Durability ”

\CAN* PROPEL,
nek En Co

TRADE MARK

PATENTED MARCH 14, 1911; JULY 25 1911; OCTOBER 17, 1911: OTHERS PENDING

HIGHEST ENDORSEMENT BY FRENCH AND AMERICAN LEADING AVIATORS

DIDIER MASSON, Licensed by Aero Club of France

Masson-Gnome Biplanes, Management of Ivan R. Gates

AMERICAN PROPELLER COMPANY, Clinton, Iowa, May 20, 1912.
243-249 E. Hamburg Street, Baltimore, Md.

Gentlemen :—Enclosed please find some pictures of the Paragon Propeller mounted on the Gnome
engine in our machine. I have also enclosed some pictures of Mr. Masson and the new military biplane.

I wish to state in behalf of Mr. Masson, that in our four years’ experience in this business, we have
found no other propeller equal to the Paragon in strength, efficiency, design, durability and appearance,
which I think covers all the good gualities a propeller should have.

We wish to thank you very much for your considerate ana courteous treatment in taking care of
our orders. Your promptness is greatly appreciated and if there is any way we can favor or assist you in
a business way, we will be pleased to do so. Thanking you again for your favors, I remain,

Very truly yours,
IVAN R. GATES, Manager for Didier Masson.

The above is an example of the kind of letters that come to us every little while, unsought and unexpected,
from customers who neither ask nor receive favors.

Propellers are cheap or dear according to the results they produce—the satisfaction they bring. Measured by
their results, their lasting qualities, their genuine value, PARAGON PROPELLERS are the best and the cheapest
in the world. Think it over, Mr. Purchaser. Let us furnish you the best propeller you ever used. It won't cost
much. Then ask our price for a dozen or twenty. Their cheapness will surprise you. Our fine new factory enables
us to kill competition when it comes to quantity orders. Try us. We take all the risk. We guarantee every one

AMERICAN PROPELLER COMPANY, 943.045 ‘Eat Hambare Street Baltimore, Md.

BURGESS
SUMMER
TRAINING
SCHOOL

The Hydro-aeroplane Has the Cail fer 1912

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.

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

In answering advertisements please mention this magazine.

Efficiency of
Service

HE worth of an aeronautical gas engine
can be made evident or marred entirely
by its ignition system.
No engine is satisfactory unless it is as efh-
cient as or more efficient than required—the
greater the efficiency the more productive
and valuable the engine becomes.

Bosch Magnetos

are equivalent to efficiency; engines on
which they are employed are noted for their
unceasing, unfailing power-productiveness—
their mainstay, the ignition system, requires
no attention.

Bosch-Equipped Engines are
Reliable, Efficient Engines

Be Satisfied—Specify Bosch

Bosch Magneto Company
223-225 W. 46th STREET, NEW YORK

AERONAUTICS

Page 1

July, 1912

CGAilbur

Wilbur Wright was made the recipient of
many high honors as follows: Gold medals of
the Smithsonian Institution, Decoration ‘‘Cheva-
lier of the Legion of Honor of France,’’ Sou-
venir of the Aero Club of Sarthe, Medal of the
Congress of the U. S. A., Bronze medal of the
International Peace Society, Gold medal of the
Aero Club of the United Kingdom, Gold medal of
the Academy of Sports of France, Gold medal uf
the Society (French) for the Encouragement of
Aviation, Gold medal of the Aero Club of I'rance
Gold medal of the Academy of Sciences of
France, Gold medal of the City of Dayton, Gold
Medal of the Aero Club of America, Gold medal
of the Aeronautical Society of Great Britian,
Gold medal of the City of Le Mans, France.

AVNHOUSANDS of eulogies
< have been said and written
since the death of Wilbur
Wright. The news of his
death brought telegrams
and resolutions from all
over the world. Strange as
it may seem, few have com-
mented on him as a Man,
though his work has been
lauded to the skies. He
misunderstood; he realized

was. generally
this but apparently cared little what the
world thought of him. This is unfortunate.
Those who knew him best were scarcely
able to pierce the veil which seemed to sur-

round his intricate nature. Suffice it to say,
however, that the better one knew him, the
more he was loved. The world never ob-
tained the proper perspective.

The greatness of the Man, the wonder-
fulness of his invention, made it difficult to
place on record an estimation of the loss
to human progress.

The Committee of the Aero Club of Penn-
sylvania was ‘confronted with a task made
doubly difficult by the inadequacy of any
mere words or formal phrases to express
the deep sense of loss which his death has
brought to all who are interested in the
science for which he was the pathfinder.

Wilbur Wright was one of the world’s
great achievers. His mind was a furnace
of thought, and out of its fierce focal fires
came a perfected ideation. It requires cen-
turies to produce his like. He was an
original and when Nature fashions an
original she usually hides the molds for a
long time.—Detroit News.

Wilbur Wright will rank in the esteem of
future generations with Watt, Stephenson,
Morse, Edison and Bell.—New York Times.

With his brother, Wilbur Wright stands
forth as the true conqueror of the air, the
father of flying, the inventor of the method
of balancing without which the modern
aeroplane could never have been.

—London Daily Mail.

It was one of the premier feats of man’s
invention.—Portland Ore., Journal.

Never did men do a big thing as modestly
as the Wrights.—Muskogee News.

CAright

With the exception of the last above men-
tioned, duplicate honors were conferred upon
Orville Wright.

Among other recognitions of the Wright in-
vention are the degrees of L.L.D. of Oberlin (O)
College, Master of Science by Earlham College,
(Richmond, Ind.), and Doctor of Technical
Science of the Royal Technical College of Mun-
ich, granted to both Wilbur and Orville Wright.

Both the brothers were made honorary mem-
bers of many societies, including: Aeroplane
Club of Dayton, Aero Club of the U. K., The
Aeronautical Society (U. S. A.), Aeronautical
Society of Great Britian, Aero Club of America,
Oesterreichischen Flugtechnischen Vereines.

“We feel that the passing of this pioneer
indefinitely postpones the next great step
in aviation. What that step will be, no man
now living can say with certainty, but
Wilbur Wright’s marvellous instinct of
flight was such that we, with many others,
have long felt that from him would come,
sooner or later, the discoveries which would
remove the present limitations of the art
and lift it above the prejudices and objec-
tions with which it is now so frequently
confronted.”

Wilbur Wright’s methods of work were
such as amply to justify the belief that he
would first make flying safe as he first made
it possible. He was no sensationalist. The
wave of popular enthusiasm over unsafe
and ill-considered aerial feats of daring left
him unmoved. He not only recognized, but
insisted upon the limitations of his art as
so far developed, and his whole interest was
not in present day popularity, but in
that unselfish and truly scientific delving
for something better and higher in its use-
fulness that would have meant ultimate
triumph and the true launching of the great
art of aviation upon the career of service
to mankind which we all believe the future
holds in store for it.

Place such benefactors of mankind, as
Wilbur Wright and Orville Wright in an
entirely different class from Caesar and
Napoleon. To have served mankind un-
selfishly in the arts of peace is greater than
to’ have waded through slaughter to a
throne.—Dayton Journal.

The Nobility of the earth make pilgrimage
to reverently honor the transcendent merit
of the silent, modest, immortal Wilbur
Wright.—Rev. Dr. Hale.

He was the first man to conquer space
with a craft heavier than air.
—Reno Gazette.
The ‘American whose spirit has just soar-
ed higher than any aeroplane will ever reach
was fully entitled to the honors which are
the inalienable right of the pioneer in the
untrodden fields. If Wilbur Wright was
not the discoverer of a new principle in
mechanics at least he was the first to apply

AERONAUTICS

Page 2

July; 1912

in a practical way the method of flying
which he and his brother jointly evolved.
wok The Wrights were creators, the
French adaptors.—Pasadena News.

In the death of Wilbur Wright the world
has lost the man who really showed the way
to fly, *****#*«** The science -of aviation
owes practically all its progress to Wilbur
Wright, for he regarded his work as a con-
tribution to human achievement in _ 1loco-
motion and strove ever for a greater degree
of safety.—Sacremento Record Union.

To them is due the great credit of first
publicly demonstrating to the world the
practicability of dynamic flight.

—Brig. Gen. James Allen.

The world was soon beating a pathway
to the door of Wilbur Wright. Once he had
demonstrated that his machine would fly,
the world’s presidents and kings were
anxious to do him honor. ********* He takes
his place in the world with Watt, Stephen-
son and other real originators.

—Great Falls, Mont., Tribune.

Wilbur Wright was not a martyr. His
life, if it means anything, shows that a man
can carry a great work to success, not only
without credit from his fellows, but with
supreme indifference to their opinion.

—N. Y. Times.

What Edison has been to applied elec-
tricity that was Wright to aeroplaning. He
mastered the theory and principles of flight,
and put his rare American talent for me-
chanics to the peculiarly difficult task of
making these principles work in practice.

—Spokane, Wash., Review.

Columbus gave man-kind a new world,
and Wilbur Wright, too, may be said to
have given it a new world—the world of
the air.—Boston Globe.

They are to be recorded as the actual
creators of the aeroplane—the men who
made air navigation a fact.

—Wilmington, Del., News.

He was the pioneer in a new avenue of
human enterprise and his name will be
coupled with Stephenson and Morse and
Edison as a conqueror and harnesser of
cosmic forces.—Portland, Me., Express.

He deserves to stand with Fulton,
Stephenson and Bell.—President Taft.

No one was better fitted than he to solve
the many remaining problems in the science
to which he had devoted so much of his
life, and his death therefore is a loss that
will be felt by all the world.

—Cincinnati, O., Star.

Their invention was as distinct a depar-
ture from all known means of travel as was
the first steam engine or the first steam
vessel. Except in mythology, we have no
record of any birdmen who antidate them.

—Detroit, Mich., Free Press.

But in everything the brothers did their
work was one, for they worked not each one
for himself, but both for one result.

By this unity of their lives the world still
retains the Wright brothers, in the person
of Orville Wright.—Detroit Journal.

Yet if we measure the significance of
navigating the air in an aeroplane by the
difficulties which have accompanied the
building of the really first practical heavier-
than-air machine, who will deny that Wilbur
Wright must be accorded the honor of
standing in the annals of invention beside
Morse, Bell, Fulton, Bessemer, Watt, Ark-
wright, in a word, beside the men who have
given us the machinery of modern civiliza-
tion?—Scientific American.

Presidents, Emperors and Kings were
eager to shake his hand, and the Old World
and New alike acclaimed his genius; amid
all of which he remained ever the same
serious, modest, tremendously earnest man.

Wichita, Kans., Hagle.

It is to those celebrated inventors (Wilbur
and Orville Wright) that France owes its
present supremacy in aviation, and it is
only just that we should take our share in
the mourning of the family of the tireless
workers of Dayton.—Paris Presse.

With Wilbur Wright disappears the as-
tonishing inventor, the first and the most
celebrated of all the aerial pilots, the man
of genius whose discoveries allowed an as-
tounded world to witness the launching of
a mechanical apparatus of which he had
found, before anyone else, the secret of its
suspension in the air.—Paris Temps.

Before Wright came to France all other
attempts at flying were like hopping on
fleas. His work was a genuine revelation.
Not only France, but the entire world is in-
debted to him. He possessed many
personal friends here, all of whom deeply
deplore his death.—Count Henri de la Vaulx.

The death of Wilbur Wright is a terrible
loss to aviation. France owes to him the
practicability of aviation. Personally I am
depressed at his loss, which for the avia-
tion world is irreparable——M. Tissandier.

It may be taken for granted that, in all
histories of aviation, the greatest of the
names recorded will be that of Wilbur
Wright. He may not have been absolutely
the first human being to ascend in a
heavier-than-air machine, for our French
friends will persist for all time in attribu-
ting that performance to Captain Ader, but
Wright’s achievement at Kill Devil Hill,
North Carolina, on December 17th, 1908,
was undoubtedly, of all journeys in the air
in the history of the world, the first to
which the term ‘flight’ could be properly
applied.—The Car, London. :

If anybody in 1899 had suggested that
these two young men were likely to in-
fluence the future of the human race more
deeply than any two monarchs or statesmen
then alive, he would have been regarded as
a lunatic. Yet, so it has been. Wilbur
Wright and his brother have gone far to
erase frontiers and join the nations by links
hitherto unknown. They may change the
course of trade. They have already gone
far to revolutionize the art of war by land
and sea and caused all the war offices and
admiralties to remodel their strategy.

—London ‘Standard.

AERONAUTICS Page 3 July, 1912

AERONAUTICS

Page 4

July, J9t2

cAviator Factories and Their Methods

ee) ATCHING their money fly
* S into certain hot-air pockets
as

that trap the unwary into
correspondence courses of
flight, many ’plane fool
pupils of these dissemina-
tors of book .earning are
peevishly fussed over their
inability to coax a flying
machine off the ground.
The idea of becoming a
pilot by mail must be very amusing to prac-
tised airmen, though they confess one
superiority in the method—none of its pupils
have so far ‘‘bit the dust.’’ But, again a sus-
picion exists that the lowest hanging cloud
has never been brushed by a correspondence
school graduate without previous or later
familiarity with the practical handling of an
aero.

While on the subject, another class of pilot
makers will bear some watching. They are the
schools that propose to make a skilled pilot
out of anyone with from twenty-five to one
hundred dollars. It is not always possible to
show that many of these schools make no
effort to provide the necessary equipment
for the safe instruction of pupils. Possibly
the men back of some of these unsafe schools
are entirely sincere in their representations,
but I am only concerned with the lack of
precautions as they appear in the conduct of
certain schools that have been investigated.

Certainly a school should employ none
but a good pilot as instructor, but I am told
that one school of aviation started with a
Mr. L_——————,, whose employer appeared
to be under the impression that his instruc-
tor had gained a pilot license at Mineola. If
this is so, an unfortunate error, one that the
alleged aviator and the school employing
him should have remedied without delay,
has been allowed to pass in the records of
qualified pilots, for this flyer’s name does not
appear in the list. In the matter of equip-
ment I have been informed that school
facilities consisted of but one machine of
dubious flying qualities and another that
awaited motive power, possibly until the roll
of pupils should represent a sufficient income
to make a power plant within the check-
writing scope of the company.

Another ‘school, conducted in Chicago,
offers the interesting information that pupils
will be taught by mail ‘guiding on the
ground, turning, drifting (sic) and landing,”
but my most enthusiastic inquiries have
failed to make known to me the nature of
“drifting,” though the term may have been
coined to meet the exigencies of flying
around the Windy City. One is at loss to
comprehend the policy that lies in training
greenhorns when experienced flyers are burn-
ing the air in their efforts to land engage-
ments, unless the object is to get the hun-
dred dollar training fee.

Again, the operations of another “school”
with a long name has attracted unfavorable
attention. This, too, is a Chicago concern
and the interest shown in its methods by
the Post Office Department, together with
the dissatisfaction said to have been ex-
pressed by several pupils who are reported to
have paid for instruction they did not get,
has had a deterrent effect upon the public
confidence in the men and methods identified
with aviation.

The first mentioned Chicago concern re-
produced bodily text and illustrations from
a copyrighted booklet issued by the New
England Automobile Journal, and clothed
these lessons in a wrapper which bore a large
halftone purporting to be from a photograph
of one of its pupils and exhibition flyers in
flight. Those in a position to know state
that the picture was one of Charles F. Wil-
lard. Fifteen dollars were charged for a
series of five of these pamphlets. “Actual
training in the machine” cost $125 per month
with an allowance of $15 charged for the
correspondence course if the practise course
were taken.

While there is a good deal of sameness
about these aviation universities in the
matter of advertising and in the schools
themselves, some carry the principle \of
“anything to get the money” to greater
lengths than others. Advertising in the
technical and semi-technical papers usually
is the first step. ‘The whole business is so
cunningly planned as to appeal not only to
the indolent ne’er-do-well who, in his ignor-
ance, thinks he sees the gates of fabulous
prosperity standing ajar, out also to the
ill-informed but ambitious youth who has
an honest desire to make something better
of himself and who devotes his scanty sav-
ings and infrequent spare hours to the task.

“Already the demand for aviators far exceeds
the supply,’’ says the prospectus of this school.
‘and thene isino relief invsisht..2* = 9s * oe ®
One (aviator) is under contract for the 1911 sea-
son at a salary of $104,000.90, another $72,000.00,
* * * * * even comparatively unknown pilots
are receiving salaries equal to those of bank
presidents.”’

“The Knowledge which has taken the Wrights,
Curtiss, Farman, and others, years of work,
study and experiment to acquire, we bring to
you through the medium of our school. You can
master this science as far as it has been exploit-
ed to date in a few months. Once in possession
of this knowledge you are equipped to build and
fly all types of aeroplanes and you have opened
to yourself the broader field of designing and
manufacturing.”’

It seems almost unbelievable that anyone
would “fall” for such lies as these. In addi-
tion, a list of alleged prizes “available in
America” was printed, totalling $225,000. A
query to any aero magazine by a prospect
would have cut this figure immensely.

This correspondence course cost $40, but
$25 extra was charged to practise in a “Cur-
tiss” aeroplane in the “Post-Graduate
Course.”

AERONAUTICS

What did the students do?

“We were on this field about a week when
we were ordered off because the school
had no written permit to use it. I paid
$40 for the correspondence course and $25
for a flying course, but only got two rides
as a passenger for about 400 feet and we
never left the ground. All we did was
grass cutting. Some of the men told me
they were there three months and were
not given a chance to leave the ground all
this time.”

“As regards a position, we would say that
some time before the completion of the course
we will place you in communication with various
exhibitors and manufacturers who apply to us
for aviators,’ states a personal letter to one
student just after he paid his fee, ‘‘The corres-
pondence course, even though you never mount
the pilot seat of an aeroplane, equips you to earn
a splendid income.”

Another one of the frauds perpetrated is
the use of foreign pilot certificate numbers.
One flyer in this country advertises himself
as holding French license No. 12. This is
an early number and the legitimate holder
of it no doubt is as proud of it as he ought
to be. It was granted to Santos Dumont.
The French flyer who has adopted America
for his field of endeavor and has taken for
himself this same number, aoes not at all
resemble Santos Dumont.

As to what constitutes a scheme to de-
fraud, any attempted definition opens an
endless discussion. It may be said however,
that in general, the question as to whether
or not a given scheme or company is an
“artifice to defraud’, is a question of fact
in each individual case tor the jury, and thus
the door is widely opened upon the question
of the admissibility of the evidence, in that
practically all facts and circumstances with
reference to the business of a given concern
are admissible in cases of the nature with
reference to which you inquire. It is proper
to show the incidents of tne organization,
the facts as to whether or not a given con-
cern is equipped with such paraphernalia,
and with such competent and experienced
instructors as would enable them to fairly
accomplish what they promise to do by
their advertising and other representations,
although in this connection it must be borne
in mind, that it would probably be insufficient
to merely prove that the concern in question
failed to fully perform what it promised,
but further that criminal intent must be
proven, and this places upon the prosecuting
power the necessity of establishing that ar
the time the scheme was put into execution,
the defendent or defendants did not intend
to carry out their promises. This lack of
intention might be established in a given
case, by showing that the defendant pos-
sessed no aeroplane or other equipment, had
no plant, and no text books or proper litera-
ture or instructors for the pursuit of the
training which it undertakes by its advertis-
ing to furnish.

A difficulty which has ~een encountered in
attempting to persecute alleged frauds is
that in endeavoring to prove bad faith on

Page 5

July, 1912

the part of the defendants in a failure to
carry out their promises to train and edu-
cate pupils in the art of aerop.aning, one
may be met by the defense, tnat the science
is a new one, precarious, anu from its very
nature, actual work and demonstrat‘ons can
only be performed with favorable climatic
and mechanical conditions, and that many
unforeseen difficulties may combine to pre-
vent the carrying out of agreement; al-
though this would hardly be a successful
defense,—for instance, to a concern that
guarantees to tane pupils upon the field,
place them in one of a number of aeroplanes
which it claimed to own and operate for
actual demonstration to such pupils, and
under the supervision of a certain instructor
who had had a definite experience, and was
proficient in the art, when in fact said con-
cern had no aeroplane or other machine, no
field for operations, and no competent in-
structor.

“Whoever, having devised or intending to
devise any scheme or artifice to defraud, or for
obtaining money or property by means of false
or fraudulent pretenses, representations, or
promises, * * * * shall * * * * place or cause to
be placed, any letter, postal card, package, writ-
ing, circular, pamphlet or advertisement * * * *
in any post office, or station thereof, or street or
other letter box of the United States * * * * * *
shall be fined no more than one thousand dollars,
or imprisoned not more than five years, or both,’’
is the way the section 215 of the new Criminal
Code of the United States reads.

To establish any offense, practically two
general propositions must be proven. first:
that a scheme has been devised which is
organized and conducted not in good faith
but to defraud the public. Second: that said
scheme to defraud was intended to be effect-
ed by correspondence through the mails, in
the way of letters or circulars, or by adver-
tising in periouicals or magazines which are
transmitted through the maus.

It is thus seen that it is a difficult matter
for an individual to attempt the prosecution
of such fraudulent schemes. The only
method of frustrating the plans of fraudu-
lent schools and other operations is by
publicity through the aeronautical journals
and through the correspondence and an-
nouncements of aero clubs which are sup-
posedly formed for the good of aeronautics.

This difficulty of securing proper evidence
is the loophole through which the frauds
“set by.”

It seems to be an unfortunate quality of
the American people to allow themselves to
be inveigled into the most palpable and
cheapest kind of “fake schemes” that can
be evolved by swindlers.

Fake schools, stock selling concerns that
can never be made paying propositions, and
aviators who advertise for dates when they
can barely fly, all carry with them the ear-
marks of a swindle and people endowed
with common-sense should certainly be able
to detect many suspicious statements that
would prevent them from being separated
from their money. When their suspicions
are aroused the best thing to do is to im-

AERONAUTICS

mediately get in touch with the magazine
publishing the advertisement and call upon
it to investigate the company concerned and
demand a report to the writer as to knwol-
edge of the advertiser.

Unquestionably much blame devolves _it-
self upon the magazines that carry question-
able advertisements. If they have taken the
copy without securing further information,
they are culpable; if they have knowledge
that the concern is not legitimate, they
should discontinue the advertising and state
their reasons for doing it.

Again, a duty rests with the subscribers.
They should consider it their duty to give
a magazine every opportunity to keep fakes
out of the advertising columns. The place

where a great deal of it is found is in the

Page 6

July, 1912

classified department. A small sum enables
many fakirs to get into this column and as
long as the ad reads all right, the magazine
has no way of determining the merits of the
advertiser unless someone who has answered
it and found it unsatisfactory communicates
with the magazine. These classified ad-
vertisements come from all parts of the
United States and in most cases cost less
than a dollar for insertion. It is obvious
that, unless the publication is endowed, it
cannot trace all these advertisers out and
decide upon their merits in advance.

Cooperation on the part of the readers of
the magazines will go a long way toward
eliminating the swindling schemes that to-
day are a disgrace to the honorable science
and inquiry of which they “tlaim to be a
part.

NEW “COLUMBIA” MACHINE

There is now a “‘Columbia” monoplane,
made by Paul Peck and R. S. Moore, of
Washington. It is Gyro-motored, as well
as the Columbia biplane which made the

A. C. Menges, of Memphis, Tenn., who in
September last, purchased from the American
Aeroplane Supply House of Hempstead, N. Y.
a Racing Bleriot Type Monoplane, equipped with
a 70 H.P. Gnome engine, received his French
pilot license, at Pau, France on February 22, and
has returned to this country to fill a number of
contracts for exhibition flying.

The American Aeroplane Supply House, re-
ports that they have received an order for a
monoplane of special design, from Howard
Huntington, of Princeton, N. J. This concern
has been manufacturing Bleriot Type Mono-
planes for the past two years.

They have now at the Hempstead field a sin-
gle seater, equipped with a Roberts motor, and
are prepared to demonstrate the machine to
prospective purchasers and three machines are
on hand for immediate delivery.

new American endurance record mentioned
in the previous issue.

Technical details: length 24’ 8”; spread
28’ 10”; camber 414”; chord 7’ 214%”; sur-
face 167 square feet; weight 530 lbs.

VANIMAN AIRSHIP EXPLODES IN MID-AIR

Atlantic City, July 2.—The Vaniman dirigible,
which has been built under the financial Support
of F. A. Seiberling, President of the Goodyear Tire
& Rubber Co., exploded at a high altitude to-
day, killing Melvin Vaniman, the designer, his
brother Calvin; Fred Flmes, George Bourillon
and Walter Guest assistants. The wreckage
took fire and landed in the sea two miles off
shore. Three of the bodies came to the surface
and the others are expected to be recovered. It
is believed that the explosion occurred from a
spark from the exhaust. It was current report
previously that a large amount of air had be-
come mixed with the gas and this would cause
a highly explosive mixture in the envelope.
Mrs. Vaniman saw the accident from her home
and was prostrated.

AERONAUTICS

Page 7

July, 1912

Notes on the Recent Experiments of M. Eiffel*

By M. B.

RSONTINUING his experiments
< with planes and arched
surfaces of different aspect-
ratios, M. Hiffel finds that

yi )mot
K

a wing increases with the

Ns aspect-ratio up to a ratio of

vex 6; there seems to be no ad-

1) vantage in exceeding this
ratio.

The angle of attack cor-
responding to the reversal of the centre of
pressure curve, varies with the aspect ratio:
fora cambre of 1/13.5, it is 15° for a ratio
of 6; 30° for a ratio-of 1; and 60° for a
ratio of 1/6. Similar results are found for
a cambre of 1/7; therefore, at the usual

the efficiency (i.e.

ae
ae”

pa
rs .
Lee
Zmey

Oo
oO
Q)

of total length of ‘the system(60--cm)

| is
A

i

Distance of © of P-from front edge of fo

Ba

0,05.

0,00

K, 0.02 0.01 0,00

FIG. 1.--FOLLOWING SURFACES,

K ro
A 0,00 q J q TRS
: £3 "NINN
18", Ee Y\ : NS DSSS SN
boo Bead NNN

NS
SSA SAY Front Plates

SELLERS

angles of attack, the centre of pressure
moves toward the rear as the angle
diminishes.

Regarding the thickness of the wing, M.
Hiffel finds that the thinnest wing is most
efficient. Nevertheless, this advantage is not
so great as to oppose the use of a wing of
moderate thickness -to obtain greater
strength; a trial of three profiles of differ-
ent thicknesses showed that the polars dif-
fered very little, and that the positions of
the centre of pressure, and the distribution
of pressure were sensibly the same.

A study of profiles flat below and curved
above, and having the maximum cambre 1/5
from front edge, (found often in propellers)
showed that here also the thinnest was the
most advantageous.

Entering Edge

NSSSSSNSSN

wed
=
rT 22 N 4
SN, eo ee
Angle of the chord
oor iA ANG Qo
mee es of the front plate
ime _fosition
0,03 a pee ee eee oe
Beh See
“4 Position IT\~
ate am
0,02 = Le
ee eter
ee ee ae
Ree Vein
0.01

Sp aetoweiealiohel ty

sare +--~ Position IT,

Ta —— POST ELON. UE]
aur Single. wing

WN2 (255
POLARS & CENTRES OF PRESSURE:.......

*See previous articles in the March and April numbers.

AERONAUTICS °

Regarding the surfaces of double curva-
ture, the centre of pressure moves toward
the front as the angle of attack diminishes;
which is of advantage for longitudinal sta-
bility, but the lift is quite small for this
form of wing.

Wings in which the inclination of the

chord varies from the centre to the tip,
interesting peculiarity,

show an viz: the

Position I

Position If

Position III

Position IV

na
1251

FIG. 2--ARRANGEMENT OF FOUCAULT WINGS

centre of pressure is displaced very little
with change of incidence; the reason being
that, while for certain sections the centre
of pressure is approaching the front edge,
for others differently inclined, it is ap-
proaching the rear. For the same reason,
one might expect a reduced efficiency; and
that is what is shown by the experiments.
The more a wing is warped, the less efficient
it becomes. As above stated, the c. of p.
varies very little and is displaced in the
same sense as on a plane surface. It is in-
teresting to note that the streams of air
flow off the back of the wing perpendicular
to the direction of the wind, a condition oc-
curring only near the lateral edges of an
unwarped wing.

To determine the advantage in offsetting
the wings, as in the Goupy biplane, M.
Hiffel tested biplanes with wings 90 by 15
centimeters and a cambre of 13.5. In the
first series of experiments the vertical spac-
ing was 20 cm. throughout, while the degree
of offset was varied. In the other series,
the upper plane was offset 14 width forward,
and the vertical spacing was varied. He
finds very little difference due to offsetting
up to 9° (the best results being with the
upper plane forward) and concludes that
there seems to be no advantage in offsetting
planes so far as supporting power is con-
cerned. Increased vertical spacing is of ad-
vantage for offset planes as well as for those
not offset.

A preliminary study of following planes
(as used by Prof. Langley) was made: (1)
surfaces with their chords in the same
plane; (2) rear plane inclined at a negative
angle of 21%4°; (3) rear plane inclined 5°
negative. The results (Fig. 1) show that

Page 8

July, 1912

position II is the best, its supporting power
being equivalent to that of a single plane
of equal area and even greater for the
larger angles of attack. In positions II and
III the center of pressure approaches the
front of the system as the angle diminishes,
which promotes longitudinal stability.

The wings proposed by M. Faucault com-
prise a series of similar following surfaces
placed close together. Four arrangements
were tried as shown in Fig. 2. As in case
of the other following surfaces, this disposi-
tion may give considerable lift, but the ex-
cessive drift limits its usefulness.

The advantages of narrow superposed sur-
faces (like Venitian blinds) have long been
foreseen, viz: great supporting power in
small space and centre of pressure practi-
cally fixed; and the inconvenience, excessive
drift. The surfaces submitted by M. Bablon
comprised parallel slats 19 mm. wide, 19
mm. apart, and cambred 9.5. Those of M.
Caron comprised slats 25 mm. wide and 12
mm. apart, cambred 2 mm. (12.5), being a
portion of the full sized surface. The re-
sults obtained with the last surface are
shown in Fig 3 and are similar for both
surfaces. They show that the ratio of drift
to lift is considerable, requiring a high
thrust to support a given weight.

A perforated curved plate was found to
have about the same drift as a similar unper-
forated surface, but the lift is considerably

1200-- mate

ae
ha Se

é LS | Aa
3 tes)

/108
: ee
4 07 2
v zy
> eS
( os
~~ hs) “
8 g
= 2
u OE
S s
3 ,
ae
R
g 2
§
R 7

0

BSH oe

Angle of inclination of frame to the vertical — ~~ >

FIG. 3-HORIZ. & VERT. PRESSURES ON SURFACE OF M. CARON

reduced; there is, therefore, no advantage
for lightening aeroplane wings in this way.

A study of the Fabre beam or truss was
also made.

Experiments with the Farman struts
showed that, for bodies of oval section, the
coefficient of resistance diminishes with in-
crease of speed. The strut No. 1 (see Fig
4) is not so good; and the resistance of No.

AERONAUTICS

Page 9 Julv, 1912

Strut No. 1

|
|

eeLh
|
|
4
atl

|. —— #5 __

ee eae

—

| |

| alt!

| Peet
peeeel) ope oe!
end at %

25 _
middle

eee
Ss

Strut No. 2

Strut No. 3

ae mes

Unit coefficients
Ss

00 :

EOF 2SOE 10s 50 GO
Ditference in level in Pitot tube
‘Speed inm. p. s.

005 P

oO
2

—5

ea
Ls

oO
Q

Unit coefficients
‘S
oS

20 P10 20" 300 sons com
Difference in level in Pitot tube

Speed in m p. s.

0,05 x ‘5
“Z0
3, Pee See
a 00. Cao

cH SS

° 00
7 001

Ss

000 f
o..0 » 40 20.980 240 °:-S0-° cue"

\Difference in level in Pitot tube

FIG. 4-TEST OF FARMAN STRUTS

2 and of No. 3 is less, the more the sections

are lengthened.

‘This series of articles on the work of
Hiffel by Mr. Sellers was begun in the March
They comprise, in short form and in

issue.

simple language, the results of Hiffel’s re-

I like AERONAUTICS better than any other

magazine of its kind.— E. D. P., Wisc.

Under ‘‘Deaths Abroad’’ I notice that someone H

has “‘succumbed to burns and _ bruises

hospital.’’ He should have had his hospital pro-
tected, as that is a very vital portion of one’s

anatomy.—Gil Rankin.

Inclosed find $3 covering another vear’s syb-
She’s worth the money.—Ernest C.

scription.
Hall, Ohio.

Propeller Co.? Get one!

Did you see the new booklet of the American

cent elaborate studies. The full report of
the recent work of Hiffel in his laboratory
“Champ du Mars,” from which Mr. Sellers
has made his abstracts, is published in a
large quarto volume at 12 franes, by H.

Dunod et E. Pinat, 49 Quai des Grands-
Augustins, Paris.

Yours is a great magazine; places one in easy
reach of practical and scientific information of
today’s progress in aviation. Success to it.—

in the . O. B., Missouri.

I procured sample copies of what were sup-

posed to be the best publications in this line and
after looking them over decided AERONAUTICS
stood a long way ahead for what I wanted.—
C. G. W., Mass.
AERONAUTICS is
do like it very much.
deal of information.

very interesting and I
It has given me a great
T. A., Waterloo.

AERONAUTICS

Page 10

July, hoz

The “Fallacy” of the Dirigible

By CARL DIENSTBACH and T. R. Mac MECHEN

> SXy¥sX N an article called “The Fal-
ewes lacy of the Dirigible,”
= | oS) Victor Lougheed, of Chic-

, ago, discovers that the
S
governments of France,

&) Germany, Italy and other
- XS S oe

European nations, besides
the great Zeppelin and
Parseval Airship Compan-
ies in Germany and that of
the Clement-Bayard in
France, are spending millions foolishly, in
building scores of dirigible airships. Mr.
Lougheed has concluded in his own mind
that these crafts are delusions from the
standpoint of utility and economy.

What he offers the public as facts is simply
an avowal that he is densely ignorant of the
entire subject, and this unfamiliarity does
not fit his air of pretentious authority, which
in countries where the public witness the
steady operations of dirigibles during every
day of the year, would immediately dis-
credit him. Since not a single big, high-
speed dirigible has yet been operated in
America, this public falls an easy victim to
this kind of slander.

This writer says that thirty miles an hour
is the maximum speed of dirigibles. Yes;
it was six years ago. What are the facts?

In 1907, Zeppelin airships were running
33 miles an hour. Their speed is certified.

In 1909, the military dirigible, “M 3,” of
the German army, made 38 miles an hour,
and did it regularly.

In 1910, the passenger dirigible ‘‘Parseval
VI” made regularly, her 33 miles an hour.

In 1911, on increasing the dirigible’s size,
improving its motors and refining its de-
sign, the dirigible progressed by leaps and
bounds. Now the largest of all Parsevals “P
X,’’ makes 42 miles an hour; the still larger
Siemens-Schuckert, 43 miles an hour; and
the still larger passenger Zeppelins, Schwab-
en and Victoria Luise, 43 miles an hour.
But the latest military Zeppelins “Z 2” and
“7, 3” each make 47 miles an hour. And for
this writer’s -information, we will impart
EKurope’s common knowledge that any of
these Zeppelins run faster than the aero-
planes built and loaded for offensive work
in war-time.

Mr. Lougheed’s statement that European
dirigibles reach their destinations only on
practically windless days is not founded on
fact. ‘Count Zeppelin’s recent stay of 32
hours in the air on his return trip w‘th the
“7, 3” from Hamburg to Friedrichshafen,
through a storm that wrecked all but one
of the aeroplanes in the Berlin to Vienna
race, should furnish Mr. Lougheed with new
reflective perception. That airships do reach
their destinations is extremely practical;
while it is still an event for an aeroplane
to even arrive.

The old Parseval IIT, with an actual maxi-
mum speed of only thirty miles an hour,

always reached her destination
against squalls and high winds.
speed near the ground rarely exceeds 27
miles an hour. Now-a-days it is commonest
practice for any expert pilot to always steer
any dirigible near the ground where build-
ings, forests, villages, hills and mountains
shield the ship from the full force of the
wind. This may surprise Mr. Lougheed, but -
he must learn the fact that steering the
dirigible at a level where the winds are
weakest, compensates for its drifting back-
ward along the more exposed parts of its
course where the wind’s force is unbroken.

‘This manoeuvering demonstrates the over-
whelming by practical utility of even a
thirty-mile dirigible in comparison with a
forty-mile Wright aeroplane, which, to even
fly in an average 30-mile wind must climb
much higher in the air where the wind is not
disturbed by the very obstructions that pro-
tect the dirigible.~ But, while the wind at
greater height is unrestrained, it actually
blows forty miles an hour there, whenever it
is blowing thirty nearer the ground. This
stops the aeroplane from making headway,
and in flying higher, the machine generally
encounters dangerous’ gusts. Even Mr.
Lougheed knows that it is suicidal for an
aeroplane to fly near obstacles on the ground.
It is apt to be quickly upset while aproach-
ing the obstacles and before its own speed
could assist it. The most skillful pilot, if
he could keep his aeroplane on even keel
would not equal the dirigible. It requires
all of the aeroplane pilot’s skill in gusts
coming from every side, to avoid running
into the very obstacles that shelter and
assist the dirigible on its course. A _ pilot
who is busy balancing himself cannot steer
with such nicety. Suppose that a super-
naturally expert pilot kept his balance anu
steered his craft as cleverly as Captain
Stelling steered the dirigible Parseval III,
on its trip from Munich, through valleys,
little 'wider tha. a street, between moun-
tains—the aeroplane would still fail from
lack of staunchness. This shows Mr. Loug-
heed that he states the very reverse of the
truth.

The aeroplane, because of its frailty, failed
under conditions where the dirigible suc-
ceeds, because of its staunchness. Captain
Stelling could not prevent the Parseval III
from bumping the ground and almost kill-
ing cattle, though his airship continued to
make an enforced headway through a ter-
rifie airsurf. An aeroplane would have been
upset and completely wrecked, while the diri-
gible, supported by the great upward pres-
sure of its gas, is enabled to neutralize the
worst collision. None of the “critics” have
pointed to the staunchness of ‘the ordinary
balloon in thousands of landings made _ be-
fore the “ripping panel” was invented. Ex-
hausting gas brought the balloon to earth;
its anchor was cast, but always failing to
catch immediately, the car struck the ground

if running
The wind’s

AERONAUTICS

Page /1

with a force that would smash any aeroplane
or boat; then jt rebounded, and with the
escape of enough gas, again came down, to
drag at high speed over all kinds of obstacles,
until the anchor finally held, with a terrible
jerk that abruptly stopped the craft. Quite
apart from a frail aeroplane, no watercraft
or automobile could withstand such an ex-
perience. Passengers have been _ severely
injured, but rarely the car and never the
envelope, in spite of the terrific tugging by
the wind.

When the rigid dirigible “Schuette-Lanz”
recently rebounded, after striking the ground
at full speed, the collision simply spilled
four of its passengers. The airship rose in-
tact. The Zeppelin airship Deutschland,
short of fuel and sinking, broke thick pine
trees in the Teutoburg forest, before it set-
tled deeper and became so entangled that the
airship threshed itself apart, but not before
it had ploughed a deep furrow for more than
200 yards through the forest. This proved
the staunchness of rigid balloons.

Mr. Lougheed is only an amateur in stat-
ing that the dirigible loses its gas because
of the weak retaining qualities of its en-
velope. Besides they would have to reinflate
extremely little if they did not want to
replace the gas lost in crossing mountains.
It is the commonest practice to operate
dirigibles for two months without completely
reinflating them, except a little fresh hydro-
gen daily. Mr. Lougheed grossly overesti-
mates the cost of gas; in Germany it costs
less than 2 cents per cubic meter. The in-
flation of the airship Schwaben which dis-
places some 20,000 cupnic meters, cost 40,000
cents, or $400, but this lasts two months
and eight passengers carried on one trip
pays for the entire inflation. Loss of carr}-
ing power as the result of gas escaping is
entirely negligible because the constant
burning of gasoline automatically lightens
the ship; if no other influence were at work,
the airship, instead of losing lift would
have too much gas and have to exhaust this
surplus, to restore the balance between its
load and its lift, as long as fuel lasts.

The writer shows the most glaring ignor-
ance of the dirigible in not using in his own
favor arguments based on the dirigible’s
chief inherent fault—that it will ascend with
great force when the sun’s rays heat the
envelope iand the gas, and that its gas will
expand when it reaches great altitude be-
yond the capacity of the envelope and escape
and be lost through the safety valves. When
the gas cools again in the upper air, in the
shadow of a cloud, or in rain or mist, not
to mention snow, there is not enough lift
to support the. airship. A conscientious
critic would, on the other hand, use argu-

Symposium on Propeller Standardization, by Gibson
Heath, Charavay and others.

Grant-Morse Monoplane.

Benoist Tractor with Scale Drawing.

Christmas Biplane with Scale Drawing.

Simple Computations Relating to Aeroplane Design, by
W.S. Horton.

ARTICLES

July, 1912
ments that Mr. Lougheed has failed to em-
ploy in his favor, by pointing out that the
Zeppelin double envelopes have overcome any
difficulty from gas.

This has been largely overcome by all
modern airships through the remarkable
aeroplane action of their hulls when driven
at high speed. In other words, if there is
too much gas lift the ship bow is simply
pointed down and it is driven forward in
that position; owing to its surplus gas
which would otherwise send it skyward, it
continues on a horizontal course, instead of
sinking. If the gas has shrunken by cool-
ing; or there is snow or rain on the envelope
(another argument this writer fails to
mention) the pilot points the bow slightly
upward; instead of rising as it would do
with surplus gas lift, the ship speeds on a
horizontal course, because of its lifting
efficiency and because it has now practically
a heavier-than-air machine.

Airships, despite their staunchness, have
been wrecked. Mr. Lougheed illustrates his
article with pictures of nearly all the few
airship wrecks. But these were due _ to
faulty operation and handling and were
inevitable during the heroic period of the
dirigible as well as the aeroplane. But aero-
planes continue to be wrecked at such a
lively rate that to display even a small per-
centage of pictures of aeroplane wrecks
would fill a large book. All the money spent
on aeroplanes far exceeds the total spent on
airships and the aeroplane has yet to show
the first return of utility. Expensive air-
ship sheds are practically permanent and not
exposed to dangers.

The most charitable thing to say of Mr.
Lougheed’s essay is that he is simply mis-
taken.

OPEN TAIL FOR NOVICES

A monoplane, with fuselage uncovered,
is easier for novices to fly. A covered body
presents considerable resistance in making
a turn, according to the expert “Dep”’ flyer,
George M. Dyott.

And in order to make a short turn the
pilot must cause the machine to bank. An
open fuselage will make a fairly sharp turn
remaining level if the natural tendency to
bank is counteracted by warping the inside
wing. The other type of machine is more
sensitive to the rudder which, therefore,
can be used as a means for helping lateral
stability. Preliminary instruction with an
open fuselage is most beneficial as it
teaches the pupil the complete art of rudder
work and how to employ it intelligently.
When this is mastered, and the pupil be-
comes a proficient pilot, the enclosed fuse-
lage presents superior advantages.

COMING

Am® teur Aeroplane Builders, by Earle Ovington.
Construction of a Weather Bureau Kite, by Prof. A. J.

Henry.
Leonardo da Vinci

Bunnell.
Efficient Development, by Hugo C. Gibson.
Columbia Monoplane, with Scale Drawings.

and Flying, by Charles Beecher

AERONAUTICS

Page 12 July,

1912

The Mattullath Patent Application

By LEE S. BURRIDGE

Editor’s Note: In the Official Gazette of June
18 appears for the first time the decision of the
Court of Appeals, of the District of Columbia,
rendered April Ist.

SYS See, HEN the invention of Hugo
COREE! Mattullath issues in the
a 8) form of a United States
Patent, it may play a most
RA important part in the pat-
te ent situation of aeroplane
construction.

This application was filed
by Hugo Mattullath, Janu-
ary Sth, 1900. At this time
the Patent Office officials
machine inventions on “a

classed (flying
par with perpetual motion inventions and
the first action by the examiner was rather

discouraging, part of which reads as

follows:

“The construction is regarded as inoperative
for the purpose intended and therefore not use-
ful within the meaning of the patent law. No
suecessful attempt has yet been made to rise
from the earth’s surface by means of an aerial
vessel unprovided with a balloon. The results
of previous experimentation indicate that even
if the rising could be successfully accomplished,
the vessel would be uncontrollable through ina-
bility to maintain its normal position or balance.
Applicant has disclosed no new principle or con-
struction which would on its face exempt his
device from the difficulties by his predecessors in
this line. However plausible applicant’s theory
may be, in view of the present state of the
mechanie arts and the results of previous ex-
perimentation the step is so long from the theory
to actual use, and the practicability of his appa-
ratus is so problematical that actual demonstra-
tion of operativeness will be required before the
grant of a patent.”’

The inventor, through his attorneys,
Barthel & Barthel, however, made amend-
ments to satisfy the technical requirements
of the examiner and while he repeated in
each of his actions that the rejection on
the ground of inoperativeness and conse-
quent lack of utility was adhered to, the
application was prosecuted until the death
of Mr. Mattullath, December 30th, 1902,
shortly after which the examiner notified
the attorneys, Barthel & Barthel, of the
revocation of their power of attorney by
the death of the applicant and there being
no further action, the examiner made an
indorsement on this application, Septem-
ber 29th, 1908, that “this application as
amended September 18, 1903, has been con-
sidered. An amendment has been received
in this case, but no action can be taken
upon the merits thereof for the reason
that the applicant’s death operates as revo-
cation of the power of attorney to Barthel
& Barthel and there is no one of record
authorized to prosecute the case.”

The application lay dormant until 1909
when the Wright suits against the Aero-

nautical Society and the Curtiss company

were instituted and it was thought that
this invention would provide a successful
defense of the Wright contentions in view
of the fact that it contains the three rudder
system of control. The widow, Mrs. Meta
Mattullath, was then urged to. revive this
application so long dormant and held to
be abandoned, but the first decisions were
against the reviving and only upon the
last appeal to the Court of Appeals of the
District of Columbia, decided April 1st, of
this year, has this application been revived
and returned to the Patent Office files
as a pending application.

The decision was based upon the fact
that the widow was not aware of the appli-
cation and that, therefore, the delay on
her part was “unavoidable” and on the
further ground that no attempt was made
by the Patent Office to notify the widow
of the pending application and it appears
that the solicitors were not aware of her
address.

It is interesting to note that during this
recent litigation to revive the application
that the Patent Office now withdraws the
charge of inoperativeness because as
stated by the Commissioner “ in the mean-
time dynamic flight, the age-long dream
of man, had become an accomplished fact.
Others had succeeded in actually flying
in heavier than air machines, had obtained
patents on their inventions and were reap-
ing the just rewards of their efforts.”

The unearthing of this application ap-

pears to be due to the auspices of Dr.
A. F. Zahm, of Washington, who claims
to have worked in connection with Mr.

Mattullath as stated by him in his article
published in the June number of “Popular
Mechanics,” wherein a partial description
of the invention is given, but how far the
drawings illustrate those of the Mattullath
application cannot be determined as this
is not open for public inspection and the
decision of the Court of Ajppeals of D. C.
criticizes the Patent Office in permitting
anyone without permission from the inter-
ested parties to inspect the application and
drawings.

Dr. Zahm states in his article that he
called with the inventor Mattullath at the
Patent Office to assist in the prosecution
of the application since he was working
with him as “scientific associate.” A
laboratory was erected where the _ prin-
ciples of the Mattullath invention were
worked out with a staff of men in con-
junction with the inventor and Dr. Zahm.

According to Dr. Zahm, the construction
includes a multiplicity of planes with a
vertical rudder at the rear and auxiliary
lifting planes which could be adjusted to
any desired curvature and would seem to

AERONAUTICS

SUBSCRIPTION $3.00 YeaRL

Published Monthly by
Aeronautics Press, 250 West 54th Street, N. Y.
CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS
A. V. JONES, Pres't — — ERNEST L. JONES, Treas’r-Sec'y
ERNEST L. JONES, Editor — M. B. SELLERS, Technical Editor
SUBSCRIPTION RATES

UNITED STATES, $3.00 FOREIGN, $3.50

ADVERTISING REPRESENTATIVE:
E. F. INGRAHAM ADV. Co., 116 NASSAU ST., NEW YORK

No. 59 JULY—1912 Vol. 11, No. 1

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 onthe 25th. :: a 3 ee 22 3

Make all checks or money orders free of exchange

and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. ss

AGENTS FOR “AERONAUTICS.""

NEW YORK—American News Co.,15 Park Pl.;
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.
SAN FRANCISCO—Foster & Orear, Ferry

Bldg.; San Francisco Stationery Co., 20
Geary St.; Cleve T. Shaffer, 331 Octavia St.

SINCINNAT ESS: 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, 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 1’Opera.

LONDON—Aeronautics, 85 Fleet Street, 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.

2. L. RAMSEY, Compania Terminal de Vera-
cruz, Veracruz, Mexico.

include the foundation of the Curtiss type
biplane.

The one feature of Dr. Zahm’s
tion which does not appear to be clear
is that in January, 1908, the widow was
advised to write all the friends of her
late husband to determine what property
or invention of value he might have left be-
hind him and among others she wrote Dr.
Zahm who replied “that he did not know of

connec-

Mattullath having any patent on flying
machines and so far as he knew, there
was nothing of value left by him.” The

Page 13

July 1912

quotations are copied from the decision
of the Court of Appeals of D. C.

It is probable that Dr. Zahm’s judgment
of this invention in 1903 has been modi-
fied by the artificial results that have
taken place since then, and especially now
that this application is likely to result in
a patent which will have fundamental
claims. It is interesting to see what bear-
ing it may have upon aeroplane construc:
tion. If the suit of the Wright Company
against Curtiss is decided favorably for
the Wrights, then the Mattullath invention
will not have been considered by the
Court as a good anticipation of the Wright
patent, but if, on the other hand, the de-
cree is in favor of Curtiss on the ground
that his invention does not infringe the
Wright patent because of the construction
of Mattullath, then the patent when is-
sued, if the claims are properly drawn (as
they undoubtedly will be) will cover the
fundamental features of construction of
all Curtiss type biplanes and the many
constructors and experimentors of that type
will be infringing this patent.

What the attitude of the owners of the
patent may be when issued, remains to be
seen and of course the claims are what
control the breadth of the patent and these
will not be known until its issue. In any
event, no infringement takes place until
the date of issue and so there is no need
for immediate worry but the possibilities
are certainly interesting because this patent
will prevail over equivalent constructions
produced, or patents issued, since its orig-
inal filing date, January 8th, 1900.

Good work is being done by the students of the
Thomas Aviation School. f

On May 26, students Charles Niles and D. C.
Patmore flew an aggregate of 1 hour 40 minutes,
consisting of three 10 minute, two 20 minute
and one 30 minute flight.

On June 10 and 11 Patmore flew for an hour
and Niles for an hour and one-half, the latter
making a ten-mile cross-country flight to
Savona, the home of the Kirkham engine,
and returning the following day after installing
larger gasoline tank. During the return flight
Mr. Niles was up for 49 minutes, and then de-
scended only because of the oncoming darkness,

On June 16 Patmore started on an endurance
flight but had to land after 15 minutes through
a minor trouble. The school machine used has
the 35 h.p, 4 cyl. Kirkham motor, which has
flown this machine some 5 hours at odd times.

Mr. Harry Bingham Brown who qualified ag
a Farman pilot at the Blondeau School in Brook-

lands, England, has disposed of his Farman
and is enjoying his Wright, which he recently
purchased from Leo Stevens. He has made

several clever flights from his private grounds
on the Hempstead Plains taking many friends
into the air as his passengers. Wilbur R. Kim-
ball has enjoyed many trips with Mr. Brown
and considers him a clever operator. Brown 1s
also known by the farmers of Hempstead Plains
for frightening the poultry at daybreak while
making flights over their chicken coops. He is
the son of wealthy parents of Walpole, Mass.,
and has lived in Boston for some years prior to
going abroad. He has the making of a clever
aviator and enjoys the sport

AERONAUTICS

Page 14

july 192

The Concentration of Weight in a Flying
Machine and its Effect on Stability

By ALBERT ADAMS MERRILL

LECTURER ON AERONAUTICS, MASS.

HE movement of a flying ma-
chine must be considered
with respect to three axes:
movement around the fore
and aft axis producing tip-
ping, around the _ vertical
axis producing turning, and
NN around the lateral axis pro-
2 Xe . es ducing rising or falling.
Now the angular velocity

oo) oe, ee
of movement about any one

of these axes will vary as the following
magnitude of disturbing force

fraction: - ‘

moment of inertia about the axis

The larger the moment of inertia the slower
will the machine respond. The question is
what should be the relation of the moments
of inertia about these three axes to produce
the most stable machine. To those who
are not engineers I will explain that the
moment of inertia varies inversely as the
concentration of the weight. That is, the
more the weight is concentrated on an axis
the less is the moment of inertia about that
axis. It is customary in all foreign machines
to concentrate the weight along the fore and
aft axis and this produces a small moment
of inertia: about this axis which means that
the machine responds quickly to its lateral
control but it also means that it is upset
quickly by a difference of pressure on its
tips. With the Wright machine however the
weights are not concentrated. As is well
known the engine is at one side, the opera-
tor at the other side while there are two
heavy propellers and gears away from the
center, all of this means that the moment of
inertia about the fore and aft axis is re-
latively large which partly accounts for the
lateral steadiness of the Wright machine.
On the other hand with a large moment of
inertia, very large surfaces have to be used
to regain lateral stability and probably, for
this reason, the Wright machine could not
fly safely with small ailerons such as are
sufficient for the Curtiss.

The question as to what should be the
moment of inertia of a flying machine about
the fore and aft axis is a difficult one to
decide and depends somewhat upon the sys-
tem of lateral control in use. I have shown
in “Aeronautics” the inefficiency and dan-
ger of warping wings and shall now consider
‘what should be the relation of the moments
of inertia in a machine using the negative
angle as a means of regaining lateral
stability. Of course the ideal system of
lateral stability is one which introduces no
drift at all, because drift wastes power and
if placed on the tip turns the machine out of

CAVA KPA?
S OVEN S

5
a _

INSTITUTE OF TECHNOLOGY

its-course. It is however impossible to elimi-
nate drift, hence it should be placed so that
if it turns the machine at all, it turns it
towards the high side. Now in order to
reduce the angular velocity of turning we
must reduce the drift to its lowest point,
and we must increase as much as possible
the moment of inertia about the vertical
axis. The former is done by using a large
aileron moved to a small angle, and the
latter is done by concentrating the weights
along the fore and aft axis as far from the
c.g. aS is possible, considering construction
details. This we can do by having a tractor
and setting the engine far out in front with
the operator far behind the center as in the
Antoinette. With this design, an aileron at
a negative angle will regain stability with
little if any turning, which turning however,
whenever it exists, will always be in the
proper direction.

To distribute the weights fore and aft in-
creases the moment of inertia about the
lateral axis also and this steadies the ma-
chine in a fore and aft direction as can be
seen in the flying of the Antoinette.

Just what relation the three moments of
inertia should bear to each other and what
their value should be for each machine is a
matter that needs investigation. I am of the
opinion that of the three, the moment about
the fore and aft axis should be the least.
Without having made an accurate computa-
tion I should say that this condition exists
with most foreign machines, but in the
Wright I think the moment about the lateral
axis is least. I believe this is dangerous as
it allows the machine to respond too quickly
to the movement of the elevator with the re-
sult that after a sharp dive, and unless the
operator is very cautious, the machine will
be brought level too quickly, too much strain
will be put on the surfaces and they may
give way. This is just what (according to
reports) caused the death of Welsh and his
passenger at College Park. If the moment
of inertia about the lateral axis had been
greater, the machine would have responded
more slowly to the elevator and the accident
might not have happened. This fact how-
ever does not relieve Welsh from the re-
sponsibility of having dived too sharply and
turned up too quickly.

Nevertheless it is the business of design-
ers to prevent the recurrence of just such
accidents as killed Welsh, and one way to do
it is to increase the moment of inertia about
the lateral axis and another way is to limit
the movement of the fore and aft control
lever to safe flying angles and make it im-
possible for an operator to fly his machine
at a dangerous angle.

AERONAUTICS

Page 15

July, 1912

The C. H. Paterson Biplane

Hy: CLEVE T. SHAFFER

LL -California -manufactured
are the two excellent pas-
senger-carrying biplanes
newly built by the Pater-
son aeroplane company of
San Francisco for the San
Francisco Aviators, now
flying under the manage-
ment of J. T. MeTarnahan.

In the design of these
machines, Frank Bryant, a
well known successful San Francisco Bleriot
and Curtiss pilot, has drawn upon many
types and incorporated many parts and ideas
from varied machines.

The modern tendency toward _ tractor
screws (which, by the way, is fast supplant-
ing the old rear propeller drive) is the prin-

BORE EIe
ee oS)

or revolutions too nigh; note also that ma-
chines have a good gliding angle, possibly
1 in 10. Witness: Aviator Francis when
over the City of Oakland ran out of gasoline
and “volplaned” back to fleld. Compare re-
sults with article on Parmelee’s Wright, pro-
peller drive, using same 60 H.P. engine.)

Planes are double covered, fabric on top
and bottom tightened at rear of plane by
lacing.

Double guying is a good feature around
center section. Outriggers are of large

cipal feature in the design of these machines. ==

A suggestion of the Gage biplane is notice-
able in the tubing truss underneath center
section and skid bracing, also in rib or plane
section. A divergence from popular practice
in headless tractor screw design is the use
of Curtiss type of outriggers and empennage
instead of attaching the latter at the end
of a monoplane type of fuselage.

Weight 1100 pounds. Spread 38 feet by
63%,. Speed (stated) 50 miles per hour.
Paterson propellers of 8 feet 6 inches dia-
meter, 10 feet pitch, are geared 1 to 2% of
engine. Ground thrust 480 pounds at 1200
R.P.M. This is claimed to increase to 1400
R.P.M. in flight, consequently the pitch speed
is 5600 feet, if the stated observed speed is
correct we have 12 miles per hour slip or
over 25%, which is interesting in the light
of claimed efficiency for high pitch low revo-
lution screws.

(Note: Aviation statistic sharks please
grab dope sheets and figure if pitch too low

Single lever controls elevator and

diameter.
aileron flaps. Engine in each is a 60 H.P.
Hall Scott, which is giving entire satisfac-
tion, the combination of ‘California-made
engine and plane being hard to beat. 1915
in large letters is written on the underside
of each, a good advertisement. for the fair.
Hess-Bright radial bearings clamped in
forgings take both side and end thrust.
Attention is directed to the novel method
of tightening chains without the use of
center stay, strain being vaxen by tubing
encircling chains. (See sketch.) Machines

(Continued on Page 22

Greasior
“CANARD ce

July, 1912

The Gressier “Canard”

HE tail-less biplane seen at

; ow the recent Show, built by

SS) the Gressier Aviation Com-

eS) pany has had trials at Nas-

vex sau during the past week,

It was a pleasure to go

over this machine after

seeing many of the awful

constructions frequently
perpetrated.

The planes are quickly
demountable jin five sections. The separa-
tion is 5’ 2”, chord 5’ 6”, camber 21%”, total
spread 32 ft. The spars are spruce 244” by
14%”. The struts are also solid spruce, fish-
shaped, 1” by 214” at greatest dimension.
At the engine section are four oak struts,
114%" by 3%”. Double covered with muslin,
treated. Rattan strips on top of ribs, which
mortise in the spars.

The fixed surface at the forward end of
the fuselage is 6’ by 3’. A steel rod runs
laterally through this and acts as pivot for
elevators, each 3’ by 3’, at the lateral ex-
tremities of the fixed plane. These surfaces

have a camber of %4”.

The rudder, 3% by 27.5’ high, turns on’ a
steel tube. The rudder is placed on the
upper side of the fixed surface. Double
levers of aluminum, bolted to the tube,
connected by duplicate sets of Roebling
cable to the steering wheel. Cables from
the aluminum masts on each elevator run
to an aluminum lever on each end of a
lateral horizontal steel tube, which is ro-
tated in bearings by swinging fore ana
aft a curved bar. Rudder and elevator
cables run straight, without guides. Of
course, the rudder cables cross each other.
Turning wheel to the right turns machine
to right. Another set of wires run from

steering wheel to steering rod of the pair
of front wheels, which steer on the ground
in connection with the rudder. This makes
it possible to make turns on the ground
at very slow speed and is a good feature
in handling the machine in close quarters.
The ailerons are hinged to the rear beam
in the usual manner and operate in both
directions by cables to a shoulder brace.

The front wheels, 20” x 2%4”, are flexibly
mounted by coil springs, as shown in the

sketch. One spring is vertical to take
landing shocks and the other two take side
thrusts.

The outriggers are 1” square ash, hori-
zontal and vertical struts the same wood,
1%” by %” oval. None of the woodwork is
laminated.

The rear running gear is the usual Far-
man type, with rubber shock absorbers.

‘A 50 Gnome drives a Normale thrust pro-
peller 7’ 6” diameter. by 5’ 6” pitch. The
15-gallon gas tank is located on the lower

July, 1912

AERONAUTICS Page 17

fh
IN

i

| pee ee
"i =

VIRDEE
B <
i
A= iN ,

Sia
A

GREZHER “CANARD”?

AERONAUTICS

Page 18 a

July, 1912

plane, fed by pressure maintained by hand
pump. A 6-gallon castor oil tank feeds by
gravity, and pump to sights on the out-
rigger at the operator’s right. Clock, pres-
sure gauge, tachometer, inclinometer and
duplicate spark cut-out switches are pro-
vided in the equipment. Spark advance
and throttle levers on sectors.

The weight of the machine, with tanks
filled, ready for operator, is 750 lbs.

The company also makes Farman, Bleriot
and Morane types. The “Canard” sells at
$4500 with 50-Gnome or $4000 with 60-
Anzani,

The Ramsey “Composite” Monoplane
COE EOS
ee) eS)

L. RAMSEY, of Veracruz,
is an American enthusiast
in old Mexico who has
built under many handi-
caps what he calls a “com-
posite” machine, using the
Bleriot XI as a basis for
his calculations.

The fuselage is of the
well known Bleriot con-
struction but tapering from
24” at the front end, to a point at the rear.
The main beams as well as the struts are of
clear, well-seasoned selected white oak, and
stayed with No. 25 soft steel music wire
at the rear and No. 30 around the engine
panels; the ferrules being of 3/16” brass
tubing 5/16” long.

The wings have a chord of 6’ 10”, spread
29’ 6”, and are of the familiar Anzani-Bleriot
type and have an area of 178 sq. ft. and
built up of strips of oak 44,” x 1” wide, with
the corresponding space blocks and so ar-
ranged that the rear edge is flexible. The
camber is 5-3/16” at 22” from the front
edge. There are two main _ supporting
beams which carry the weight and run the
whole length of the wing. These are per-
forated at intervals to reduce their weight.
There are also four other oak battens,
which only serve to tie the ribs together.
The wings are covered over with varnished
cloth, and are set at an angle of 71%4° from
the horizontal. The stays and the warping
cables are of 3/32” stranded wire cables
with Bleriot turnbuckles. In this connec-
tion will say that have adopted the fasten-
ing used on the Nieuport machine illus-
trated in January number of “Aeronautics”
for securing the warping and stay wires to

the main beams, as this precludes the
necessity of having to weaken them with
bolt holes.

The landing gear is similar to that of the
Nieuport with the exception that hickory is
used instead of metal tubing for the skids
and supports. The 38” by 20” wheels are
joined to a laminated steel axle attached
with an aluminum bronze casting to the
middle inverted “A.” The struts forming
these supports are of stream line form anu
are attached to fuselage with McAdamite
metal straps and bolts and are stayed with
4.” steel wire to the end of the laminated
steel spring axle.

The empennage or rear surface is com-
posed of two triangular forms made of thin
strips of oak dove-tailed covered with var-
nished cloth and attached to the sides of
the fuselage with metal pins which fit into
small holes bored into the bottom part of
the vertical struts and are stayed with thin
piano wire to make them rigid. The area
of the two sections is 22.5 sq. ft.

The small vertical fin is similar in con-
struction to the empennage and is likewise
fastened in place by means of pins and stay
wires, its area is 3.6 sq. ft.

The elevators are hinged with McAdamite
straps to the rear part of the empennage
and are actuated up and down by a Mc-
Adamite lever fastened with bolts to the
center part of the frame. They have an
area of 6 sq. ft. each.

The rudder is hung in place by three
straps and also has a lever of the same
material attached to its central part to
which the wires of the control system which
is of the Nieuport pattern, are attached.
The area of the rudder is 4.7 sq. ft.

Hillery Beachy Biplane

ILLERY Beachy while over-

shadowed by the masterly
ability of his brother Lin-
coln as a flyer, has shown
ability as a designer, the
machine he has piloted at
Los Angeles and Oakland
being of his own design
and construction.

The striking feature of
the machine incorporates
a most interesting departure from conven-
tional American design, to wit: construc-

tion of the planes in the form of a very
broad and flattened ‘“V,’ the center sec-
tion of the machine being the blunt point
of the “V.” The angle toward the rear
is very slight.

Allowing 8 feet for the center section,
out of the total spread of 27 feet, we have
an angle of a little over 1 in 8. While
this is undoubtedly small, it is effective
in bringing the center pressure back with-
out causing structural changes about the
engine section, which was Mr. Beachy’s
idea more than securing stabilizing results,

AERONAUTICS

July, 1912

Hill’ Beachy Biplane

such as have been achieved with the sharp
pointed “V” of Lieut. Dunne, in England.

By referring to the photo, one may note
that the engine is placed well back and
that there is no cut in the planes to clear
propeller.

used in the running gear, a light skid sup-
ports the ‘“empennage” framework.

A 4 cylinder 40 h.p. Hall Scott gave this
machine remarkable speed. Exact figures
would be interesting. That the machine
would be speedy was a foregone conclu-
sion, notwithstanding its comparatively low

TILL’ BEAGHEY BIPLANE

The machine, a headless biplane, is of
very light construction, a little too delicate
for exhibition use. Total weight 450 Ibs.
The necessity for triple rudders (each
30” x 14”) is doubtful as they have con-
siderable leverage, and also present side
wind disadvantages.

Planes have a chord of 4 feet, 6 inches,
are double covered and have the bad fea-
ture of the Curtiss construction, namely,
the inflexible rear edge.

Double ailerons working down only, like
Farman’s, are operated by the wheel
control. :

The elevator, a fragile affair, is warped
in the Wright manner, the bend being in
the wooden ribs.

A modification of the popular Wright is

horse power, due to small head resistance
and light weight.

The machine was noticeably
flight in quite strong winds. Mr. Beachy
claims, with reason, that this was in a
measure due to the “V” of the dihedral
construction. Cleve T. Shaffer.

steady in

Black Duplicate Control
(Continued from Page 23)
and overcoming the springs on
control thus rectify the error.
The chief advantage of this control sys-
tem is that as will be noted all controls
are centered in practically one member, an
upright surmounted by a hand wheel thus
leaving free the shoulders and what is more
important both feet of the operator.

student’s

AERONAUTICS

Page 20

oS ioe

The Twining Monoplane

N ATTEMPT has been made
in the monoplane designed
by Sidney J. Twining and
built by him with the aid
of his father, Professor H.
La V. Twining, of the Poly-
technie High School in Los
Angeles, author of works
on electricity and ex-presi-
dent of the Aero Club of
California, to so shape the

BIR
See

planes as to realize a soaring wing and
develop lift and forward drift instead of

lift and rearward drift.
begun with the machine.

The spread of both wings is 388 feet and
the over-all length is 21 feet, 2 inches. The
curve measures 6 inches, 2 feet back. The
angle of incidence on the ground is 10
degrees. The front lateral spar is of I beam
construction, laminated. The rear spar is
built-up, hollow, and spacing between is
3 feet. The ribs, consisting of two half-
inch wide strips with blocks between, are
nailed and glued to the spars. Each wing
is 18 feet one way by 6 feet, 4 inches where
it joins the body. From this point, the
front edge slants backward to a point near
the end where the chord is but 6 feet. From
this point the wing tip spreads out fan-
wise to a chord of 8 feet. A portion of
this wing tip is made flexible, as shown in
the drawings, and is warped up or down
by cables running over pulleys at each end
of a vertical stationary guyed mast. The
cable from the lower side of the wing runs
from the tip to the pulley on the mast
and from there to the fuselage where it
takes a turn around the steering wheel
and on out in the same manner to the
other tip. The cable from the upper side
of the flexible tip runs to the pulley at
the top of the mast, to a pulley at the
apex of the skid struts over the fuselage,
on out to the other wing tip. Turning the

Trials have just

wheel to the high side increases the angle
on the low side, and vice versa.

The wings are double covered with Eng-
lish ‘long’ cloth (muslin), treated. The
camber decreases to a flat surface at the
tip, which presents a slight negative angle.
Roebling steel cable is used for guying.
The wings are strongly guyed. Cables (3
to each wing) run from points on the front
spar to the juncture of the steel-tube braces
between the wheels. Three more cables
from the rear spar attach to the rear of
one skid. Three cables guy. from the top
of the front spar to the apex of the skid
struts, and two from the rear spar to
the same point. In addition, there is the
warping cable from the flexible tips, and
there are guys to the mast. The three rear
guys are held by the same cottered “knock-
out” pin at the clamp on the skid (see
sketch), as are other guy attachments, mak-
ing it easy to mount and dismount the
wines rapidly.

The two elevators work in combination
and pivot at the rear of the fixed flat tail.
The leading edge of the elevator is made of
heavy wood and the ribs fasten firmly to
that piece, doing away with guys. The
fixed, non-lifting tail has about 85 square
feet of surface, measuring 12 feet by 9
feet.

The rudder, 4 feet by 4 feet, 6 inches,
(12 square feet) is operated by a foot-yoke,
the wires being direct connected.

An adaptation of the Farman running
gear is used, 20 inch by 2 inch wheels—two
6 foot skids are provided. There are no
guy wires in the running gear; all braced
by 4 steel tubes.

A clamp device does away with holes
through struts and fuselage spars; com-
posed of 1 outer clamp and 2 inner clamps

(Continued on page 22)

AERONAUTICS Page 21 July, 192

SSS

mp bolt
J fo SIT
d shid

Block, festened i ypper stick Clamp fastened fo upper stick Zrathing edge
ie = == = = - “

Lower stick permiiled jo slip 85 wing is flexed

19 IS
FLE X/BLE FIB AT TIP OF HING

'Rramid of 3 stee/ tes

ELEVATOR CROSS-SECTION

WARPING SYSTEM

Nyy TH

ETN /' M

2 PP
K wlio ULE rin cn

WML. {

eel tubes.io elevafsr or rvover

CONTROL WIRE CONNECTIONS 70 RVOPER &LELEV.

fore and aft beam of tyselage
? /

" ; ; loner clamp
Tips tesible trom fere
: Clamp over + ert strv7

CLAMP JOINT DETAIL

TWINING MONOPLANE

AERONAUTICS

July, 1912

a,

ISOP MOD AFEAVET

cou

“ONOW J

CONNECTION OF .PRING be
SHID TO'MTIDDIE \VTEMBERS

x

ess SA
SESE SH UNOS NLD) PUNT NTNTTUN UH UNQUNS NONE SNS TE SRELEOS SSENE LG ACSI gy

{{—_

SSE

EE.

See =
a

CLL

C. H. Paterson Biplane
(Continued from page 15)

are steady in flight, carrying passengers
with ease and their strong running gear
makes landing easy.

Mr. Charles H. Paterson should certainly
be congratulated on the excellently built
machines which his firm have turned out.
The machines being well and strongly built
in every particular.

The California Aviation Company, of San
Francisco, is building a unique type of
monoplane-biplane which is reported to be
for the Japanese Government, they having
recently constructed several machines for
Japanese individuals and report consider-
able business in parts, motors and supplies
from Japanese. Upon completion of above
machine our correspondent in San Francisco
will be permitted to inspect and describe
same for “Aeronautics.” Creve T. Suarrer.

Twining Monoplane
(Continued from page 20)

over main beam, and 2 others, one each
over the cross beam and the vertical, held
together by machine screws. Clamps are
of thin cold rolled steel. (See sketch).

An altered Ford automobile motor of 25
rated h.p., weighing 150 Ilbs., bare, at a
speed of 1800 drives a tractor screw by
chain, geared 3 to 1, making the propeller
turn 600. The propeller is home-made,
8 feet diameter. The radiator is at the
rear of the engine. Statice thrust is 200 lbs.
Oil is carried under the engine, gas under
the seat, pressure feed. The compression
of the engine has been increased, an oiling
system added and large auxiliary ports
provided. -

The total weight of the aeroplane is be-
tween 750 and 800 lbs. Weight lifted per
square foot, 3.4 lbs.; 30 lbs. lifted per h.p.

a

AERONAUTICS

July, 1912

A Duplicate Control System

By ARCHIBALD BLACK

YE accompanying drawing
gives a general idea of a con-
trol system devised by me,
which the brother and my-
self had proposed to use in
a machine of original design
which we hope to be able
to construct, and for which
we are doing some experi-
mental work at present.

We do not expect to apply
for patent on this detail and any who con-
sider it of use are at liberty to make what
use they wish of it.

SIDE VIEW

PILOTS SEAT

motion without interfering with elevators.

The rudder wires are carried by means
of Bowden tube mechanism into the inside
of upright through a hole near the univer-
sal bearing, up inside and out through an
arm on top above hand wheel, to rim of
wheel, to which they are attached in such
manner that they may be wound off one
side and on the other by turning wheel in
either direction, thus operating rudder. A
somewhat similar method is employed with
the spark and throttle controls, the wires
being brought out of upright through two
holes placed below wheel, and being wound

DWG.I3

REAR VIEW SUPERSEDING: DWG. 5°

LEARNERS SEAT

BOWDEN WIRE MECHANISM
FOR SPARK AND THROTTLE CONTROL
ALSO FOR RUDDER CONTROL

ERON CONTROL WIRES

All

f

NG

SUGGESTED SPRINGS

AILERON CONTROL WIRES
RUDDER CONTROL WIRES

ELEVATOR CONTROL WIRES

Each control comprises an _ upright
tube mounted near its center by a universal
bearing ‘B” allowing for free movement
in all directions in a horizontal plane and
is provided with a hand wheel mounted to
revolve freely on its upper end.

Aileron wires are connected to bottom
plate “C” as shown in drawing, so that rock-
ing upright from side to side operates aile-
rons. Elevator wires are connected to same
plate but at right angles to aileron wires
so that pushing or pulling the upright from
or to the operator will move elevators with-
out interfering with ailerons or vice versa,
ailerons may be operated by side to side

To Throttle

TO SPARK

[ ARCHIBALD BLACK
| DONALD R_ BLACK

NEW WORK

| DUPLEX CONTROL SYSTEM
DRAWN 5-7-2 BY _ ARCH. BLACK

around two drums which are rotated by
means of two separate levers.

The springs shown on elevator and aile-
ron wires of student’s control are a sug-
gestion which might be tried in order to
demonstrate whether the idea is feasible
or otherwise. ‘These would of necessity be
sufficiently stiff to give the student full con-
trcl of machine through his wheel, but of
such tension that in event of his making
a false move (which would be observed
immediately by the instructor, both wheels
being coupled together, and moving in con-
junction) the instructor, by applying more
than usual force could operate his control

(Continued on Page 19)

AERONAUTICS _

Page 24

Jalys SiO

A Composite Hydroaeroplane

PUBLISHER’S NOTE: In the desire to aid
progress in aviation through the hydroaeroplane,
which seems at this time the more hopetul
medium for the encouragement of general flying
among men who spend money on other sports,
the following article has been written and blue-
prints and drawings prepared for AEHERO-
NAUTICS by Mr. Patterson, who is one of the
very early men in aviation in this country, an
engineer with university training and a man who
has had practical experience on the draughting

board, in the shop, on the road and in the
machine. ae
More good can be done aviation by a large

volume of flights all over the country than in
any other way. The more flying, the greater
interest, the more sales of complete machines:
and accessories.

Young men who have not ‘“‘taken’”’ to the land
machine will, it is hoped, ineline to the water
motorboat owners who are
which they can get in a

type—hundreds of
looking for

speed,

hydroaeroplane at less expense than in the fast
boat. These drawings, and the blueprints, may
aid in arriving at this result.

A complete set of working drawings of an all-
steel hydro may now be obtained from AERO-
NAUTICS. Over one hundred scale drawings
comprise the set of blueprints, the sma.lest
sketches being 1 inch to the foot, many full
size, covering every Single part of the apparatus,
including quick detachable strut sockets, con-
nectors and fastenings of all sorts. There is not
a part of the machine, save the engine, pro-
peller and fabric, which may not be made from
these blueprints. No set of blueprints has ever
before been on the market, wuich give complete
measurements. The machine follows standard
lines and all question of its flying is eliminated.
The complete set will be sold at eight dollars.

The following article tells how to “set-up”
the machine and contains first rate information
of use to the experienced flyer as well as to the
novice.

By R. F. PATTERSON

ry HIS hydroaeroplane has fea-
- tures similar to two of the

best standard machines
built in this country. It
will be noticed the front

elevator and tail is of the
Curtiss type while the re-
mainder is Capt. Baldwin’s.
The Curtiss type* pontoon
on which it rests is capable
of sustaining a weight of
over 1300 Ibs. The machine is figured
to weigh complete with a 300-lb. engine,
20 gals. of gasoline and sufficient oil and
water, but without the pilot, between 850
and 900 lbs. The lifting capacity of the
planes will carry safely, 1200 lbs., giving
leeway for a 300-lb. pilot. These figures
are safely within the limit, as similarly
constructed land machines, with only 32
feet spread, have carried passengers weigh-
ing half again vhis figure.

One great feature of this machine is
the simplicity of construction and the man-
ner in which it is “knocked down” for
shipping and again reassembled. The de-
signer has had three years’ experience with
aeroplanes on the road, and designed this
machine with his knowledge of conditions
met with in giving exhibitions or other-
wise shipping.

It will be noted that the sliding sleeve
socket does away with tightening or loosen-
ing wires in “tearing down,’ and in the
plane sections, not a wire is changed. The
sleeve, which is held in place with a cotter
pin, or bolt as the flyer sees fit, is simply
slid up the strut, and the posts are removed,
allowing the top plane to lay flat on the
lower, and both are ready for boxing. The
ailerons never leave their sections, which
saves time in “knocking down” and setting
up. The tail irons (outriggers) are so
arranged that the top one also folds down
on the lower and are thereby kept in pairs
and all together. By removing a_ bolt
which holds a casting on top of the rudder

* A patent is pending on the Curtiss float system.

(see drawing No. 52 in the blue prints)
all the wires on the tail come free, allow-
ing the rudder to be free; this also keeps
all wires to tail intact.

Steel construction is by far the best
to handle, and according to many, in every
way, but one, is best for aeroplane work.
The only objection is the slightly greater
weight. The strength is over twice that
of wood or any other material used in
the same places and manner. The head
resistance is almost half of wood, and in
case of an accident, steel tubing lined with
spruce never breaks sharp, allowing pieces
to pierce the aviator. Each piece that is
bent (not buckled, which seldom happens)
can always be straightened, and is as good
as new.

CAUTIONARY ADVICE

Caution, from one who has had experi-
ence—never look at a part that appears
weakened, and say, “Oh, that’s good
enough.” ‘Good enough” are not words to
be used in aviation, though naturally hydro-
aeroplanes are, what one would call “abso-
lutely safe’ compared with land machines;
for its always the sudden stopping that
causes the trouble, and naturally water
has but little resistance in comparison. At
the same time, though it is still unheard
of for one. to get fatally hurt by such a
fall, such could happen. Therefore, be-
fore flying, personally look over your entire
machine, see that all locks on turnbuckles
are fastened, all nuts have lock washers
beneath them except at movable parts,
where you must have a cotter pin inserted
through bolt outside of nut. It is very
essential to have all movable wires, which
should be Roebling’s galvanized steel cable,
not less than 3/32” thick with wire core
(not string core). Reinforce with a piece
of loose hay wire. In case fastening breaks,
the reinforcing wire will still allow a safe
landing.

Hydroaeroplanes suffer greatly from rust,
especially near salt water. All bolts, wires

——S—S

A Wonderful ae poe Ballooning

Get a Balloon!

at home.

Manufacturers, Advertisers, Exhibition men, Sportsmen, all are beginning
to appreciate and grasp the wonderful possibilities now offered by ballooning.
fascinating source of pleasure and profit now more practical than ever.

This wonderfully
You can now buy Balloons

We build balloons complete, spherical or dirigibles, starting with the raw products— cloth

and rubber—and ending with the finished product, even to the installation of engines and all parts.
p=’ Goodyear Balloons are the result of endless research not only in America but in England,

Germany and France, where the best methods have been studied.
principles by experts, and are guaranteed of highest quality.

Goodyear Rubberized cotton fabric.
ical fabric in the world.
according to your own specifications.
deliveries. Highest quality.

Rubberized Fabric for

Aeroplanes

This fabric bore R. G.
Fowler from the Pacific to
Atlantic Coast without ac-
cident. Drenched by rain
storms lasting some of them
eight days, exposed to the
burning suns and with the
temperature often as low as
10 above zero, this fabric
came through unaffected—unweakened—almost
as good as new.

It is the only absolutely damp and weather-
proof fabric in existence. Its unequaled dura-
bility is due to the way made. Instead of being
coated with varnish, paraffin or some other sub-
stance, this fabric is rwhberized—impregnated so
thoroughly with damp-resisting rubber that
moisture can’t affect it. The process also makes
it impervious to heat.

Goodyear Rubberized Aeroplane Fabric
can’t mildew, rot, weaken. Nor can it shrink
up and pull your planes out of line; nor stretch
and cause flapping with a reduction of speed.
Ideal for Hydro-aeroplanes. The SAFE fabric.
Used exclusively by Fowler, Atwood, Brookins;
by the Wright Co., Burgess Co. & Curtis.
Curtiss Aeroplane Co., Glenn Martin, Moisant
Nat*l Aviators and others.

Single Tube Tires
Strong, light, durable. Built in all standard
sizes. —We make tires for all kinds of foreign as
well as American made machines.

They are built on scientific
The fabric used is the well known

This is the safest, most durable, at the same time most econom-
We can also furnish rubberized silk fabric or any special fabric made
We build sphericals or dirigibles for all purposes.
Goodyear service.

(Oop,

Quick

Goodyear Detachable
Aeroplane Tires

These tires are built like
Goodyear No-Rim-Cuts—and
like them they are the most
serviceable tires you can buy.
They are built out of special
fabric of unequaled resiliency
and strength and bound to
the wheel-rim in a vise-like

“AR

Akron, Ohio.

BALLOONS

Aeroplane Accessories

grip. Such tires mean free-
dom from loss and injury due to the often

terrific wrench and strain of landings. The most
economical Aeroplane tires, as well as the most
serviceable.

Springs and Shock Absorbers
The Bleriot Type

We manufacture and carry a full Jine of Aero-
plane springs and Shock Absorbers.

The Bleriot Type Rubber Shock Absorber is
the only practical device for Monoplanes. Steel
springs have been used but they are not success-
ful. They snap in cold weather, catch in the
tubes, are inefficient, unsatisfactory. You can
pow get the Bleriot Type at home. We are the
sole manufacturers in America. Wecan fill your
order promptly and with a big saving. Ask us
at once about our big line of springs.

At the New York Aero Show, fifty.eight per cent. (11 out of 19) of
all modern American Aeroplanes had Goodyear Equipment.

Farnum Fish, with Goodyear Equipment recently made longest

over-water non-stop flight in Aeroplane, flying from Chicago to
Milwaukee in 2 hrs., 6 min.

If you are equipping an aeroplane or starting to build them—or if you contemplate enter-
ing the big and profitable ballooning field, you owe it to yourself to investigate the saving
opportunities offered you by the Goodyear line—the greatest and the Pioneer line in America.

If you will tell us your wants we will tell you how we can supply them.

Write to us at once.

THE GOODYEAR TIRE & RUBBER COMPANY, Akron, Ohio

Branches and Agencies in 103 Principal Cities

AERONAUTICS

and metal should be oiled or vaselined and
continually watched at important arts.
Where stationary wires cross each other
they ‘should be tied with string or taped,
and at the joints of all tubing braces, tail
irons, and especially all braces around the
engine, that, if broken will fly back to pro-
peller, small holes drilled through the
braces and a piece of hay wire inserted
and twisted as a precaution.

Copper lying Halfened in 2 vise

ee ee

#5 Sie/ wipe

Before each and every flight, no matter
how short, look on top of the planes, and
in and around the engine, to see that no
tools have been left to fly back into the
propeller. Remember, the propeller travel-
ling at 1000 r.p.m. is a solid block and noth-
ing can pass it, and small nuts, etc., will
break a blade. Make a practice of trying
all movable parts before sitting in the
seat, to see that there is no hitch in their
working order.

METHOD OF BUILDING AND
SETTING UP

After material is secured, begin with your
plane sections first, get your beams the
correct size front and rear, while your ribs
are being dried after glueing up the lamina-
tions. It is best to take boards wide enough
to allow cutting 8 or 10 ribs. Use the
finest marine glue in the process of
laminating.

The wood used inside of tubing for re-
inforcing does not necessarily have to be
laminated, but must be a snug fit, driven
in hard, using oil or vaseline to ease it.
After the ribs are finished with sockets,
etc., set up on some even floor 12 blocks
of wood on end, one coming under each
post, making the rear six blocks 6 inches

([freot beam

fasten 70 floor

Fig.l

shorter than the six front ones; this allows
the 6 inch drop in your front and rear
beams. (Fig. 1.)

Lay your beams from block to block
making ends butt up against each other.
Lay off spacing of ribs and fasten same in
place. After all frame work for top and

1912

July,

bottom planes is finished, sockets placed
on, insert your posts and connect socket
to socket with cross wires. Have all turn-
buckles come from bottom plane sockets
which makes it easier in future to get at
them. True up this frame perfectly square
with your guy wires, by stretching a string
along front and rear beams and dropping
a plum line down from top. This must be
done before any iron braces are made,
otherwise in future your ’plane will never
line up. Remember, 4% inch out in the
center panel means several inches out on
the end section. When this is all squared
up and wires taut, place entire frame work
upon several horses, giving them the same
drop (6”) as before. The iron braces can
now be made. There are several ways
of making these. The one generally used,

being the simplest, is to make a chalk
sketch (accurately) full size on the floor.
For instance, the irons to pontoon under
rear beam would look as in Fig. 2.

After laying out your diagram on the
floor your tubing braces can be cut the
proper length and bent accordingly. Any
tubing (use Shelby seamless tubing) over
3 feet in length should be dowled with
spruce after the one end is heated and
bent. Never bend or flatten tubing cold.
Shorter pieces should all be reinforced by
drawing a piece of cold tubing into the
heated one about 314” long where the bend
comes. (Fig. 3.)

Belt hole

With plane sections raised on the horses,
it is simple to make braces accurately,
making sure all holes are drilled according
to your chalk sketch; for, again, one hole
drilled 4 inch out will never let your plane

line true. When all braces to pontoon are
made the planes can then be placed upon
it and the seat and engine braces made.
It is Shown in drawings where plane is to
rest upon pontoon, so, if the engine (figur-

July, 1912

“‘THE ELECTRICAL MAGAZINE FOR EVERYBODY’”’
For the Novice, the Amateur, the Experimenter and the Student.
(THE 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
TIX\HE magazine 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
SEES . 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 3% in.
Open 54 in. Just
out and it’s a
dandy. Free.
% Double Magnetic
Reversible Engine
With Speed Contact Lever 1000
to 2500 revolutions per
minute. Free.
Send $1.50 to-day in cash,
stamps or M. O. and get
Modern Electrics for one year
Mm and your choice of the
above offers prepaid
Absolutely Free.
Money refunded immediatelyif notpleased in every way.
MODERN ELECTRICS, 298 Fulton St., New York
15c.perCopy Ee quickly as our supply of ) $1.50 per Year

the above is limited

AERO WIRE WHEELS

Save Money, Buy From Manufacturer
ALL SIZES IN STOCK — Any Size or Type Hub
20"x24" Wheels........ $4.00, with Tire........$6.00
20"x3" SUE A snapne A Ses Seen Waa 8.25
Farman Type Gears, Complete - $42.50
Stock Hubs, 6" wide, 2 or 4" knock-out axle or
bushed to fit 1" Tubular Axle.

14" and 14" furnished special.
Hydro-Floats and 34" Wheels for same.

Don’t fail to write for complete list of wheels
Terms: Cash or Deposit. Balance C. O. D.

Farman Running Gears Complete, as above - $47.50 J. A. WEAVER, Jr., Manufacturer
AERONAUTICAL SUPPLIES Examination Allowed. Dept. A., 132 West 50th Street, New York

Everything to build any type flying machine. |
New Catalogue with working drawings of Curtiss,

Farman and Bleriot-type machines in course of con- D A Mi Ss F A =a W E L L
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 | REVOLVING MOTORS

Ho ofoofe of ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe obo obs obs obs of oho of ofe ofa ofa ahs ofe che he

ATTENTION !

Besides our regular Stock Product the

50 H. P., 6 Cylinder, Self-Starting

we are putting through a special order of

+
of.
ake
Od
-
a
—
of
Cy
ry
fe
of
fe
ok
a
-
t
+ 100 H.P. American Defenders
a
te
oe
+
$
:

&
+
%
of
%
fe
*
*
of
+
+
of the following specifications Bs
of
*
oe
%
te
of
of
oe
fb
+
of
of
of
f
Cy
ry
ry
+
Cy
ry
*

Albatross Star type water-cooled, 6 Cy!-
inders, Bore 5 1-2", Stroke 5", R. P. M. 1350,
Weight 275 lbs., Magneto and Carburettor
equipped. Price $850.

We are prepared to accept a limited
amount of orders for August deliveries
and those anticipating entering the races
with an ALL AMERICAN MACHINE
should order at once.

; ALBATROSS CO. Detroit, Mich.
ope

PEEP PPP PEPE PEEP EE EEE EES St

Curtiss Steering Wheels - $9.00 FREE with HAVE BEEN IN
Curtiss Seats - = - 5.50 | Scere e DAILY USE FOR
5-Gallon Tanks = - 6.15 | Aeronautical TEN YEARS This is our
Aviator Caps - - - 1.25 Supplies ; met eee
Outrigger Fittings - - .29 eee MOTOR
Oval Post Sockets - -_ .17 | ATOR CAP. 450 Ibs. thrust
Aluminum pulleys with brass bushings: with 9-ft. pro-
2" 25c, 24" 30c, 3" 40c. oti
Wheels and Tires complete, Eclipse Hub: Ask for our
20x24" $6.75 20x3" $9.50 Circular No.16
E. J. WILLIS COMPANY, New York City THE ADAMS COMPA NY

85 Chambers Street (Telephone 3624 Worth) 67 Reade Street

ES SLT EE Se

21 ATHOL STREET, DUBUQUE, IOWA, U. S. A.

In answering advertisements please mention this magazine.

AERONAUTICS Page 28 July, (92

TRAIL.

1-WANTED — Scare l"el'

Fee aT ET

Zo aioe penal
\ EAT ZINE
\ \

4 ~~ /

LAU

aN

FRONT ELEVATOR

I- WANTED — Scarce I"=I*.
pnd hols A 8-8 1

Page 29

July 1912

‘SIBTTOCT FSU

auf} Jo

S}.18

-W0o VW

d [je

ye “YI XN
JO SOULMB

MIN ‘399176 WIFE 189M 06% “SOLLOVNOUAV Woup pey oq Avut ouryorut

L

Ip ozs [[NJ puew s[vos podpuny suo A9AO SurulezUoS

‘syuttd on[q Jo jos oyod

AERONAUTICS

“ONSST SI} Ul Of[OIPIR S UOSI9qIV “AP UL VOLApR [RoTjovid pue dn-Suljjos UO UOIVRVULLOJU]

ANV TdOYAVOUGAH NOSYALLVd AHL

TOVAON!) “LS &S LSIM osi2
»SIILONYUNOYIY.

“NOSYBLlYd “4° AB GINSIS3IG

“INW-1d0YUasdOUGAH

——
/

\ /

®
all
Se)

Ors

=
3INYSS NWI

af 2uh -~ 21S

€) "OPANYM HOYT 40 zZ

Benoist Biplanes

Are in a class
by themselves
and do not cost
much more
tihran= spoon

planes.

3 Models to

pick from.

We conduct
the Benoist
School of Avia-
tion.

BENOIST AIRCRAFT COMPANY

6628 DELMAR BLVD., ST.LOUIS, MO.
Fe oFosfoofo odo ofe fo ofo oho ofongo fe foal che fe ofe ho hohe oho fe food dood

POINTERS

for

MAXIMOTORING
YOUR PLANE

1. Lowest gasoline consumption (50 h.p., 334
gal. per hr.; 75 h.p., 5 gal.)

. Oil sight-jacketed intake manifold.
. Self-priming oil pump.
4. Cylinder bolts
5. Connecting rod bolts
6. Crankshaft.

All of imported chrome nickel steel.
7. Semi-steel cylinders and pistons (30%
steel.)

8. Hand holes in crankcase.

9. Gears enclosed.
10. Auxiliary exhaust.
11. Engine supports on bridge principle.
12. Pyramidal cylinder flange.
13. Very best radiators and propellers.
4. Double magneto.
5. Ball bearings.

bbb bbb bob bop eb bebe feof cfe off foo ote ese ofoole feof nfo ete cfeofecfoche che cfochoke boob
He ofe fo ofocfoogeofe nfo ofe eGo ofa ofeofe ofe oho ofe fe fe ofeofe oho oho oho oe fo oe ole of choco oe fe of oh oho ofe fe oho of of ofe efoafnege

&

The 15 combined and many
of them individually cannot
be had with any other engine
in Europe or America.

50-140 H.P.; 4, 6 and 8 cyl.

Get illustrated catalog.

CIAXIISIER. MAKERS
DETROIT Dept. 6

+
+
%
+

Bode forfoofe ogo ofonfoogeofe ofoofecfoofeofoofe fe coofe che cforhooforhe fooheohery

NAIAD

+
+
*
e
vy
&

Aeronautical Cloth

PEPEEEEEEPE EEE EEE EEE EE eee tek

Manufactured Especially for

Aeroplanes

Light, Strong
Air-Tight and
Moisture Proof

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS
101 Franklin St., New York
pe fo cfoco fo foogoofo focfo-afe oho ofo ofp of aho fo ofe hocfoclp fodfoafoefaadoahy

beh hhh ths

ede do te foche foto fofocfo fo ofocfo corde oho ofe footers

AERONAUTICS

Page 3]

July, 1912

ing on any one of the standard engines) is
placed so that the center of the engine
comes about one foot back of the center
of your plane, the rear foot lug of the
engine will be almost in line with your
rear beam and will allow about 4” clear-
ance for your propeller to swing in the
rear of your plane. Your machine will
balance if all material and placing of your
seat agrees with these drawings.

Hydroaeroplanes are very tail heavy when
floating minus a weight equal to an average
man upon the forward end of the pontoon,
so don’t imagine when you see yours sink
tail first before you have tried her running
upon the water that she will be tail heavy
in flight.

[oy

= Bo/t hole

7

Forward end some 2 >
& shown tp Fy.

Tail irons must be reinforced with spruce
dowels and are shown in Fig. 4. In making
center and smaller upright braces between
the tail irons, drill the 3/16” hole a little
to one side and file corner of brace to allow
its folding (Fig. 5) for shipping.

(Fre off
tofner

3%, .
76 hole

Make tail irons the same as the braces
to the float by drawing sketch on the
floor, making one pair longer than the other
pair to bring the tail 2 inches above the
center of propeller thrust. Also, raise front
of fixed tail on small upright about 114”
above center of tail irons. This point can
be varied according to flight of machine,
the straighter the tail the faster the ma-
chine flies; if she flies tail heavy, raise
the front of the tail allowing the propeller
draught to strike more beneath it. It’s
better to fly a little nose heavy than tail
heavy.

After the machine is all assembled, re-
move all the controls and planes, in fact
“knock it down” and begin covering with
cloth. In buying cloth inquire from your
dealer what stretch to allow. It averages
about 2% inches. Cut cloth correct size

and begin tacking on bottom of each frame
work first, starting with front member.
This allows the cloth to go around the
rear member and up to the front member
again and lapping over the lower surface.
This prevents the air from getting under
the join. Cement all joins and re-tack. The
under surface is not put on quite as tight
as the upper on account of allowing for
the curve of the ribs which pulls it tighter
when tacked to the top and bottom of
each rib through a strip of “feather bone”
cloth. (A strip of cloth doubled over can
be used in place of feather bone). Wher-
ever the cloth goes around a corner or
sharp edge cement a strip beneath to pre-
vent wearing at that point. Use large 54”
head tacks, %” long.

It is recommended that the foreign piano
(steel) wire is used in place of the cable,
except for movable parts. In wiring con-
trols like the rudder and ailerons, the gal-
vanized steel cable is best. The diagram
(Fig. 6) illustrates the aileron system.

The control wire from right aileron at
“A” runs to the pulley “K” on the upper

front beam, then to pulley “J” on _ post,
then to wire “E” at shoulder brace. Wire
at point “B” runs to pulley “L” on front
lower beam, thence to wire “H” on
shoulder brace. Left aileron wire at point
“C” runs to pulley ‘““M” on the upper beam,
thence to pulley “I” on post and
then to “G’ on shoulder brace. Wire ‘D”
runs to pulley ‘“‘N” on bottom front beam
and thence to wire “F” on shoulder brace.
Note that wires “HE” and “F” cross each
other but not “G” and “H.”

Wires running through steering column
also cross each other to make rudder turn
to right when wheel is turned to right, and
vice versa. There’s a short piece of wire
put around the wheel and fastened to a
small 3/16” bolt (securely) which is put
through wheel to hold wire from slipping.
The wire then runs through necessary holes
and cross in tubing, the left wire running
out on right pulley at bottom and right
on left pulley. (Fig. 7.)

AERONAUTICS

After wires pass pulleys they run through
“Bowden Cable” wherever there is a corner
to be turned, on the way to the rudder
helm at No. 53 in the blue prints. See
that steering wires in passing near pro-
peller are absolutely protected from jump-

Z 2 Bok

UM Wires cross

ing across and getting caught by the pro-
peller. Never allow wires to jam in pulleys
’ or Bowden cable. Keep well oiled or
greased. The Hlevators—Front elevator is
pushed and pulled to raise machine down
or up by a push rod from bottom of steer-
ing post. The ‘flippers,’ or rear elevators,
are governed by wires from steering post.
(Fig. 8.)

I have endeavored, by the use of these
drawings and descriptive matter to make
all as clear as possible, but one must re-
member there are hundreds of parts to an

Page 32

July, 1912

aeroplane, and it is difficult to show some
of them in drawings and to write of them
would fill a book.

A good reliable engine between 50 and
80 h.p. should be used. I would recommend

| Front elevator

Push rod _

ee

GOING DOWN
Fig. 8

about 60 or 75. Have propeller blades cov-
ered with tin on the ends about 2 feet
back, as water will splinter wood quickly.
Keep machine well painted and oiled to
be free from rust. Keep pontoon drained
and out of the sun as much as possible.
Have all controls working freely, especially
ailerons, to save tiring of shoulders. Al-
ways watch gasoline, oil and water supply,
and never run close to your limit.

have been made

Arrangements
David L. Gallup, of Worcester, Mass., Polytech-
nic Institute, with Herrick Aiken of Lawrence,
Mass., to combine in further aeronautic ex peri-
ments, and with the use of Mr. Aiken’s biplane
they contemplate duplicating the propeller ex-

Dyan Lone

periments made with the rotating boom, de-
scribed in a previous issue of AERONAUTICS.
The apparatus will be so arranged that Prof.

Gallup can obtain the h.p. delivered, thrust,
speed of propeller, and speed of flight for dif-
ferent conditions of operation. They anticipate
obtaining the best relation between the Maxi-
motor engine and propeller and surfaces for a
given machine. These experiments will be car-
ried on, in all probability, at Lake Quinsiga-
mond after equipping the aeroplane with pon-
toons.

AERONAUTICS Jaly 1902

Ns *
2%. e i
2%. & f
KA ¢ -
. “Al in Front”’ *
Be ways in Front ¢
KA e
2% ‘e
2. ‘ , +
¢: In casting about for the best #
* there is in a high class motor—_ <
% one that has withstood every test—the %
% discriminating buyer will make no #
&. : : ; 66 - : *
‘¢ mistake in adopting the ' Frontier.”’ ¢
<i The flights made by Beatty with %
x the Frontier Model A-Motor are %
ys oe ‘6 ¢
© familiar to all followers of Aero- ¢ W I : b E M A N N
< Fi as ras
@ nautics. %,
%, &
: : BIPLANE
% Our exhibit at the recent Aero %&
ov E ”
% Show in New York created <
ae * ma
% tremend oS interest and a flood of ¢ The Wittemann Biplane with a Reputation, not only
* requests have since come to us for %@ sets the pace for Quality but for Service.
e as . . wes ° s
* detailed information regarding this & Write for information of 1912 Biplane with our new
2 superior power plant for aerial naviga- x Stabilizer.
tion— i fd 70 '¢
% tion—the final achievement of two ® Own a Wittemann Biplane Glider: the best, the
Dg years spent in designing and experl- . safest, easiest to operate, and enjoy flying in a moderate
#® ments. *® form.
2 ¢ Do you want to build a machine of your own design
~ or parts thereof? WE can help you to make it successful.
% FRONTIER FACTS ‘ Some parts of your ‘plane can be made of steel, we
* e rid you of the annoyance of constant repairs and insure
2 Abundant power. ® absolute safety.
* Perfectly balanced. & Send us your specifications and requirements and
‘ Imported ball bearings throughout. Yi) Secure,our quotations:
* Runs without skipping with equal and PS Large stock of steel fittings, laminated ribs and
¢ tant 5 ‘struts of all sizes carried in stock.
° constant power. .
% The highest grade materials obtain- %
2 ructi *
¥ able are used in construction. % YOUR OPPORTUNITY
res a . CEer99 OG ee ae
¢ Four-cycle, eight-cylinder, V’’type, %
< eter cole’ cylinders. % Two single covered biplanes for immediate delivery,
* ¢ slightly used, perfect condition, with 8 Cyl. 60 H. P.
& Catalogue on request ‘ Hall-Scott power plant. Write for particulars
: tier | Works : A. WITT
¢ Frontier lron orks ¢ . and A. WITTEMANN
¥ BUFFALO, N. YG % Aeronautical Engineers
* $= Works: OCEAN TERRACE and LITTLE CLOVE RD.
‘e E. J. WILLIS CO., New York Agents ¢ }
% 85 Chambers Street % Staten Island, N. Y. City
CEEESLLELELLLELEL ELE ELLE ESE M SS, Established 1906 Write for Catalogue

In answering advertisements please mention this magazine.

AERONAUTICS

CHAS. H. PATERSON

Specializes on

Tractor Screw

Passenger Biplanes

Two “1915” Sold to “The S. F. Aviators”
PATERSON Makes:

Perfect copies of aeroplanes at these prices:

Nieuport type less power plant - $550
Bleriot s s ss ‘s - 500
Curtiss < as se ss - 450

Goodyear covering and best material and work-
manship guaranteed.

PATERSON PROPELLERS
1420 Howard St., San Francisco, Cal.
JRO ORO

FOI III IIIA AD Ab A AIT
JOO OCR OOOO OO Cg | |

*

oa

*

*

*
ba
x»
x
*
*
x
ba
x
a
x»
*
og
*
ba
ba
ba
*
x
ba
x
*
ba
*
%
a

EVERYBODY CAN FLY

Learn how at the

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. Harold Kantner
Mr. F. E. DeMurias

Mr. S. S. Jerwan

Mr. M. F. Bates

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 OOOO OOOO. I apy

FIT RI TH IID RSI I IDI DED AI IAI IE IAA AIA AAI AAAI AAA AS A
JOO OOO TOO OO

July, 1912

-

SEEEE EEE EE EEE EE TEE EEE EE EEE TS

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.

Metecbeebe cde cke fo fo ofe cooks fo oho cde ofe ofocfe ofe fo ofo fo oho cfo cho focfooe ofoofe fake ofa ole ofe oho ofa of obs feof fe ofe fea os
MB eco che ohe oho oho oho sho cfe fo of of ofoofo oho fe che of of ofoofe ofe ofe ofa ofa of of ofe of ofe ofe fe ofonegoohe ofe ofe fe ofo ofa ofo of

LEEELEEEEEEEDEEEPEEEE EE EEO RES
WE GIVE EVERY

+

ABSOLUTELY

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 a newly perfected machine
not on the market for sale on account of our large
exclusive contract with the inventors, It is built
f 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,
f supported on a Chassis frame of Rolled Steel angle
f iron, capable of carrying the Weight of five full
grown men. The Axles are also of Steeland Wheels
Rubber Tired. The front wheels pivoton regulation
f Motor Car steering knuckles, eliminating all dan-
H ser of upsetting on curves. We simply can not give
§ you one hundredth part of the real Specifications
in this limited space, but send in the coupon
and we will TELL IT ALL.

le ey MOMORICA REPUB AGO
MOTOR. CAR KANSAS CITY, MO.
Se Dear Sirs: AuTsS
mea Kindly mail me full details
and Specifications of your
CYCLEMOBILE offering,
and oblige,

.

Sincerely yours,

ee

In answering advertisements please mention this magazine.

ENON AUTDISS

reo

Page 33

July, 1912

os

DISHONEST ADVERTISING

AALAYAVEZRY dishonest advertiser saps
if Es the effort of every honest one.
if “Kvery honest advertiser
HAYA =6helps to make dishonest adver-
tising possible.

“The success of honest and dishonest ad-
vertisers alike, depends on one element—
the confidence of the public in advertising
—pbut,

“While honest advertisers are creating
this confidence, dishonest advertisers are
destroying it.

“Shall dishonest advertising go on?”

The Advertising Men’s League has formed
a Vigilance Committee to spread the propa-
ganda against dishonest or misleading ad-
vertising and make it difficult for the dis-
honest advertiser to place his offerings be-
fore the public; to further legislation which
may be needed to bring certain existing
abuses within the law.

There is a law already on the statutes
of the State of New York making it a mis-
demeanor for any person, firm, ete., to dis-
seminate any statement intended to give
the appearance of an offer which is advan-
tageous to the purchaser which is untrue
or calculated to mislead.

The Post Office Department has stated
that $77,000,000 were lost through mail
frauds in 1911. Some of this money may be
charged to aviation. Honest advertisers
are entitled to part of these millions.

MORE ON FEDERAL LEGISLATION

Not a single word of protest has arisen,
nor have the aero clubs of the country taken
any notice, regarding the most foolhardy
stunt yet tried. On June 11 Silas Christo-
pherson flew from the roof of a tall hotel
in Portland across two rivers to Vancouver,
about 6 miles. He used an old front eleva-
tor Curtiss that Frank Bryant has been
flying in California. The runway was 150
feet long, poorly made—so poorly that a
wheel went through in rolling the machine
in position—and the machine was none too
good looking, with lots of wire, tape and
string. The machine barely raised before
reaching the end of the platform and after
dropping over the edge, sank about four
feet before it picked up. The reward for
this was one hundred dollars.

Is this the sort of flying that is to help
aviation?

Is any attempt to be made to put a ban
upon similar feats of daring?

Would a national law discourage this sort
of thing? It is obvious that it would. Such
flying is a serious matter. Will those who
have the interests of flying really at heart
use their resources towards regulation by
federal enactment or will they submit con-
tinuously to present conditions where avia-
tion is alleged to be under the control of a
handful of individuals, when facts are other-
wise.

SPRATT’S EXPERIMENTS PUBLISHED

AAA LIE VING that the work of George
in B i A. Spratt, one of the pioneers in
& i, aerodynamics, will benefit experi-
watAwaath mentors and tend toward safety
in aviation, there will be published simul-
taneously in “AERONAUTICS” and “Fly,”
beginning with the August issues, a series
of articles introducing his theories on the
center of pressure. Mr. Spratt is willing
to give his knowledge to the world if it
will assist in decreasing the fatalities that
have so lately robbed America of some of
its most expert flyers.

Mr. Spratt has been a student of air pres-
sures for many years. He was a close
friend of Octave Chanute, and was at Kitty
Hawk with Mr. Chanute and the Wright
brothers.

Since those early days Mr. Spratt has
continued his work in seclusion among the
Pennsylvania hills. He has studied pres-
sures almost continuously and when the
full extent of his work is known it will
be seen that his scientific investigations
are of a high order.

That this knowledge may be disseminated
as widely as possible, Mr. Spratt has made
a special arrangement with ‘“AERO-
NAUTICS” and “Fly,” whereby the articles
are to be published by them simultaneously.

The matter published in March, 1908, AERO-
NAUTICS will be included in the present
articles but more condensed, more complete in
its significance, and in better form.

BEAUMONT AND PILOT LICENSES

LAA need for a common-sense law
Zt oe to regulate general flying is being
T= voiced here and_ there’ by
nAaAAath thoughtful ones. The New York
Tribune, on June 13th,

commented editori-
ally on the article in last month’s Aero-
nautics and urged some legal precaution-
ary measures.

The little value a pilot’s license, as grait-
ed by clubs, has as a guide to an aviator’s
ability and reliability is strongly remarked
by Andre Beaumont, in his book ‘““My Three
Big Flights.’”’ Beaumont, it will be remem-
bered, won the Paris-Rome, European and
British Circuit races, covering 2,996 miles
in flying time of 67 hours 54 minutes.

“One may obtain a pilot’s license in a
few days,” he says, “but this will not pro-
tect the debutant from the surprises of the
air or the capricious tendencies of both
monoplane and biplane.” Beaumont urges
theoretical study as a preparation, an in-
vestigation of the candidate’s physical con-
dition, ete.

Until there is Federal control, what aero
club will undertake to issue certificates
which real aviators will be proud to have
and students work to obtain.

AERONAUTICS

Page 34

July, 1912

Practical Aids to Aviators

A NEW AILERON EQUALIZING MEANS.
WS SVEN SAHIS device has been worked
= BE out on the assumption that
1) if the pilot could, as he
ee) swings the control lever
> vex from side to side, move the
Ss 1) ailerons’ differentially in
SOEONES ONS) opposite directions so as to
III) give any desired greater
PAMPASANS ASL ~=negative angle of incidence
NNN) to the aileron on the side
to be lowered than the posi-
tive angle given to the other aileron, or vice
versa, the resistance to forward motion of
either aileron or on either side of the aero-
plane could be maintained at all times equal
and the use of the rudder in balancing ren-
dered unnecessary.
The control lever is shown at 2 in the
drawings and it may be fulerumed at the

point 3 to any suitable part of the aeroplane,
the present illustration of the device being
largely diagrammatical.

This lever is slotted as at 5 to provide
guides for a pair of blocks 6 and 7 slidable
therein and adjustable by suitable means
as the wires 8 looped over the drums 9 and
10 (to which they may be attached to prevent
slipping) pivoted respectively in the upper
and lower ends of the lever, the wires con-
necting to the blocks as at 11. The drum 9
is provided with a handwheel 25 Om any:
other suitable form of handle which can be
conveniently grasped by the operator, for
rotating it.

Pivotally connected to respective blocks
6 and 7 are rigid links 14, 15 whose opposite
ends are attached to suitable devices from
which connection is made to the ailerons,
indicated diagrammatically at 18 and 19.

By rotating the wheel 12, which can be
very readily done simultaneously with the
swinging of the lever, the blocks will be ad-
justed oppositely in the slot 5 and an in-
creased movement given to either aileron as
desired, due to the varying distances of the
blocks from the fulcrum.

If desired to give the ailerons a greater
upward throw without adjusting the blocks
€ and 7, so that in cases where the ailerons
are hinged to the main plane the resistance
to forward motion will be approximately the
same on each side of the aeroplane when the
ailerons are operated (the greater upward
throw compensating for the angle of inci-

Lesrgned by

dence presented by the main plane) the
links 14 and 15 may be pivotally connected
as at 20, 21, to spiral pulley device 22, 23,
upon which the wires 24, 25 leading to the
ailerons wind, the wires being attached at
their ends to such pulleys.

To make the operation easier for the pilot,
springs 26 and 27 are each fastened at one
end to the pulleys 22, 23 and at opposite
ends to any fixed part indicated at x, such
springs being arranged with their axial
lines in what is known as dead centre po-
sition with regard to the axes of the pulleys
when the ailerons are in similar (or neutral)
positions so that the springs will then exert

AERONAUTICS July, 1912

made good.

One of the few moderate-priced
Welles & Adams Motors motors that has actually

50 H. P.
4 CYCLE

Weight 200 lbs.

Valves in Head

LET US SEND Cylinders Cast

YOU OUR Separate
ILLUSTRATED @ eee
CATALOGUE Every Moving
SHOWING Part Oiled
FRED Automatically
EELLS’
GREAT
FLIGHTS Le
OVER THE you ae
to do something
Se? | better than
ROCHESTER IN “‘Grass-Cutting’”’
BIPLANE EQUIPPED — consult
WITH THIS MOTOR. WELLES & ADAMS
BATH, N. Y.

PIII IOI IITA AIA IAI II FE
Alumina Aeroplane

“Beautiful *~ Light asa
as Day.”’ F abric Feather.”’

™

El Arco Aeroplane Radiators
CARRIED IN STOCK

Some Manu-
facturers of Aero

Motors who have
adopted
: = EL ARCO
Finest Imported Linen, RADIATORS:
thoroughly Waterproofed, and ee ine
then coated with Aluminum. Call
Heat and moisture proof. Strong- Seeeee
est and Most Durable Aero- Elbridge
plane Cloth on the Market. ee Os
OUR PRICES WILL Rinek
SURPRISE YOU. White Head

Motor ‘Lightweight’? Dimensions “ Feathe rweight”’
H.P. Price Weight A B Weight Price

Send for samples and price

e . *23 $40.00 17 lbs. Sin. 19in. 13 1bs. $50.00
*3' 8.00 D1 aa Si ¢ Lae 60.00

list and be convinced. a ee Pate IR LS ae
#45 60.00 OTs 14o 19 Se OSes 75.00

T H E CO O00 otis loo poouee | SOR 88.00

75 78.00 A0 Mee: (se oor Sb... 98.00

$0 84.00 es Olee ae SoBe er 106.00

* 4lso carried in stock, rights and lefts, with fit
tings as shown dotted, for installing on eilher
side of driver's seat.

There is no lighter radiator made than our
Lightweight, except our Featherweight.

El Arco Radiator Co. 1° Fast 3st Street

AERIAL NAVIGATION
COMPANY °F AMERICA

Girard, Kansas.
PSSST SSeS SSS SESS SSeS SSS SSS S See

JOU OOOO UO OOOO OE
POI RII IIS BD APRA IA IAA AAA DADA ADI A SAS ASSIA IAI ASAI 08

In answering advertisements please mention this magazine.

AERONAUTICS July, 1912

ELBRIDGE ENGINES

So simple anyone can operate
them

So strong nobody breaks
them

So cheap anyone can buy them

Made in a dozen sizes, to suit all

types of machines.

The most generally successful
engine known to aviation, for both
amateur and professional work.
Catalog or folder on request.

Elbridge Engine Company
10 Culver Rd. Rochester, N. Y.

hie
f e
ONAL MEME ALLL ALDER OGERI HE rig t yer

r99*:

< ¢ 1912 Models

2 & In addition to those features which in the past have
2 * made Wright Flyers famous for efficiency and reliability,
Nd 2. the new models can be furnished with TAaPeTREe Con-
2 % trol, Silent Motors, and Hydroplanes. These special
me ‘ features make the 1912 machine unusually attractive
*. ° 2. to sportsmen.

2 Build Your Own + Exhibition Machines

& * aaah 2 7

* = Be For exhibition work we have other models especially
* Hydro aeroplane * adapted to high winds and small fields. It was with a
¢ *¢ stock “EX” Model that Rodgers made his wonderful
¥ Over 100 complete d rawings. Full . Siena eon Cee to Coast. Reliability means dollars to
&. ; , 0 ¢ = .

# Dimensions of every part. Only com- ¢& Wri o ae

®% plete blue-prints es sold. Standard * right School of Aviation

= I } ‘ 5; pi KA Training consists of actual fiying, in which the pupil
Dg type. 2. is accompanied by a competent teacher. No risk and
% 2. no expense whatever from breakage. The most famous
% Scale 1 inch to foot;:some full size. ® flyers in America are graduates of our school and
% BI ints 28" by 36" o. include such names as—

Py ue-prints Ni 2. Lieut. Arnold Drew Lieut. Rodgers
e . Atwood Elton ar Fermalse

e Bs rookins ieut. Foulois age

¢ PRICE $ 8 < Brindley Fowler Reynolds

* ~~ Bonney Gill Simmons

+ %? Beatty Fient. Lebm totes

KY * urgess ieut. Milling els

* A £4 250 West 54th St. % — Coffyn Mitchell Webster

Re eronau Ics, NEW YORK * Capt. Chandler C. P. Rodgers And ascore of others
<I KA Our School at Dayton is now open and pupils may
* ® begin training at once if they wish. By enrolling
v9 2. now you can reserve date most convenient to you for
* % training.

% D R QO . Write for Particulars

9, £

¥ * THE WRIGHT COMPANY
My = x ¢

ICECCAMECCCEC CMCC CC CeCe DEPT. A DAYTON, OHIO

In answering advertisements please mention this magazine.

AERONAUTICS

no turning moment upon the ailerons. As
soon as the ailerons are moved such springs
move off their dead centre positions and as-
sist in swinging the ailerons against the
air pressure. 'The strength of the springs
will of course be such as will give the nearest
approximation to counter-balancing the
air pressure on the ailerons. It is not essen-
tial that these springs be connected to the
particular part of the control device here
shown. Similar springs might also be
applied to the elevator and rudder.

This lever might also be applied to aero-
planes, such as the ordinary type of wing
warping monoplane, in which there is a con-
nection between opposite wings which gives
an automatic compensation for variation in
air pressure. By adjusting the blocks 6 and
7 a greater pressure on one side might be
made to balance a smaller pressure on the
opposite side because of the differential
leverage and the aeroplane “banked” for a
turn without interference by the pilot with
the automatic reaction between the wings.

This device is covered by applications
pending in the United ‘States Patent Office,
made by Alexander Currie, of 708 Merchant’s
Bank Building, Montreal, Canada, who
would be glad to hear from parties who
might be interested in acquiring the patent
rights.

BURGESS STARTING DEVICE

In this picture of the starting device em-
ployed by the Burgess Co. & Curtis on their
hydroaeroplanes, the operator is seen grasp-
ing a handle, inserting it in a socket fastened

Page 35

July, 1912

ball large

ratchet on the

on a_ special
sprocket.

Pulling this up turns the motor over two,
and sometimes three compressions, and
always starts it without difficulty. The
throttle is shut down so that while the hydro «
moves slowly through the water the opera-
tor has an opportunity to resume his seat
and take the levers without difficulty.

THE LEWKOWICZ ANGLE INDICATOR

Ladis Lewkowicz, the well known Bleriot
pilot, has invented a device of general use
to students and experienced flyers, an angle
indicator.

It is often too late to correct the angle
at which the aeroplane is ascending, de-
scending or banking, when the aviator finds
that such angle is too large. Always in
front of the pilot, the indicator shows him
positively at what angle his aeroplane is
flying at the exact moment he is looking
at the instrument. Knowing at what angle
his aeroplane should safely ascend, descend
and bank, one will be careful not to go far-
ther than the safety angle and less acci-
dents will occur. Mr. Lewkowicz has devel-
oped this angle indicator, and gives herewith
a full description, not only as to its work-
ing, but also full details how same could
be made, in the hope that it may help to
make aviation safer.

This angle indicator is designed to be
placed in front of the aviator, attached to
the aeroplane, so as to have the pendulum

at dead center when the aeroplane is in
flying position. It is composed of a cup,
inside of which the degrees are marked

by lines running all around. The first line
shows 10 degrees, the second line 20, ete.
The pendulum which is the only movable

AERONAUTICS

part of the instrument, is mounted on an
arm, which brings it to the center of the
cup. The pendulum is mounted on a large
ball, which rests on three small balls,
adjusted in the holding arm. At the other
end of the pendulum there is a weight.
There is just enough friction in the bear-
ings to prevent oscillation of the pendulum,
and it takes always, immediately, the per-
pendicular position, no matter at what small
angle the aeroplane flies.

When the aeroplane is ascending, the
pendulum will move toward the aviator,
and the point of the pendulum will indicate
at what angle the aeroplane is ascending.
In case the angle indicator is placed at a
distance which prevents the aviator from
seeing at what angle he is ascending, a
looking glass has been affixed which shows
the inside of the cup, and will permit the
aviator to see at what angle he is flying
by looking in the mirror when ascending,
the pendulum should always be vertical. As
soon as the pendulum deviates from that
line, in either direction, it will be danger-
ous, as it will show that the aeroplane is
climbing and banking at the same time.
When the pendulum goes to the right or
left, the aeroplane is banking in the same
direction, and if it goes on one side and
forward, it shows that the aeroplane is
banking and descending at the same time.

To make a similar instrument as shown
in the two pictures, spin a brass cup, fix
it on a little stand of any description just
to hold it on your aeroplane, have same
made black by gun metal process, divide
the cup in degrees from the bottom center
of the cup. Take a piece of sheet metal,
bend it to form an arm to support the
pendulum, and set in it three small balls,
secure this arm so that the pendulum will
be hanging dead center. The part of the

pendulum resting on the three balls, must

Page 36

July; 192

be a large perfect ball, and the bottom
weight twice as heavy as the top ball. Be
careful to place the arm at exactly a height
of half the diameter of your circle, and
you have a perfect angle indicator. Con-
nection could be made inside of the cup
at what may be called a dangerous angle,
by fixing inside the cup a metal part, which
will be in the way of the pendulum when
same will reach the danger zone. Such
part of the cup connected to a small elec-
trie bell, which will ring when the pendu-
lum will come in contact with the metal
part marking the danger zone. The danger
zone should be 5 degrees inside the safe
limit. Same arrangement could be used
to light electric light to attract the aviator’s
attention to the danger zone.

PROPELLER MAKING MACHINE

A propeller making machine has been de-
signed and built by the Curtiss Aeroplane
Co.

This machine turns out propellers which
are absolutely accurate and alike, and pro-
duces them much more rapidly than any
other type of machine.

The block shown on the front side of the
machine is the form, and the partially
finished propeller is shown just back of this.
The cutter is carried on a balanced spindle
head which also carries a ball bearing trailer
of the same shape as the cutter, and which
is automatically held against the form and
duplicates it in the block opposite. The
cutter feed and the carriage travel is ep-
tirely automatic, and the only attention re-
quired is to change the block when a blade
is finished.

The propellers made in this way are said
to be perfectly in balance both as to weight
and the thrust of the two blades. This
greatly increases the efficiency of the pro-
peller and eliminates all vibration.

AERONAUTICS

SOSOOCSPSOSSODSOSOOODIOW

Felix Bischoff Steel Works $

DUISBURG, GERMANY.
The VITAL part of a Motor is the

SOOCSCOC*

ODS

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, cmasestic soc.) DETROIT, MICH.

SOOO OCOOOOOO9OO 22992 -

AERONAUTIC

The Leading British
Monthly Journal Devot-
ed to the Technique and

Industry of Aeronautics.
(FOUNDED 1907)
Yearly Subscription One Dollar,

FSBOOOSCSOCSPSOSOOCOOILOSOS
i SOSOSSOOOOOOOSOSSGOoO>d

Post Free

A specimen copy will be mailed

Note:-—— free on receipt of 10 cents.
HEAD OFFICE: —_—_—_——"—"——

3 London Wall Buildings, London, England

American Office: 250 West 54th Street, New York

THE AERO WHEEL CO.

Builds all Kinds of Wheels for Aeroplanes
and Monoplanes

Aero fe ofoofe fo cfocfe fo nfe ofe sho ofe ofonge ofoofe of CN

EPP EES

f
t
t
:
;

Standard or Special Sizes at Very Low Prices

DETROIT ARO POWER PLANT
compcete $300 Reavy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO,
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS.

''S GUARANTEED *0

2!1OLBS MIN.STATIONARY THRUST
IS8 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.

DLR OT MICHIGAN

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.

usp 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
No XG:

Special grades of Bamboo for Aeronautic Work. Reed,
Rattan and Split Bamboo for models. Tonka Rattan
for Skids 144 diameter and under any length.

: 804-810 Jefferson St.,
782 Eighth Avenue New York J. DELTOUR, Inc. Hoboken, N. J.
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 you ask us

SLOANE AEROPLANE GO.

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 _ duly, 1912

~«PATEN IT S si SEDURED OR 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. Cc.

EEEEEEEEEE EE EES

SEES EEE EEE EEE EEE EEE EEE EEE EEE ebb ebb bbbbbbbeebeee

PATENT Ee eee i PATENTS

patents obtained through me.
Send for three books with list of Cc. L. PARKER

200 inventions. A postal will Ex-member Examining Corps, U.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.

“Protective Patents” siratcntssccs% sent on STRUTS & We TPC STRUTS & SPARS
uest to inventors e

experience. Personal service. "Teade: marks registered.

Rane node ee to Order

BEELER & ROBB, Southern Building, Washington, D. C. e

: ; . C. DURGAN
I find more things of interest in your
magazine than all the rest oectuc ato: SEE OUR EXHIBIT AT ‘“SAERONAUTICS’” OFFICE
- iy SeXaS- | 115 Brown Street —:: :: Syracuse, N. Y.

! ATTENTION !!)/| PEDERSEN OIL PUMPS

WE SELL AEROPLANE SUPPLIES at have positive action, are small and

prices that make friends. Send 6 cents in licht. easily applied to ,
oO
stamps for 22 page, illustrated catalogue. = 2 y PP any motor

Write for circular

New York Aeronautical Supply Co. Say aaron ee et ee
si bden hee Yau| | PEDERSEN: .LUBRIGCATORWC@

636-644 First Avenue, New York, U.S.A.
SLOANE SCHOOL OF AVIATION IS NOW IN OPERATION

FOR $300 WE GUARANTEE TO MAKE A PUPIL COMPETENT TO PASS THE MILITARY LICENSE TEST.
GEORGE M. DYOTT, OUR INSTRUCTOR, IS ONE OF THE FIRST AND BEST CERTIFIED EUROPEAN
AEROPLANE PILOTS. HE CARRIED PRESIDENT MADERO IN MEXICO.

DEPERDUSSIN MONOPLANES, WHICH WE SELL EXCLUSIVELY IN AMERICA, HOLD pn oe
ALL WORLD’S SPEED RECORDS AND ARE THE SAFEST AND MOST ECONOMICAL AIRCRAF

CAUDRON MONOPLANES WHICH WE SELL EXCLUSIVELY IN AMERICA, ARE THE $PREDIEST AND
BEST BUILT CRAFT OF THEIR TYPE PRODUCED IN FRANCE.

; =ANZANI MOTORS, WITH WHICH WE EQUIP OUR AEROPLANES AND WHICH WE SELL, GIVE MORE
RESULT PER HORSE-POWER THAN ANY OTHER FOREIGN MOTOR AND ARE LOW PRICED.

SLOANE AEROPLANE CO., - Phone 5421 Columbus - 1733 BROADWAY, NEW YORK CITY

B, 227-*22-8 ZS 332 | 2 | Must Sell: —FINE MONOPLANE
|B 08522.55 Om Ield a6

me BER ogYE Y nl 911, cross-country type, two seater,
GC} S2 5°." 225 aaS = ; aioe re

SE rem SES y oO Lu Bleriot, 100 h. p. engine, full equipment
CO | <F sazsese ep Me , fo
—| $6 292 23 aS LS A. V. REYBURN, Jr.

eS San 5 mo 50 cc
>| 8 2s8iasam oo jese | ae 5305 Delmar Boul. 2: St. Louis, Mo.

Have never been connected with the American
Aeroplane Mfg. Co. and School of Aviation.

17 North La Salle Street, Chicago, IIls.
hr TLL

5

AERONAUTICS

ae a ae

13214. ‘

Page 37

July S2

News
in
General

The Burgess Military

BURGESS WAR ’PLANE TRIED OUT

Aside from the regular work of training, which
has gone ahead on the few days of favorable
weather in the past month, activity at the
Burgess Company headquarters has centered in
the trials of the war aeroplane (described with
seale drawings in the last issue) and the aero-~
plane ordered by Howard W. Gill for the Gould-
Scientific American trophy.

The Burgess war ’plane was launched on tem-
porary hydroplanes on June 7 after a thorough
testing of its 70 h.p. Renault motor. Trials for
the first few days were for the most part on the
water and showed that this new type of machine
is more easily steered as a water craft than the
standard machine.

During the second week in June, the first
actual flight of the Burgess war ’plane was made
by Mr. Burgess. For the week succeeding Mr
Burgess flew the machine nearly every day in
straightaway flights over Salem Bay and along
“the North Shore.

The turning qualities of the new machine were
given their most important tests on June 21
when Mr. Burgess successfully negotiated both
left and right hand turns. On this day, Mr.
Burgess was in the air for something over forty-
five minutes, maintaining an altitude of about
300 feet.

Although the speed qualities of the machine
have not yet been tested, since the motor has
never been flown with the throttle wide open,

the war aeroplane has reached a speed of 55
miles an hour over a measured course.
During the last month, Howard W. Gill has

been conducting exhaustive tests in the double
tractor Burgess equipped with a _ Hall-Scott
motor which has been designed for the Gould
Scientific American prize. The tests have been
made entirely over water.

This machine, like the Army Burgess, has
proven of considerably greater speed and climb-
ing efficiency than the standard Burgess.

GOULD PRIZE CONTEST

Eleven entries were received by the closing
date, June 1, for the Gould $15,000 prize offered
more than two years ago through the Scientific
American.

The competition itself is scheduled to take
place on July 4th or the following days, on some
aviation field in the vicinity of New York. A
committee of three judges will pass upon the
machines offered for trial. The following entries
have been received:

Alleas Aeroplane Company,

Boston, Mass.:

Double biplane of the following-surface type.
Howard Gill, Boston, Mass.: Biplane. H. Cur-
tis, Manchester, Mass.; Burgess biplane. The

Boland Aeroplane and Motor Company, Rahway,
N. J.: Biplane. Edward J. Elsas, Kansas City,
Mo.: Biplane. H. W. Mattoni, 217 West 120th
Street, New York: Multiplane. Macleod Multi-

plane Company, Richmond, 8S. I.: Multiplane.
Charles H. Burleigh, South Brunswick, Maine.
Multiplane, George W. Beatty, Mineola, Long
Island: Biplane. Grover Cleveland Loening, on
behalf of the Queen Monoplane Company, Fort
George, New York: Monoplane. John P. Conk-
ling, 125 East 23rd Street, New York City; Bi-
plane.

The principal
follows:

Prize offered for the ‘‘most perfect and practi-
cable heavier-than-air flying machine,’’ designed
and demonstrated in this country, and equipped
with two or more complete power plants (separ-
ate motors and propellers), so connected that
any power plant may be operated independently,
or together.

Competitors for the prize must file complete
drawings and specifications of their machines.

Before making a flight each contestant or his
agent must prove he is able to drive each
engine and propeller independently of the other
or others, and able to couple up all engines and
propellers and drive in unison. Competitor must
demonstrate that he is able to drive his machine
in a continuous flight over a designated course;
and for a period of at least one hour he must
run with one of his power plants disconnected;
also he must drive his engines during said
flight alternately and together.

In the judging of the performances the ques-
tions of stability, ease of control and safety will
also be taken into consideration. The machine
best fulfilling these conditions shall be awarded
the prize.

WRIGHTS WIN DAMAGE SUIT

conditions governing are as

A suit was decided by the Monmouth
County (N. J.) Circuit Court on June 26, in
favor of the Wright Company, Asbury Park
Aero & Motor Club, and others, co-defend-
ants, which is of utmost importance to avia-
tors, clubs and exhibition promotors.

The complainant, Morris Gorsuch, a youth

whose arm was broken by a Wright aeroplane
piloted by Walter Brookins when the machine
crashed into the grandstand the opening day
of the Asbury Park exhibition, August 10, 1910,
brought suit for $25,000 damages

Although there was conflicting testimony as
to the extent of the injuries actually received
and their results, the case was ‘‘non-suited,”’
or thrown out of Court because the plaintiff
failed to show that the accident was due to
negligence of any kind on the part of any of
the defendants, proof having been introduced
that due care was exercised by all concerned

and by expert witnesses that the accident
was one which could not have been avoided
under the circumstances under which it oc-

its kind in
to trial.

This is the first case of
in America to have come

curred.
aviation

AERONAUTICS

NEW AERODROME ON STATEN ISLAND

On Staten Island, near Oakwood Heights, 45
minutes from the Battery, the Aeronautical So-
ciety has arranged to open early in July
the finest aviation field in America. The field
is a mile square and as flat as a billiard table.
It is ideal for practice purposes. The aeroplane
field is a half mile from the ocean shore where
arrangements have been made to accommodate
hydroaeroplanes. Hangars will be ready for oc-
cupaney early in July. The excursion rates to
Oakwood Heights are 35 cents. Commutation
rates, 15 cents per round trip. Trains run at
frequent intervals. Most of the colony on the
various Long Island fields and many flyers in
New Jersey will locate on the field. Members
who desire hangar space should notify the
General Secretary at once.

Messrs. C. and A. and Harold Wittemann de-
serve special recognition for their work in aiding
to secure this field.

The Mineola field is being given up. This club
is the only one in the East to have its own fields
under lease.

WRIGHT-CURTISS SUIT

On account of the death of Mr. Wright, the
trial at Buffalo of the merits of the Wright
patent in the Curtiss action, has been postponed
to the September term.

KEMP CONTINUES RUBEL BUSINESS

The Kemp Machine Works, of Muncie, Ind.,
are now selling their Grey Eagle motors direct
from their own factory.

R. ©. Rubel, Jr. & Co., of Louisville, Ixy.,
recently made an assignment owing to their
present financial conditions, it is said. They

have been the exclusive agents for this motor in
the past two years, in which a number of motors
are now out with good results.

The Kemp Company reports a good business
and are building to their plant and will double
their capacity of motors in the near future

FRENCH FAIL IN BOMB DROPPING

The French pilots are failing to come any-
where near the mark in their bomb-dronning
trials for the Michelin prize for bomb-dropping,
and the competition closes:August 16th.

The first contest took place April 2). with
four entries, but only two Frenchmen took part.
Lieut Bosquet, on a Henry Farman, could
carry but 9 bombs which fell all over the field.
Lieut. Mailfert in a 100 h.p. Farman, carried
15 and put. 2 in the target; the others were well
scattered. Later in the day Mailfert went up
again and put 1 out of 15 in the target—a total
of 3 in 39. Each of these men has a simple

sighing arrangement which is fixed to the
plane and which moves with it.
The American entrant for the prize, Lieut.

Seott, has been able to put 40% of his bombs in
the target. None of the French aviators use
pointed bombs with tails, such as are covere:l]
by Scott’s patent, the French bombs being round
regulation ©’Hairs supplied by the military au-
thorities.

DOCTOR FLIES TO PATIENT

An aeroplane was put to most practical use
at Hammondsport, on June 10, when Hugh
Robinson, instructor in the Curtiss school,
earried Dr. P. L. Alden across Lake Keuka in
answer to a hurry call from Urbana, where
Edwin Petrie’s small son had fallen from a
balcony in the vaults of the Urbana Wine Com-
pany, where his father is chief engineer, and
was thought to be fatally injured.

Dr. Alden realized the urgency of the call and
appealed to Mr. Robinson to take him over in a
hydroaeroplane. The boy’s injury was a com-
pound fracture of the hip, and a delay meant
serious results from hemorrhage. The distance
by road is much greater than by aeroplane.

FOR FRENCH DETAILS

Our collaborator, M. Alex. Dumas, has estab-
lished an information bureau at 38, Boulevard
Alexandre Martin, Orleans, France. From him
may be obtained drawings, photos and details
of French machines and he is prepared to exe-
cute commissions in that country.

Page 38

July, 1912

NEW COMPANIES

Fowler-Mars Company is being formed by
“Bud’’ Mars and Robert G. Fowler in Kansas
City; capital stock $75,000.

The Montana Aeroplane and Exhibition Com-
pany, of Butte, capitalized at $25,000, of which
$410 is actually subseribed for by Terah T.
Maroney of Big Timber, George Nelson and
Howard W. Pierce, both of Butte.

Aero Club of Temple, Tex.; $5,000. E. K.
Williams, W. E Pozier, F. M. Grazier, and
others.

Moisant Exhibition Co., U. S. Rubber Bldg.,
New York; $10,000; A. F. Stafford, Jr., M BH.
John, Edward R. Holden.

Blondin ‘Safety’ Aeroplane Company, Los
Angeles. Capidal .stock, $100,000; par value
of shares $1 each; incorporators, Joseph A.
Blondin, G. W. Blondin, T. Traumann

Empire Exhibition Co., Binghamton, N. Y.;
$5000. Dr. Chas. S Decker, Dr. Edgar H.
Coombs, Harry Ferris, Charles Hammond.

Donald Aeroplane Co., Niagara Falls, N. Y.;
$20,000. Bruee Donald, Frederick Myers and
George C. Jones.

The Montana Aeroplane and Exhibition Com-
pany, Butte, Mont.; $25,000; by T. T. Maroney
and others.

Perfection Aero-Navigation Co., Pittsburgh,
Pa.; capital $200,000. Incorporators, D. Smith,

W. L. Meeks, Pittsburgh, Pa.; J. Sinkobitz,
Selienoble, Pa.
The Polish Aerial Navigation Company,

Cleveland, aeroplanes and other aerial vehicles;
$10.0uu; M. PR. Kuiola, Bolesaw Filipiak, Joseph

Selzak, Anthony Piotrowski, Julian ‘Colond-
zynier.

To those interested in floats for water ma-
chines, Joseph ‘Pastorel, Box 422, Asbury
Park, N. J., calls attention to his patent
1,010,309, covering an unsinkable hull of hard

rubber, with rubber sheeting on the outside
to inclose a number of air tight compartments.

IMPORTS AND EXPORTS

Two aeroplanes were imported in March,
valued at $3,409. for the 9 months ending
March, 15 were imported at a valuation of
$52,042. Domestic machines exported in the

9 months ending March totaled 19, valued at

$71,195. One foreign machirte ($3,628) was
exported in February and 4 in March
($7,230). Exports of foreign machines totaled

11 for the 9 months above named, value $35,-
$31. On March 31, 3 foreign machines re-
mained in warehouses, valued at $8,274.

CURTISS SCHOOL MAKES 240 FLIGHTS
IN ONE DAY

At the Curtiss aviation school at Hammonds-
port, all records were broken on June 23, when
240 flights were made in one day. One hundred
and twenty-six of these were with the practice
machine called “Lizzie’’ and constituted
straight flights for the length of the field and
half circles. Sixty-four flights were made with
the eight cylinder practice machine and con-
sisted of half circles, circles and figure eights.
The other sixty flights were made with the hy-
droaeroplane.

The twelve students who made these flights,
some of whom were taking the course in both
the hydro and land machine, expressed them-
selves as pretty thoroughly tired out at the
end of this strenuous day’s work. One hundred
or more flights are made practically every day
in the week, but Saturday being a particularly
fine day this new record was made. The day’s
flying used up a barrel of gasoline and four gal-
lon's of oil.

AERO EE CRURES AG aI jealanenlie

Albert A. Merrill is giving a course of lec-
tures at the Mass. Institute of Technology, open

to all engineers of the senior class—the first
series of aeronautical lectures to have been
given at M. I.

Now that the Automobile Club of America has
closed its own rooms and has joined with the
Aero Club of America, it is interesting to note
in the last number of the Club Journal the state-
ment that the Aero Club is “‘primarily a social
club.”’

AERONAUTICS

July, 1912

BLERIOT MONOPLANES

IMMEDIATE DELIVERIES

3 MODELS

FROM $1,500 TO $10,000

Our monoplanes are in every way suited to contest and exhibition work, including speed, altitude, distance. dura-
tion, cross-country and cross-city flying, where thorough reliable strength and high efficiency are so vitally important

Single-Seaters

Passenger-Carrying Monoplanes

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.

We sold more successful Bleriot-Type Monoplanes in 1911 than all other manufacturers combined

All passenger-carrying monoplanes are equipped with Twin Steering Wheels which enables the pilot to instruet 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

THOMAS
AEROPLANES

Are Safe and Reliable

having been developed
by Actual Performance

SCHOOL OF AVIATION
Write for full particulars

THOMAS BROTHERS

SHANNON BLDG. BATH, N. Y-

TREN TE ST
HAVE YOU ORDERED YOUR COPY
OF THE THIRD EDITION OF

The Aviation World

Containing everything that he who is interested in
Aeronautics would wish to know

PRICE ONE DOLLAR

The Aviation World Who’s Who and Industrial Directory—
which has been published yearly since 1909—is the Com-
plete Guide, Reference, or Year Book and Biographical
Compendium published in the interests of aviation.

It circulates in every country.

It is recognized and used daily by the leading authorities
in every country, because it is the reliable and authentic
record of the progress of aeronautics throughout the world.
The next edition of the AVIATION WORLD will be published by
Messrs. Longmans Green & Co., simultaneously in America and
Europe, early in July. Mail your order early to:

AVIATION WORLD ‘/, AERONAUTICS, New York
London, 85 Fleet Street

it “is:
Isn’t it a erow
*‘Beaut ?”’

’Phone 427 Hempstead

HEMPSTEAD, L. 1., N. Y.

THE
GRESSIER AVIATION CO.

Instruction in Aviation After April Ist

BLERIOT and MORANE MONOPLANES
FARMAN BIPLANE and
GRESSIER- HYDRO-AEROPLANES

Best terms given first ten applicants

Inspection invited. Write for terms and information

139 West 37th St., New York

“If you get it from HAMILTON it’s alright”

We are cutting prices on Aero Suppliesand you owe
jt to yourself to get our new catalog ‘‘ EVERYTHING
AVIATIC”’ before ordering elsewhere. A trial order
will convince you that our prices and quality are
right. Everything for the Aviator and Builder, in
cluding Propellers, Wheels, Tires, Fabrics, Running
Gears, Turnbuckles, Sockets, Terminals, Controls,
Uprights, Skids, Struts, Ribs and Special Woodwork,
Pontoons, Motors and Complete Aeroplanes, etc.

Our MOTOR EXCHANGE will interest you if you need
more power or a motor at a price extraordinary.
Have you a motor to sell reasonably? Must be in
good working order.

° - h Ave.
Hamilton Aero Mfg. Co. 783-30) Ave

GET THE WORLD’S BEST FLYER
PERCY PIERCE RACER, No. 68

Official records:—1,81412 feet distance 91 seconds duration.
Unofficial (newest) distance 2,890 feet. In ten flights it
covered over 3%2 miles. The only model to win every com-
petition in which it has been entered.
drawings published 25 cents. Parts and Made-up machines

Most complete

PERCY PIERCE, 5907D Osage Avenue, Phila., Pa.

Write for particulars

In answering advertisements please mention this magazine.

AERONAUTICS July, 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—1st & 3rd money
St. Louis Centennial, 1909—I1st, 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. II.’’

non-contestant — whipped the entire
field, World’s best Balloons.

Insist on Records before buying anywhere.
We’ arrange Contests, Qualify Pilots, etc.

French-American Balloon Co.

4460 Chouteau Ave. St. Louis, Mo.
H. E. Honeywell, Mer.

FAIR MANAGERS and Others
Interested in AEROPLANE FLIGHTS

EXHIBITION an» 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
.. 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.

muscu 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 to fly. 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
HOP KINSVILLE - = Kentucky MODEL “B” BIPLANE, Single or Double Seated

In answering advertisements please mention this magazine.

MODEL “A’”’ BIPLANE, Single Seater

AERONAUTICS

DEATH OF WELSH AND HAZELHURST

Washington, D. C., June 11.—A. L. Welsh
and his passenger, Lieut Hazelhurst, officer-
aviator of the U. S. Signal Corps who had just
completed a course of instruction under ua fellow
officer, were killed in testing out the new
weight-carrying military biplane just delivered
for trial by the Wright company. All the con-
ditions had been met, save the climnbing test of
200 feet a minute for 10 minutes, and it was on
this test that Welsh and the Lieutenant had
just started, with ballast to make up a weight
of 450 pounds in addition to fuel for four hours.

Mr. Welsh for the past year had been the only
pilot in the employ of the Wright company.
He was one of the original team, which includ-
ed Johnston, Hoxey, Brookins, La Chappell and
Coffyn. He had an enviable reputation as flyer
and had taken up hundreds of passengers and

trained scores of pupils including many exhibi--

tion flyers of the present day. George W. Beat-
ty was one of his pupils who have made names
for themselves. No one ever hesitated to fly
with Welsh. Sort of a unique character, he
had a charming personality and the news of
his death came as an excruciating blow to hosts
of admiring friends and acquaintances all over
the country.

Mr. Welsh expected to gain momentum for his
climb by swooping down with power on and
suddenly flattening out. It is possible he

waited until too late for the changing
of his elevator for the machine smashed
up on the ground. Mr. Orville Wright

has stated that the machine hit tne ground,
and that all wires were intact.The timing of the
climbing test was to start at the bottom of the
swoop. An investigation is being mad2 by a
military board. The accident seems to be
similar to those which ended fataily for Badger
and Ely.

Lieutenant Hazelhurst was on detached duty
at the Aviation School, College Park, Maryland.

He was born in Brunswick, Georgia, June 25,
1886. He was appointed to the United States
Military Academy, from Mississippi, June 16,
1904, and was graduated, February 14, 1308, and
assigned to the 17th Infantry, as a Second
Lieutenant. He joined the regiment in Cama-
guey, Cuba, April 18, 1908, and returned to ort
McPherson with the regiment.

He was on detached service preparing the
Progressive Military Map of the United States,
stationed at New Orleans, from Feb. 18, 191), to
June 21, 1910. Volunteered and was detaiied
for duty in the Signal Corps Aviation School,
March 1, 1912.

The regiment extends its warmest sympathy
to the bereaved family. The regiment has lost
an efficient officer, beloved by all who Knew him.

All officers of the 17th Infantry will wear the
usual badge of mourning for thirty days.

ENGLISH WOMAN AVIATOR KILLED

Springfield, Ill, June 17. Mrs. Julia Clark of
Denver Colo., was killed in an exhibition flight
when one wing of her Curtiss biplane struck a
small limb of a tree. She, with Lansing Callan,
Farnum Fish, Kearney and one or two other
flyers, had recently started on an _ exhibition
tour under the management of ‘‘Bill’’ Pickens,
of Brighton Beach auto race notoriety, under
the title ‘Curtiss-Wright Aviators.”

Mrs. Clark graduated from the Curtiss school
at San Diego, Cal., on May 19 and had pilot
certificate number 133.

OTHER FATALITIES

Hempstead, L. I., June 22.—Henry Turner,
a mechanic formerly employed by Walden,
was allowed by Peter McLaughlin to practice
flight in one of his machines formerly flown
by the late Shriver. Turner made one short
straightaway, though he promised he would
keep on the ground. On a second attempt he
shot the machine up at a steep angle, stalled
and the aeroplane came down on its back,
resulting in the death of Turner.

Page 39

July, 1912

Nice, Fr., May 4.—Count de Robillard Cosnac
(monoplane)—‘‘wings collapsed.’”’

Riga, May 5.—Aviatrice Galanschkee.

Anvers, Fr., May 5.—Olbrechts.

Pordenone, Italy, May 10.—Lt. Depersis in
a monoplane; bad landing.

Etampes, Fr., May 14.— Capt. Eicheman—
military monoplane.

Berlin, Ger., May 25.— Lt. von Slighting,
passenger with Fokker in latter’s own design
monoplane, was killed. Wing broke after a
“vol plane.’’ Fokker was injured.

Juvisy, Fr., June. .1.—~Reby, mechanic, pas-

senger, was killed; pilot Collardeau, sustained
injuries; biplane. .-

Bremen, Ger., June 2.—Albert Buchstaetter
and passenger Lieut Stille in a monoplane.

Mourmelon, Fr., June 9.—Albert Kimmerling,
a veteran aviator, and his passenger Tonnel,
were killed flying a Sommer monoplane
Paris, Fr., June 20.—Captain Dubois and
Lieut. Albert Peignan, brother officers. Their
biplanes met in midair in a head-on collision.
_ The total of deaths by pilots or passengers
In power machines totals, with these, 169.

r SEAGULL CAUSES RODGERS’ DEATH

The body of -a. seagull tightly wedged be-
tween the tail and the rudder of his aeroplane,
breaking the. control wire when he tried to turn
his sky craft out over the ocean, caused the
death of Calbraith P. Rodgers, the transcon-
tinental aviator at Long Beach ten weeks ago,
is the statement given out by his widow, Mrs.
Rodgers. Verification is made by Frank Shafer
the chief mechanician for Rodgers, who found
the dead gull entangled in the mechanism.

The dead gull was wedged so tightly be-
tween the rudder and the tail framework of
the machine that it was necessary to break
the rudder to extract it. With the rudder
made immovable by the gull’s body, the con-
trol wire was snapped when Rodgers attempt-
ed to veer his machine after he had made his
last long glide. Pe

Raymond W. Garner, of Davenport, Ia., lost
his life on June 8 while in a boat which was
being towed by a hydroaeroplane.

NEW PILOTS

The following have received pilot certificates,
the names of the machines uSed and the date
and place of the trials being given.

125 John G. Kloeckler (Wright), May 22,
Dayton. '

126 William Kabitzke (Wright), May 23, Day-
ton.

127 Beckwith Havens (Curtiss), June 1,
Bridgeport.

128 Warren §S. Eaton (Eaton bi.),\ April 21,

Los Angeles.

129 D.’C. DeHart (Maton), April 21, Los An-
geles.

130 Lt.-Col. Chas. B. Winder, (Curtiss), April
23, College’ Park.

131 Tom Gunn, (Curtiss), April 21, Los Au-
geles.

132 R. B. Russell, May 18,
Diego.

133 Mrs. Julia Clark,
Diego.

134 De Lloyd Thompson
Chicago.

185 Otto W. -Brodie (Farman), June 2, Chica-

(Curtiss), San

(Curtiss), May 19, San

(Wright), June 2,

Zo.
136 W. Starling Burgess (Burgess hydro),
June 15, Marblehead, Mass.
137 Sidney F. Beckwith (Wright),
Mineola.

On May 28th at the Valbuena Aviation field
ijn the City of Mexico, the first successful aero-
plane built by native labor, was tried out. The
machine is a two-seater and an exact copy of
the ‘‘Deperdussin”’’ owned by the Mexican Avia-
tor Mendia, and is equipped with an 80 H.P.

June 15,

Anzani motor. :
The woodwork, ete., of the machine was done
bv the natives Carlos Leon and J. G. Villasana

under the supervision of Jaeques Pobiedesjkey,
the owner. The machine on its first trial flew
about 300 meters at about 60 feet.

', BE, L. Ramsey.

SKY SCRAPINGS
Bridgeport, June 1.—Beckwith Havens
(Curtiss) flew with John Dibert, in his Curtiss
hydro from Bridgeport, Ct., across L. I. Sound
to Fort Jefferson, L. I., and return.

Washington, June 1. Lieut. Arnold (Bur-
gZess) made a new Army Altitude record, 6,540
ft.

Rochester, N. Y., June 25.—Fred. G. Eells
in a hydro-aeroplane flight over Irondequoit
Bay flew seventy-three miles in one hour and
twenty-one minutes at an average speed of
fifty-four miles an hour. In a ‘plane equipped with a
Welles & Adams motor. Elles’ flight was cut short
when his supply of gasoline gave out, and he dropped
his machine to the bay.

Princeton, N. J., June 9.—Marshall E. Reid,
a graduate of Beatty’s School flew with his
mechanic from Staten Island, stopping once
at Trenton.

New York, May 31.—Oliver B. Sherwood
flew his Kirkham-engined Curtiss copy from
Nassau, over N. Y. City, across the Hudson
to Hackensack, N J.

Hicksville, N. Y., June 26.—J. Rodman Law,
the parachute jumper, who has made_ spec-
tacular leaps from many New York _ sky-
scrapers, left the biplane of Harry B. Brown
at a high altitude and came to earth safely
about a half mile distant.

BALLOON ASCENSIONS

San Antonio, Texas, May 26. John Berry
and Albert von Hoffman in the ‘‘Million Club”
to Roseville, Ills., Dist.—915 miles; dur.—23 hrs.
35 min:; alt., 24,000 ft.

Holmesburg, Pa., June 1.—A. T. Atherholt
and P. M. Sharples in the ‘‘Penn. II’’ to Bur-
lington, N. J.

Atlantic City, June 1.—The Seiberling-Vani-
man dirigible made an ascent of an hour, with
six on board. An accident ended the experi-

ment. (See note elsewhere this issue.)
Ft. Omaha, May 31.—Wim. F. Assmann and
four Army officers,

to near Burlington Jct.,
Mo., 84 miles. .
NEW BOOKS RECEIVED

NOTE: ANY OF THESE BOOKS MAY BE
OBTAINED FROM AERONAUTICS, OR DI-
RECT FROM THE PUBLISHER.

BUILDING AND FLYING AN AEROPLANE,
by Chas. B. Hayward, 8vo., cloth, 142 pp., illus-
trated. Published at $1.00 by American School
of Correspondence, Chicago. Chapters include:
Building Aeroplane Models, Building a Glider,
Building a Curtiss Biplane, Building a Bleriot,
Art of Flying, Accidents and Their Lessons, Am-
ateur Aviators. This will be found an interesting
little book by the amateur builder and novice
flyer. The descriptions of the making of the
Curtiss-type and the Bleriot copy are quite com-
plete. The drawings of the Curtiss article, for
instance, are accurate copies of Mr. Godley’s
series of articles in AKRONAUTICS and the
wording has, no doubt, been adapted and short-
ened from Mr. Godley’s original description.

THE AEROPLANE IN WAR, by C. G. White
and Harry Harper. Illustrated, 8vo., Cloth, 244

pp., published by J. B. Lippincott Co, Phila.,
Pa., at $8. Chapters: Review of Military Prog-
ress, First French Manoeuvers in 1910, Air

Fleets of Foreign Nations, Importance of Orga-
nization in the use of War Aeroplanes, England’s
Position in Regard to Military Flying, War
Machines at Paris 1911 Show, What Existing
War Aeroplanes can Actually Accomplish, Wire-
less Telegraphy and Photography, Training of
Army Air Men, Cost of War ’Planes, Problem of
Artillery Fire, Destructive Potentiality of
Weight-Carrying ’Planes, War in the Air, Aero-
planes in Naval Warfare, Work in French and
German 1911 Manoeuvers. The book is very
interesting.

MY THREE BIG FLIGHTS, by Andre Beau-
mont. Large S8vo, cloth. Many illustrations, 156
pp., published at $2.50 by McBride, Nast & Co.,
New York. Beaumont tells in a way that’s
absorbing the tale of his winning of the Paris-
Rome, European Circuit and British Circuit
races, and ends with curious experiences in

July, 1912

meeting people, advice to would-be aviators and
some valuable suggestions of which aero clubs
might well take advantage.

LUFTSCHRAUBEN. Leitfaden fur den Bav
und die Behandling von Propellern. Von Pau)
Béjeuhr. Over 90 illustrations. 8 vo. cloth,
177 pp., published by Franz B. Auffarth, Frank-
furt a.M., Germany, 4 Mk.

BAU UND BETRIEKB VON PRALL-LUFT-
SCHIFFEN, von Richard Basenach, Teil I. 8vo.,
cloth, 100 pp., illustrated, published by Franz B.
Auffarth, Frankfurt a.M., at 3 Mk.

THE MECHANICS OF THE AEROPLANE, by
Captain DeChene, translated by J. F. Ledeboer
and T. O’B. Hubbard. 8vo., cloth, 231 pp., $2.25,
Lengmans, Green & Co., 4th Ave. & 380th St.,
New York. This work explains in simple terms,
with a minimum of formulae,the main principles
of dynamic flight and gives the reader an insight
into the various problems involved in the calecu-
lation of the aeroplane, knowledge so greatly
needed by the hundreds who are spending money
for ridiculous patents on impossible devices.

PRACTICAL AERONAUTICS, by Chas. B.

Hayward. Large 8 vo, cloth, 800 pp., 310
illustrations $3.50 published by American
School of correspondence, Drexel <Ave., &
58) Sit, es Chicago, ills:

A valuable contribution to aviation lore has
appeared in this new book.

In spite of the rapid growth of the science
and the time required to get together and pub-
lish such a work it is brought up to date to a
remarkable degree and covers almost every
phase of experimental as well as_ practical
field work and operation of the aeroplane.

It should prove a complete compendium to the

amateur and_ professional constructor and
flyer.
JAHRBUCH DER LUFTFAHRT. II. Jahr-

gang 1912. Unter Mitwirkung vieler Fachleute
herausgegeben von Ingenieur Ansbert Vorreiter
in Berlin. Mit 775 Abbildungen, davon 120 auf
Tafeln, 27 Tabellen und 1 farbigen Tafel: ,,Die
Stander der Vereine des Deutschen Luftfahrer-
Verbandes**.. Umfang 686 Seiten gr. 8°. Miin-
chen, J. F. Lehmanns Verlag. Preis in Origi-
nal-Leinwandband M. 12.—

Die Anschaulichkeit wird gewahrleistet durch
775 Abbildungen, Pline und Skizzen und eine

grosse farbige Tafel der Vereinsstander. Lehr-
reiche Vergleiche werden ermdglicht durch
zahlreiche besonders eingelegte Tabellen. Um

die Vielseitigkeit des Inhalts zu veranschau-
liche, sein im Nachstehenden die Ueberschriften
der Hauptabschnitte genannt:

1. Luftschiffe. 2. Flugzeuge: a) Allgemeines,
b) Eindecker, c) ZGweidecker, d) Dreidecker. 3.
Luftfahrzeug-Motoren; Propeller fiir Luftschiffe

und Flugzeuge. 4. Gleitflieger und Drachen.
5. Freiballone und _ FKessel-ballone. 6. Luft-

Fortschritte in
Kampf- und

schiffhiifen, Luftschiffderften. 7.
der Erzeugung von Ballongas. 8.
fahrzeugen. 9. Flugplatze und Fliegerschulen.
10. Wissenschaftliche Forschung: a) Wissen-
schaftliche Fortschritte der Flugtechnik; b) Die
wissenschaftlichen lufttechnischen Institute.
11. Orientieruns und Navigation. 12. Die
pHedeutendsten deutschen Patente auf dem Ge-
biete der Luftschiffahrt und Flugtechnik. 13.
Zusammenstellung der flugsportlich bedeuten-
deren Ergebnisse in der Zeit vom 1. November
1910 bis 1. November 1911. 14. Die Entwick-
8. Kampf- und Bekampfungswaffen von Luft-
lung des Militarflugwesens. 15. Vereinswesen.
16 Bezeugsquellenverzeichnis.

The aeroplane of the Detroit company of the
Michigan Naval Reserves is now equipped with
the model 1 Maximotor at the flying grounds on
Fox Creek. There are now from 1 to 8 Maxi-
motors in each of 27 states of the Union besides
others in a number of foreign countries.

The Military Maximotors are made in 3
models—G, a 4 cyl. of 70 h.p.; H, a 6 eyl. of
105 h.p. and J, an 8 cyl. of 140 h.p. These were
intended chiefly for army use on government
aeroplanes. They are equipped with clutch,
flywheel, muffler and self-starter.

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 (1st 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
etes,, 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 - - during winter
Hendon, near London

PPP PPP LLLP LP LALLA LLL LLL ALAA

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 Jo Psfarbox

@ 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 oa te

Magneto

Standard equipment for leading automobiles of
Europe and America. Used on motor-boats holding
world’s records for speed and reliability. The ignition
standard for practically all aeroplane motors in America.

Reliability Efficiency Flexibility

insured for any motor

THE LEADERS

Automobiles
Equipped Motor-Boats
Aeroplanes

MARBURG BROTHERS, Inc.

DETROIT U. S. Rubber Bldg.. NEW YORK CHICAGO

EERE RRR! eee
In answering advertisements please mention this magazine.

AERONAUTICS

Page 4]

July, 1912

Communications

ON SAFETY

To the Editor:

I am pleased to note, in AERONAUTICS, for
May-June, Mr. Horton’s comments on my arti-
cle in AFRONAUTICS for April. The point that
He raises shows that he has read the article
ully.

ASStacredaoe. ol225) pars 6,..1n) “the number
referred to, ‘“‘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 Mr.
Doutré and, at the same time, preserve the ad-
justment features of M, Etévé.’’ And in par.
11, p. 112, ‘‘My purpose is to show how this

IN FLIGHT

arrangement (the Ellsworth) may be controlled ~

by the modified speed indicator****and, as the
design is probably susceptible of improvement, I
will submit it****with a view to creating a wide
interest in this subject at the earliest practic-
able date.’’ Also, in Aero Club Bulletin for April,
p. 883—“‘This design is not complete but, as I
have hastily prepared it, will soon be published
for comment and criticism. I hope it will stimu-
late others in this important field to experiment
with such a device at the earliest opportunity.

In most of the preliminary sketches that I
made of this simple device the accelerating
weight K was mounted above the axis O.

A simple expedient would be to abandon the
weight K as a pendulum balance and to have
the sphere S, as in Fig. 1, heavy enough to per-
form the accelerating function, as it is adjust-
able on the stem G and could be perfectly con-
trolled by a tension spring. In this case, how-
ever, I would have the stem G pivot at the bot-
tom of the box, its connection with a lever L
on the axis O, being adjustable.

A satisfactory arrangement would be afforded,
as in Fig. 2, by having the anemometer action
directly in line with the spring, a cup, a plate
or a disc being used for the pressure surface
and connected with a rod passing through the
spring, the main accelerator weight K would
be attached to the middle of this rod and ar-
ranged to move the adjustable lever, 1, on the
axis O. (The lesser weight, k, would be for ad-
justment only.)

Possibly the best way to accom lish this
object and still keep the main accelerator
weight below the axis O (both for acceleration
and adjustment) is to have the stem G pivot on
a Separate axis, as in Fig. 3 (either above, be-
low or at one side of O) and connected with O
either by lever or by gear sectors 1 as shown.

But the arrangement illustrated in AERO-
NAUTICS for April may be regarded as an ae
termediate step sufficiently novel to attract at-
tention to the main point of change desired in
the excellent instrument of Captain Iitévé. It is
probably not the best, but it seems evident that
the torsional effect of the spring pendulum
would be less than that of a rigid pendulum, at
the instant of acceleration; in other words, it
would act, indirectly but momentarily, as the
Doutré accelerator by not opposing at once
the full effect of its inertia to the anemometer
movement of the pressure sphere when both
movements are together positive or negative.

Doubtless there are other points of this
design open to improvement. I particularly
wished to draw criticisms on the method sug-
gested for transmitting the motion from the
power plant to the elevating lever. There may
be disadvantages, if sparking occurs at the re-
movable contact-points, on breaking contact.
AS a warning signal, however, the latter would
Seem to be advantageous rather than objec-
tionable.

Now that Mr. Horton has shown that some-
body is taking notice, I am encouraged to be-
lieve that there are others.

I fear that one obstacle to the early settle-
ment of the automatic stabilizing movement is
that manufacturers are loath to use any device
of which they do not control the patents. Much
would be gained if this discussion could lead to
something useful that is not patentable.

W.. IRVING CHAMBERS, Captain, U. S. Navy.

FRAUDULENT ADVERTISING

To the Editor:

Our attention has again been called to the
constant repetition of advertisements which offer
“Elbridge Engines” and ‘‘Elbridge-type En-
gines” at prices which would not pay for the
fittings.

In almost every case the advertiser is a bunco
artist, pure and simple. One fellow in Kansas
City requested those who answered his ad-
vertisements to send $50 as a guarantee of
good faith, promising on receipt of same to
forward the motor by express c. o. d., with
privilege of examination. The police found he
had caught nearly fifty victims for $50 each.

The same dodge was worked in New York City
this Spring, and a number of people were caught
for sums ranging from $25 to $100 each.

Another fellow advises prospective customers
that he has an Elbridge-type, 4-cycle, air-
cooled engine.

Of course, anyone who thinks a man will pay
a Thousand Dollars for a motor to-day and
then sell it ‘‘never out of the crate’’ for $300 is
a pretty easy mark, but it also seems to us that
the paper printing such an advertisement with-
out investigation is open to some criticism.

Very truly yours,
Elbridge Engine Company.

I got Aeronautics all O. K. and it was just a
little late. When I have to wait two or three
days for your paper, it is like waiting a longs
time without eating. Every evening for a
week about the time your paper was due tlie
students came in from the field and said ‘‘I1as
Aeronautics come yet’ and you can bet they
never let up until they receive your paper, and
then they seemed satisfied to wait another
thirty days.

J. N. S, East St. Louis.

AERONAUTICS

cAero «Mart

15 cents a line, 7 words to the line—Payment
in advance required

RATES:

ENGINE FOR SALE—Airship engine, 2 cyl.,
4 cycle, 8 h.p.; also frame, shafting, propellers

and net of airship ‘‘Comet.’’ Electric Pianos
for sale. Geo. E. Yager, Omaha, Nebr. Aug.
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. July.
a

WANTED—Dayton Publie Library, Dayton, OO:
will pay for a copy of AERONAUTICS for June
1909 and January 1910 to complete files. TH

FOR SALE—Burgess biplane, good condition,

complete with Curtiss engine. Cost $5000.00.
Price $3500.00. Cc. W. Parker, Leavenworth,
Kans. Aug.
FOR SALE—Wm. R_ Gordon’s 5 new types

monoplanes, biplanes, combination hydro-mono-
planes and biplanes, passenger ships;_ $1250 to
$60,000.00. Scout, torpedo and war ships, 15-25
and $100,000.00. All sizes, storm proof. 1-2-3
and 4 propellers, 1 or 2 motors, 3, 5 and 7 sec-
tions. Tuition, large craft $500, small $300.
Motormen $250.00. Factory and 10% acres.
Aerial ship yard, Kinlock, Mo.

THREE second hand engine and fan propellers,
good as new. LeBron Adams Aeroplane Co.,
Omaha, Nebr.

FOR SALE—50 H. P. Bradley Aeroplane
Motor, 8 cylinders, Bosch Magneto, Perkins car-
buretor. Guaranteed. Price $1,000. Address,
J. O. Eberhard, Jr., Bulletin Building, Philadel-
phia., Pa.

FOR SALE—2 cyl. 30 h.p. Detroit motor,
propeller, carburetor and coil. In perfect order
$100. W. Beaton, 2709 Pratt St., Bridesburg,
Phila., Pa July

FOR SALE—Bleriot type monoplane, fully
equipped with 30 h.p. Anzani motor. In perfect
condition. A. W. Davol, 107 Sycamore St., Win-
ter Hill, Mass. July
pai SrathiLerneneie ie ——————

WANTED—Aviation apprentices to operate latest
type racing monoplanes. — Instructions free.

Aerial Co., % Aeronautics. 250 W. 54th St., New York.

WANTED—Position, with opportunity to fly. Have
technical education and mechanical experience.

Box, 762, Fargo, N. Dak.

CURTISS—Present design genuine Curtiss, with 4 cyl.
Curtiss motor, good condition, $700. Aeronautics, 250
West 54th Street, New York.

Page 42

July, 1912

WHAT IS THE TRUTH ABOUT WIRELESS?

To the Editor:

From M_ Clementel’s report to the French
Chamber, translated by Co]. George P. Scriven,
Ww S: Signal Corps, H. R- Document Nov 713) "p:
24, 62nd Congress, 2nd Session.

“A machine most valuable in recon-
noissance, the aeroplane may also render
the greatest service in the transmission
of orders and in joining together the
larger units. The commander of the army
may wish to send urgent instructions to
one of his subordinates commanding a
portion of the front or a large detachment
on the flank whose support in the fight is
expected. What messenger can be more
rapid than the aeroplane when roads in
rear of the front are encumbered by co!-
umns hastening toward the battlefield, by
regimental trains, by packs, and convoys,
when telephonic and telegraphic lines are
momentarily cut, and WHEN COMMUNI-
CATION BY WIRELESS IS CONTINU-
ALLY INTERRUPTED?”

The above extract is very suggestive. In
the efforts which are being made to develop a
rational method of aerial scouting is it well to
concentrate all attention upon the wireless
telegraph for signaling purposes?

Is it not possible that the military authorities
here and abroad are making a great mistake in
assuming that wireless aerial signaling will be
dependable in time of war?

What will happen in the unfortunate event
of war, when powerful disturbers, producing all
wave lengths, are certain to be quickly con-
structed and brought into action?

It is said that in the German Navy the selec-
tive method is in successful operation. Very
likely; we have had excellent demonstrations of
the same here in the absence of all-wave-length
disturbers.

The experiments and investigations concern-
ing wireless telegraphy from aeroplanes are sure
to go on; the defects are plainly visible; they
may be overcome. Is it safe for the military
authorities to take as a working hypothesis that
they will be overcome? Should visual aerial
signaling be ignored?

One thing has never been claimed for wireless;
the possibility of relaying scout messages by
passing them from one scouting machine to
another.

For this kind of service, as well as for the
services mentioned by M. Clementel in the
above extract, there is a simple and _ reliable
method, I refer to puff-signaling. By this
method coloring matter is intermittently in-
jected into the exhaust pipe of the flying-ma-
chine motor, from the pipe this is ejected in
large and small puffs resembling very bluck
smoke; these correspond to the dashes and dots
of the Morse telegraphic code.

JAMES MEANS.
Boston, May 17th.

“GRAY

EAGLE MOTORS”

S

Will not fly your ’plane, unless you
give them atrial. They will fly your
*plane if given a chance. Now being
sold direct from the factory to user
and fully guaranteed.

Economical on fuel, light weight,
doubly strong, easily balanced. The
simplest and most compact aviation
power plant built in America.

Model D-4 $485.00 Complete
Model E-6 $675.00 ss

Muncie, Ind.

AERONAUTICS

W.B. Atwater

J. G. Kaminski

ae cS

E. I. Southold I. D. Spaulding {M. Dunlap

1912 CLASSES

AT THE

CURTISS SCHOOLS OF AVIATION

**The Leaders in America’’

New Hangars, New Equipment, Experienced
g julp Pp
Instructors

Aeroplane and Hydroaeroplane Courses

Our Booklet ‘‘Training’’ is Illustrated and gives Full
Particulars

Get your copy to-day

THE CURTISS AEROPLANE CO.

HAMMONDSPORT, N. Y.

R. E. McMillan C. W. Shoemaker

W. M. Stark

In answering advertisements please mention this magazine.

AERONAUTICS

July, 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 80 h.p., 8-
cyl., on exhibition at Wittemann’s. All motors guar-
anteed. 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
iat

Silk Dirigible, Complete, with Tent,
Will Sell at Low Price

=.

In answering advertisements please mention this magazine.

AERONAUTICS

Page 43

July, 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 whch the patent te-
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

John C. Doty, Mount Vernon, Onio, 1,023,927,
Aprile sass, LOW2: Swinging vertical balancing
planes.

John A. Jung, 1,023,937,
April 23, 1912. AEROPLANE.

*Roy Louis Matteson, Santa Maria, Cal.
1,024,011, April 28, 1912. Differential gears and
rotable sheaves, connecting means, lever
system, pulleys, etec., designed to automatically
warp or operate ailerons to balances unequal
pressures and right the machine.

Alexis Rogestvensky, Moscow, Russia, 1,024,-
iY, Noel Vey alehlys Flying machine which
jumps itself off the ground in starting flight.

Cincinnati, Ohio,

Eugene H. Sassil, St. Louis, Mo., 1,024,287,
April 23, 1912, AEROPLANE—PARACHUTE
combination.

*Hugh L. Willoughby, Philadelphia, Pa.,

1,024,303, April 23, 1912. Foot pedal mechanism,
throttle engine and short circuit magneto by
one operation.

Pierre Octave Detable, Paris, France,
215, April 23, 1912. Special
SURFACES.

*Dighton B. Ellsworth, Portland, Ore., 1,024,-
398, April 23, 1912. Automatic STABILIZER,
magnetically operated, with pendulum as the
contact making agent. See December, 1911,
issue of AERONAUTICS for illustration, details
and record of trials.

Karl Voller, Dusseldorf, Germany, 1,024,429,
April 23, 1912. STARTING DEVICE using gun
powder explosion in a piston to give an aero-

1,024,-
configuration of

plane an initial forward movement.
Walter Lewis, Philadelphia, Pa., 1,024,407,
April 23, 1912. PARACHUTE attachment for

aviators.

Albert H. Blount, Detroit, Mich., 1,024,607,
April 30, 1912. STABILITY device operated by
swinging weight.

Charles Henry Burford, Meade, Kansas,
1,024,676, April 30, 1912. PARACHUTE for
aviators.

John L. Rikhoff, Denver, Colo., 1,024,700, April
30, 1912. Folding flexible PROPELLER.

Osear R. Cassell, New York, N. Y., 1,024,766,
April 30, 1912. Combination of airship and
aeroplane.

*Robert Esnault-Pelterie, Billancourt, France,
1,024,928, April 30, 1912. AUTOMATIC DEFOR-
MATION of wings; an aeroplane comprising
oppositely extending supporting wings, front
connecting means between said wings at the
front, rear connecting means between said
wings at the rear, each of said connecting
means being mounted to yield laterally to per-
mit the rising of part of a wing at one side and
to cause the lowering of part of the correspond-
ing wing at the other, and a’ reversing lever
between the front connecting means and the
rear connecting means and having its longer
arm connected to the rear connecting means.

*Robert Esnault-Pelterie, Billancourt, France,
1,024.929, April 30, 1912. VARIATION of IN-
CIDENCE: Means for varying the incidence
of a supporting surface simultaneously on both
sides of the longitudinal axis thereof or varying
the incidence thereof on one side of said axis
relative to that on the other side, said means
comprising a rotatively mounted rod and a
cross piece rotatively mounted on said rod, and
connections between the ends of said cross
piece and said supporting surface, movement of

said rod operating to vary the incidence of said
Supporting surface on one side of its longi-
tudinal axis relatively to that on the other,
and Separate movement of said cross piece
operating to vary the incidence of said support-

ing surface simultaneously on both sides of
said axis, and an appendage in the form of
intersecting horizontal and_ vertical planes;

designed to avoid use of the vertical rudder
to counteract turning movement.
Frederick C. Lambert, New ork) INS Weel. =

024,941, April 30, 1912. AILERON system and
controlling device.

Zachariah Tisher, Spokane, Washingt
1,025,033, April 30, 1912. AEROPLANE. rage?

Jerry Hubschman, New York, N. es He025e—
063, April 30, 1912. MONOPLANE with wings
pivotally mounted on vertical shaft.

Joseph A. Goodwin, Millville, N. J., 1,025,085,
April 30, 1912. Pivoted wings capable of auto-
matically yielding to air pressure in the same

direction.

Herman Jordan, Detroit, Mich., 1,025,093,
April 30, 1912. STABILITY system.

Rudolph Anders, Bridgeport, Conn., 1,025,106,
April 30, 1912. AEROPLANE.

James E. Sheriff, Provo, Utah, 1,025,210, May
7, 1912. AEROPLANE designed to soar by
special construction of wings.

Randolph R. Rawle and John Rawle, Chicago,
Ml., 1,025,306, May 7, 1912. FLYING MACHINE.

Adolph _Ensslin, North Attleboro, Mass.,
1,025,386, May 7, 1912. Parachute.

Burt Reid, United States Navy, 1,025,482, May
7, 1912. STABILITY device; sliding panel in
Wing extremity.

Frank Rosbory, Chicago, IIL,
7, 1912. FLYING MACHINE.

John C. Ten HEyck, Yonkers, New York,
1,025,548, May 7, 1912. STABILITY device;
supplementary surfaces operated by pendulum.

James Kenefick, Chicago, IIll., 1,025,629, May
C 1912. PARACHUTE and aeroplane combina-
ion.

Andre Julien Mahoudeau De Villethiou, Paris,

1,025,539, May

France, 1,025,658, May 7, 1912. PROPELLER
with open center or boss.
Abraham Mier Waxler, Philadelphia, Pa.,

1,025,662, May 7, 1912. AIRSHIP.
Theodor Fischer, Wurzburg,

a yermany, 1,025,-
USiGe Mary, jt. 92s

SWING employing balloons.

James ‘Walsh, Northfield, Minn., 1,025,891,
May 7, 1912. RUDDER, horizontal, swinging
vertically and horizontally, extensible in area,
changeable angle upon lateral swinging.

Robert H. Haag, Louisville, Ky., 1,025,912,
May 7, 1912. MONOPLANE.

*Rene Arnoux, Paris, France. 1,025,941, May 7

1912. Spring LANDING GEAR.

1,026,677, T. H. & R. F. Keppel, St. Louis, Mo.,
and J. E. Keppel, Jr., Indianapolis, Ind., May
21, 1912. AEROPLANE.

1,026,959, John T. Long, Encanto, Cal., May 21,

1912. DIRIGIBLE.

*1,027,252, Rupert John Isaacson, Leeds, England,
May 21, 1912. MOUNTING OF PRO-
PELLERS.

*1,027,258, John Kubish, Indian Orchard, Mass.,
May 21, 1912. PROPELLER MECHANISM
for driving independent propellers from inde-
pendent engines, independently or simul-
taneously, in either direction.

AERONAUTICS

Page 44

July, 1912

*1,027,242, Glenn H. Curtiss, Hammondsport, N.
Y., May 21, 1912. Filed Sept. 1, 1911. Means
for LAUNCHING FLYING MACHINES.

In an aeroplane launching apparatus, the
combination of a suitable mount; aero-
plane supporting arms or device pivotally
mounted on said mount and operable to
swing in parallel relation thereto; and
means for imparting, at a variable speed,
an angular throw to said supporting de-
vice; or means comprising plurality of
independently pivoted spring controlled
arms for supporting and imparting an
increasing swinging movement; means for
putting tension on springs; link connect-
ing said arms; arms adapted to fit one
within the other; movable platform.

1,027,322, Darrell V. Cole, Los Angeles, Cal., May
21, 1912. AEROPLANE with triangular sur-
faces, apex forward.

1,027,372, Menzo M. Benster, Gettysburg, S. D.,

May 21, 1912. BEATING WING MACHINE.
1,027,572, Jesse W. Silver, South Tacoma,
Wash., May 28, 1912. AUTOMATIC STAB-

IBILITY: ~ Swinging ‘‘car’’ acts as pendulum
to tilt planes.

1,027,590, Ernst Bucher, Heidelberg, Germany,
May 28, 1912. DIRIGIBLE.
1,027,764, Francois Rilleau, Los Angeles, Cal.,

May 28, 1912.
Hollow pneumatic shield
aviator.

1,027,954, Joseph A. Williams, Cleveland, Ohio,
May 28, 1912. SURFACE, formed in shape of
open-topped wedge-shaped trough.

1,027,990, Barrett C. Cole, Marshall, Wyo., May
28, 1912 HELICOPTER.

1,028,071, Geo. Hipwood & Patrick Egan, New
York, May 28, 1912. Weight suspended at a
considerable distance below an aeroplane to ar-
rive at action of a parachute in case ‘‘engine
should break down.”

1,028,093, August Ahlbrecht, Pittsburgh, Pa.,
June 4, 1912 Umbrella-like reciprocating
PROPELLER.

1,028,120, Leopold A. Leech, Carnegie, Pa., June
4, 1912. HELICOPTER.

1,028,143, William B. Shepard, Beloit, Wisc., June
4, 1912, STABILITY DEVICE (ailerons )

AVIATOR-PROTECTOR.
inclosing body of

CATALOGS RECEIVED

CHICAGO AERO WORKS, 164 N. Wabash Av.,
Chicago. A very complete 56-page book of
aero supplies. It lists among its principal items
materials for Bleriot, Farman, Nieuport, Bre-
guet, Demoiselle, Deperdussin and Curtiss type
machines Various landing gear are listed, as
well as floats for hydros, ribs, struts, engines,
fabrics, model supplies and many accessories.

Ey J. WILLS CO:, 8b Chambers St... New
York, lists complete parts for Curtiss-type bi-
planes, together with full lines of wheels, tires,
radiators, Frontier and Eldridge engines and
tools.

GOODYEAR TIRE & RUBBER CO., Akron,
O.—Send for the new catalog of the Good-
year Company It contains some handy refer-
ence tables on strengths of fabrics, lifting capa-
city of various sized balloons and dirigibles,
tables on balloon cloths, besides illustrated list
of tires, tubes, Bleriot, Wright and Farman
type shock absorbers and photos of the princi-
pal aviators.

ROBERTS MOTOR CO., Sandusky, O. This
new catalog is certainly the finest yet produced
in this country in the way of an aeronautical
selling book. In addition to full details, draw-
ings, illustrations and arguments on the Roberts
motor, there are many photographs of well-
known users of this power plant, which has re-
ceived praise even from the Four-cycle ‘‘crank.”
The book is well worth sending for. The last
page is devoted to the 5 year guarantee against
defects and the maker’s warrant that every
motor has developed its full rated power before
shipment.

AT THE SLOANE SCHOOL

W. Irving Twombly, well known in New York
social circles and an inventor of note, is being
taught to fly the Sloane Deperdussin monoplane
at Westbury, L. I. The Deperdussin is the
wonderful French aeroplane that practically

*1,028,336, Wilhelm Duchting, Berlin, Germany,
June 4, 1912. STABILITY DEVICE, employing
rotating motor as a gyroscope.

1,028,409, Charles Beck Westerman, Columbia,
Pa., June 4, 1912, ELASTIC GUYS to planes
to premit hinged wing to give under pressure
of gusts.

1,028,517, Carl L. Willard, Denver, Colo., June 14,
1912. PARACHUTE.

1,028,781, Wm. J. Purvis and Chas. A. Wilson,
Goodland, Kans., June 4, 1912. HELICOPTER.

1,028,782, Max Raabe, Cronberg in the Taunus,
Germany, June 4, 1912 AUTOMATIC STAB-
ILIZING system.

1,028,865, Vito Ettore d’Urso, New York, N. Y.,

June 4, 1912. AEROPLANE.

1,028,887, Henry J. Kraft, Chicago, Ills., June 11,
1912. AEROPLANE.

1,028,891, Wm. David Le Fevre, Dover, Del.,

June 11, 1912. AEFROPLANE and HELICOP-
TER combination.

1,028,968, Lawrence R. Rooney, Hollidaysburg,
Pa., June 11, 1912. Means for operating verti-
cal rudder simultaneously with ailerons.

1,028,971, Marion L. Shackleford, Oatman, Ariz.,
June 11, 1912. GAS BAG AEROPLANE.

1,028,981, John W. Wilson, Boston, Mass., June
11, 1912. Balancing system in which planes
may move from a horizontal position to an
oblique position about vertical or horizontal
axes.

1,029,010, Harry P. Giullo, Revere, Mass., June

Da 192. KSI:

1,029,475, Louis W. Stolp, Washington, D. C.,
June 11, 1912. SAFETY PARACHUTE AP-
PLIANCE.

1,029,529, John F. W. Bradshaw, near Overton,

_ Texas, June 11, 1912. AIRSHIP.

41,025,999, Rudolf Salmen, Chicago, Ills., May 14,
1912. TAIL-LESS BIPLANE.

1,126,079, Andrew F. Dierdorff, Los Angeles, Cal.,
May 14, 1912. STABILIZING DEVICE.

1,026,219, Marius Mathiesen, San Antonio, Texas,
May 14, 1912. STABILIZING SYSTEM; avia-
tor and engine used as pendulum,

1,026,304, Einar P. Ekman, Chicago, Ill., May 14,
1912. MONOPLANE.

1,026,490, Viadimir Breuer, New York, N. Y., May
14, 1912. AEROPLANE.

holds so many of the world’s speed records.
The type ‘‘Sloane-Deperdussin,” is manufac-
tured by the Deperdussin people especially for
the Sloane Aeroplane Company of New York.
A school is now in operation under the direc-
tion of George M. Dyott who carried President
Madero on a flight in Mexico. With Mr. Twom-
bly is Mrs. Twombly, and they intend to use
their craft for excursion purposes at their Long
Island home. Another pupil at the Sloane School
is Vermilylia Loving, a wealth Pittsburgh engi-
neer. He is learning to fly in order to embark
on the production of flying machines on a large
seale in the West.
| SS WE

MISS QUIMBY AND PASSENGER KILLED.

Boston, July 1. Miss Harriet Quimby and
her passenger, W. A. P. Willard, father of the
Cc. F. Willard the aviator, sustained fatal injuries
when they struck the shallow water of the bay
near Squantum, Mass., after being thrown from
the aeroplane. Fracture of the skull and other
injuries caused instant death when they struck
the mud of the bay’s bottom. Witnesses state
that Willard either jumped, or was thrown for-
ward out of the ’plane, when Miss Quimby
headed it downward for a glide to the field a-
gainst the 8-mile wind. An instant later Miss
Quimby followed. Telegraph reports vary.
Glenn Martin is quoted as saying the machine
struck a “hole in the air’? and it dropped from
under the occupants.

Leo Stevens, Miss Quimby’s manager, reports
a broken elevator wire. Miss Quimby was re-
turning from an over-water flight to Boston
Light during the Boston meet, an unlicensed
affair which was entered into by many well
known certified pilots. Miss Quimby was fly-
ing a new 70 Gnome Bleriot which she obtained
shortly after her flight across the English
Channel.
vot SURES QE OS A SE a SN OS,

AERONAUTICS July, 1912

Jn Memory of

fliss Harrivt Quimby

A. Leo Stevens

July, 191

160
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

|
+
+
+
+
+
+
+
;
+
*¥
+
+
+
+
+
+
*
*%
+
*
*
*
*
|

AMERICAN ENDURANCE RECORD

g@=- 4 Hours, 23 Minutes “Bl:
at 60 Miles an Hour
Stopped on account of Severe Thunder Storm
Built of Nickel Steel and Vanadium Steel throughout
?

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET : cs es WASHINGTON, D. C.
Sole Agents for SIMMONS Propellers

bbb bbb ebb pbbbbb bb bbb bb bee PPP ehhh PEE EEE EEE EEE EES

In answering advertisements please mention this magazine.

AERONAUTICS July, 1912

PIII III III III III III IAAI AIAN

At the Aeronautical Show, Grand Central
Palace, New York the

*1200% 04800"

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 superior 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 75%

NOW AT
NASSAU BOULEVARD
FOR INSPECTION

AND

DEMONSTRATION

See Our Machine at the Show
TELEPHONE APPOINTMENT

677-L Tompkinsville

*1200ics to 480023
Rex Monoplane Co.

SOUTH BEACH, S.I., N. Y.
FOP II III IK IA IAA IAA AAAI AAA IIR

In answering advertisements: please mention this magazine.

Sturtevan
Aeronautical Motor

received very favorable comment.

FORO

The sane design embodying as it does only
tried principles of gasolene motor practice?
combined with the rigid, careful construction’
produces a motor that is at once durable, de-
pendable and highly efficient.

Conservatively rated at 40 H. P. and 60
H. P. respectively, both the four and six cyl-
inder motors show much better power delivery
than this.

They run continuously hour after hour with-

out depreciation in power delivery.

Catalog No. 200-M describes these motors

in detail. Sent upon request.

B. F. STURTEVANT COMPANY

HYDE PARK, BOSTON, MASS.
And Principal Cities of the World. [904}

FOO III IIIA OIRO TOIT IORI IIb

EGO OOO UU OOOO IORI

AERONAUTICS Stoke

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).

, Total Entries
30% Los Angeles

,, International
197% Oakland Meet

HALL-SCOTT EQUIPPED

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.

818 CROCKER BUILDING SAN FRANCISCO, CAL.

In answering advertisements please mention this magazine.

iE .

U7

Serial No. 60

| ddd
Y

H]
y TTT y]
a

AUGUST, 1912

Vu

36 Pages in Colors

Our Three Models

IS THE FINEST THING

’

TOR

9
=
Ly
m4
9
me
ty
EB
ty
=“
~]
og

K
ce
<z
L
S
Ne
S
=
<z
Q
z
<
=
2
R
x
=
xz
=

THE CATALO

A POSTAL WILL BRING IT.

UT

=~

A L/
ens

ER
=

ae ee

AETDNAJATITIM'G DDrcae anrn ITi7..24 AsL Ch...

Pease 7 9 z.

AERONAUTICS

KIRKHAM AVIATION MOTORS
1912 MODELS

; ry) by se
ete ee

a |

eed poe ea oe

> & b
emery |) aretha

iA
CS

Model B-6, 50 H.P., Weight, 235 lbs.

IMMEDIATE DELIVERY

Model B-4, - 35 H.P., - Weight, 185 lbs.
Model B-6, - 50H.P., - Weight, 235 lbs.
Model B-G-6,_ - 70H.P., - Weight, 255 Ibs.
Model B-12, - 120 H.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 tor 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 $savona. xew_vyork

ORT TELE L554445445 545545 55.555555455545445455455hhhhhhHhhhhhHhHSHShShhhHhhhHhHhHhhHhh h4HHHH4H4HHS55ShSSSSSSSSSSoooSooSI

PPT PPT TIT TTI TA IATA TOTES SEITE SEE SEI EEE EEE TEEPE TTT TTT TT eT eT TTT ee

In answering advertisements please mention this magazine.

AERONAUTICS

August, 1912

WHY PARAGON LEADS

TRADE
PATENTED MARCH 14, 1911; JULY 25, 1911; OCTOBER 17, 1911: OTHER PATENTS PENDING

MARK

TWENTY REASONS:

It is the only patented propeller on sale.

It is protected in every feature by numerous patents
ssued and others pending.

It is the only factory-made propeller made by a pat-
ented process and special machinery.

It is the only propeller in which the grain and texture
of the wood is exactly duplicated in the blades.

It is the only propeller without “‘flat grain’’ wood, being
all ‘edge grain’’ and therefore certain not to warp.

It is the only propeller that is doubly laminated at the
hub and in the wide part of the blade.

It is the only propeller with tough and heavy wood
where toughness is required and having light-weight
interior of spruce or cherry.

It is the only propeller that is also a fly-wheel with
heavy material inthe rim. It eliminates vibration.

it is the only propeller with reinforcing in the blade
ends.

It is the only propeller having curved dowels inserted
edgewise through the blades.

It is the only propeller that cannot be split clear to the
hub and beyond repair.

It is the only propeller that will cut grass, twigs, bushes,
ice and water without being broken or badly worn.

It is the only propeller progressively improved—show-
ing marked progress over the propellers of years gone by.

It is the only propeller built to a scientifically plotted
and patented pitch curve.

It is the most efficient propeller in the world—the only
propeller unqualifiedly endorsed by prominent French
and American Aviators.

The only propeller furnished to the general trade and
used by the U.S. Army and Navy and foreign govern-
ments.

It is the cnly propeller guaranteed to be perfectly
suited to the power that is to turn it and to the load that
it is to drive—when we are given this information.

It is the only propeller insured against total loss by
accident and repaired free for thirty days.

It is the only propeller that a wise aviator can afford to
use. Works better and lasts longer than any other kind.

It is the easiest to buy and the hardest to find fault with.

It is the cheapest propeller in the world, built on honor
and sold on merit, yet priced no higher than the old-
fashioned, unpatented kind.

Can anything more be desired? We guarantee and
furnish not the propeller alone but perfect satisfaction
and highest results as well.

Write for prices, booklet and information sheet.

Special agency propositions now open to established parties

AMERICAN PROPELLER COMPANY,

243-249 East Hamburg Street

New Large Factory

Baltimore, Md.

SUMMER
TRAINING
SCHOOL

BURGESS
NOW OPEN

The Hydro-aeroplane Has the Call for 1912

Q Unequalled facilities are provided for instruction in the operation of the marine oem
Marblehead Harbor and the bay adjoining. By giving training at our manufacturing head-

the details of construction and design, and ensure against delays. |
HOURS actual flying during which time we assume all breakage risk.

aeroplane for license test.

Course consists of FOUR
We provide hydro-

Instructors: Howard W. Gill, Phillips W. Page, Clifford L. Webster—All licensed aviators

Booklet with full particulars furnished on request. ge
@ Aeroplanes and Hydro-aeroplanes for military, sporting and exhibition purposes ready for
prompt delivery.

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

quarters we offer pupils an opportunity, at no extra cost, to become thoroughly familiar with

In answering advertisements please mention this magazine.

BOSCH

HE mechanical perfection of Bosch

Magnetos and Plugs, combined with
their lasting worth, makes the engines on
which they are employed a permanent
investment in satisfaction and efficiency.
They add value far greater than their actual
cost and their ability to supply a hot and
unfailing spark long after the engine has

. . Reals . . .
given its value ‘in service is especially pro-

nounced.

Engines having Bosch-Equipment display
the Mark of Quality which should be

demanded by every*purchaser.

Bosch-Equipped Engines are
Reliable, Efficient Engines
Be Satisfied—Specify Bosch
Bosch Magneto Company
223-225 W. 46th STREET, NEW YORK

AERONAUTICS

Page 45

August, 1912

An Analysis of Flight

By GEORGE A. SPRATT, Jr.

Believing that the work of George A Spratt,
one of the poineers in aerodynamics, will bene-
fit experimentors and be of general interest,
there are being published simultaneously in
“AERONAUTICS” and “Fly,’’ beginning with
this issue, a series of articles introducing his
theories on the center of pressure.

Mr. Spratt has been a student of air pressures
for many years. He was a close friend of
Octave Chanute, and was at Kitty Hawk with
Mr. Chanute and the Wright brothers.

Since those early days Mr. Spratt has con-
tinued his work in seclusion among the Penn-
sylvania hills. He has studied pressures al-
most continuously and when the full extent

Through ages Nature has been building—
building, tearing down, rebuilding. Nature
is the expression of a purpose steadily flow-
ing into a mould whose limiting sand is
uselessness. Nothing exists without a merit-
ed right to an existence, be it matter, life or
spirit. Man’s ability to destroy is his power
for analysis.

that is not. In analyzing he uncovers ELE-

)) ROM my earliest interest in
flight I was convinced that
there was some fundamen-
tal principle, some truth or
truths, which gave to flying
creatures an assurance of
security, and which, prob-
ably because of its very
simplicity, had remained
unrecognized, for attempts
to fly had met only with
This could be only because the

failure.
analysis was incomplete, and I turned my
whole attention, without reserve, to observ-

ing, separating, classifying and verifying,
although without having had any training
for such work. Opportunities nave opened
unexpectedly to me. Success has attended
my search in greater measure than I dared
hope for. A science has sprung up and
grown to greater proportions than I ever
expected to see, bearing encouragement, and
also a conviction that my search was not ill
timed.

Among the opportunities referred to, three
stand out with especial prominence. A little
more than a year after I had started my
search I made the acquaintance of Mr. O.
Chanute, an acquaintance that began in
1898 and continued until his death. Through-
out this acquaintance he was earnestly and
disinterestedly devoted to securing a solid
advancement for the science, and his help-
ful encouragement was given freely to me.
It was given in like spirit to all who knew
him, or would accept. His work was of that
kind that commands success, not fame. The
achievements of today mark the place of his
being, more than that of any other one man.

A home on a farm on the hills has been

He can observe, and can see}
only what is; he can conceive of nothing)

MENTS which are the accepted building ma-| be a worker in the field of aviation.

of his work is known it will be seen that his
scientific investigations are of a high order.
That this knowledge may be disseminated

as widely as possible, Mr. Spratt has made a

special arrangement with “AKRONAUTICS’
and “Fly,” whereby the articles are to be
published by them simultaneously.

\ The following article was given
form before the Aero Club of Pennsylvania
at the Bellevue-Stratford, March 10, 1912.

The matter published in March, 1908, AERO-
NAUTICS will be included in the _ present
articles but more condensed, more complete in
its significance, and in better form.

in condensed

terials of Nature. He can imitate and, hav-
ing the elements, can imitate to his own pur-
pose. Nothing that is conceivable to him 1s
impossible to him. His imagination sets the
limit to his achievement, the intensity of
his desire determines the speed of accom-
plishment. This being true of the mass is,
only in a less degree, true of the individual

This “creed” constitutes my only right to

mine with its opportunities for observation
and investigation in the home of the flying
creatures.

As a result of Mr. Chanute’s interest in
the work of the Wright brothers, he asked
that he might communicate to them a Mme-
thod I had devised for studying pressures.
This resulted in proving its value as a
guide to construction and I was privilegea
to witness the accuracy of deductions and
calculations based thereon, and upon tables
they prepared and incorporated in thelr
machines at Kitty Hawk in 1901, 1902 and
1903. My interest, however, was centered
in analysis, not in construction. That
analysis would be complete when a verified
solution could be given for every action
observed resulting from the impact of a
rigid body with air.

All my observations led to the belief that
Nature’s creatures fly in stabie equilibrium.
If this could be proven, the solution of flight
would be much simplified. Every observa-
tion confirmed the belief that the solution is
simple.

The barn swallow calls her young to the
open when they first leave the nest; dis-
tress is in her note only when they near
obstructions.

The first flight of the butterfly is as
fect as any it ever makes; and, to a like
degree, experience does not improve the
blundering clumsiness of the beetle. Flying
for flyers, and walking for walkers, is an
equally simple acquirement. Man, being a
walker, has first scientifically analyzed walk-
ing; flight has remained obscure.

The frequent readjustment of the vulture’s
surface has been advanced evidence of
the skill necessary to preserve equilibrium,

per-

as

AERONAUTICS

Page 46

August, 1912

but the almost incessant readjustment of
the steering gear of the steamboat is not
accepted, with like reasoning, aS @ Suuive
of equilibrium; both have ia course to pre-
serve through varying currents.

Nature’s great variety of wings declare
simplicity, although it has brought confu-
sion to many observers; here is variety in
construction, in shape and in action.

Note the feathered wing of the bird; the
elastic membrane of the bat; the board-like
wing of the butterfly. See the manner of
jointing that permits folding. The wings
of the bird, the house fly and the butterfly
are familiar; the beetle tucks his curiously
beneath his elytra; the wing of the flying
grasshopper and wasp, fold together like a

fan; the dragon fly has no provision for
sheltering his. ‘There are creatures with
four wings, creatures with two, and the

silver maple seed soars successfully with
but one. Where there are four wings, note
the variety in pairing in the wasp, the
dragon fly and the beetle. Note the long
narrow wing of the sea bird, with its decided
double curve from body to tip, and the blunt
wing of the bird of the thicket. As types of
action, note the noisy hovering of the hum-
ble bee, who moves forward, sidewise, o1
backwards, with equal ease; the peculiar
wavy progress of the butterfly; the steady
flapping of the crow; the quiet floating of
the vulture.

There is no other conclusion possible than
that there is some underlying principle that
is at once so broad and so simple that it is
readily within reach of this great variety,
each of which is defining this principle with
its own distinctive voice, all declaring a
clearly defined simplicity.

If a like problem with a solution could be
found it would lend assistance, both in pre-
paring the mind to receive a solution, and
also directly in solving the problem. But
does not terrestrial locomotion supply this
want?

Forget for the moment comparative
anatomy, and to the general appearance of
the means of flight, compare the genera: ap-
pearance of the means for terrestrial pro-
gression. Notice the joint that is midway
between the body and the ground with its
opposite bending in man and in fowl, and in
the front and hind legs of the horse, while
in the elephant this bend is in but one direc-
tion. Beside these with two, and with four
legs, see the number in the insect; the
spider, and the centipede. Consider the
Manner of action of those already men-
tioned and recall the toad; the snake: the
snail. Surely the variety in construction,
in shape and in action found in wings is no
greater than in legs, but the mechanical ac-
tion of the latter has long since ceased to
excite interest, for one word explains all—
the lever.

In the following analysis I hope to make
clear fundamental laws that seem to me to

stand in the same relation to flight as do the
laws of the lever to terrestrial locomotion.

If the reader’s imagination is such that he
can see in the wheel, the resemblance to a
leg made perfect in its action, then in ac-
cepting my analysis, he will see that, as by
means of the wheel all animal forms have
been surpassed in burden bearing, endurance
and in speed, in a like degree the wing will
be brought to do the service of man.

THE BHFFECT OF CURVATURE
UPON PRESSURE

When the effects of the pressure upon a
plane, such as a sheet of metal, are compared
with those obtained with the same sheer
after arching it, the results are, in certain
respects, so different that the relationship
of the surfaces so formed seems lost. These
differences are, mainly, in the three follow-
ing points: (1) When arched, one side only,
the convex side leads when the sheet is
let fall; (2) the point called the centre of
pressure does not move the same distance
as upon the plane, nor always in the same
direction, for an equal change in the angle
of incidence; (3) the pressure is greater
than upon the plane when the concave side
is presented to the current, is less when the
convex side is presented, and a pressure
exists when the chord is parallel with the
current which acts perpendicular to the
chord and current. Each of these results,
Which are peculiar to the curved surface,
calls for a clearly defined explanation.

‘The following experiment was made for
the purpose of establishing the relationship
between the action of these two surfaces,
the non-existence of which relationship of
action is inconceivable since the surfaces
may be one and the same, and also to de-
termine, if possible, where occurs this appar-
ent loss of a regular conformity of action
for so slight variation in form. ‘The experi-
ment is based upon the assumption that
since it is a logical conclusion that the pres-
sure due to velocity is equal in amount and
distribution whether the surface or the cur-
rent is considered as moving against the
other, it is as logical to conclude that the
pressures peculiar to curvature are of equal
amount and distribution whether the sur-
face or the current be curved.

A semicircular board of about 12” radius
is attached to the floor, or table, so that it
will turn horizontally about its centre. In
a line that is tangential to this board, and
not far from it, secure a piece of Woou 1” x
1” x 36”, to serve as a guideway. Out of the
block of wood make a rider to slide upon
this guideway.

At the circumference of the board erect
a stiff wire to stand about 8” high and with
a pointed upper end. Place a similar wire
to stand erect from the rider. These serve
as posts upon which the surraces are to be
delicately poised.

(To be continued. )

AERONAUTICS

August, 1912

Unique Grant- Morse Monoplane

MY \URING the past Winter and
< Spring, flights have been
made with a_ propeller—
driven monoplane by M. H.
Simmons on the old James-
town Exposition grounds.
The machine is the design
and work of R. R. Grant and
C. O. Morse, of Norfolk, Va.

The monoplane, in some
respects, is a departure
from the standard design, being a thrust in-
stead of tractor type. The builders call it
a tandem monoplane, but it might be called
a staggered monoplane. “I believe we are
the first,” Mr. Grant writes, ‘“‘to use the ex-
treme stagger and over-lap system with
open center, this part of our design being
adopted in September of 1909, at the time
we started our experimental work.

“The most important feature of our
. monoplane is automatic. stability both
laterally and directionally, and we can now
positively state from tests in flight that we
have overcome any tendency to slide back-
ward, when the lift is lost in climbing too
fast. When, under such conditions, the crit-
ical point is reached, the machine auto-
matically drops on its gliding angle, and
will land on an even keel independent of
the operator, as it falls in a series of glides
and recoveries, altho the operator can again
gain control during the glide.

“During the past winter and spring we
have made many experiments to test out
our automatic stability system and have
now perfected it. The fifth flight made
during our last tests on May lst, our opera-
tor, M. H. “Dick” Simmons, while climb-
ing at a very high angle in a 25 mile wind,
cut the power off at about 150 ft. high the

machine settled gradually coming into the
gliding angle and landed without misshap.
Simmons was entirely out of control during
the fall. This is the fifth fall caused by
mistakes in handling and the only damage
done has been a broken skid brace or stay
wire, this goes to show what automatic
stability means when properly incorporated
in the design of the machine.”

“In regards to our automatic features,
we do not use any auxiliary device, the auto-
tomatic features being internal in the de-
sign. We call it natural stability, as the
disturbing forces are used to make the cor-
rections: in other words, the reaction of the
disturbing cause makes the necessary cor-
rection, therefore, the correction is without
time-lag.”

The dimensions of the machine are as
follows: spread 37-14 ft., length over all 33

ft., of surface 278 sq. ft., weight equipped
for flight close to 1,200 lbs., power 100 h. p.;

propeller 7 foot diam., 7 ft. pitch, (own
make): engine speed 1000-1100 r.p.m., eS
timated speed of machine 75 to 80 miles

per hour. Propeller thrust, 450 lbs., stana-
ing at 1000 r.p.m., width of blade 14 inches.

In the summer of 1911, some _ experi-
ments were made with pontoons, on Wil-
loughbay Bay, Hampton Roads, Va. These
pontoons were catamaran style, one on
each skid. Dimensions: 14 feet long, 12 in-
ches wide and 12 inches deep, the bottoms
concaved one high transversely. They
were set-at an angle of 4 degrees with their
upturned bows out of the water and the
sterns sunk to the deck line. In this posi-
tion they left the water without any spray
even in very rough weather. “Our ma-
chine’s speed is close to 60 miles per hour
on the water, just before raising.”

AERONAUTICS

“The hydro-aeroplane experiments with
our machine were made in the spring of
1911, and were, therefore, some of the
first hydro-aeroplane tests made and the
earliest with the catamaram system that
proved successful.”

By RUDOLPH R. GRANT

CONSULTING ELECTRICAL & MECHANICAL
ENGINEER :—Asso. A. I. E. E.

The operating of the automatic lateral
stabilizing system is both physical and
mechanical, constituting a triple system, as
the manual control is interlocked into the
automatic system, so that the aviator be-
comes sensitive to all natural or automatic
variations of the system. The part termed
the “physical” operates when any variation
takes place in the lift and drift pressures,
as the forward surfaces are balanced against
each other, so that an increase of pressure
on one side instantly transfers to the other,
thereby, equalizing itself; or in other words,
the well known physical law that “every
action has an equal and opposite reaction,”
has been applied throughout our machine.
and all disturbing air current displacements
in their reaction tend to oppose the action
which produced them.

The mechanical system is in opposition
to the physical, tending to restore the neut-
ral state, and becomes a damper to prevent
over action when rapid variations are taking
place. The physical system is obtained by
pivoting the forward planes a given distance
forward of their centers of pressure, so that
the pressure on the planes tends always to
close or decrease the angle of incidence, the
two forward planes are stayed to bottom and
top struts mounted on the inner end of the
plane and moves with them, as the angle
changes. These strut members are then
stayed together by heavy steel wires cross-
ing the fuselage; a ball bearing thrust bar
fastened to the fuselage, runs between the
swivel points of the planes, on which they
are mounted. Where the two lower plane
supporting struts pass the lower horizontal
member of the fuselage, they are fastened
to the bit of the sprocket chains, which in
turn pass over pulleys, and are connected
by wire across the fuselage to form a closed
loop transfer system; the center of the rear
side of the transfer loop is fastened to the
seat yoke lever, which is pivoted below the
seat, so that a swaying of the aviator’s body
reversely changes the angle of the incidence
of the forward plane; also through this sys-
tem he is made sensitive to all automatic
changes passing through the system, and
can control any natural changes, if he so de-
sires, at will. The stay wire between the
lower plane supporting struts, when in
flight, carries a heavy strain; in the present
machine this strain being approximately
1200 pounds. The two struts are in perfect
alignment when both planes are at equal
angles and their relations are fixed by the

Page 48

August, 1912

transfer loop system, so that any change
from the neutral state is opposed and limited
by the increased tension of the stay; this
constitutes the mechanical and damper sys-
tem.

During ‘hundreds of test flights the aviator
has given little or no attention to the lateral
control, while many tests were made in
heavy windy weather and in close proxim-
ity to buildings and trees. A further advan-
tage of this automatic lateral system is:
when turning only the rudders are necess-
ary, as the increased pressure on the outside
plane decreases its angle and increases the
angle of the inside plane, so that the result-
ant of the lift and drift pressures become
equal for any given turning moment. This
equalization of pressure does not prevent
the proper banking angle, but does prevent
over banking, and at the same time prevents
loss of stability while turning, as all press-
ures are kept in perfect balance by the
automatic change in the angles of incidence.
As the planes are rigidly stayed their form
remains constant at all angles; therefore,
the shift in the pressure centers is uniform
at all angles, but changes just enough to
make the necessary corrections; so that
stability is not affected by quick changes in
directions which may cause high banking.

The ailerons shown in the drawings have
not been used during the latter part of our
experiments, although, it is our intention to
use them as auxiliaries with the automatic
system when considered necessary for any
special purpose. Their principle of opera-
tion is much the same as other types. They
are connected together across the machine
laterally, so that when one is at a positive
angle the other is negative, their real dif-
ference from other types used lies in their
aerodynamic function; the pivotal axis is
located close to the front or entering edge,
the axis being diagonal to the line of flight
and converging forwardly, so that the enter-
ing edge becomes transverse to the result-
ant of the drift and side wind pressures;
therefore, the windward or high side aileron
receives the highest pressure, which will
greatly assist in making the necessary re-
covery. This type aileron will also act, on
the low side, in case of a side-slide, as an
elevator or rudder to restore equilibrium,
the high side under such conditions being
masked by the machine. The longitudinal
stability of the machine has proven to be al-
most perfect, having never failed in any in-
cident, even under the worst of conditions,
such as: loss of lift when climbing too fast
and in very deep “volpianes,” although these
tests were made in strong wind and close
to buildings and trees. Each feature has
been repeatedly tested, both with and with-
out the power, by the mistakes of an inex-
perienced operator, and in every instance
the machine has recovered without accident
machine has recovered without accident
(more than a broken strut or stay in the
skid system.) Some of these recoveries have

AERONAUTICS Page 49 August, 1912

DUPLICATE” CONTROL SYSTEM
FOR RYDDERS & £LEVATOR

alfa Po aE

” j ge! PID
U é DSR LIOWMY

ni sics Fone
OPLANE

AERONAUTICS

been from 100 to 200 feet heights, while
others have been only 25 to 50 feet.

Longitudinal stability has been obtained
by properly locating the lifting and gravity
centers, the system being virtually a tandem,
but differing from other tandem systems
in that the following plane is placed some
distance below the forward one. By this
arrangement of planes, one of the most im-
portant conditions necessary to obtain auto-
matic longitudinal stability is gained, as
both the normal and the undulation press-
ures can be perfectly balanced off or dis-
placed in the proper direction to assist re-
covery.

I wish to state here, as there seems to be
some difference of opinion on the subject,
that from many tests made in flight we
have found no loss of lifting effort in the
rear plane when the propeller is cut off, and
no correction has been necessary by the
operator from this cause. This may be due
to the high efficiency of the propeller, the
increased velocity just about off-setting
the loss due to the turbulent condition of
the air; such probably would not be the case
if the propeller were greatly overloaded
or inefficient. The machine has always
shown a flying speed close to the pitch speed
of the propeller; this speed can be account-
ed for in no other way than that the highest
resistant point being placed front of the
propeller, the drag recovery just about bal-
ances the propeller losses. I recognize the
fact that there may be other recoveries in
a properly designed propeller than plac-
ing in the rear of the highest resistant point,
but will not attempt to discuss the merits
of propellers at this time.

A word, perhaps, on the relation of the
center of gravity to the lifting center will
not be out of place; this is an imperative
point, and the very secret of longitudinal
stability; it makes no difference whether the
machine is flying in still air or an even keel
or in disturbed air, in ‘‘volplane”’ or over
climbing, the only change in the gravity
pressure centers are corrective, and this is
true even in falling straight down, which, of
course, is one of the extreme conditions
when the centre of pressure has made its
greatest displacement to 50% from the en-
tering edge. In such condition the over-bal-
ance is only forward and assists in bring-
ing the machine into a gliding angle. Even
under the above cited severe conditions the
vertical relation between the center of grav-
ity and lifting pressure has not changed, the
displacement being wholly on the horizon-
tal axis,—and this in a corrective direction.

Another point interesting to note is that
the inertia pressure brought on top of the
plane, when a quick change in direction
downward is made, from any cause, will not
result in a tendency to rotate around the
center of gravity, as the pressure changes
a balance state will take place between the
forward and rear planes, their relation be-
ing the same to top inertia pressure as to
the lifting pressures.

Page 50

August, 1912

The vertical and horizontal walls between
the propeller and steering surfaces, are
termed the ‘stabilizers,’ which perform
several functions, first; they correct the tur-
bulent air currents before reaching the
rudders and elevator, second; they absorb
the torque reaction of the engine and propel-
ler as the turbulent air is in opposition to
the dynamic effect of the engine. The ad-
vantage gained by this reaction is that
stability is in no way affected when turning
in either direction—third; the vertical walls
prevent gyrations around the vertical axis,
also the position of these walls makes them
very effective in case of side-sliding, to
swing the machine around in the gliding
position. This feature has been repeatedly
proven during our tests.

Another important point toward auto-
matic stability is the wing form or curve
of the lifting surfaces. The curve should
be such that smail changes in the angle
of incidence or variations in the normal
speed of flight will not cause radical change
in the pressure center. After many ex-
periments with different curves, we have
adopted one which gives at all flying angles
these necessary close relations, and at the
same time, it is a most efficient lifting
curve.

The curve mentioned above is the “Cis-
soid of Diocles” or the curve giving the

duplication of the cube, the formula of
x3

which is Y2= .In the development of
2a—x

this curve for an aeroplane surface the dia-
meter of the generating circle varies in-
versely with the speed of flight and directly
with the weight of the machine. The
curve of the planes used on our monoplane
was generated from a 10” circle, which
proved correct for the weight, speed and
angle of incidence calculated.

SUBSCRIPTION $3.00 YEARL

Published Monthly by
Aeronautics Press, 250 West 54th Street, N. Y.
CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS
A. V. JONES, Pres't -— — ERNEST L. JONES, Treas'r-Sec'y
ERNEST L. JONES, Editor — M. B. SELLERS, Technical Editor
SUBSCRIPTION RATES

UNITED STATES, $3.00 FOREIGN, $3.50

ADVERTISING REPRESENTATIVE:
E. F. INGRAHAM ADV. COo., 116 NASSAU ST., NEW YORK

No. 60 AUGUST—1912 Vol. 11, No. 2

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. = :: Be Es a = ne

@_ Make all checks or money orders free of exchange
and payable to AERONAUTICS. Do not send

No foreign stamps accepted. oH

currency.

oO UTICS

Page 5]

August, 1912

Curtiss Flying Boat

HE Curtiss factory has pro-
duced the ideal water ma-
SS chine now, it appears; a
craft which will at once
=x appeal to the motor boat
% enthusiast, the present
e)9%)9%) Most promising class of
= Sed sportsmen to take up
“aerial yachting.” This
machine is not an aeroplane
with boats attached, but a
bona ona fide, dyed-in-the-wool, honest-and-truly
motor boat with wings and is an improve-
ment on the experimental flying boat tried
out last January, described and illustrated
in AERONAUTICS at that time.

The wings of this latest type spread the
Same as in the E-75 machine (described in
Aipril number, with scale drawings). There
is more of a drop between the front and
Tear beams, amounting to 514”. The cam-
bre has been increased from 314” to 3%”.
\ The sections are, as usual, quickly de-
mountable. The engine section is the only
/one which is double covered with Goodyear
(cloth. The other sections are covered on
the upper side only, leaving the ribs ex-
posed. The trailing edge, which is in sep-
arate sections fastened to the rear spar, is
flexible and extends further back than the
usual, for 11% inches. The ribs butt against

the spars, as shown in April number, fast-

ened by metal straps. The struts are heavi-
er than in the other machines, as well as are
the spars. Every section is guyed lateral-
ly and fore and aft with Roebling steel
cable. The guying in the lateral direction
is in duplicate, and in the engine section
guying in both directions is double.

The spruce struts have 5 laminations and
measure 1 inch by 2% inches at the greatest

eeaee
©

2a

dimension, tapering to 1 inch round at the
sockets. The wings are spaced 5 feet
apart, and the chord is 5% feet.

The flying boat can be flown with or with-
out a forward elevator, which may be placed
the same as in the previous hydroaero-
planes. If used, rear elevators work in-
versely in conjunction with the forward one,
by steel cables which pass through a por-
tion of the boat and run in a direct line.

The shoulder brace aileron control sys-
tem is standard. But one steering wheel
and column is used, instead of the previous
single column with double wheels in the
case of two-man machines.

The construction of the boat is similar,
generally, to the data given in the June
number. It measures 26 ft. long, 2% feet
wide back a little further than the rear
spar. From here it tapers to a point at the
stern. There are six watertight compart-
ments. A patent has been applied for on
the Curtiss float system.

A: standard 75 h.p. Curtiss 8 cyl. motor
drives a left hand propeller, 8’ diam. by 6’
pitch. The engine is mounted rather high,

considerably above the axis of the cell.
Gasoline is fed by pressure from a 40 gallon
tank located in the boat.

The occupants are protected from the
spray by a collapsible, water-proof hood.
The boat itself is so strongly built that it
can be beached with safety, even through
a high surf, and is capable of being handled
the same as a fisherman would handle his
dory. It may be housed afloat, like a motor
boat, or anchored to a buoy like a yacht.

By reference to AERONAU TICS it will
be found that the previous flying boat had
the engine located in the bow of the boat,
driving by chain two tractor screws turning

AERONAUTICS

in the same direction. The chain drive
produced complications and was discarded.

The ‘flying boat” makes great speed on
the surface of the water, approximated at
50 miles an hour, and 60 in the air. The
rudder is submerged slightly and enables
the boat to be turned around in almost its
on length. The boat in the future will be
made in two sections to facilitate ship-
ment, and it is also possible metal will be
employed instead of wood. The sides ex-
tend slightly below the bottom boards,
making slight keels. Down the centre,
fore and aft, is another small keel. Hither
the standard wings of the model H 75 can
be used, or larger ones for weight carry-
ing. The propeller is well protected from
spray and water by the body of the boat
and by the overhang of the wings.

A change has been made in the shoulder
braces, the outside side bars of which are
hinged to allow for facility in entry and
egress. iA lever disconnects or connects the
control from the passenger’s seat, so that

Donnet-Leveque
BOSS
i)

S
SE

OME most interesting ex-
periments with a new type
of hydro-aeroplane in-
vented and constructed by
the French firm of Donnet-
Lévéque are being held on
the river Seine, close to

iS

eee
ee

é
we

Juvisy.

wy, eM

CII) aes hydro-aeroplane,
NOOO) although a biplane, is ex-
BEEN) ceeding speedy, and not-

withstanding its comparatively small sur-
face (1838 sq. ft.) is able to “’plane” in a
most remarkable way. It does not resem-
ble any other water-going machine built
abroad up to the present, and one of its
principal features (on which the patent
is based) is its single central float. This
float can be compared to a long motor-boat
of the hydroplane type, and this graceful
fish-shaped fuselage is placed underneath
the lower wings. The engine (a 50-H. P.
Gnome) is placed between the upper and
lower planes and at the back so that the
head resistance is reduced to a minimum,
the propeller wash encountering no
obstacles.

The pilot’s seat is inside the float, just
in front of the lower plane, while the pas-
senger’s seat is just behind him, with
enough space all round to carry bombs or
any other luggage. In front of the blunt
nose of the float and just above the water-
line is a horizontal fin-shaped rudder, which
not only prevents the machine from diving
and consequently overturning when touch-
ing the water, but as it moves concurrently
with the rear elevator, it affords a useful
indication to the pilot as to the inclination

Page 52

August, 19 12

either man may operate without the other’s
knowledge of any movements of the
shoulder brace, or both together simulta-
neously.

The Curtiss “aquaplane” is taking well
abroad. Paulhan now has 3 of the previous
type, and is buiding 12 more on a royalty
basis, to be fitted with Curtiss engines
made here. Two machines have been sold
in Germany, one to Herr Kober, chief en-
gineer of the Zeppelin company and the
other to the General Aviation Co., of Berlin.
Six machines have been taken by the
Russian Navy, of which three have been
delivered, and three more are being built
for Japan. Three Japanese naval officers
are now here learning to fly. C. G. White
the winner (?) of the 1910 Gordon Bennett
aviation race, is to introduce the machine
in England, operating with Paulhan. Mot-
ors are being ordered faster than they can
be made and it is expected the U. S. Navy
will shortly have one of the new flying
boats.

Hydro-aeroplane

of the machine. All the controls are
worked through a central pillar and wheel
on the Déperdussin lines,
stability is obtained by ailerons.

Just above the water-line is
movable axle which can,

fixed a
with its wheels,

be entirely folded upwards when it is de- -
When the
pilot wishes to land on terra firma, these
are immediately released into their ordin- |

sired to start from the water.

ary position by a most ingenious method.

The whole boat is divited into several
watertight compartments and the flat keel
is horizontal from the rudder up to a point
corresponding to the middle of the planes, ©

while from there to the front elevator it
is gradually curved. The continuity of
these two surfaces is divided by a step, as
in the keel of hydroplanes.

As soon as the machine has attained a
sufficient speed, the tail leaves the water,
and only the sloping front glides on the
surface.
his elevator the whole ‘winged canoe”
rises gracefully into the air, after having

rushed through the water over a distance
One of the most ex-_
remarkable |

of about 50 yards.

traordinary features of this

while lateral

Then as soon as the pilot moves—

little machine is its common speed, which —

is well over 70 miles an hour.

Alighting on the water is effected with- »

out the least difficulty, and the swooping
movement resembles nothing more than
that of a gull’s. It is a marvellous sight
to see this big artificial bird plane down
from 1,000 ft. or more on to the water with
hardly a splash. This new type of hydro-
aeroplane, considering the short time it has

|

AERONAUTICS

August, 1912

SPAN 10% 40

PAPAL ENGUHIRS sO Ws) oe

©fritsh AERONAUTICS
1364

THE DONNET-LEVEQUE HYDRO-AEROPLANE

AERONAUTICS

everge. ae

oPoepoepofn che ofoogoofoohe ofo ofa fo eGo efocZoofe ofe ofa ofe nfo ofa fo ofecfooGn foo fe ofoofe ole ofeofeofe sfoogeofeofe oe ofaofe eho ofaohe oho eofeege fe efecto eke ofe eho ekeoke oho of ofe oho fee fe

HeoGo oho coche oho ofe ofe eGo ofe nfo ofe ofe eGo ofa ofa of oe oho ofe fe efe oe oe fe of oho fe fe oe fo ofp foes of of ofe cho fo oo of oho ofoofe oe

fe
0
f
fe
fe
of
F
oe
%
ry
Cy
t
ot
%
e
*%
t
+

PAUL LACROIX AUTOMOBILE COMPANY, Inc.

AVIATION DEPARTMENT

AEROPLANES, MOTORS, AND EQUIPMENT

New York: 1780 Broadway. Telephone, Col. 1335

GNOME —
ANZANI
RENAULT

MORANE AND TRAIN MONOPLANES,
ASTROL VARNISH, HELMETS, ETC,

Chicago ee A re s. MeCuude. CICERO FIELD

Paris: 63 Avenue Champs Elysees

Stock

ETC:

FE EEE EERE EEE EEE EE EEE EEE EEE EE EEE EEE EREEET

5 HOW TO LAND A HYDRO

“The use of a standard speed, well within
the critical limits, is desirable during hydro-
aeroplane flights in fickle winds and it should
always be possible to increase the speed of
the motor in turning,’ Says Captain W.
Irving Chambers, head of aeronautics in tae
Navy. “The turns should not be made too
sharp in high winds nor at a low altitude.”

“With the considerable head resistance
and load of the hydroplane the acceleration
of speed required for substantiation, on turn-
ing to run before a strong wind, requires an
appreciable time during which, if too sharp
an angle of descent is given for acceleration,
the center of horizontal head resistance ou
the upper surface of the machine, which is

applied considerably below and usually for-
ward of the center of pressure of the sustain-
ing surfaces, may suddenly force the ma-
chine to dive quickly.

“On landing it is always desirable to take
the water at a small rearing angle, to avoid
sticking the bows of the hydroplane in the
water first.

“The landing should always be made either
before the wind or directly into the wind and
With double hydroplanes, special care
should be used to prevent ‘side-swiping’ and
to have both boats touch the water at the
Same time.

“The speed should not be cut off until
after touching the water.

“GRAY EAGLE

KEMP MACHINE WORKS .-_ -

MOTORS”

Have less working parts and are ac™
curately machined and fit up from th®
best material obtainable, and doubly
strong throughout. Bosch Magneto
Plugs, Cables and Schebler Carbu-
retors, standard equipment.

Flying representatives wanted in all
states and countries. Special propo-
sition. Who wants to fly and rep-
resent us? Write today.

Model E-6 50 H. P.
Model D-4 35 H. P.

Muncie, Ind.

AERONAUTICS

been in existance, has created quite a stir
in military and naval quarters in France,
and several foreign missions have come to
witness the trials. Should the forthcoming
sea trials come up to expectations, it is
to be hoped that the British Navy will send
a representative to witness them, for the
usefulness of this new water-plane for
scouting purposes cannot be denied.

The only solution of the hyrdo-aeroplane
problem seems to be in the central float,
as the multi-float system will no doubt
prove of little use in anything but fairly
smooth weather, and the Donnet-Lévéque
appears to have adapted that system in a
most simple and efficacious way.

Two items of interest will serve to con-
firm the good opinion widely held as to
the qualities of this hydro-aeroplane. In
the first place, André Beaumont has be-

Page 55

Augast, 1912

come the General Director of the Bonnet-
Levéque firm. Next, and of greater in-
terest to the English reader, there is a
rumour, founded on a most substantial
basis, that the British rights are about to be
acquired by a British firm which occupies
a foremost position in aviation and in
many other branches of manufacturing in-
dustry. And finally, it would be well to be
prepared for a startling achievement by the
hydro-aeroplane within the next few weeks.

—From British AERONAUTICS.

There is a curious similarity between
this machine and the latest Curtiss. The
boat has the same general lines, under the
wings are the same air tanks, the engine is
mounted high. It is not beyond possibility
that the idea came from the pictures
published of the former Curtiss flying boat
in AERONAUTICS a year ago.

STURTEVANT ENGINE IN PAGE’S BURGESS

For the mounting of this engine the chain
drive and transmission had to be reversed,
new transmission and special engine bed
ribs made. The speed of the aeroplane was
slightly in excess of that with the Wright

motor.

At the Boston meet, in one speed
race around a mile course Phillips Ward
Page made times of 1 min. 36 sec.; 1 min.,

56 sec.; and 1 min, 37 sec., showing good
consistency of running for these three laps.
In this race he beat Farmum Fish with a
standard Wright motor by something over

100 yards. ‘“‘On the whole,” says Mr. Page,
“the Sturtevant has proven very Satisfac-
tory, and to date has given that balance of
power above the Wright’s which we need
for passenger work with the hydro.”

NEW PILOTS

138 Carl T. Sjolander (Curtiss), San Diego,
Calif., May 18.
139 Floyd E. Barlow (Curtiss), San Diego,

Calif., May 18.

140 Lieut. Benj. D. Foulos (Wright), College
Park, Md., June 5.
141 Cecil Peoli (Baldwin), Mineola, L. I.

June 22.
142 George A. Gray
Park, Mass.,
143 Fred J. Schuman
Calif., June 27.

(Burgess-Wright), Atwood

June 23.

(Curtiss), Los Angeles,

S. H. REDUCED PRICES

of Hempstead, L. L.,
the success

A. A.

The American Aer. S. H.
N. Y¥., reports that in view of
achieved by their cross country types of ‘‘Bleriot
monoplanes” and in order to facilitate for those
interested the purchase of a reliable flying
machine, they have reduced all prices of their
Bleriot monoplanes for one month only, as ft ]-

lows: Single Seater Monoplanes from $1,500 to
$900; Passenger Carring Monoplanes- trom

$1,900 to $1,200; Racing Monoplanes from $2,000
to $1,300.

They further report having three
on hand for immediate delivery.

machines

In criticising an extravagant story on the

dangers of flying, which article appeared
recently in a New York Sunday paper, a

young aeronautical author writes as follows:
“As you know, I am deeply interested in avia-
tion and am giving 17 hours each day to en-
courage its development. I have no financial
interest in the matter and am doing all of it in
the belief that I am helping a <ood cause.
(If the story in the newspaper is true), I must
be morally responsible for sending scores upon

scores of young chaps to their death. ; You
know I write and edit fully one-third of the
aeronautical literature that appears in

America.”’

E. Percy Noel, Alfred W. Lawson and others,
please note. We were wondering who wrote
most of the aeronautical literature.

AERONAUTICS

HE first American machine
to successfully fly with two
se power plants, each capable
ae of flying the ’plane inde-
We pendently, or in combina-

an :
yENYS =, ‘tion, was produced by the
Na AGE sae Burgess Co. & Curtis and
QIK Howard W. Gill and flown

as a hydroaeroplane during
Bice May and June at Marble-
head. This was constructed for the Gould
two-motor contest which prize proved un-
fortunately a will-o-the-wisp.

As will be noted, the two engines were
placed in line, each driving its own pair
of propellers. One was a standard Wright
and the other a Hall-Scott. The Wright
motor was speeded up to over 1500 by mak-
ing the gearing 10 (instead of 11) to 34.
The apparatus was awkward to handle and
proved to Gill’s satisfaction the uselessness
of such a contraption as a practical machine.

Following is a detailed description.

Main planes of standard Wright size and
construction, Spread 39’, chord 6’ 114”,
the trailing edge on each end being slightly
rounded off. Distance between planes 5’
5%”, slightly less than the depth of the
plane. Planes are separated by twelve
1” by 1%” uprights.

Planes themselves built up of 2
spaced apart by ribs built up
strips of wood 4” by 1%,” wide spaced
apart by ten wooden blocks. While these
ribs are very stiff, extra strong ones made
from 1%” by 134” solid wood are placed be-
tween each fore and aft upright. Both top

CEERI
Ss)

beams
from two

Page 56

August, 1912

and bottom planes are built in three sec-
tions, a center and two ends. The bottom
center, Which carries the weight of the en-
gines, fuselage and passengers is made ex-
ceptionally strong with heavy built-up
ribs and broad ash front and rear beams,
the whole being braced by inch broad steel
cross bands.

Each of the three sections made separ-
ately, and the cloth put on. The ends are
then fastened to the center section at the
two main beams by hinged joints and the
surface cloths laced together both top and
bottom.

The cloth before being cut out to shape
is cut diagonally and sewed together so
that, when on the finished plane, the main
threads instead of going straight across
run diagonally as a means of extra bracing
for the wings. Where sewed together the
overlap is arranged to present a smooth
joint to the plane’s passage through the air.
Between the front and rear beams pockets
are sewed to the bottom cloth and from the
rear beam back to the trailing edge to the
top cloth. Through these pockets the ribs
go, holding the cloth up in front and down in
the rear so that the surface conforms to
the shape of the ribs. The advantage of
this construction is that in changes of
weather it allows the cloth to give all over
and therefore presents a more uniform sur-
face than is possible where the cloth is
tightly attached at each rib by braids and
tacks.

Whenever it is necessary to drill a hole
through the main beams, for attaching
wires or stanchions, the beam is strength-

AERONAUTICS

August, 1912

Two Years in the Lead on
Aeronautic Supplies

The fact that the Goodyear Tire & Rubber Co. has had two years
more experience in making Aeroplane products than others largely explains
our commanding position. For to be two years in the lead, in a new
industry, means as much relative advantage as 25 years would in an old,
established line.

The Fabric Used by Veteran type is the utmost achievement of men who

Kat : perfected the No-Rim-Cut Auto tire.
viators The Goodyear Aeronautic Catalog pictures

Ask any veteran aviator and describes these tires.
what fabric he uses. Nine

chances in ten he will say, The Bleriot Type Shock Absorber
**Goodyear.’’ Ask any
maker of Aeroplanes the
same question. Nearly all
will say, ‘‘We use Goodyear
and none other.”’

Goodyear Fabric doesn’t
stretch, or loosen, or tear, or rot, or mildew.
Made in various colors including metallized
surface to match machines trimmed in alum-
inum or nickel. It is permanently weather-proof.
If you want to know just how this has been ac-
complished, drop us a _ postal for the latest
Goodyear Aeronautic Catalog.

Aeroplane Tires That Lead

With 13 years automobile experience, with the 2
most up-to-date factory in the world, with the i
most expert tire makers
money can employ, we
were well equipped to
enter the aeroplane field.

Goodyear Aeroplane
Tires, made under such
conditions, could hardly
have failed to lead.

We make Aeroplane
Tires in 8 types—the

We are the sole American makers of the Bleriot
Type Shock Absorber. This Absorber possesses
wonderful strength and elasticity. Made of a
special construction of moulded rubber, thor-
oughly vulcanized. It is exceedingly tough and
durable. Ovington, Rubel, Benoist and other
American flyers and manufacturers use this
Shock Absorber. (Complete
description on page 17 of new
Goodyear Aeronautic Catalog.)

Balloons of All Types

It is no longer necessary to send
to Europe for balloons. Good-
year Balloons are unexcelled in
quality and there’s no import
duty to pay. Our facilities for
quick-delivery are unsurpassed. Any kind you
want, completely equipped, if desired.

Dirigible Balloons, Spherical Balloons—free
or captive—large or small—for advertising use—
for exhibition—for excursion service.

Please advise name and address and we will
mail you an attractive, illustrated new catalog
that tells much about Aeroplane Fabrics, Tires
and Springs; and about Balloons, Balloon Fab-
Goodyear ‘‘ No-Rim- rics and Balloon Accessories. cust

Goodyear Pneumatic Tires are guaranteed when filled with air at

9 a
; Cc ut, the Goodyear ; . the recommended pressure. When filled with any substitute for air,
Single Tube, the Goodyear Clincher. Each our guarantee is withdrawn.

The Goodyear Tire & Rubber Co., Akron, Ohio

Branches and Agencies in 103 Principal Cities

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

Main Canadian Office, Toronto, Ont. Canadian Factory, Bowmanville, Ont.

AKKON, Univ

In answering advertisements please mention this magazine.

AERONAUTICS

August, 1912

cAero -/Mart

r

15 cents a line, 7 words to the line—
Payment in advance required.

RATES:

ENGINE FOR SALE—Airship engine, 2 cyl.,
4 cycle, 8 h.p.; also frame, shafting, propellers
and net of airship ‘‘Comet.’’ Electric Pianos
for sale. Geo. E. Yager, Omaha, Neb.—Aug.

TENT—3-pole medium duck tent, in first class
condition, 40x80, original cost $350, for sale at
$175 f.o.b., New York. Used for hydroaeroplane.
Will house the biggest machine. Schill, c/o
Aeronautics.—Aug.

WANTED.—Aviation
latest type racing monoplanes.
free.

Aerial Co., c/o Aeronautics, 250 W. 54th St.,
New York.—TF

RARE BOOKS—Ocecasionally it is possible to
secure copies of Wise and Astra Castra. These
are very scarce and are two of the absolutely
necessary books for an aeronautical library.

ASTRA CASTRA, by Hatton Turnor. 4to,
cloth, London, 1865, many fine plates, $10.

A SYSTEM OF AERONAUTICS, Comprehend-
ing its Earliest Investigations and Modern Prac-
tice and Art, Designed as a History for the
Common Reader and Guide to the Student of
the Art, by John Wiise. 8vo., cloth, Phila., 1850.
$10.

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 a
parachute, and has absolutely no umbrella-like
or auxiliary parachute attachment. Address,
Monoplane, Post Office, Box 66, Station D, New
York, N. Y.—Aug.

CURTISS—Genuine 4

apprentices to operate
Instructions

eyl. Curtiss biplane,

present design, 4 cyl. Curtiss motors, has been
flying.
nautiecs, 250 W.

Perfect condition. $700 cash. Aero-

54th St., New York.

FOR SALE—$750 Roberts 4x motor complete,
New and in perfect condition. M. F. H. Gouv-
erneur, Wilmington, N. C.—Aug.

FOR SALE—New eight cylinder Hall-Scott,
Sixty h.p. motor with propeller. Guaranteed
perfect, price $1,000.00. R. Trember, 167 Penn
Str., Brooklyn, N. Y.—Aug.

FOR SALE—The following goods, perfectly
new, less than half price. 1—30 h.p. El. Arco
Radiator. 1—6ft. Requa Gibson propeller. 1—
30 h.p. Harriman motor. 1—7 h.p. Curtiss Motor.
1—Curtiss Type Frame. 1—7 gal. gasoline tank.
50 yards Naiad Aeronautical Cloth. 1—Bosch
magneto. 3 steel wheels with tires. J. W.
Roshon, Harrisburg, Pa.

BLUE PRINTS: Military
monoplane. Three sheets in detail, 28 x 39 in.,
$1.00. Corporal Thos. O’Brien, Co. M, 3d Bat-
eetion Engineers, Ft. Leavenworth, Kansas.—
Sept.

WANTED—Capital to rebuild a large mono-
plane (1400 sq. ft. supporting surface) non-cap-
sizable. Patent Applied for. Machine badly.
damaged, two days before completion when
building enclosing machine was destroyed by
wind storm. Arrange to call and investigate.
Geo. H. Ellithorpe, Port Clinton, Ohio.

FOR SALE—50 h.p. Bradley Aeroplane Motor;
8 cylinders, Bosch Magneto, Perkins Carburetor.
Guaranteed, J. O. Eberhard, Jr., Bulletin Bldg.,

type 68-in. model

Philadelphia.—Aug.
FOR SALE:— ‘“MAXIMOTOR” Aeroplane
Motor, 1912, Model F, 75 H. P. six cylinders,

tour cycle, vertical, water cooled, double spark
system, weight 300 Ibs., also new radiator and
propeller. This motor is new—never been used,
just tested, and was purchased for use in an
extra large, two passenger Biplane which was
never completed.

Best offer takes it. Guaranteed by the
Factory.
For particulars, write “ORIGINALITY” 317

Erie Street, Canton, Ohio.

C. & A. Wittemann

Biplanes

Gliders

Aeronautical Engineers
Manufacturers of

Monoplanes

Hydro-Aeroplanes

Propellers _— Parts

Special Machines and Parts Built
to Specifications

Large stock of Steel Fittings, Laminated

Ribs, and Struts of all sizes carried in stock.

Hall-Scott Motors, 40-60-80 H. P.

Your Opvrorruniry—One single covered
Biplane for immediate delivery. Slightly

used, with 8 cyl. 60 H. P. Hall-Scott Power
Plant.

FLYING AND TRAINING GROUNDS

Established 1906

Works: Ocean Terrace and Little Clove Road
STATEN ISLAND, NEW YORK CITY Tel. 717 Tompkinsville

In answering advertisements please mention this magazine.

AERONAUTICS

August, 1912

-

View On Wheels, Before Attaching Float

ened by several layers of heavy linen which
is wrapped or soaked in hot glue forming
an exceptionally strong joint.

These linen wrapped joints are lighter
and they always fit snugly around the part
to be reinforced. There is a certain elas-
ticity to them that allows them to compen-
sate for any future shrinkage of the wood.

‘The method ‘of construction employed
apparently represents the final ideal con-
struction hit upon at the start, in that it
allows of the utmost flexibility between the
engine and propeller sprockets at the same
time retaining the center of the sprockets
at a constant distance apart. Adjust-
ment for taking up chain slack is very
easily made. The failure of other design-
ers to secure satisfactory results with dou-
ble propellers and chain drive has in prac-
tically every case been due to their failure
to appreciate and provide for suitable flexi-

bility in their transmission which caused
them to be either very wasteful of power,
or the more serious result,—a broken trans-
mission.

To drive the propellers in opposite di-
rections and eliminate any centrifugal ten-
dency, one of the chains is crossed, and
this has been the source of considerable
arguing and unfavorable comment. It is
usually a source of worry to the flyer when
he first starts out, but a curious point is
the fact that the crossed chain gives less
trouble than the straight one. The only
cases of chain breakage on record have
both occurred in the short chain.

It is customary to take both chains: off
and examine them often, approximately
every twenty hours of flying, after which
they are soaked in hot grease and graphite
before being replaced. On these occasions,
rollers are often found missing and in every

Plan-View of Gill Machine

AERONAUTICS

case the straight chain has had over twice
the number of missing rollers. These facts,
and the tendency of the straight chain to
stretch, soon made the flyers of double
chain driven planes more careful to ex-
amine the straight chain than the long
chain.

To brace the main planes, tail, etc., solid
wires are used varying from 750 to over
2000 pounds tensile strength. Eyes are bent
in the ends of these wires in a machine that
gives a uniform bend to the eye. This ma-
chine rolls the wire as the eye is made, re-
taining in the wire, its full tensile strength.
After the eye has been made, the end of the
wire is joined by a double wrapping of thin
tin, well soaked in solder. This makes
not only a tight joint but an exceedingly
neat one.

Repeated tests have proven that a joint
made in this manner is stronger in the eye
and joint than the wire itself. The usual
practice of using a flattened piece of copper
tubing, through which the end of the wire
is slipped and then bent over has a decided
tendency, when put to a strain, of creeping
around and tightening up the eye, and tests
of the two methods of fastening a wire
have shown that where just the flattened
copper tubing is used the eye is of vari-
able strength;—but where the eye is made
by a machine and the end is then fastened
rigidly by a soldered joint the eye is in-
variably stronger than the wire.

These machine-made eyes are uniform in
size and snugly fit the rivets to which they
are fastened. Where the eye is too large
the strain of usage elongates it, but where
the wire is not provided with a turnbuckle,
causes it to loosen up.

The biplane type of main planes used is
undeniably the strongest known type of
construction, and the ideal form for «a
weight-carrying safe machine. It has been
used in connection with a so-called mono-
plane-type tail, which fuselage runs directly
through the plane and in this fusclage is
mounted both engines and the operator, one
behind the other, greatly reducing the head
resistance and allowing the motors to be
coupled together in the simplest possible
manner.

This tail extends 13’, 8” from the trailing
edge of the main planes. The top edge ex-
tends back in a straight line so as to mount
the elevator centrally between the two
planes, the rear edge curves up, coming to
a point in the rear, giving the tail a stream-
line form and plenty of ground clearance.
On this tail the double horizontal rudders
are mounted, each measuring 2’, 3” by 2’,
6”. These rudders are separately mounted
and individually connected up. On the ex-
treme rear of the tail is mounted the eleva-
tor. This elevator is 15’ broad by 8’ deep
in the center, the ends tapering to a point.
The front 15 inches of this elevator are
braced by wire guys at a central mark so

Page 58

August, 191

as to remain stationary. The ribs are of ash
and the elevator is flexible.

The ability to warp this surface, coupled
with its excessive breadth, gives to the
plane a big range of vertical control. The
full extent of this control can best be
realized from the fact that in trying out the
machine the center of gravity was moved
forward 14 inches from that of the standard
plane, and the vertical control was equally
effective. The natural tendency of the ma-
chine was changed, as with the center of
weight back, the tendency of the standard
Wright-type to stick its nose up in the air
and stall is quite noticeable.

When the motor accidentally stops, this
tendency to sit up on its tail often results
in a broken machine as the operator has
to be quick in pushing forward his elevator
to catch the machine before it stalls. With
the center of weight further forward, and an
accidentally stopped motor, the tendency of
the machine is to point its head down, as-
suming a natural gliding angle. In the
standard Wright type this center of gravity
is 26 inches from the front edge of the main
planes, or just slightly more than the gen-
erally accepted third of the chord. Actual
experience in the air, with the same plane
surface, gives a personal preference by Mr.
Gill for a location of the center of gravity
further forward than the accepted third of
the chord length.

Both of the power plants are separate, and
distinct, in every detail, the cooling water
being supplied by separate radiators, and
the gasoline from separate tanks. The for-
ward or main power plant is the more pow-
erful, being a Hall-Scott 60 h.p. 8-cylinder
motor which drives through sprockets and
chains two forwardly mounted tractors 8’,
6” diam., variable* pitch, which is 12’, 4” at
the tips. The rear, or auxiliary power plant,
is a standard 4-cyl-nder 30 h. p. Wright
motor operating through sprockets and
chains two propellers, 8, 6” diam. by 12ft.
pitch, mounted in line with the forward pair.

To connect these two motors together,
the ends of their crank shafts are extended,
and on the extension of the rear engine
shaft is mounted a small diameter leather
faced cone clutch, used to connect the two
power plants together when they are to be
driven in unison or as a means of starting
either engine. This clutch is arranged so
that it can be worked from the operator’s
seat through pulling back a long hand lever
which, through a wire connection, engages
the clutch. A means is provided on the
clutch operating lever, so that it can be
locked in place when the two engines are
to be run together. A foot pedal governed
magneto on the Wright anu a hand lever,
the carburetor on the Scott, as motor con-
trols.

As a means of control the standard
Wright system of levers is used. Separ-
ate gas tanks supply the motors, each hold-
ing 12 gallons.

AERONAUTICS

ee

PEEP EEEEEEEE EERE EEE EEE EEE PEP EERE EEE EPP EEEE Ebb boob pe derle chee ole cfefoofe ote nfo cto ofa ole fe ofe ofa nfo cde ofa ofeete ofs ofa nfs cfaofeofeofe ofefe oe aie

PPE E EE

ee ee i ee ee ee ee ee ee ee Oe ee Oe

Monoplane Flyers
Are in Demand

HERE are more competent biplane flyers than there are positions

for their services. There are less good monoplane flyers than

there are positions. This is the time to earn the big money in

flying monoplanes. In exhibitions the monoplane commands from 70 to
100 per cent. more compensation than the biplane. In the

SLOANE SCHOOL OF AVIATION

monoplane flying is taught on a genuine famous Deperdussin Machine.
The course is an exact duplicate of the course as it is taught by the
Deperdussins at Rheims, France.

The tuition 30 for the full
fee is course

If the pupil completes the course without breakage 10 per cent. of
the tuition fee is refunded. A guarantee of $250 for breakage is required.
The pupil is made competent to comply with the most rigid license test.

INo bond of any kind is required when the pupil flies for
the license.

Of the seven pupils who entered the school during the first
month one was certified as proficient after three weeks of the course.
He finished without any breakage whatsoever.

Visit the school. It is located on the famous Long Island flying
field near New York.

Deperdussin Monoplanes 7::.°: ss °¢,2°"

in the world. Hold 90 percent. of the world’s records.

Caudron Monoplanes °° *¢ “724%

e
hold the unique record of giving tremendous
Anzani Motors speed, reliability, efficiency and safety. No
fatal accident during the year has occurred with an Anzani Motor.

WIRE "PHONE WRITE

*Phone 5421 Columbus

Sloane Aeroplane Co. 17:3"isiss, nrc

Hpekp cfpofpofeofe of of oho ofoohe oho oho ofoosoohe ole cho reboot eee eee eee he heb hb hhh ehh bbe heh

In answering advertisements please mention this magazine.

August, 19|2

{
:
{
:

PPP bb bee bee ooo sfeodeodendeofoofeodenfe fe ofe nfo ade fo ohe ale ole ofoofoake ofe oho ofe ote ade

August, 1912

AERONAUTICS

bbb bee h bbb bbb hhh bbb bP h rk

Benoist Biplanes

badd focfeofe che ohooh cho ofonfo fo of foo fo ofe fo ofe ofooGe ofoofo of ofoofe ote ofe oho ofe oho ogo ofecfoofecforfecfe che cfeche corey

hi

Has
Flown
Wright
(Genuine)
Curtiss
Bleriot
Farman
Train
Antoinette
Dirigibles
and ! ;
Speed
Boats
USED
THE
WORLD
OVER

FOR
YEARS

BENOIST AIRCRAFT COMPANY

6628 DELMAR BLVD., ST.LOUIS, MO.
Boeke be cfe fo sfe feof oho fe of foal of oho oho fe oho oho fe oho oho fooho dogo

Pofooforforfoofoofe forgo fo foofeoforfecfoofoohecfofeohecfobe foe he hek

: NAIAD =

of &

Aeronautical Cloth

Manufactured Especially for

Are in a class
by themselves
and do not cost
much more

than) “poor

Aeroplanes

Light, Strong
Air-Tight and
Moisture Proof

bbe hs

planes.

3 Models to

pick from.

We conduct
the
School of Avia-

Benoist
Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS
101 Franklin St., New York
aTpafe aff choco ofa loch nap eho afoofe ofc ofp ho as oo oho fo ofocho of sfoefo fo cfoag

OU
WOULD
NOT

take chances with an engine you know to be poorly
lubricated. Yet you know that at the high speeds
of aviation engines the oil soon becomes boiling hot;
as thin as water. That means inefficient lubricating
and a big waste of steaming oil.

By the MAXIMOTOR system the oil is pumped from the base
reservoir, through the ice-cold oil jacket around the intake manifold
and thence distributed to the cylinders.

RESULTS

tion.

He Fo oFoofe fo che of fe fo ofe oho oe ofo che ofa nfo of oho che che oho oho of of oho oe of ofondn of oho fe of oho oho of oho oho ooh fone
BDL Pe focto rte foto che oho fo fe fo ofe fo che fonfocforfo fe fo ofo fe cforfo ohooh

Pode fecdosfofe foto cfocfosfocgo ocho ohooh cfocforie foohosfocfochoohe

at

=== OILING SYSTEM

Pump; Drive Rod;
Pipe to Oil Sight
Jacket; Distributing

Pipes to Cylinders.

A Pas

es

Oil always at a good working temperature.

Intake warmed enough to prevent ‘‘carburetor freezing.”
Oil circulation in plain view above carburetor.

Oil pump continually self-priming in bottom of reservoir.

ww Ss 48

Just a few more reasons for that wonderful record over every
other quantity-produced aeromotor in the world.

NO (AXRYSER.

EVER HAD A FATAL ACCIDENT

CAR ISER. MAKERS
AD EERGAL

If you want a

GOOD motor Dept. 7

AERONAUTICS

3H

oo

August, 1912

] TPT ,
nn l — Pa

ABA SEA EVE RAL men of wealth have been

ri S a pointed to with pride by the clubs
5 i, to which they belong as great
wiAathhth patrons of Aviation.

What a joke are they making of them-
selves!

Thousands of dollars spend on ‘Mustard
plasters,’ “Merry Widows,’ ‘Umbrella
Machines,” “Multiplanes,” ‘Flying Tene-
ments,” “Paraplanes,” and the like—a laugh-
ing stock for the aeronautical world, an
aero club side show, with the backer for the
“come-on.”

One chap knocks the bottom of a dish
pan, stretches a rubber band across its
larger diameter and flies it before Harold
McMorgan, who promptly is induced to fin-
ance a full sized machine.

Somebody else thinks an aeroplane ought
to fly sideways and he sees Willis Rocker-
gould who as quickly ‘falls’ for the novel
freak. When the machine rolls over stand-
ing on the ground, a couple of monoplane
wings are stuck on in the usual fashion to
keep the machine from falling over when
the engine is started. Another man has a
machine with flapping valves, or a plurality
of paddle wheels to beat on the air. That
these inventors are not wholly innocent of
all but practical knowledge is shown when
E. Z. Mark pays $4,800 for Gnome engines
which can be bought anywhere for $3,200 or
less. Who made the difference?

The come-on, unfortunately, is blind on
his pocketbook side and any suggestion from
a friend that he is being taken-in is resented
as an insult to his intelligence.

If one could see any fun to be obtained
out of spending large sums for foolishness
of this kind, there might be an excuse; but
a Lick Observatory telescope would fail to
discover anything humorous in the situa-
tion, where men of supposed business acu-
men are being bled by a group of wild-eyed
inventive leeches.

What a world of good might have been
done with the quarter of a million, or more,
said to have been squandered in this manner
by one man, if properly applied? What a
lot of aeroplanes this would buy for him-
self and friends to fly? What a series of
cross-country reliability races would this
insure? What a start for an aerodynamical
laboratory? What a result from this sum
offered for research work?

This would bring a dozen Gordon Bennett
racers into the field, would produce 24-hour
American engines, would buy 50 aeroplanes
for the Army and Navy and keep the manu-
facturers busy, for a year, would produce
an American dirigible, or keep an aviator in
fast automobiles for the rest of his natural
life.

CERTIFICATES OF MERIT

pean OLLOWING the suggestions and
ip F ha appeals in recent issues of AERO-
iF i NAUTICS, the Aero Club of
HAA America announces its special
certificate of merit plan. These certificates
are to be given to those aviators (already
“licensed”) who meet the rigid require-
ments imposed. This will form a class of
“expert” flyers who will honor the certifi-
cate aS a measure of efficiency. This plan
will also tend to dampen the exhibition
activities of some well known men who
are now “piiot aviators,’ and make the
present international “license’”’ of still less
value, which fate it deserves.

This is a good step and the A. C. A. will,
no doubt, profit in prestige therefrom.

“SCIENTIFIC AMERICAN” CRITICIZED
AAA T is most unfortunate that there

ra ii a should have been a misunder-
if i, Standing in regard to the rules,
intAthtath which were drawn up by the

Scientific American. “A prize of $15,000
has been offered * * * * * for the most per-
fect **** flying machine equipped with
two or more complete power plants so con-
nected that any power plant may be oper-
ated independently, or that they may be
used together.’ **** “At least two ma-
chines must be entered in the contest or
the prize will not be awarded,’ said the
rules.

Mr. Gill and the Burgess company built
their machine in the belief that if two en-
tries were made, the contest would be held.

A council was held in the Burgess fac-
tory and it was unanimously decided that
the two entries made an award certain.
The ’plane was built and flown a month
before June 1, the closing date. When
Howard W. Gill made his formal entry,
on June 1, he was imformed by the Scienti-
fic American that they interpreted their
rules to mean that two “operative” ma-
chines must actually be on the field selected
on July 4 in order that an award be made.
This was a new turn to the situation. An
investigation showed that there was no
likelihood of their even being another ma-
chine on the ground—and there wasn’t.
This condition nullified the possibility of
any one successful builder’s going into the
contest independently of another. The win-
ning of the prize, therefore, depended not
on the builder’s own efforts but on those of
some other contestant. '

Had Mr. Gill known of this interpretation
before starting to build, this “freak’’ ma-
chine would never have been produced.

Not only do the rules, as partially quoted
above, at first glance allow the Scientific

AERONAUTICS

American to have awarded the prize to Gill
for having produced the most practicable
of the machines entered (plans and descrip-
tions of all machines entered having been
filed with the entries), but it is clear that
the intent of the donor was to provide a
substantial reward for the performance of
a feat which, at the time the prize was
offered, appeared, to him at least, to be a
desired step in the advancement of safety
in flight.

It seems most probable that Gould wanted
to encourage a contest of brains in the de-
vising of a new type of aeroplane—a con-
test of gray matter for the accomplishment
of a certain desired object.

There was a bona fide contest of brains.
Eleven people formally made entry and fur-
nished drawings and descriptions, to the
best of their ability, of the machines they
hoped to build. That one man did build and
fly a machine which fulfilled the operating
conditions makes no less a contest. He did
produce the “most practicable’ machine—
the only one that was proven practicable.

Not only has Gill lost his prize through
the failure of others but has lost it just
so completely through misinterpretation. of
the published rules.

Discussion from all sides has produced
the statement ‘‘the prize was never intended
to be awarded.”

At any rate, the prize could be considered
in that class which Joe Weber would term
“a good offer.”

THE BOSTON MEET

AAA ITHOUT doubt the Aero Club
¢ Wi [DUC AUS Toot Ine tia when! ait
if i; Suspended eight aviators by
AAA reason of their taking part in the
unsanctioned Boston meet.

The situation might have been met in a
manner thoroughly dignified from the ‘Club’s
standpoint, in a way calculated to insure
the sympathy and active co-operation of all
“licensed” aviators, and to speed the time
of bona fide sporting meets on a sport basis
pure and simple.

The sanctioning of meets by some govern-
ing body, in which contests the granting
of a sanction depends upon the deposit of
the total prize money in the bank subject
to the demand of properly authorized in-
dividuals and upon definite and guaran-
teed assurance of proper conduct thereof,
is beyond all doubt or argumeuat an act to
be desired from many points of view: for
the advancement of aviation, or aerosta-
tion, aS a sport, for the protection of par-
ticipants, for the benefit of the public in
general. Sanctioning has, thus far, devolved
upon the Aero Club of America.

Here was a ticklish situation. The Club
had made errors through the individual
advices of its officers, and by waiting too
long before taking action. The aviators
were between the devil and the deep sea.
The management had failed to secure funds
in advance and the Boston meet was _ per-
petrated when it should have been forgot-

Page 60

August, 1912

ten among the plans and prospects of the
future.

The Club might have called the men to-
gether, had a heart-to-heart talk, with ad-
mittance of faults all the way ’round, and
an understanding or agreement reached:
(to be ratified in some form, later by all
licensed pilots in the country) by which the
Club would agree in the tuture to demand
that the prize money be deposited in a
proper way not less than, say, three weeks
before the date of a proposed affair, or
withhold sanction; and the aviators agree
to make no contracts with any management
ot a competitive meet prior to three weeks
before the date thereof, or otherwise with-
out definite knowledge form the Club in
writing or by telegraph confirming sanc-
tion. The Club, in the Boston matter, do-
ing this, might have gently chided the avia-
tors for flying after they were on the ground
and to avoid the clutches of the law, and
preserved its attitude of authority.

The results of such a conference are ob-
vious. There is no need to point them out.
It is enough to say that the present fric-
tion would have been avoided and the Club
would have added to its advertised prestige
instead of detracting therefrom.

PENN CLUB URGES NATIONAL BILL

AAA Hi Aero Club of Pennsylvania is
fa oT a to be congratulated on its pro-
ih if gressive step, taken in the best
minhthtthth interests of aviation without re-
gard to club affiliation or private schemes
for aggrandizement, when it passed and pre-
sented to Congress resolutions urging upon
that body the necessity for the passage of a
national statute for the regulation and con-
trol of aerial locomotion, and for the issuing
of licenses under government supervision to
competent aviators.

This national statute has been argued in
AERONAUTICS many times. The advan-
tages of such a law are obvious save to
clubs who seek to keep in their own hands,
no matter what the cost to progress or
reason, what they are pleased to call *‘control.”’

The motor boat owner finds the national
regulations for traffic, for lights and anchor-
ages of advantage. There is no red tape
to unwind when he passes within the
bounds of another state. The individual
states examine chauffeurs for competency,
railroad engineers are examined for physi-
cal fitness, the Army has rigid conditions
for its aviators. Has the civilian driver of
air craft any less need for physical capa-
bility?

The presentation of resolutions to Cong-
ress amounts to nothing. A bill must be
framed, pushed in and out of committee, and
passed before we received any benefit.

It will be interesting to note whether
or not the other aero clubs of the country
support such a bill. Their non-support or

antagonism will be proof positive of
motives not for the advancement of aero-
nautics.

AERONAUTICS August, 1912

een ASIN FOI IOI III IIIS IIIS IIIS
* Ca ee *
: ¢ * EVERYBODY CAN FLY #
¢ - x Learn how at the =f
. e * *
£ Moisant Aviation School !
: Aero IVlotors : + Moisant Aviation School ?
% ce %
2 + . *
% re : es oe At Hempstead Plains, L. I.

‘* Always in Front e + } :
‘* a & ae +
* a < & *
%. : . ; Well-known Moisant School Graduates licensed
‘ In casting about for the best @ x by The Aero Club of America. aE
* there is ina high class motor— Sd : Most of our Licensed Pilots Employed by us. ot
$ one that has withstood every test—the % ¥ Miss Mathilde Moisant Mr. S, $. Jerwan %
‘* discriminating buyer will make no ¢ % Mr. Harold Kantner Mr. M. F. Bates -
#. mistake in adopting the **Frontier. 29 Be * = Mr. F. E. DeMurias Mr. J. Hector Worden *
* . ie Capt. G. W. MacKay Miss Harriet Quimby a
* * x Mr. Francisco Alvarez Mr. Jesse Seligman *
2. ; , o Mr. Clarence de Giers

- The flights made by Beatty with % x a aa rar 7
+ the Frontier Model A-Motor are ¢ . EO nCELANES USED x
+ eae wo + 66 * x

rs familiar to all followers of Aero- ¢ & For Handsome Illustrated Booklet Address 7
a ° ae rx

@ nautics. oe x e re
* fea s+ The Moisant *
2%. Our exhibit at the recent Aero % i: International Aviators x
2 Show in New York created s x U. S. Rubber Building *
‘ tremendous interest and a flood of ¢ ¥ Broadway and 58th St., New York City et
& yr . aT s for x
@ Tequests have since come to Jus for 3 aa GG OOOO OOOO BOGOR OOO LEEK IPy
@ detailed information regarding this %

‘ superior power plant foraerial naviga- ¢ éebtebehephop hh hb hb hh heb hehhs
%; tion—the final achievement of two %

@ years spent in designing and experi- -

* ments. *

2 ¢

¢ FRONTIER FACTS .

2 * 7

2 ‘ Your school needs real flying

% Abundant power. e machines, and monoplanes are

w%:

“MONO” c/o Aeronautics

2
ELLELELLLELELLELELELLEEELELGE SD — ELLE EEE L EEL ELLE EEE ELLE EL EES

ante

* -
: :
e +
* +
= +
e +
z +
i t
+
% +
Sd 7 +
y Perfectly balanced. . Hi the thing today. I can sell you two ;
¢ Imported ball bearings throughout. % 5 well-known, first quality duplicate .
. Runs without skipping with equal and * ir BLERIOT MONOPLANES x
*% constant power. * tr : +
<7 : ‘ toasted y with genuine Anzani Motors, ready %
% The highest grade materials obtain- % Ls ae Sp SOR ey cre eee ge
‘? * . me : ont. ave reoular
+ able are used in construction. So TE oe eek i eh = beth ae
Oe 2 : j beers @ & prominent meets and exhibition work.
$ Four-cycle, eight-cylinder, V-type; . z Complete with spare parts, all in +
© eee ey acts. < z elegant new order. Really cheap for r
* @ #& cash. No experimenting—jump in +
. See eae oeduess . : and fly. A chance you must not miss. z
¥ ‘ % - Also some excellent monoplane con- z
¢ Frontier lron Works ® & struction material all ready for
. e Mt assembling. Inspection by appoint- z
+ KY = xs
< BUFFALO, N. Y. & Z ment. -
% ee Address +
E. J. WILLIS CO., New York Agents +
* 85 Chambers Street < + e
® ++

Aaa s Vaan T a V ananassae snr asn sae an dds edi esn Aa sa dara,

In answering advertisements please mention this. magazine.

AERONAUTIC

Welles & Adams Motors

50 H. P.
4 CYCLE

LET US SEND
YOU OUR
ILLUSTRATED @
CATALOGUE
SHOWING
FRED
EELLS’
GREAT
FLIGHTS
OVER THE
Cry OF
ROCHESTER IN
BIPLANE EQUIPPED
Wie ase MOOR:

*y

[OOOO OULU OCLC. OE ORO

HAA IIA AA AAA AIAAAAAAAAASAAA AIH

Alumina Aeroplane
“‘Beautiful Fabri Cc “Light as a

as Day.”’ Feather.”’
Finest Imported Linen,
thoroughly Waterproofed, and
then coated with Aluminum.
Heat and moisture proof. Strong-

est and Most Durable Aero-
plane Cloth on the Market.

OUR PRICES WILL
SURPRISE YOU.

Send for samples and price
list and be convinced.

THE

AERIAL NAVIGATION
COMPANY °F AMERICA

Girard, Kansas.
peeeeeetetecepsspeee cool SS Se

PI IIA AAAI IAI IAI AAA IAAKIAAAA AA AAA III AA AAA AIK

*

August, 1912

One of the few moderate-priced
motors that has actually
made good.

Weight 200 lbs.
Valves in Head

Cylinders Cast
Separate

Every Moving
Part Oiled
_ Automatically

=

If
you wish
to do something

better than
“‘Grass-Cutting”’

consult

~ WELLES & ADAMS

BATH, N. Y.

El] Arco Aeroplane Radiators
CARRIED IN STOCK

Some Manu-
facturers of Aero
Motors who have
adopted

EL ARCO
RADIATORS:
Air Craft
Boulevard

Call

Curtiss

Dechesne
Elbridge

Fox

Maximotor
Rinek

Roberts

White Head
Motor “Lightweight”? Dimensions ‘Featherweight’
H A B

P. Price Weight Weight Price
*23 $40.00 171lbs. 8in. 19in. 18]bs. $50.00
ESO AS LOOM aD coe en Osa se o19 lean ane ll ees 60.00
SSN ODO0N see! slur Olen 2O nam 68.00
ri (AMM, by PE Si) SB 75.00
iain ey Pe ay Py ee a 88.00
75) 1800). 40) so e1Siien 22a coe 98.00
On EA 2G) 7 Oil py, SP BE} 106.00

*4lso carried in stock, rights and lefts, with fit-
tings as shown dotted, for installing on either
side of driver's seat.

There is no lighter radiator made than our
Lightweight, except our Featherweight.

El Arco Radiator Co. 1° Fast 31st Street

New York

In answering advertisements please mention this magazine.

AERONAUTICS Page 6] August, 1912

New Benoist Tractor

HE new Benoist tractor ma-
chine, known as the type
twelve, is the result of the
last several months’ appli-
cation to the refinement of
details, and close attention
to accomplishing many
small improvements over
the preceding machine.
While these improvements
considered separately and
alone would not have marked a very great
difference from the two passenger school
machine of 1911 and ’12 style, all of them in
an aggregate causes one at first to get an
impression that the machine is a new type
entirely. The drawings give one a good
working impression of the construction of
the machine, while the photographs will
demonstrate its general appearance.

Like the older machine, it uses steel
springs instead of rubber shock absorbers.
These have not been changed at all, as
they have been found to be very success-
ful, in fact successful enough that the
wide awake European manufacturers have
copied these with certain variations several
times in the last few months. The six
cylinder Roberts motor is set clear out in
front, and with the radiator mounted be-
tween the tractor and the engine, makes
a very compact assemblage. The ailerons
are very large, each one having twenty
square feet of surface. The tail is non-
lifting, and, like the rudder and ailerons,
flex for control.

The running gear construction lends it-
self quite readily to the attaching of pon-
toons, and both pontoons and wheels can
be furnished with the ’planes so that it
can be used interchangeably as a hydro or
land ’plane.

This machine is a two-place, and will
carry enough gasoline for a two hours’
flight with both seats occupied. Comfort
has been considered in the seating of pas-
sengers, as both seats are wide and roomy,
and the lower part of the body is protected
from the wind because of the deep boxes.

With all this, however, there is but very

little head-resistance as the radiator, en-
gine, passenger and aviator are all mounted
tandem in a stream line. The standard ma-
chine is equipped with twenty by four inch
clincher tires, and covered all over with
Goodyear No. 10. The standard gasoline
tank holds fifteen gallons, and is mounted
inside of the engine frame, carring an air
pressure of two pounds. This assemblage
eliminates a great amount of the danger
from fires as a result of a smash up, in
which the gasoline tank is hung above the
engine, thereby breaking the gasoline lead,
and setting fire to the wreckage.

The spread over all is 45 feet.
main planes 35 feet. Chord 4 feet, 9 inches.
Aspect ratio 7.3:1. Gap 5 feet. Spread of
tail 10 feet and depth 32 inches. Seven
sections in main planes, each 5 feet long.
Skids each 7 feet long and project one
and one-half feet in front of vertical line
of advancing edge of main planes.

The ailerons and elevator are operated
by a single lever in the right hand mounted
universal. By pushing the lever to the right
it will bring down the right side when
high, and by pushing it left, it, of course,
will bring down the left. By pushing it
forward causes the machine to descend, and
by pulling it backward toward the aviator,
causes the machine to ascend. There is
a double crank arm connected to the back
part of ailerons, by the use of which the
running of the control wires through pul-
leys is eliminated. The photograph shows
this. This works the arm at No. 33 on the
front view. The ailerons are constructed
somewhat different from anything else used
in this country or abroad, and as they were
used in the old school machine of 1911
and ’12, and have proved so _ successful,
they were not changed in this new machine.
The ribs of the ailerons are built up of
pieces of steel spring, being reinforced on
each side by oak strips. The steel springs
furnishing strength, and the oak strips
stiffness to the ribs, as these ailerons are
not hinged but flexed. Great efficiency has
been added to them by virtue of the fact
that the oak strip stiffeners are much stiffer

(Continued on page 63)

Spread of

AERONAUTICS Page 62 . August, 1912

A
MEROY & ELEVATOR
RUDDER
Se ST eg te SS Te =
= =

; AILERON & ELEVATOR

gy sem Wes

eet us
J
=

r
r | SPR
jLowe

73 Boye fed
{32 Bet fe ae Pees
_ eal SaaS dpe ise ayes call sees

3s’

BENOQVIYT TRACTOR

AERONAUTIC

August, 1912

Wright Hydroaeroplane School

ELBRIDGE ENGINES now open at Glen Head, L. I.

So simple anyone can operate
them

So strong nobody treaks
them

So cheap anyone can buy them

Made in a dozen sizes, to suit all
types of machines.

The most generally successful
engine known to aviation, for both
amateur and professional work.
Catalog or folder on request.

Elbridge Engine Company
10 Culver Rd. Rochester, N. Y.

H Y DROS * 1912 Models

” é

DY ®

2 e

%. *

~ ®

® +

2 6 In addition to those features w hich in the past have
e . made Wright Flyers famous for efficiency and reliability,
* ¢ the new models can be furnished with Automatic Con-
* a ¢ trol, Silent Motors, and Hydroplanes. ‘Thiese spect
* ~ fee res make 7 2 machine unusually attractive
se Build Y our Own © features make the 1912 mac J

ae PG to sportsmen.

a * é

i H ] ¢ Exhibition Machines

© ydro z aerop ane * For exhibition work we have other models especially
* e adapted to high winds and small fields. It was wee 3
* -AWwIna *. stock ‘‘EX’’ Model that Rodgers made his wonderfu
* Over 100 complete draw DSS: Full * flight from Coast to Coast. Reliability means dollars to
‘ Dimensions of every part. Only com- %& the exhibitor.

% plete blue-prints ever sold. Standard ¥ Wright Schools of Aviation

* type. ¢ Training consists of actual fiying, in which the pupil
ei e is accompanied by a competent pescher No mak and
2 - . ¢ no expense whatever from breakage. 1e most famous
2 Scale 1 inch to foot; some full size. . vee in America are graduates of our school and
2. Blue-prints 28" by 36" ‘6 _ include such names as—

%: + Lieut. Arnold Drew Lieut. Rodgers
2. * Atwood Elton Parmalee

2 PRICE 8 + Brookins Lieut. Foulois Page

< & Brindley Fowler Rernolis

~? ® Bonney Gill immons

% # Beatty Lieut. Lahm aap

* S ¢ Burgess Lieut. Milling els

2 Aeronautics 250 West 54th St. is Cofign Mitchell Webster

x ? NEW YORK ® Capt. Chandler C. P. Rodgers And a score of others
* ? Our Schools at Dayton and New York are now open
° vy and pupils may begin training at once if they wish. By
° vy enrolling now you can reserve date most convenient to
2 D R QO S e you for training.

% * Write for Particulars

* ma ’

s * THE WRIGHT COMPANY
{ECE ELELELELELET EE EE E EE EE ES DEPT. A DAYTON, OHIO

In answering advertisements please mention this magazine.

August, 1912

AERONAUTICS

SOOO SOSCSCOCOOOCOOCOOOOOO<

Felix Bischoff Steel Works

DUISBURG, GERMANY.
The VITAL part of a Motor is the

SOOO SOO

a ad

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, mastic etos.) DETROIT, MICH.

SHEOCOCSCVCSOPSDSPOSCPSOCOSISCSGSISS

AERONAUTIC

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

Roche oho ofoo}e food ofoofe ofocfo fe ofp efe oe fe ofoafoafe fo cfo ocho choco fo fodfodode

THE AERO WHEEL CO.

Builds all Kinds of Wheels for Aeroplanes
and Monoplanes

SODSOSOSOOOOSCOSOSOSOOS
$0606066666666606665

Hefede fosfe cto cfocfocfeofocfo fo cfe ofonfecfocfoohe 24

EEE EEE EEE EELS

Standard or Special Sizes at Very Low Prices

782 Eighth Avenue New York

SLOANE AEROPLANE CO.

Agents : Eames Tricycle Co., San Francisco and Los Angeles; National Aeroplane Co., Chicago; W. E. Boughton, Washington, D. C.

DETROIT ARO POWER PLANT

compcete $300 reaoy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO, \
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS.

‘S GUARANTEED 70

2!OLBS. MIN. STATIONARY THRUST
IS8 LBS MAX.WEIGHT(COMPLETE) 3%

36 HOURS DELIVERY

LIFT AND FLY
CURTIS BY PLANES
BLERIOT XI MONOPLANES #2
DEMOISELLE MONOPLANES

OR CRAFTS OF SIMILAR MAKE

DETROIT AROPLANE CO.

MICHIGAN

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.

VEE HOE 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
INSSYenG:

Reed,
Rattan and Split Bamboo for models. Tonka Rattan
for Skids 144 diameter and under any length.

J. DELTOUR, Inc. 204;810 Jefferson St.,

Hoboken, N. J.

Special grades of Bamboo for Aeronautic Work.

Seventy per cent. of record-breaking American flights with American Aeroplanes were made
with propellers bearing this name

CHA RAVA Y

We will tell you why if you ask us

1733 Broadway, NEW YORK CITY

In answering advertisements please mention this magazine.

ae oe

—————

=Oic —————
a > > SS eee SS

N Sake

we

August, 1912

en

HAS WIRELESS STATION.

The Aeronautical Society.—william FE. Rus-
sell, a member, who is an officer of various wire-
less organizations and Chief of Scouts of the
N. Y. N. G., at the General meeting on July 11th,
delivered an intensely interesting lecture on the
transmission of electrical energy by wireless.

Mr. Russell made a special feature of the ap-
plication of wireless transmission to electrical
energy to the various problems of aeronautics.
He demonstrated by actual experiments how
messages can be sent by wireless to and from
aeroplanes and dirigible balloons, and how large
mines of high explosives can be discharged by
wireless transmission from aircraft. It is his
purpose to demonstrate that the wireless ap-
paratus can be utilized for many purposes not
commonly Known

In order to illustrate his discourse he used a
wireless plant that he has been good enough to
set up in the Society’s rooms. This plant is
very complete. Its use has been donated to the
Society by Mr. Russell. The equipment is cap-
able of transmitting messages for more than
50 miles and it can receive messages from a
radius of 500 miles. Mr. Russell will also set
into operation a wireless telephone and will
equip the new aerodrome at Staten Island with
another plant.

The wireless plant is now in operation in the
Society’s quarters. Members who wish to com-
municate with the Society by wireless should
call ‘‘WR’’ which is the temporary call. Later

New Benoist Tractor
(Continued from page 61)

in the rear, so in the rib, the deepest part
of the curve will occur nearer to the ad-
vancing edge of the ailerons, thereby taking
advantage of the properties of the usual
curve, which, of course, has greater effi-
ciency, when the deepest part of the cambre
is nearer the front. This is an advantage
original with the Benoist machine. Other
ribs probably have been built up of steel
springs and oak stiffeners, but in no case
were they ever constructed so as to auto-

matically take a cambre of the highest
efficiency.

ARTICLES COMING
Symposium on Propeller Standardization, by Gibson

Heath, Charavay and others.

Christmas Biplane with Scale Drawing.

Simple Computations Relating to Aeroplane Design, by
W. S. Horton.

Amateur Aeroplane Builders, by Earle Ovington.

Construction of a Weather Bureau Kite, by Prof. A. J.
Henry.

Leonardo da Vinci
Bunnell.

Efficient Development, by Hugo C. Gibson.

Columbia Monoplane, with Scale Drawings.
A. F. Speedometer.

Sparman Teaching Machine.

Fakes and Fakers of Aviation.

Patents.

Pitot Tube Speedometer.

Curtiss Turntable for Hydros.

Kellogg Control.

Lewis Aeroplane Gun.

Analysis and Comparison of Patents, by Lee S. Burridge.

and Flying, by Charles Beecher

the station in the Society’s quarters
formally listed in the Government
under a call to be assigned by the
at Washington.

Aero Club of California.

will be
Blue Book
authorities

New Officers elected

June 4. Prof. H. La V. Twining, pres.; Jay
Gare Save sD la MeClayanuva Gpss. oVanin
Griffith, sec., Park Hyde, treas.

BOYS AERO CLUB IN OMAHA.

_ The Boys’ Aero Club of The Y. M. C. A. of
Omaha, Neb., has been organized with a
membership of nineteen. The following officers
were elected: Arthur Schrum, 2622 Charles
Street, President; Edwin Greevy, 2914 Hickory
Street, Secretary; Wilbur Bradley, 608 S. 27th
Street, Treasurer. They have adopted the con-

stitution and bylaws, which call for a meeting
every second and fourth Friday of the
month. The objects of the Club are: to pro-
mote model aeroplane meets, and to give gen-
eral information to its members concerning

aeronautics. The members themselves take
part on the program, making talks or reading
articles from magazines, and outside speakers
are called in frequently. Major Carl #.. Hart-
mann, commander of Fort Omaha, was the prin-
cipal speaker at the meeting, July 26th. Model
meets are to be held about every six weeks.

The Aero Club of Nebraska has offered a fine
silver challenge cup as first prize. Second,
third, and fourth prizes are usually offered.
The next meeting will be some time in August.

WE GIVE EVERY
POY oR. ONE

EE

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.
eae ae oe a oe ee
MOTOR CAR PUB. CO..,

KANSAS CITY, MO.

Dear Sirs: AWTS
Kindly mail me full details
and Specifications of your

CYCLEMOBILE offering,
and oblige,
Sincerely yours,
IV GMI EN warclacere’c <\e'vi0, sjaisiale evelatote Riciniere

Address

AERONAUTICS

August, 1912

Fight Flyers Suspended at Boston

During the Boston ‘‘Meet,’’ the following let-
ter was addressed to each of the “licensed”
aviators participating, including; Martin,
Beachey, Page, Freeman, Peck, Terrill, Hamil-
ton and Fish— ‘

New York, July 2, 1912.

Dear Sir: +

1 am directed by the Contest Committee
to request that you appear before it,
either in person of by writing, at .3
o'clock P. M., July 16, 1912, in Room 401,
39 Whitehall Street, New York City, and
show cause why the provisions of Article

such a ‘‘meet,’’ as the others that

have been run, but worse. It was just
as much an exhibition as any one-day stand.
The prizes alleged to be offered were a joke.
There were some contests scheduled but avia-
tors did not participate save to amuse the

HE Boston affair.
disastrously in every way, was just

which resulted so

crowd. AS a meet, it was a fraud.
The manager and organizer, Willard, made
the regular contracts with the aviators. Wil-

lard assured all that the
would be sanctioned. Several read in ‘‘Aero”’
that the meet was a sanctioned one. Some
of these contracts, made with the more ex-
perienced concerns, were on the usual out-and-
out exhibition basis, i. e., those with Stevens
for Miss Quimby, Hamilton; the Curtiss Com-
pany for Beachey, and Knabenshue for Martin
and Scott. These contracted to give an ex-
hibition flight daily for so much money for a
certain period of time. There was no element
of a contest in their agreements with the
management. Both have been flying recognized
exhibitions in the past; in their case, at least,
the Boston ‘‘meet’’ was no less an ‘‘exhibition”’
than those in which they had previously flown
without comment, let or hindrance on _ the
part of the Aero Club. The other men got a
guarantee of so much, and “prize money.”
Knabenshue, Curtiss and Stevens saw that the
money for Glenn Martin and Blanche Seott,
Beachey and Miss Quimby was in the bank
subject to completing the flying part of the
contract. The management took care of the
“strongest” ones in this way and ‘‘jollied’’ the
rest. Some got but two and three hundred
dollars for the entire week’s flying.

The only “‘prize money’’ to be had was a pro
rata share of the gate receipts. After the first
three days, the gate receipts were turned over
to Earle Ovington as an aviators’ committee
and were divided according to the value of the
men as aviators, on a basis of the guarantee
to each.

SANCTION SYSTEM COMMENDABLE

The Aero Club of America has undertaken
to sanction ‘‘meets’”’ after assuring itself that
money equalling the total of the prize list is in
the bank for payment as awards are made.
This was planned as a protection to the aviator
from the irresponsible promoter and is a most
commendable scheme. Thus far, the plan has
proved more a source of trouble than benefit:

In the case of Boston, the club made no
public or general announcement one way or the
other. Individual officers of the club notified
several flyers ‘‘unoffiially’’ the day before the
meet opened that it was not sanctioned and the
news spread. Leo Stevens received word from
the Club the meet was sanctioned.

Many days before that, the last of the con-
tracts between the management and the avia-
tors had been signed; some by men who had
perfectly good reason to suppose the meet to
be sanctioned. Had the aviators not appeared,
or had refused to fly as demanded by the club,
each and every one of them might have been
sued for breach of contract and their machines
would have stayed in the State of Mas-
sachusetts for the next year. Admitting that
a “‘meet’’ where various kinds of contracts are
made with aviators, of purely exhibition nature
or otherwise, is a real ‘‘meet,’’ on the same
plane as a horse race where entrants pay en-

meet either was or

63 of the regulations “of Gthe ky SAS wir
should not be applied to you for having
violated Article 5 of said regulations.
Very respectfully,
Samuel Reber,
Chairman, Contest Committee.

There are no copies published of the F. A. TI.
rules in English, and copies in French are not
in general circulation, so that the answering of
this letter was an impossibility. The para-
graph referred to forbids licensed aviators par-
ticipating in unsanctioned meets.

trance fees and all stand alike to win or lose,
the Aero Club, if it has an ultimatum to deliver,
and is in a position to enforce its mandates,
should make such delivery far enough in ad-
vance to reach intending competitors before
they sign their contracts and ship their ma-
chines. In this way only can this “‘sanction’’
be of any value whatever.

Besides that, if said sanction is to be an item
of value to aviators, and of like value to legiti-
mate meet promoters, aviators should combine
in the refusal of signature to contracts until
the sanction is obtained. If the promoter can-
not meet the requirements of the sanction, he
is better off, the aviators are saved expense,
the public is protected from fiasco and fly-
ing sport gains strength if the planned meet is
given up.

If the club cannot make its sanction worth
anything save as an object of ridicule and a
vehicle for its own entanglement, better is it
that the club withdraw its efforts and let the
aviators who have always managed to worry
along on their own hook in the past, take their
own chances in the future.

In the case of Boston, after all the aviators
were on the field, the machines set up, and tele-
grams are alleged to have been sent to at
least Gne manager by the club that the meet
would be sanctioned, the day previous to the
opening the club announced that the meet was
not sanctioned and twenty minutes before the
opening gun a representative of the club is
said to have appeared on the field and advised

the aviators they were liable to have their
“licenses’’ cancelled if they flew. A pretty
time to discover that the meet ought not to

be “‘sanctioned!”’

Martin had his contract to fulfill and went
ahead and flew. The club would not guarantee
him against a lawsuit. Beachey followed him
into the air and the ‘‘meet’’ was on. The flyers
all saw they were expected by contract to fly and
they decided a Massachusetts sheriff was more
to be feared than aero club resolutions.

At Oakland, recently, the aviators were noti-
fied by the club their licenses would be re-
voked if they flew. They flew and nothing
happened. ‘Their contracts were with an ex-
hibition company.

At Los Angeles meet, each aviator received
a telegram the day before it opened that it
was not sanctiond. The following day the

management received a telegram that it was
sanctioned; the aviators got no word but took
that of the management.

CLUB CONSIDERS IT EXHIBITION

An officer of the A. C. A. is alleged to have
made the statement that although the Boston
meet was not sanctioned there was nothing to
prevent aviators from filling exhibition con-
tracts if they had such contracts; that the meet
would have to be run as a pure exhibition since
it was not sanctioned. This statement was
made after the A. C. A. refused the sanction,
and just before the show opened.

The following letters have been received from
some of those concerned. It is a great hard-
ship for these flyers, the best there are in
America, to be ‘‘cut out’ of the Chicago meet,
for instance, by the hasty action of the Club.
“Naturally we turn to the trade papers as a
major source of assistance,’ writes Phillips
Ward Page.

AERONAUTICS

August, 1912

sere AT ENT S 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. Copies of

_Improvements in Airships should be protected without delay
as this is a very active field of invention and is being rapidly developed.

VICTOR J. EVANS & COMPANY

724-726 NINTH ST.,N.W. -

patents in Airships, 10 cents each.

Main Offices -

PEEP EE PERSE PEELE PEEP EEE EE EEE EEE heb bb hobebeh be hedede ogee

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

RIGHARD B. OWEN, oid,
Must Sell :—-FINE MONOPLANE

1911, cross-country type, two seater,

Write for our Guide Books
Send for our

WASHINGTON, D. C.

aheoLo fe fo fo ofo ofe oho oho ofe oho oho ofe fe of oof of

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.

[ee

STRUTS & SPARS
Laminated to Order

RIBS O22

SEE OUR EXHIBIT AT “AERONAUTICS’” OFFICE
115 Brown Street

PEDERSEN OIL PUMPS

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

Bleriot, 100 h. p. engine, full equipment

A. V. REYBURN, Jr.
5305 Delmar Boul. St. Louis, Mo.

!'! ATTENTION !!

WE SELL AEROPLANE SUPPLIES at
prices that make friends. Send 6 cents in
stamps for 22 pige, illustrated catalogue.
We have blue-prints of all machines. We also
sell the regulation Roald Aviation helmets.
New York Aeronautical Supply Co.

50 Broadway - - New York

GIBSON PROPELLERS

Did you read our “Bargain Day’’ads. in June? If not you lost one chance to save money. But here is another.
Not so many now. Only 53instock. It is up to you—we are doing our best for you and aviation.

Syracuse, N. Y.

Write for circular

PEDERSEN LUBRICATOR CO.

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

LIST OF SIZES IN STOCK AND PRICES FOR ONE MONTH ONLY

DLA, PITCH ROT. TYPE PRICE DIA, PI'tCH ROT, TYPE PRICE

g! 7T' or 6! R Reg. $50.00 g'6" 7'6" R B Gnome $47.50

86" 5 L Helice N 47.50 Rte" 4'7n L Farman 45.00

gia" 5Igh R&L Gnome 45.00 gia" 4! R Reg. 15.00

8! 5! R&L Reg. 45.00 8! 4ign i os 45.00

8! 4! L oe 45.00 7'6" 6! R 40.00

7'6" 5! I 40.00 7! 6! R 35.00

ite 5! R&L 35.00 fil 4! R&L 35.00

al 3! R&L 35.00 6"10" 3'gn L Anzani 32.50

6'10" 2'g" R Anzani 32.50 6'6" 4'6" R teg. 30.00

6'6" 4! R Reg. 30.00 6! 4! R ¥ 30.00

Any other sizes to order, pick out your sizes and state the rotation desired, send the money and propellers will
be shipped the same day. We have proved our standing. Our propellers are the Acme of accuracy and strength.

CASH OR MONEY ORDER GETS YOUR PROPELLER TO YOU QUICKER

GIBSON PROPELLER CO. - Fort George Park, New York City

American
Aviation.

Ills.

Have never been connected with the
Aeroplane Mfg. Co. and School of

17 North La Salle Street,

Chicago,

AERONAUTICS

ALBATROSS ENGINES

Made in two sizes

50 H.P. 6-cyl. Air-cooled,

PRICE, $650.00 Complete
Weight

100 H.P. 6-cyl. Water-cooled, 305‘in"
PRICE, $850.00 Complete

Weight
250 lbs.

Agents Wanted

ALBATROSS COMPANY

DETROIT, MICH.

Catalog Free

SS AS EEE A
HAVE YOU ORDERED YOUR COPY
OF THE THIRD EDITION OF

The Aviation World

Containing everything that he who is interested in
Aeronautics would wish to know

PRICE ONE DOLLAR

The Aviation World Who’s Who and Industrial Directory—
which has been published yearly since 1909—is the Com-
plete Guide, Reference, or Year Book and Biographical
Compendium published in the interests of aviation.

It circulates in every country.

It is recognized and used daily by the leading authorities
in every country, because it is the reliable and authentic
record of the progress of aeronautics throughout the world.
The next edition of the AVIATION WORLD will be published by
Messrs. Longmans Green & Co., simultaneously in America and
Europe, early in July. Mail your order early to:

AVIATION WORLD ‘/, AERONAUTICS, New York
London, 85 Fleet Street

} Farman Running Gears Complete, as above - $47.50
AERONAUTICAL SUPPLIES

Everything to build any type flying machine.
New Catalogue with working drawings of Curtiss,
f Farman and Bleriot-type machines in course of con-
struction and will be maiied free upon request to all
H 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 Perse
} 5-Gallon Tanks - - 6.15 | Aeronautical
} Aviator Caps - - - 1.25 Supplies
Outrigger Fittings - - .29 DINED AVI-
Oval Post Sockets - - 17 | ATOR CAP.

| Aluminum pulleys with brass bushings:
2" 25c, 24" 30c, 3" 40c.
Wheels and Tires complete, |clipse Hub:
20x24" $6.75 20x38" $9.50
E. J. WILLIS COMPANY, New York City
85 Chambers Street (Telephone 3624 Worth) 67 Reade Street

August, 1912

MODERN:

ELECTRICS:

“‘THE ELECTRICAL MAGAZINE FOR EVERYBODY”’

For the Novice, the Amateur, the Experimenter and the Student.
HE 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
TWWHE magazine 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
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.
Open 544 in. Just
out and it's a
dandy. Free.
3 Double Magnetic
Reversible Engine
With Speed Contact Lever 1000
to 2500 revolutions per
minute. Free.

Send $1.50 to-day in cash,
stamps or M. O. and get
Modern Electrics for one year
and )our choice of the
above offers prepaid
Absolutely Free.

Money refunded immediatelyif notpleased in every way.

MODERN ELECTRICS, 298 Fulton St., New York
15¢.perCopy (8° trethove is limited) $1.50 per Year

AERO WIRE WHEELS

Save Money, Buy From Manufacturer
ALL SIZES IN STOCK — Any Size or Type Hub
20"x24" Wheels........ $4.00, with Tire........ $6.00

20"x3" OF A iotyarses RS 8.25
Farman Type Gears, Complete - $42.50

Stock Hubs, 6" wide, 2 or 4" knock-out axle or
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
Terms: Cash or Deposit. Balance C. O. D.

J. A. WEAVER, Jr., Manufacturer

Dept. A., 132 West 50th Street, New York

ADAMS-FARWELL
REVOLVING MOTORS

HAVE BEEN IN
DAILY USE FOR
TEN YEARS.

Examination Allowed.

This is our
new 72 HP.
AVIATION
MOTOR
450 Ibs. thrust
with 9-ft. pro-
peller of 6-ft.

pitch.
Ask for our
Circular No.16q

THE OMPANY
21 ATHOL STREET, DUBUQUE, IOWA, U. S. A-

In answering advertisements please mention this magazine.

AERONAUTICS

Page 65

August, 1912

By GLENN L. MARTIN
My contract was a pure exhibition matter.
Leo Stevens stated that he had received a tele-
gram from the Aero Club to the effect the meet
was sanctioned. Some machines were ready for
the first ‘‘race’’ when a representative of the
A. C. A. notified Beachey and myself we would
be liable to disqualification if we flew this
twenty minutes before the opening gun. All
the money I got was guaranteed. The aviators
saw it was simply a case of where they were
expected to fly, the A. C. A. had not notified
them in time, and the only thing left to do
was to fly. We ould not refuse to fly as the
machines might have been attached and put

out of business for a couple of years.

By PAUL PECK

I saw in “Aero” of June 29th, that it was a
sanctioned meet. I received from Mr. Willard
a telegram stating that it was a sanctioned
meet. I did not receive any notice whatever
from the Aero Club that it was not a sanc-
tioned meet, until I had stopped flying Thurs-
day night and then I received a notification to
appear before them July 16th.

Mr. Southworth told me that the Aero Club,
of which he is secretary, had given Mr. Wil-
lard until forty-eight hours before the open-
ing of the meet to raise the necessary money.
That being the case then the Aero Club must
admit that they allowed us to go to the ex-
pense of shipping our machines to Boston, which
we had to do more than forty-eight hours be-
fore the opening of the meet, on the chance of
Willard not making good to them and when
Willard did not make good, then the Aero
Club stepped aside and left us to hold the bag,
with our expenses already heavy and too late
to get an engagement for the Fourth of July.

I do not think that we were treated justly or
fairly at all and I for one am willing to stand
my proportion of the expenses to have the case
taken up before the F. A. I.

If the Aero Club were doing what they were
supposed to do—protect the aviator—then why
did not they have an understanding with Mr.
Willard two weeks or even one week before the
opening of the meet and either issue the sanc-
tion or refuse it and we would not have gone
to the expense of shipping our machines there.
But I for one had to ship my machine more
than forty-eight hours before the opening and
had no idea that the meet was not sanctioned
until after I arrived in Boston Sunday after-
noon.

The least that the Aero Club could have
done would have been to telegraph us as soon
as the sanction was refused but they failed
even to do that.

What are the officials of the Club for if not
to attend to situations like this?

I believe of course that there should be a
governing body in charge of aviation in Ameri-
ca but the Aero Club certainly failed miser-
ably in this case and then tried to throw the
blame on the aviators.

I can do without the Aero Club quite as
easily as the Aero Club can do without me for
so far as I know they have never done any-
thing for me yet, but I am in this business to
stay and am going to stay in it, Aero Club or
no Aero Club.

By F. J. TERRILL

My contract at Boston was signed some two
weeks before the so-called meet took place.
It was made with the Atlantic Aviation Asso-
ciation, W. A. P. Willard, Mgr. I understand
Beachey’s contract was with W. A. P. Willard
individually. My contract, like Beachey’s, was
for exhibition flying only, both of us agreeing
to fly an average of so many minutes daily for
a certain sum. Precedent has established the
custom of non-interference by the Aero Club
with exhibition flying and I fail to see any
legitimate reason for my suspension.

Consf{dering (the Boston affair, outside of
contracts like my own, as a bona fide meet,
it is still unjust that the A. C. A. should de-
prive any flyer of his certificate.

Some time, approximately two weeks before
the meet, and before my contract happened

to have been signed, I read in the “AERO”
that the meet was or would be a sanctioned

one. Mr, Willard told me the meet was sanc-
tioned at the time I signed my contract. Not
till about four o’clock the afternoon of June 29,
after flying had been done, did I learn from the
general talk on the field that it had not been
sanctioned. I was shown a letter by Mr. Wil-
lard from the Aero Club to the effect that the
presenting of my license card would admit
me to the field, which, to my mind, is a recog-
nition of the meet by the Club.

I had no communication from the A. C. A.
at any time until I received a letter asking me
to state my reasons why I should not be sus-
pended. It is unfair to competitors in a meet
that they were not notified the meet was not
sanctioned. I have never seen onr heard of
any copy in English of the international rules,
which I believe should be published for the
information of promoters of meets and avia-
ors.

By LINCOLN BEACHEY

I arrived at Boston, Mass. on the morning of
June 29th for the purpose of fulfilling a con-
tract held by and between the Curtiss Ex-
hibition Co., and W. A. P. Willard.

On the afternoon of June 29, 1912 at about
two o’clock. I was surprised to be informed
that if I took part in the meet that my pilot’s
license would be revoked. I had _ previously
been advised that the meet had been sanc-
tioned by the Aero Club of America. At about
four o’clock on the same afternoon Mr. Jerome
S. Fanciulli, representing the Curtiss Exhibi-
tion Co., was paid in advance by the manage-
ment of the meet a sum which the contract
called for to be paid at the conclusion of the
day’s flying. This compelled me to fly that
afternoon as we could not afford to be sued
for failure to fill our part of the contract.
As our contract called for a minimum of twenty
minutes of exhibition flying and did not compel
me to compete for prizes, I flew merely to fill
our part of the contract and not to accept
any money for winning any vrizes.

On July 1st and 2d I merely repeated what I
did the first day. I did not receive a cent in
prize money, but just received the guarantee
for what our contract called for,

By PHILLIPS WARD PAGE

It is hard to believe that the Aero Club of
America, in suspending the eight aviators who

flew at the Boston aviation meet, acted with
a full understanding of the situation of these
aviators before and during the meet. With

a full appreciation of all the facts, the national
body could hardly have worked such a hardship
upon the fliers involved, entailing also an in-
jury to aviation as a whole in this country
at a time when support by all those interested
in the science is so much needed.

The whole affair from the start, in fact,
seems to me to be a complication of misunder-
standings. For my part, I entered the meet
under the misapprehension that the meet had
the sanction of the Aero Club, and I believe
that this was true also of the others who have
been disqualified. To have broken the contract
with the meet, made in this belief that
it was properly sanctioned, by refusing to fly
after three days of the meet had passed with
no notification from the Aero Club that I
should not fly, would naturally have subjected
me to serious legal difficulties. This aspect ol
the situation was especially important, since
at the time I heard that the trouble brewing
between the Aero Club and the meet manage-
ment was reaching a climax, and it behooved
those who were flying to live up to the letter
of their contracts.

Had word from the Aero Club that the meet
was not sanctioned reached me in time, |
should not have had the confidence in the meet
that led me to enter. In view of the final
outcome of the meet it is extremely unfortu-
nate that this notification was so long delayed.

As the representative of the Federation Aero-
Club of

nautique International, the Aero s
America is naturally the parent body in this
country, and such should, I believe, assume
some responsibility for the welfare of those

AERONAUTICS

holding is licenses to fly. Its failure to warn the
eight fliers disqualified in time for them to avoid
becoming involved in a situation that has re-
sulted in serious financial loss to these men
does not seem to me to show a readiness to look
after the best interests of the aviators. Add-
ing to the many unfortunate features of the
meet, so far as the aviators themselves are
concerned, the severe punishment of disquali-
fication during the remainder of the flying
season is not, in my opinion, an indication of
the manner in which the Aero Club accepts
its responsibility that bears much encourage-
ment to the men who fly.

By A. LEO STEVENS

I have no letters or any communication with
the Aero Club of America, except that I ’phoned
the secretary of the Club from Boston, on
Monday, June 24th, and asked very plainly
whether the meet, commencing on June 25th
and continuing until July 7th, had been sanc-
tioned and received word that ‘it had’. I
also inquired if the money had been put up to
guarantee the prizes and the word I received
was “it had’. After receiving this word I asked
Mr. Southworth of the Aero Club of America
to be sure he was right and look into the mat-

Page 66

August, 1912

tioned, that the prizes had been deposited and
then one day, before the meet to notify
them that if they took part they would lose
their pilot’s certificates. The Aero Club of
America, or its representative, telephoned to
my home two days prior to the meet stating
that the Aero Club of America had not sanc-
tioned the meet and that there had been no
money deposited. Just imagine what a beau-
tiful time a day or two before a meet to an-
nounce to the aviators that if they should
take part their pilot certificates would be re-
jected!

I do not blame a single one of the flyers
for taking part in the meet; they had a per-
fect right to do so and I say it is up to the
Aero Club of America to apologize to the
aviators for the treatment they have handed
them. If the Aero club of America would run
their affairs on business lines and have the
meets which have been sanctioned by them
deposit their money at the time the sanction
Was given, it would secure the aviators and
procure members for the Aero Club of Ameri-
ca. This sort of business has been going on
long enough: every meet that has taken place
in this country seems to have been a grand

SS
THE VIEWS OF THE CONTEST COMMITTEE

By Samuel Reber, Major, U. S. Army, Chairman

You ask me for a statement from myself as
chairman, that you can use, representing the
Aero Club of America’s opinion of the recent
suspension of aviators. 1! beg ‘to cail your ut-
tention to the fact that tne action of sus-
pending the aviators was not that of the Aero
Club of America but of its Contest Committee,
which, after having been appointed by the Aero
Club of America, is not controlled by it with
respect to any action the Contest Committee
may take under the general regulations of the
F. A. I. The Contest Committee (Commission
Sportif) in each country is the agent of the
F. A. I. to see that its regulations are enforced.
Articles 4 and 5 of the regulations read as
follows:
Article 4. Every person organizing or taking
part in a meet or any trial whatso-
ever is understood:

To thoroughly
present regulations.

To engage to submit himself

1st.

understand the

2nd.

wise informed.
business prudence ought to lead aviators to

The question of the sanction of a meet is al-
Ways in the hands of the Contest Committee

}and unless certain provisions required by the

regulations are complied with the committee
eannot sanction the meet. The gentlemen
organizing the recent Boston Meet failed to
comply with these requirements and consequent-
ly the meet could not be sanctioned and under
Article 5 of the regulations there was no course
left to the Contest Committee but to suspend
the aviators who participated in an unsanctioned
meet.

It is to be observed that but one aviator,
Mr. Coffyn, inquired of the Contest Committee
if the Boston Meet had been sanctioned. He
Was informed that it had not and would not
be sanctioned until the organizers met the re-
quirements of the International Aeronautic Fed-
eration. Had any of the other abiators inter-
ested made inquiry they would have been like-
It would appear that common

without restriction to the conse-
quences that can result therefrom.
All meetings, trials for record, etce.,
which are not organized in accord-

make inquiries at the proper source as to the
character and standing of meets. Participa-
tion in an unsanctioned meet, whether by con-

Article 5.

ance with these regulations shall be
forbidden; all participants therein

shall be disqualified.

tract or entry, clearly comes within the inter-
diction of Article 5 and the penalty must per-
force follow.

ter and telegraph me at my expense and on the
same night of Monday, June 24th I received
the following telegram: ‘‘Yes.”’

All I was trying to find out was whether or

nee a given amount of money had been depos-
ited.

I have noticed in some of the papers an
alleged statement by the Aero Club to the effect
that if Miss Quimby had not been killed she
would also have been disqualified. I want to
mention right here in plain words that the Aero
Club of America had absolutely nothing to do
with any of my exhibition flyers and I assure
you that if Miss Quimby were living they would
never dare to reject her pilot® certificate. My
contract was for a flat sum for certain exhibi-
tions and not prizes, that Miss Quimby was to
give a performance each day, weather per-
mitting.

In my mind the flyers that were disqualified
should hold the Aero Club responsible, after
making the statement to me, of which I noti-
fied Mr. Knabenshue, Chas. K. Hamilton, and
Paul Peck, that the meet had been sanctioned
and the money had been deposited.

I say that it is unjust to have a club first
notify aviators that a meet had been sanc-

kick for the want of funds or something else.

I quite well remember the balloon race
from St. Louis in which the first man, who
was Mr. Alan R. Hawley with Augustus Post,
was to receive $4500; with $1000 for the second
prize, $1000 for the third prize and $500 for
the fourth prize. At that time the people of
St. Louis had appropriated $3,500 and it was
suggested by the sports who were taking part
in that event that it was not sufficient. It
was suggested the last minute to cable to
Gordon- Bennett, who immediately appro-
priated $3500 and the St. Louis crowd imme-
diately withdrew their part of the money and
used up the Gordon-Bennett prize by dividing
it. Had this money been deposited in a bank
as it should be, prior to granting the sanction
every aeronaut and aviator would have re-
ceived what was coming to him. In this case,
as I stated before, Mr. Hawley received the
small sum of $1000 for his great winnings.
This is only one or two cases in comparison
to what has been done.

I remember at Indianapolis,
had never seen a balloon before, measuring
balloons, by measuring the shadow and dur-
ing the St. Louis race, for the Gordon Bennett
Cup not a single balloon was measured.

an expert, who

AERONAUTICS August, 1912

In view of the great success achieved by our cross country types of ‘“‘BLERIOT MONOPLANES.” and in order to
facilitate to those interested in the art of flying the purchase of a reliable flying machine, we have

REDUCED ALL PRICES

On our BLERIOT MONOPLANES For One Month Only

Prices reduced as follows:

SINGLE SEATER MONOPLANES from $1,500 to $ 900
PASSENGER CARRYING s from $1,900 to $1,200
RACING MONOPLANES - from $2,000 to $1,300

All other prices of our Bleriot Monoplanes equipped with POWER PLANT are reduced accordingly.

We have three of our BLERIOT MONOPLANES on hand ready for IMMEDIATE DELIVERY and those desirous of
taking advantage of this opportunity are advised to ACT AT ONCE to insure prompt delivery.

We sold more successful Bleriot Monoplanes last year than all other manufacturers combined did,
Send for illustrated Catalogue giving descriptions, specifications and list of users. Write TODAY

American Aeroplane Supply House, 137-43 Jackson Street, Hempstead, L. I., N.Y.

Phone, 427 Hempstead

THOMAS Gressier Aviation Co, School
AEROPLANES ep eg ae ee

Are Safe and Reliable On MONOPLANES and BIPLANES
having been developed THEY GO ON THE ROAD FOR US
by Actual Performance WHEN LICENSED

SCHOOL OF AVIATION We Need More Pilots

Builders of All Makes of Machines

Write for full particulars Blue Prints of the Celebrated Morane’s Monoplane
THOMAS BROTHERS For Sale at Offices and Factories
SHANNON BLDG. BATH, N. Y. 139 West 37th St., :: New York

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, lst for distance and endurance.

Indianapolis National, 1909—1st & 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. II.’’
non-contestant — whipped the entire
field, World’s best Balloons.

Insist on Records before buying anywhere.

We arrange Contests, Qualify Pilots, etc.

French-American Balloon Co.
4460 Chouteau Ave. St. Louis, Mo.
H. E. Honeywell, Mgr.

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 l’ Est

In 1911:
The Paris—Rome Race (1st and 2nd)
The European Circuit (1st and 2nd)
The English Cireuit (Daily Mail Race)
The Belgian Circuit
The St. Petersburge—Moscow Race
The Valencia—Alicante Race
The London to Paris (Non-Stop) Race
CLC WeUee

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 - - during winter
Hendon, near London

PPL LLL LPL AA APPA AL ALLA LALA APP ALA AL ALP PPAGAPRPRPRnon gn

August, 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 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

August, 1912

On the Death of Miss Quimby

By A. LEO STEVENS

AR AMAMA HE sotragic death of Miss Harriet
= m Quimby and William A. P. Willard,
a [ “& who fell in midair from Miss
& { Quimby’s Bleriot monoplane at
MAY Boston, July ist, has aroused
universal speculation on the cause of that most
untortunate mishap.

All sorts of theories have
but as in the case of every
theories alone
the happening.

Out of all the maze of conflicting opinions
two or three seem to have gained preeminence
over all others: that something ‘‘went wrong”
with some factor in the monoplane control or
machinery; that a sudden wind-puff whipped
it out of Miss Quimby’s control, or that Miss

been advanced,
similar tragedy,
have remained to account for

Quimby became a victim of sudden mental
panic, or even fainted.

Knowing as I do the machine’s condition
before the flight, I discard the first theory.

Knowing Miss Quimby as I did, I emphatically
reject the third theory. The second theory I
consider so purely speculative that I cannot
seriously entertain it.

I saw the flight. It was one of the
beautiful performances I ever saw Miss
Quimby or any other aviator make. At all
times, until the accident occurred, she had the
Bleriot under splendid control. It was a
perfect day. We were awaiting Miss Quimby’s
return from Boston Light. In a little while
a speck appeared in the sky. Miss Quimby
must have been at least 7,000 ft. in the air
When she circled the light, for on the outward
flight she had been steadily rising. As the
speck grew larger and larger until the dragon-
fly outline of the Bleriot again shaped itself
against the blue sky, we could see that Miss
Quimby was coming down, flying at a speed of
about 85 miles an hour.

At about 2,500 ft. altitude, Miss Quimby
passed over the field and a quarter of a mile
beyond made a turn to come back.

Suddenly that “‘something’’ happened. The
Bleriot made a sudden dip, nose pointed down-
ward, tail thrust upward. The next instant
Wwe saw a body (Willard’s), hurl itself upward
out of the machine, apparently leaping fifty
feet in the air, describe an are, then come
plunging downward well ahead of the mono-
plane. Instantly Miss Quimby righted the ma-
chine. But a moment later the Bleriot again
dipped, stood in a perpendicular position with its
nose down and the tail up, then turned com-
pletely over. Then Miss Quimby, flung from her
seat, dropped, her body whirling over and over.
She was plunging downward even before
Willard’s body struck.

The Bleriot was made to carry two persons—
an operator and one passenger. Without the
passenger the operator must carry an equiva-
lent weight of sand or other ballast placed at
the point where the passenger is carried. This
is imperative, as otherwise the machine 1s
thrown out of balance and cannot be controlled.
An appreciable movement of that weight for-

MOSt

ward is highly disastrous; its shifting back-
ward has little or no consequence. This is
because the Bleriot travels with the tail

elevated at quite an angle. The weight when
added forward of the point of balance, thrusts
the monoplane’s nose downward while the tail
rises at a Sharper angle. Then the machine
plunges, and unless the weight is immediately

replaced, dives downward and_ eventually
upsets.
The hood of Miss Quimby’s machine had

been removed to permit of easy access to her
Seat. Between her seat and the passenger’s
had been laid a deck of matched boards. My
last warning to Willard, before he entered the
machine and even after he had climbed aboard
Was not to leave his seat under any cirecum-
stances. This warning I was-+very particular
to give because I knew him to be a man of
sudden impulses. J was fearful lest under sud-

den impulse and effervescing enthusiasm he
should suddenly lean from his seat to com-
municate with Miss Quimby. This I knew

would be an exceedingly dangerous thing to do.
But I received his assurance that he would
SSuiGetisshites

Now then, this is what I believe really hap-
pened I believe that as the flight drew to its
conclusion, Willard, enthusiastic over Miss
Quimby’s splendid performance, for a moment

forgot the danger of moving, and suddenly
stretched forward over the deck to shout a

word of congratulation.

Miss Quimby, unable to see what was going
on behind her, had no warning of Willard’s
movement until his shifted weight caused the
machine to dip and the tail to flip upward.
That same flip of the tail, I believe, threw
Willard into the air. I noticed that as he
came down, feet first, body rigid, his position
was such as would be assumed by one attempt-
ing to crouch over the deck of the machine.

That theory is based upon my knowledge of
the machine and my close personal acquain-
tance with Miss Quimby and Willard and their
personal characteristics.

That Miss Quimby even for an instant lost
her head is disproven by her instantaneous at-
tempt to right the machine. Not only as her
manager but as a close personal friend, I knew
her to be a woman of great coolness and judg-
ment and an operator of extraordinary ability.
With Willard’s weight gone—a weight abso-
lutely necessary to the control of the mono-
plane—she was pitted against a circumstance
over which no aviator, no human ingenuity,
or knowledge, or skill or practice could have
control. Only for an instant could she right
the machine. Its next plunge and subsequent
overturning were a mechanical consequence
that could not be obviated owing to the con-
struction of the machine.

By Paul Peck

She was coming down with the power wide
open and when she threw the tail up to ‘‘vol-
plane’ in, Willard was not expecting it and
was thrown out and she followed about one or
two hundred feet later. The machine struck
the water at a perfect gliding angle, wheels
first and I am positive from the way in which
it came down and from my later examination

that nothing went wrong with the controls.
Had they been strapped in it would have
never happened.

By Earle L. Ovington

I found that one of the two left-hand con-
trol wires (all of the Bleriot control wires are
in duplicate) had caught over the lower end of
the warping lever. Of course this is a defect
in construction, as the rudder wires should
either have been put further away from the
warping lever, or else have been run through
fleedes at this point so as to prevent them be-
coming entangled with it.

The reason this has not happened
a Bleriot monoplane is because the
lever as used in Miss Quimby’s machine was
not the conventional Bleriot ‘‘cloche’’ which
was a feature of my seventy-horsepower mono-
plane, and all others I have seen. I noticed
this departure from conventional Bleriot prac-
tise when I examined Miss Quimby’s machine
before the _ flight. T have also ealled this
matter to Monsieur Bleriot’s attention in a
letter under this date.

It is some satisfaction to know definitely the
cause of this accident and I assure you that I
hardly think there is a chance of my being
mistaken.

before in
warping

By Lincoln Beachey

In regard to the accident to Miss Quimby I
would not like to express myself on what I
thought was the exact cause. There are sev-
eral things that may have caused the accident.
She may have fainted, and if this happened she

AERONAUTICS

would naturally have gone forward,
the control forward and causing the machine to
plunge downward and throw Willard and her-
self out.

The wires or their connections to the rear
elevator may have broken or jammed.

She may have attempted to come down at a
steeper angle than she -wasS coming down.
This could have caused Willard to be thrown
up. Relieved of his weight in the rear of the
center of balance the machine would naturally
want to come down at a steeper angle.

Before starting on her flight her mechanican
gave her instructions in regard to pumping
gasoline from the auxiliary tank to the main
tank. She had to reach forward to do this as
there was a two-or three-way valve she had
to turn before starting to pump. She did not
seem to be very familiar with the operation or
the exact way to turn the valve before and
after pumping. Her gasoline may have become
low in the main tank and she may have at-
tempted to pump some in from the auxiliary.
She may have become confused, on which way
to turn the valve to do this and realizing her
engine was liable to stop, she may have at-
tempted to come down at a steeper angle and
land as she was in a very good position to do
this nicely.

What caused this and other accidents similar
no one will ever know.

By Glenn L. Martin

I was watching Miss Quimby’s flight and saw
the entire unfortunate occurrence. Miss
Quimby was returning from the lighthouse at
full speed, she had dropped from her previous
elevation of 4000 feet with the wind to 1000 feet
against the wind in a rather short time. She
had crossed over the flying field, had made a
half circle into the wind, over the bay. It was
best to still make a complete cirele before
getting into the field and landing against the
breeze.

I was astonished at the speed she was
making, with power on, gliding to a landing.
On completing the half circle she lowered the
elevator quickly, which slanted the machine to
a steeper angle and causing a strong pressure
on the upper side of the wings. The sudden

WRIGHT COMPANY STARTS CAMPAIGN

A campaign of education has been started
by the Wright Company with a view to inter-

esting the motor boat owners in the hydro-
aeroplane. A water machine station has been

arranged at Glen Head, L. I., near the Glen-
wood Country Club, where 800 feet of water
frontage has been offered by the club. Demon-
strations will be made at the various boat and
yacht clubs along the Sound, passengers will
be taken up, the regattas and cruises will be
taken part in with the hydroaeroplane. The
eountry club has appointed an aviation com-
mittee, in fact instigated the scheme with a
view to encouraging its members to flight. By
next Summer a row of sheds is expected to
-house members’ machines. Students of flight,
members or not, have the privileges of the Club
and the golf grounds. The place may be
reached by auto roads from New York, by rail-
road, water, or by ferry from Rye across the
Sound.

Charles Wald will be the demonstrator and
pilot. The machine, Model C, used will have
stepless metal floats, with keels.

LACROIX TAKES A. M. & E. CO.
The Aeroplane Motors & Equipment Company,

of 1780 Broadway, have been, since July 8th,
connected with the Paul Lacroix Automobile
Company, Ine., which concern thus Jarmsan
aviation dept. Messrs. McCurdy have
severed their connections with the Mquip-
ment Company, which are importing Gnome,

Renault and Anzani motors, which motors they
will carry in stock. They are also sole Ameri-
can agents for the Salmson (Canton-Unne
type), and Chenu motors, and for the Morane-
Saulnier machine, which machine, in the latest
circuit abroad, the Circuit Anjou, made the

Page 68

shoving

August, 1912

change in direction, however slight, was sudden
enough to unseat both the pilot and passenger
and throw both forward and out of the machine,
Miss Quimby succeeding manager Willard by
the fraction of a second. Her angle was not
too great had the power been turned off.
Aviators know that any quick movement of the
elevator of a fast aeroplane will pitch one
out of his seat unless strapped in. Miss Quimby
increased the angle of her dive to avoid the
complete circle previously referred to, or else
She was taken sick and felt compelled to make
a quick landing or had even fainted at the
time of the accident.

I watched the machine itself to see what
would happen. Unoccupied, it glided down ona
perfectly even keel, at an angle of not more
than 380 degrees until the wheels hit the water,
when it pitched forward and over on its back,
doing not very great damage. If a warping
wire had been caught in the control lever, as
has been suggested, the machine would have
done some faney spiralling. Paul Peck, and
others, examined the machine closely and found
nothing wrong with the control wires.

The weather was good. I had been flying all
the afternoon and there was no rough air
whatever.

Had Miss Quimby and Willard been strapped
in, the accident would not have occurred, in
my opinion.

ON THE DEATH OF WELSH

Following is the findings of the Government
board of inquiry.

“EEE=*TN attempting to change the direction
upward, while traveling at this high velocity,
either the plane broke, due to the sudden strain
when a short distance from the ground, or else
the aviator misjudged the short time available
while at this high speed, and struck the ground
before the direction could be changed upward.
The opinions on this point differ, but there is
little doubt that the accident was caused by
the aviator making the dip at a high speed,
and not due in any way to improper construc-
tion of the aeroplane or weakness of the ma-
terials used. All of the control wires were
found unbroken.”’

fastest time. They are also the sole American
agents for the Train monoplane, which obtained
such large publicity in the European Circuit.
They are importing all the standard aeronautical
supplies, as Astrol Varnish, for which product
they are the sole American agents, aviation
helmets, ete.

10-HOUR TEST OF STURTEVANT MOTOR

A ten hour, non-stop test of a Sturtevant
6 cylinder 60 h.p. aeronautical motor was re-
cently made for the buyers of the engine, a
western aeroplane company. The engine was
equipped with a Sturtevant propeller, 8% ft.
in diameter and was tested without the mufHer
and on a stand constructed for measuring the
thrust of the propeller, described in the June
number. The speed and thrust were observed
at frequent intervals and the total oil and gaso-
lene consumption measured. The mechanics
in charge of the test were not allowed to touch
the motor and during the entire run of ten
hours, no adjusments were made. The motor
ran perfectly without missing a single explo-
sion. Oil was supplied every two hours by
means of a hand pump.

A summary of the results of the test is given
below :—

Motor started 9.20A.M. RPM 1237 Thrust
At 7.10P.M. jel AOS is
“« stopped 7.20P.M.
Total cil used = 4.75 gallons.
“* —gasolene used = 65 gallons

75 Ibs.
440 --

How do you suppose I can get along in two
months without it? AERONAUTICS always
was the best and biggest aero magazine in
America, and now that Mr. Sellers is writing
articles of real technical value, it is the best
in the world. C. B., Chicago.

>

AERONAUTICS August, 1912

Eb $$$4+4$4+444440

+7

160
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

AMERICAN ENDURANCE RECORD

36 4 Hours, 23 Minutes “BE
at 60 Miles an Hour

Stopped on account of Severe Thunder Storm

Bui t of Nickel Steel and Vanadium Steel throughout

FEEEEEEEEEEEEEEE SDE PEPE EEE EEE ERE ED EE bbe h hh Phe hehe hh ohhh heeey

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET % = ~ WASHINGTON, D. C.
Ms Sole Agents for SIMMONS Propellers t

RN pe esac seeeseideierwsessseetes

In answering advertisements please mention this magazine.

AERONAUTICS

August, 1912

K. Takeishi G. Capitsini

R. B. Russell

Mrs. W. B. Atwater

M. Dunlap

E. I. Southold ]. D. Spaulding

1912 CLASSES
AT THE

CURTISS SCHOOLS OF AVIATION

‘‘The Leaders in America’’

New Hangars, New Equipment, Experienced
Instructors

Aeroplane and Hydroaeroplane Courses

Our Booklet ‘‘7raining’’ is Illustrated and gives Full
Particulars

Get your copy to-day

THE CURTISS AEROPLANE CO.
HAMMONDSPORT, N. Y.

J. Callan

Caw: Shoemaker

Al Mayo R. E. McMillan ,

W. M. Stark

Mohan Singh

In answering advertisements please mention this magazine.

AERONAUTICS

ENTRIES FOR GORDON BENNETT CUP

DEFENSE

Edson F. Gallaudet has offered his ‘‘Bullet’’ as
a Gordon Bennett aviation Cup defender, under
the conditions of the recent offer of the A. C. A.,
previously printed in ‘‘Aeronautics.’’ Scale
drawings of the machine and details were pub-
lished in the June issue.

Jules Vedrines, the French aviator, was first
on July 138, in the elimination trials.

He beat all records from 10 to 200 kilometers,
making an average speed of 169 kilometers
(about 105 miles) an hour. He covered the 200
kilometers (124 miles) in 1:10:50.

The Nieuport machine, which a while ago the
A. C. A. announced had been given to the club
for the use of members, iS now under the con-
trol of the Chicago Aero Club, which body
offers it to aviators for practice in preparation
for the G-B race, September 9. The Chicago
club has ordered a small surface 160 h.p.
monoplane from the Burgess Co. & Curtis
and is soliciting aviators to offer their free
services in piloting it in the big event. The
Nieuport is offered aspirants for this honor
for practice work.

Incorporation papers have been issued for the
“Defender Syndicate’ of Chicago.

THE BOSTON MEET
Those who participated at Boston were: Glenn

L. Martin (Martin biplane-Curtiss engine);
Lincoln Beachey (Curtiss); Harriet Quimby
(Bleriot-Gnome); Phillips W. Page (Burgess-

Sturtevant engine); Arch Freeman (Burgess-
Wright; Paul Peck (Columbia-Gyro); Chas.
S. Niles (Thomas biplane-Kirkham engine);

Frank Terrill (Curtiss); Farnum Fish (Wright);
Chas. K. Hamilton (Curtiss); Blanche Scott
(Martin-Hall Scott); George F. Gray (Burgess-
Wright); D. C. Patmore (Thomas-Kirkham).

Martin made the greatest total duration,
although no records of any kind were Kept,
flying every day. Charles K. Hamilton took
second place in total duration.

The Thomas biplane on its first public ap-
pearance at an affair of this kind, attracted
much favorable attention. A Kirkham 70 h.p.
6 cy. engine drove a geared down 8’ d. by 9’ p.
propeller and the machine developed great
speed. An accident to the gear case necessi-
tated a change of engine and direct drive, with
smaller propeller.

The Martin biplane attracted a lot of atten-

tion both by reason of fine workmanship and
speed, practically equalling Beachey in speed,

with a larger spread. He uses a similar Curtiss
75 h.p. motor. A fixed vertical surface has
been attached over the front wheel which helps
in turning and banking and Keeps from skid-
ding in gusty weather. This has half the area
of the rudder.

Hamilton used a front elevator Curtiss, while
the other Curtiss machines were headless.

The Sturtevant motor a 4 cyl., made its first
public appearance at a meet in the Burgess
‘plane of Page. This was used all during the
meet and gave him greater speed. In his first
flight, he made 5000 feet and expressed himself
as pleased with the perfect working of the
engine.

The Martin and Miss Scott contracts
amounted to $4000, Hamilton $1100, Beachey
$1200, Miss Quimby $2000. Some of the other
flyers did not meet expenses.

ARMY AERO APPROPRIATION.

The Army Appropriation Bill was vetoed by
the President and it has not yet been passed
again by Congress, so no one knows positively
how much will be appropriated for aeronautics
this year.

Plans have been gotten up for a hangar and
float at Governors Island for an Army hydro-
aeroplane Station but nothing can be done in
the matter until after the passage of the Ap-
propriation Bill, as until the Bill passes there
is no money available for this purpose.

BIG CIRCUIT RACE OFF.

“Owing to the general lack of interest in avia-
tion in the cities of the Middle West, desig-
nated as controls of the American Air Circuit cf
1912, resulting in their failure to assure financial
support sufficient to cover prizes large enough to
attract aviators,’ states the Aero Club of
America, “the Board of Governors have decided
to call off the race.’’

Chicago, early in the movement, assured its
portion of the money desired. Detroit, Dayton
and Akron also responded well, but it was im-
possible to secure from the other controls the
amount of money required.

ARMY MAKES GOOD TOTAL.

The flights at the U. S. Signal Corps Avia-
tion School for the year ending June 30, result-
ed as follows:

Total flights, 1500,
Total duration, 259 hours, 16 mins.

Flights made by aeroplanes before final ac-
ceptance by the Government are not included
in this number, nor does it include practice
“hops’’ across the field by beginners.

GORDON BENNETT AVIATION RACE

The following countries have entered machines
in the Gordon Bennett aviation race to take
place at Chicago on September 9th:—
France, 3 machines; Belgium, 3 machines;
England, 2 machines; Holland, 1 machine;
Switzerland, 1 machine.

The individual entrants have not as vet been
announced by the various countries.

G-B BALLOON RACE.

The countries that have entered the Gordon-
Bennett Ballon Race to take place in Germany,
are as follows:

America, 3 balloons; Beigium, 3 balloons; Cer-
many, 3 balloons; France. 3 balloons; Austria, 3
balloons; Switzerland, 5 balloons; Italy, bal-
loons, Denmark, 1 balloon; England, 1 balloon;
Russia, 1 balloon.

The pilots of the ballons have not as yet been
announced.

IMPORTS AND EXPORTS

Two foreign aeroplanes were imported dur-
ing May at a value of $7,671. None in April.
For the eleven months ending May 31, the total

reaches 17, value $59,712.

Domestic exports in May were 6 at OL
and for eleven months totaled 27, value $102,/Uo.
In April 2 were exported at $9,000.

$22,510

The total exports of foreign built machines
for these eleven months amounted to 11 at
$35,831, none of these were exported in May

or April. ; ;
Foreign machines in warehouses May
$11,423.

x1, o al

BALLOON ASCENSIONS

Pittsfield, June 23. Wm. Van Sleet and Jay
B. Benton in the ‘‘Boston’’ to Springfield, Mass
Pittsfield, July 4. H. H. Clayton and Jay

Shutesbury
Honeywell,

the ‘‘Boston”’ to
Capt. H. E

“Kansas City

B. Benton in
Kansas City, July 12.

John Watts and a guest in the ;

Ill,’ landing two miles S. E. of Holliday, Kans.
Indianapolis, May 31. Capt. G. L Bumbaugh,

Chas. Stone, Col. A. B. Munn and Andrew

Farrell in the ‘‘Dusseldorf I’’ 10 miles E. of

B.iidgeport.

AERONAUTICS

Indianapolis, May 31. Dr. P. M. Crume and
Dr. W. I. Jones in the ‘‘Dusseldorf II’ to Green-
castle. Alt. 17,000 ft.

Indianapolis, May 31. —————————_—__ in

the Luzerne; no detail available.

WRIGHT MEMORIAL
Over $2,000 has been raised by the Aeronauti-
eal Society of Great Britain., to establish an
annual ‘‘Wilbur Wright Lecture’’ as a memorial
to the late Mr. Wright. What has become of
the “Chair’’ idea proposed in America?

DEATH LIS;
Hamburg, June 4. Aviator Rost.
Dockeritz, Gev., June 22. Lieut. von Falken-

hayn in landing, army aviator; Aviatik mono-
plane.

Vesailks, June 25. Lieut. Etienne died from
injuries received June 10.

Mulhausen, Germany, June 29. Schadt in a
military Aviatik aeroplane, ‘‘made too sharp
a curve.”’

Madrid, Spain, June 30. Capt. Don C. Bayo
died of injuries received three days before. He
was a military student flyer.

Altona, Prussia, July 1. Benno Koenig died
of injuries received previous day; machine said
to have struck unseen obstacle; monoplane of
own construction.

Bucharest, Roumania, July 4.
of Roumanian army.

Salisbury Plain, Eng., July 5.
Loraine and Sergeant Major
British Army Flying Corps,
over military encampment.

Mourmelon, July 2. A student named Pecker,
killed on landing.

St. Cys, Fr., July 9. Rene Bedel, struck tele-
graph wires; hazy weather. Morane monoplane.

Palo Alto, Italy, July 13. Victor M. Smith, Jr.,
a student of Stanford University; struck by a
gust of wind close to the ground.

Sebastopool, July 15. Lieut. Zekytski killed
in military ‘plane.

Paris, July 15. Gaston Olivers fell 150 metres
with his biplane.

Lieut. Cavanda

Captain E. B.
Wilson of the
were killed flying

Leipsig, Ger., July 18. Lieut Prusser, flying
for license in a monoplane.
The list now totals 186.
SCRIPPS BUYS AQUAPLANE
W. E. Scripps of Detroit, Mich., the well
known fast motor boat man, has placed an

order for prompt delivery of a Burgess hydro-
aeroplane equipped with a Sturtevant 4-cylinder
motor. Scripps, who said he wouldn’t fly for
any amount of money, was converted by
Brookins who finally got him up as a passenger
this month. The official testing of the War
machine will probably be held at Marblehead
and at Saugus, Lieutenants Kirtland and Arn-
old being there for the purpose.

NOTABLE WATER FLIGHT

William F. Cline, flying in a Welles hydro-
aeroplane of the type used by Fred Eells, on
July 8, broke Eells record at Cayuga Lake Park,
near Rochester. His flight may be considered
remarkable owing to the fact that the engine
which he was using is considered small, being
but a four-cylinder machine of 50 horse-power
made by the firm of Welles & Adams.

The new record is 1 hour 58 38-4 minutes,
made over a fifteen-mile course at the park and
the distance traveled was 101 miles at an alti-
tude of 2,100 feet. The flight was brought to
a sudden close when the aviator noticed that

August, 1912

a bolt holding one of the rods had worked loose,
and he shut off the power to prevent the
ehance of breaking his Charavay propeller.
The distance and duration record is 138 miles
in 2h. 27 min., by Lieuts. Ellyson and Towers,
in a Curtiss.

FOREIGN ORDERS PLACED HERE

Representatives of the Russia and Roumani-
an governments have been negotiating with
Maximotor makers for the equipment of army
plane Maximotors. <A 6-cylinder military type
of 105 h. p. ordered by the Roumanians is
well under way. The new military engine with
their equipment of clutch, combination auxili-
ary exhaust and muffler, double ignition and
self-starter are arousing a great deal of atten-
tion among army Officials.

Aviation engines are not manufactured in
Russia, or the Balkan States-Bulgaria, Servia
and Roumania, though most of them have
more army aeroplanes than the United States.
Representatives of the Balkan powers state
that they have for a long time been looking
for reasonable priced four cycle, water cooled
engines.

The Moisant Company has already delivered
two aeroplanes to Mexico, one of them a two-
man machine, 100 h. p. Gnome. Warden and
Alvars accompanied the machines.

The Curtiss people have done a good business
abroad, as told elsewhere in this issue, also
see note on exports of domestic aeroplanes.

WISCONSIN’S AERO COURSE

Professor Charles S. Slichter is giving a
course three hours weekly in aerodynamics to
advanced students of mathematics, physics
and engineering, during the summer term of
the University of Wisconsin at Madison. The
course includes lectures on general aerodyna-
mical theory, the application to the problem
of mechanical flight and the classical problems
of stability and efficiency.

DYOTT’S SCHOOL DOING WELL

During the first month of its existence the
Sloane School of aviation at Hempstead Plains,
enrolled seven pupils. One of these, J. S.
Herbert, graduated in three weeks after he
began to take his lessons on the Deperdussin
monoplane. The other pupils are W. Leonard
Bonney, a farmer Wright flyers, J. G. Gilpatric,
a very clever sixteen year old boy, T. E. Step-

toe, Guy Morton, W. E. Roberts and W. I.
Twombly. The price of $300.00 for the course
proved exceedingly attractive. Unlike any

other school, no charge whatever is made for
the use of the machine when the pupil flies for
his license. Nor is it required that the pupil
put up the breakage guarantee in cash.

Two Anzani motors recently were sold by
the Sloane Company in Philadelphia and one
was sold in New York. Several have been
ordered for delivery in various other parts of
the country. The motor that carried the Caud-:
ron ‘plane from Paris to London crossing the
Channel at a great altitude, is extraordinarily

popular.
BOOKS RECEIVED
BRAUNBECK’S SPORT LEXICON, 1912-1913,
published by Gustav Braunbeck’s Sport-Lexi-
con; G: IBS Eee Bering iW oDs cate ovine
monster book of 1,300 pages, in German, listing

the aero and other sport clubs of the world,
publications, prominent men _ identified with
sports, aeroplanes and motor boats of the

world, ete., a sporting ‘‘Who’s Who.”

G-B BALLOON RACE

The Following
Kansas City,
ENTERED BY
Wm. F. Assmann
Mil. Pop. Club

BALLOON

Mil. Pop. Club No. 1
Mil. Pop. Club No. 2
2 Goodyear Tire & Rubber Co.
Albert Holz

G. L. Bumbaugh

Kansas City Aero Club

Drifter

Cole

Kansas City Second
Uncle Sam

”

List Comprises the Entries
Mo.,

in the National Balloon Race Held at

July 27th, 1912.
PILOT AIDE
Wm. F. Assmann

Albert von Hoffman
John Hart ’

John Berry
Paul McCullough
G. L. Bumbaugh
Albert Holz

Chas. Trautman

The best men in the race are by precedent expected to represent America in the Gordon

Bennett in Germany.

AERONAUTICS

August, 1912

Dede edecloobe ode odo SoBe efoedeode cleo fe fo cho efocfoofoofeofe ooo etenfonfoefesfocfecfenfecfecfooge

Coming Events

Cast your shadow towards the

King of Attractions

HARRY BINGHAM BROWN, English Pilot

Elevating

FREDERICK RODMAN LAW

In his WRIGHT AEROPLANE to
a height of 4,500 feet, disposing of his
human freight at a dizzy height, who
descends by the aid of a PARA-
CHUTE.

Every click of the watch a
“THRILLER,” something worth
going miles to see.

No other act like it in the WORLD.

MANAGERS, Booking, will do

well to address

ASLEO-STEVENS

Box 181, Madison Square, New York

forfoofo fo ofosfoofoofesfosfo foo efoofuofeofonfoofesfesfocfoote ofoofeofeofoofookoofonfoofecfeofeofe ke foahenfe ate afe oho hobo ofocfocfofe efoatonte ofosdecfortoohoste obese stoetocte ste sde tote beak oh te tosdet tote he bb teh ek tote

bbb bby

OSH ofp ole ogo ofe ole ole ose ole ole ole ole ofe ofe ofe ofe ofe ofe ofe ofe fe ofa of ofeofe ofe ofe ofe ofe ofe fo fo ofe of

In answering advertisements please mention this magazine.

August, 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 80h.p., 8-
cyl., on exhibition at Wittemann’s. All motors guar-
anteed. 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.

Silk Dirigible, Complete, with Tent,’
Will Sell at Low Price

=.

AERONAUTICS _

PIII II IH II IIH KIKI IK KIKI K IIH IR

1200 0°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 our

workmanship, material, and _ fin-
ished machine to be superior 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 75%

NOW AT
NASSAU BOULEVARD
FOR INSPECTION

AND

DEMONSTRATION

See Our Machine at the Show
TELEPHONE APPOINTMENT

677-L Tompkinsville

1200: to *4800:c.
Rex Monoplane Co.

SOUTH BEACH, S.I., N. Y.

BOOOUIUUUU OOO OOOO UU UO UU LULU OOOO UU UUUUUGUUUUUU LULU GULL AULA UGA UUU ACURA ALLL RL LLL Ee
PPP HP POR RP RRR HRA RDP A DETR AD RRB RN HR HR HN KIA DAA AAAI AAI AAAI AKA IK IK FOKKER KKK IKKE

August, 1912

Phillips W. Page Flying in Burgess-Wright Machine Equipped with
40-H. P. Sturtevant Motor

The Latest and Best principles of gasoline

motor construction, carefully tested and proved

by the foremost builders of engines in this

country and abroad, are found in the

Sturfevan
Aeronautical Motor
A. four cylinder 40 horsepower STUR-

TEVANT motor was used by Mr. Page in a
Burgess biplane flown by him during the Boston

Aviation meet. Although used in every event
during the entire meet, absolutely no adjust-
ments or repairs were made on the motor,
which operated perfectly, carrying the plane to
altitudes of over 5,000 feet. Such absolute

reliability is due to sound engineering prin-

ciples in design and superior workmanship

in construction.
Ask for Catalog No. 200 N

B. F. STURTEVANT COMPANY
HYDE PARK, BOSTON MASS.
And Principal Cities of the World.

Im answering advertisements please mention this magasine.

AERONAUTICS August, 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).

. Total Entries
30% Tos Angeles

,, International
1970 Oakland Meet

HALL-SCOTT EQUIPPED

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.

818 CROCKER BUILDING SAN FRANCISCO, CAL.

In answering advertisements please mention this magazine.

Vol. XI, No. 3

we
\\

:
a

TTL

ZZ
Z

AIK
ko

i

\\

M ,

oo

COMING AND GOING

F. C. HILD, IN AMERICAN AEROPLANE SUPPLY HOUSE MONOPLANE

ROBERTS 4-x 50 H.P. MOTOR

Hempstead, L. I., New York, August 8th, 1912
THE ROBERTS MOTOR COMPANY, Sandusky, Ohio

Gentlemen :— Having recently installed one of your 50 H. P. Roberts Motors in one of our
single seater Bleriot-type monoplanes used as a School Machine, we have found the motor yery
efficient and satisfactory just as we have other Roberts Motors that we have installed in our cross-
country-type single seaters, and passenger-carrying monoplanes.

We are enclosing several photographs showing our monoplane in flight, the speed of which
averages 65 miles per hour, which is far more than we had expected.

Very truly yours, AMERICAN AEROPLANE SUPPLY HOUSE. Per (F.C. Hild)

OUR NEW 36-PAGE CATALOG FREE

allow wanton aie al wierweris se Pareto! ccamtrn WEY 2 Midal. G2. 2 AL..... Vnrnoh

AERONAUTICS September, 1912 |

KIRKHAM AVIATION MOTORS
1912 veel

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,_ - 70H.P., - Weight, 255 Ibs.
Model B-12, - 120 H.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 tor 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 savona. vew_york

PPT TT TTT TTA ITT T ee TT CPP TTP Pee Pe PPP PIP ee Pee Pee

In answering advertisements please mention this magazine

AERONAUTICS

WHY

September, 1912

PARAGON LEADS

TRADE
PATENTED MARCH 14, 1911; JULY 25

MARK

1911; OCTOBER 17, 1911: OTHER PATENTS PENDING

TWENTY REASONS:

It is the only patented propeller on sale.

It is protected in every feature by numerous patents
issued and others pending.

It is the only factory-made propeller made by a pat-
ented process and special machinery.

It is the only propeller in which the grain and texture
of the wood is exactly duplicated in the blades.

It is the only propeller without “‘flat grain’? wood, being
all “‘edge grain’’ and therefore certain not to warp.

It is the only propeller that is doubly laminated at the
hub and in the wide part of the blade.

It is the only propeller with tough and heavy wood
where toughness is required and having light-weight
interior of spruce or cherry.

It is the only propeller that is also a fly-wheel with
heavy material inthe rim. It eliminates vibration.

r is the only propeller with reinforcing in the blade
ends.

It is the only propeller having curved dowels inserted
edgewise through the blades.

It is the only propeller that cannot be split clear to the
hub and beyond repair.

It is the only propeller that will cut grass, twigs, bushes,
ice and water without being broken or badly worn.

_ It is the only propeller progressively improved—show-
ing marked progress over the propellers of years gone by.

It is the only propeller built to a scientifically plotted
and patented pitch curve.

It is the most efficient propeller in the world—the only
propeller unqualifiedly endorsed by prominent French
and American Aviators.

The only propeller furnished to the general trade and
used by the U.S. Army and Navy and foreign govern-
ments.

It is the cnly propeller guaranteed to be perfectly
suited to the power that is to turn it and to the load that
it is to drive—when we are given this information.

It is the only propeller insured against total loss by
accident and repaired free for thirty days.

It is the only propeller that a wise aviator can afford to
use. Works better and lasts longer than any other kind.

It is the easiest to buy and the hardest to find fault with.

It is the cheapest propeller in the world, built on honor
and sold on merit, yet priced no higher than the old-
fashioned, unpatented kind.

Can anything more be desired? We guarantee and
furnish not the propeller alone but perfect satisfaction
and highest results as well.

Write for prices, booklet and information sheet.

Send for the new list showing a wide range of styles, sizes and prices

AMERICAN PROPELLER COMPANY,

243-249 East Hamburg Street

New Large Factory

Baltimore, Md.

SKK MMMM HMMM HONE HHS HHS MH HWS

@ Unequalled facilities are provided for instruction in the operation of t

BURGESS
SUMMER
TRAINING
SCHOOL
NOW OPEN |

) Se RAM

The Hydro-aeroplane Has the Call for 1912

he marine flier over

Marblehead Harbor and the bay adjoining. By giving training at our manufacturing head-

become thoroughly familiar with

quarters we offer pupils an opportunity, at no extra cost, to
the details of construction and design, and ensure against delays.
HOURS actual flying during which time we assume all breakage risk.
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 re

prompt delivery. CURTIS, Marblehead, Mass.

Course consists of FOUR
We provide hydro-

ady for

BURGESS COMPANY AND

SSSR BSS SSIES SR

In answering advertisements please mention this magazine.

Magneto & Plugs

UCCESSFUL manufacturers, those

that discriminate, are aware that the

efficiency and reliability of their engines de-
pend on the quality of the accessories.

No other ignition system has ever reached
the degree of perfection, has ever been con-
structed of such excellent material as Bosch
Magnetos and Plugs.

Specify Bosch and insist upon having it—
the excellence of the system has been proven
by its tremendously extensive use, over
One Million One Hundred Thousand satis-

fying their owners.

Bosch-Equipped Engines are
Reliable, Efficient Engines
Be Satisfied—Specify Bosch
Bosch Magneto Company
223-225 W. 46th STREET, NEW YORK

AERONAUTICS

Page 7]

September, 1912

Simple Computations Relating to Aeroplane Design
WITH PRACTICAL ILLUSTRATIONS

By WINTHROP S. HORTON

INCE the aeroplane _ has
proved itself worthy of
commercial development,
there have been many who
have endeavored to build
their own machines, only
to meet with failure
through a lack of know-
ledge of the engineering
principles involved.

The novice has at his dis-
posal any number of good books treating
the aerodynamic theories but the question
of design from a purely physical standpoint
seems to have been neglected.

While the design of an aeroplane from the
former standpoint is of paramount impor-
tance, the designer should also thoroughly
understand the laws of forces and strengths
of materials. The scope of the present
article does not allow of more than a tew
practical illustrations, but is written in the
hope of pointing out the proper lines along
which a more extensive study may be made.

In order to compute the actual sizes of
the members of any structure it is necessary
to carefully consider all possible, maximum
loads which may be imposed on that part
of the structure; bearing in mind that

mechanical design of any kind is a com-
promise between theory and actual practical
conditions; the success of such design de-
pending to a large extent upon experience
and what might be termed the ‘‘mechanical
intuition” of the designer.

Perhaps the most important single mem-
ber in an aeroplane is the main wingspar, a
simple case being shown in Fig. 1. (Mono-
plane)

The length from tip to point of juncture
with fuselage is 12 feet, while a single guy
supports it at “iA,” a distance of 7 ft. from
its inner end.

The first step is to compute the maximum
strain to which the wing may be subjected
and considering that this is due to a rapidly

checked glide or dip the load on the wing
surfaces ‘may easily be found, for any given
conditions. Aissume for a fair hypothesis
that the machine in flight weighs 1000
pounds, that due to a glide at 40° with the
horizontal it attains, say, a speed of 120
miles per hour, or 176 feet per second: and,
further, that it is brought to rest vertically,
i.e., its entire vertical velocity is checked
in two seconds. The load imposed on the
wings is due to two forces: first, that re-
quired to produce the deceleration; and,
second, that required to support the
weight.

The force necessary to produce this de-
celeration, at any moment, is represented
by the formula:

In which—w — weight in lbs. = 1000

g— 32.16 (constant)

t —time in seconds = 2

v, — Initial velocity in feet per
second

v, — Final velocity in feet per
second

NO
N2 1223

GUY WIRE

Since we are considering vertical velocity
only, v, will equal the vertical component
of the actual velocity of the machine; or 176
sin 40° and v, is 0;

1000 176x.643
whence f= ———
32.16 2
f 1750
Hence, the total load on the wings is
1750 + 1000 or 2750 pounds. The load on

each wing is 1375 lbs. and if the total area
is 180 sq. feet, the average pressure per foot
is approximately 15 pounds.

Actually, part of this load
by the tail surface, but in the non-lifting
type the percentage is negligible. Where a
lifting type tail is used the method is simi

will be taken

AERONAUTICS

lar except that the wing and tail sections
are computed separately, using in the for-
mula the part of the weight supported by
each.

The actual part of the load taken by the
main spar will depend upon the spacing of
the spars and somewhat upon the aero-
curve. In the present case, assume 70% as
a safe maximum. Therefore, in Fig. I, the
total load on the spar is 1375 * .7 or 960 lbs.
(approx.) and the load per foot is 960 ~ 12
or 80 pounds. This assumption that the
load is uniformly distributed will not alter
the results where the ribs are spaced as
close as the usual practice.

The guy wire divides the member into
two unit beams, the first 7 feet being of the
simple type (supported at both ends) while
the outer end forms a cantilever (supported
at one end only). It will be necessary to
determine in which section the bending mo-
ment is greater, and find the required
cross section to safely withstand the stress
produced by that moment if, as is usual, the
spar is of uniform cross section throughout.

According to the laws of moments of
forces, the maximum bending moment for a
simple beam evenly loaded comes at the
center and is represented by the equation:

Wr

Misi
8
while that for a cantilever evenly loaded
comes at the point of support, the equation
being:
WI?
Me =

9

In both cases W —load per foot
I —length in feet

80 49
Whence Ms = ——— — 490
8
80X25
and Mc — = 1000
2
Consequently, the greatest fiber stress

comes at the juncture of the beam and guy
wire, showing the importance of properly
designing the fastening so as not to un-
necessarily weaken the spar. Any holes
should be as near the horizontal center line
as possible and no holes should be made ver-

tically nor near the bottom edge. It is also
apparent that the lightest beam (of uni-

form cross section) is only possible when
Ms equals Mc, a condition brought about
by attaching the guy wire somewhat nearer
the tip of the spar. Such an arrangement,
however, lessens the angle of the wire (un-
less the top of tripod is carried well above
the wings) and greatly increases the stress.
The pull in the wire is represented by the
equation:
Li
Lp
sing

(Fig. 1)

Page 72

September, 1912

in which P=—pull on the wire in pounds
L= Total perpendicular load at
point of attachment.
@=angle of wire with spar.

In order to determine L it is necessary to
compute the combined perpendicular foress

i2(BH™ bh’)

(BH bh) —<4tsHth (H-h)*
“t2(BH-bh)

La

—tbk k B+

049) (D* a*)

049 (AB= ab)

Values of rnor7erh of Wer 12 FOr
VorioUs SslCTIONS {224

of the two sections of beams at point of at-
tachment “A”, Fig. I. These consist of the
reaction Ps of the simple section and that
Pe of the cantilever section. As the beams
are considered to be uniformly loaded the
formulae are:

WI 80 X 7

eS —= ——— = 280 lbs.

2 2
Pei — Wil — S80 a5) —— 4.0 0b ss
Whence L = 280 + 400 = 680 lbs.
and if @ = 30°
680

ae

— = 1360 Tbs:

é

ov

As P is inversely proportional to Sin (0;
the advantage of having @& as great as possi-
ble is evident. To this stress must also be
added the direct pull due to the turnbuckle,
or wire tightener, this being merely enough
to insure tautness. It must also be borne
in mind that this figure is the actual esti-
mated pull in the member and the wire
used should be good for two to four times

AERONAUTICS

this amount,
factor desired.

in the case of more than one guy wire
supporting the spar the computations are
cimilar, except that each section between
the points of attachment must be con-
sidered as unit sections as before, each
bending moment being found and the maxi-
mum used in further computations.

The pull in each guy wire is found as
before, making L equal to the sum of the
reactions of the unit sections adjoining
the point of attachment.

In order to determine the actual cross
section of the spar, the known quantities
may be substituted in the general equation
for any type of beam;

depending upon the _ safety

SI
uM =

U

in which M the maximum bending moment,
S the allowable fiber stress of material, I
the moment of inertia of cross section and
C= % depth of beam (if symmetrical.)

Where the beam is not’ symetrical
C equals the distance from the center of
gravity of section to extreme fibers in
stress.

In Fig. 1, M was found to be 1000, C equals
1% inches and § may be taken as 800 lbs.

for spruce. Transposing the above equation
we may write:
MC HOON Ke ales
t= ——— — ————__ — 1,9 (Approx.)
Ss 800

The moment of inertia for a rectangular

beam in terms of its cross section (see
table) is,
bh’
I —
12
in which b — width in inches and h =

depth in inches.
As I and h are known the equation may
be written,

120
DE —
h® 27

The beam may therefore be 1 inch in
round numbers, a suitable safety factor
having been allowed by taking S as 800 lbs.,
as the breaking stress of spruce is about
10,000 lbs.

Such an important member should be
built up or laminated.

If the spar is to be of tubular metal sec-
tion, the general computations are similar,
all conditions being the same. Consider the
steel to have an ultimate strength of 100,-
000 lbs. allowing a safe working stress of
20,000 lbs. per square inch. To find the
moment of inertia in terms of the stress

ieee 39,
= .84 inches

MC
— as before.
Ss
If the tube is 3 inches outside diameter
LOOOR Se 5)
T => — —— = .075
20000

Frage 73

September, 1912

The expression for the moment of inertia
of a tube in terms of its cross section is,
from the table:

I — .0491 (D*t—d*)
Which may be transposed and written:

4/ [—.0491D*

d) =h
.0491
from which d — 2.985 inches. As this gives

a wall thickness of only .007 inches (34ga.)
which is far too thin for structural reasons
a tube of smaller diameter may be used.

is treated in like
it carries the bal-

The secondary
manner assuming
ance of the load.

The ribs or that section of them between
the spars are treated as simple beams, the
maximum bending moment occurring in this
section as the overhanging ents are usually
short. If the rib is built up of two flat strips
of wood with blocks or spacers between,
the moment of inertia in terms of the cross

b
section is — (H*—h*) see table.
12

The total load carried by any rib is that
imposed on the rectangle of wing surface
between the ribs and the two spars. If the
spars are 3% feet apart and the ribs spaced
12 inches each rib will support the
load carried by the area 3.5 X 1 or 3.5 sq.
ft. and if the average maximum pressure is
15 lbs. per sq. ft. the total load will be 15
< 3.5 = 52.5 lbs. and the load per foot 15
lbs.

The rib will taper from the front to the
rear spar and in figuring its section the
term C will be one-half the depth at a point
midway between the spars, which may be
determined after laying out the aerocurve.

The stresses on the running gear mem-
bers are almost impossible to compute as
they may be very severe, aS where landing
on rough ground, and at best may only be
estimated.

In the design of the fuselage, the actual
question of strength is not of such para-
mount importance, the problem _ being
rather one of stiffness or rigidity, consider-
ing always a proper stream line form. That
section immediately between the wings
must be strong enough to withstand the
shocks transmitted by the running gear,
but, as explained it is impractical to get at
the sizes by any accurate computations.
The use of wire bracing should be limited
as much as possible and gussett construc-
tion substituted, the trend in aeroplane de-
sign seeming to be toward simplified con-
struction, made possible by experience and
more careful attention to the problems in-
volved.

In conclusion the author would advise
those who wish to go more deeply into the
subject to read such a book as “Merriman’s
Strength of Materials” which is a cOmpre-
hensive elementary treatise.

spar
that

AERONAUTICS

September, 1g12

Remarks on the Analysis and Comparison
Of Patents

By LEE S.

that about ten patents
are issued weekly covering
aeronautical apparatj un-
der the index headings of
aeroplanes, airships and fly-
ing machines, it is incum-
bent on experimenters and
other devotees to under-
stand the reading of pat-
ents and their relation to
each other.

The alluring advertisement of some patent
solicitors “no patent, no pay’ also ‘patent
guaranteed” creates misconception in that
it gives the impression that a patent must
have value whereas many patents are utter-
ly worthless. Practically every construction
of apparatus that is not a copy or reproduc-
tion in all respects may be patented, but the
claims may be so limited in scope that they
may have no value and consequently such
patent may have no comparative standing
among patents.

The real merit and value of a patent re-
sides in its claims. The specification and
drawings serve to disclose the invention
and how it is applied, or so much of a ma-
chine aS may be necessary to leave no
doubt of invention, but the patent covers
only what the claims recite.

Suppose a patent to be voluminous having
many sheets of drawings and pages of de-
scription, yet only one or two claims appear.
Such patent may be worthless because it is
reasonably safe to presume that it was
prepared under the assumption that there
were many novel features of construction,
and no doubt the claims as originally filed
were as voluminous as the description, but
probably the Patent Office Examiner cited
patent after patent anticipating one claim
after another until finally the inventor had
to be satisfied with the one or two claims
left.

The Patent Office makes searches by ex-
perienced assistants to Examiners and en-
deavors to allow to go to issue only those
patents having claims for new and useful
inventions. Therefore the grant of a U. S.
patent is prima facie evidence of validity,
but nevertheless many patents are held in-
valid by the Courts because of anticipations
not cited by the Patent Office officials while
the applications were pending.

To analyse a claim it should be divided
into its component elements. Suppose there
are 5 elements combined to bring about the
new and useful result and out of the 5 there
are 4 elements obviously old, because found
on prior structures and in prior patents,
then the novelty resides in the addition of
the fifth element. Let us assume further

BURRIDGE

that this fifth element is not new in itself,
but is common in mechanical structures of
other arts; that does not indicate that the
claim is not valid, but it is necessary that
the addition of this fifth element produce
a new and useful result which is absent
without it, and which in the present com-
bination was not known in any art.

It may aptly be asked here what con-
stitutes invention if old features can be
combined and a patent procured. The best
answer that can be given is the exercise
of the inventive faculty as distinguished
from mere mechanical skill. The mere in-
genuity of an ordinary mechanician is not
sufficient, and if the combination was so ob-
vious as not to require the use of the inven-
tive faculty, the patent or at any rate that
claim may be adjudged invalid for want. of
novelty. The practice in the Patent Office
is to reject a claim when considered to be
a mere aggregation of well known elements
producing a result Known in the art to which
the application applies. It is required that
either a new result be obtained or that a new
combination of elements accomplish a known
result in a useful manner.

Returning to the supposititious claim of 5
elements of which all but the fifth are old as
combined, and the fifth is common but does
produce a new effect or result, and you now
find that it is very similar to what you are
constructing only that you are applying a
different fifth element from that found in
this patent and you wonder if you infringe
this patent claim. This depends upon sever-
al conditions; primarily the position the
patent holds in the art, whether pioneer by
disclosing an important improvement, no
matter how simple, which entitles it to a
broad interpretation and in which case
almost any modification of the fifth element
would still infringe the combination claim
on the ground of equivalency. If, however,
the structure disclosed by the patent does
not differ materially in detail or result
from other prior patents, then the claim
under consideration is very limited in
scope, and any material modification of
the fifth element or of the combination
recited by eliminating an element that
may be essential to that combination, or
by modifying the application of the 4 ele-
ments, would avoid infringement.

To illustrate a supposititious case, let us
assume a pioneer invention for automatic
stability operated by a pendulum so mounted
that it is connected to the controls of the
aeroplane to set them in motion by similar
connections as ordinarily done manually by
the operator. The controls and connections
ere old and the pendulum is certainly old,

AERONAUTICS

Page 75

September, 1912

but assuming it had never been used for
such a purpose before, the patent would be
a pioneer one in this respect and the claims
if properly drawn would cover broadly the
use of a pendulum applied to aeroplanes to
control automatic stability, and no matter
how much the structure of the aeroplane or
the controls may be modified in the endea-
vour to evade this patent, yet it would dom-
inate all structures embodying a pendulum
as the prime factor to accomplish the same
result.

Supposing further that in a search for anti-
cipations, in the hope of limiting the scope
of this patent, that nothing be found in
aeronautical patents thereby compelling a
search of other arts and that a patent be
found embodying a pendulum to control auto-
matic stability of a ship’s berth so mounted
as to maintain stability by means of the
pendulum during the rolling and tossing of
the ship, the object being to overcome sea
sickness. This would not. be a complete an-
ticipation of the other (nor vice versa)
because the structures to which the pend-
ulums are applied as also the controls are
different and require some use of the in-
ventive faculty for application in either
case, and consequently either patent might
be pioneer.

It should be remembered however that
neither the Patent Office nor the Courts
grant more to the inventor than his claims
recite, beyond a reasonably broad interpreta-
tion, and if he fails to incorporate claims to
which he is entitled, the loss is his, even
though the fault may be that of his solicitor,
and there is no remedy except by re-issue
if the omission or mistake is discovered in
time and can be shown to be accidental and
inadvertent. Therefore the importance of
carefully prepared specification and draw-
ings, and well drawn claims cannot be over-
estimated.

Taking up a different phase, let us sup-
pose that you are the owner of a patent,
whether issued to you or acquired is im-
material, and you propose to manufacture
constructions in exact accordance therewith,
. do not take it for granted that you will not
be infringing some earlier patents, notwith-
standing that you are copying the structure
described in your patent, because the speci-
fication and drawings give no indication of
the non-infringement of the structure, and
there may be a dozen earlier patents whose
claims dominate that structure, so that it
is incumbent upon you to make a thorough
search before investing financially, and this
search should be directed primarily towards
the claims of prior patents, because the
claims indicate the scope of said patents.

The circumstances when claims are of no
interest are when searching for anticipa-
tions of a claim dcminating a _ structure
on which suit has been brought or infringe-
ment is feared. In such search the speci-
fication and drawings are all important be-
cause if a similar construction can be found
described in a prior patent, even though not

identical, it will limit and perhaps invali-
date the feared claim irrespective of what
the anticipating patent may contain for
claims.

In searching prior patents the date of
issue is not controlling and the date of ap-
plication should be noted also. This is al-
ways recited in the heading. For instance
one patent may be issued long before an-
other disclosing a similar invention, and
the later one may have been filed long be-
fore the earlier patent was issued or before
the application for it was filed. The delay
may have been due to various causes, such
as interference proceedings, purposely slow
amendments, and so forth. It is quite pos-
sible also for the later patent to contain
broader claims and even be a pioneer patent
notwithstanding that patents disclosing simi-
lar inventions may have been issued months
and even years earlier. What may have
been the cause of delay can only be learned
by obtaining the history of the application
while pending, which is known in the Patent
Office as the File Wrapper and Contents.
This is furnished upon demand after a pat-
ent is issued, upon payment of the cost of
copying. It includes, a copy of the applica-
tion as originally filed, also every action by
the Examiner in charge reciting the ob-
jections and rejections upon citations named
and the applicant’s amendments; any in-
terferences that may have been declared
will also be referred to and the subject mat-
ter of the interference.

Interferences are declared when two or
more applications contain one or more
claims for the same invention. Interfer-
ences can be declared between a pending
application and an unexpired patent, and
while the Commissioner of Patents cannot
invalidate a patent already granted, a sec-
ond patent may be issued for the same in-
vention including the same claims. The
procedure js for each applicant to present
proofs by sworn testimony before a notary
or other official provided for by law, begin-
ning with the junior applicant first (the one
who filed his application last) to prove the
earliest conception of the invention and its
reduction to practice and the burden of proof
rests on him to overcome the earlier date
of application by his opponents. The inter-
ference is decided by the Examiner of Inter-
ferences but can be appealed to the Exam-
iners in Chief, then to the Commissioner of
Patents and finally to the tribunal of last re-
sort, the Court of Appeals of the District of
Columbia. Interferences are very expensive
luxuries and the probable value of an inven-
tion should be carefully weighed before en-
gaging in an interference. If the subject
matter at issue is disclaimed by you, the in-
terference is quashed but your opponent or
opponents will then obtain patents that will
dominate your invention, notwithstanding
that you may obtain a patent containing
claims nc‘ included in the interference.

In conclusion, a few words regarding re-
duction to practice may not be amiss. A

(Continued on Page 81)

AERONA oe

Page 76

September, 1912

Aviation’s Fakes and Fakirs

MORO) HE exhibition faker is an-
Bees other of Aviation’s vam-

% pires. There are two
s ee) classes: the man who can
os) oe) fly and won’t, and the man
Ce ree ie )

who might but can’t.
There are aviators and avi-
ators. We daily see men
with a copy of some well
known machine in course
of construction, writing
on extravagantly worded letterheads to fair
managers offering guaranteed flights for a
fraction of the price asked by men of note
in the exhibition field. The machine fails
of completion, or is smashed in preliminary
flights by the builder who has never taken a
lesson in flight. The public is swindled
and the fair manager solemnly Swears nev-
er again will he book an aeroplane flight.

Once in a while we hear of a real aviator
who feels no compunction at cancelling a
date. We have heard of the same man
making contracts at two or more places for
the same date, all of which it is obvious
he can not fulfill, just to keep some com-
petitor from making that money. An-
other man gets his pilot certificate with a
*plane of his own construction which has
made a few short flights. He gets a “date.”
In to the town he goes, gets some advance
money from the manager or promoter to
“set the machine out of the express office.”
Before morning the machine and the avia-
tor are on the way home. This fraud got
the aviator his carfare, but at what a cost
to his self respect and to his reputation ex-
pected to be made. Suffice it to say, that
man has no reputation on the good side of
the ledger now and, besides, is “down and
out.” “Honesty is the best policy” for
financial success as well as in the interest
of morality.

A favorite scheme with unknown aviators
is to refer to foreign training, pupil at the
Bleriot school, or the Farman _ school,
or to claim he was an instructor at the
Deperdussin school, ete. Perhaps he will
take unto himself a pilot certificate number,
as did one well-known and accomplished
flyer now residing on the Pacific Coast.
He thought No. 12, French, suited him, de-
spite the fact that it had been allotted to
Santos Dumont, and he even used it in his
advertisements.

There was a flagrant case of fake down
in the State of Texas last spring that shows
the limits to which the unscrupulous aviator
hangers-on will sometimes go. A business
man of a certain town of ten thousand
population engaged a_ so-called aviator,
claiming to own a standard machine, but
which turned out to be a mighty poor copy,
to make two days’ flights on the basis of a

percentage of the gate _ receipts. The
“aviator” showed up all right, accompanied
by a mechanic. The first thing he did after
meeting the promoter was to spring a hard
luck story.

“Listen,” he began after buttonholing the
unsuspecting promoter, “I gotta have
$250.00 to get me motor outa hock at the
express office. I had it repaired in a shop
at Dallas and they sent it on ¢. o. d.”

It was a case of no motor, no flights, and
the promoter dug up the money. The next
day the “aviator” came around with another
hard luck tale.

“I gotta have $50.00 to get a new
propeller out. I broke the only one I had
yesterday and wired for a new one at Dallas.
It’s coming out ¢c. o. d.” .

The promoter again dug, hoping to get
it all back the next day when the “aviator”
was advertised to make “dare-devil flights
into the clouds,” and all that.

The morrow came and the crowd gath-
ered. The “aviator’ was busy around his
machine, and there was a continual hum
of the motor which kept the crowd on edge
for two hours. The promoter got uneasy
and besought the “aviator” to “make a
flight.”

Finally, after a three-hour wait the “avia-
tor” climbed into the trap called an aero-
plane, started his four-cylinder, 18 h.p.
motor and scooted across the field, bring-
ing up against the fence. There was no
apparent damage to the machine, but the
“aviator” declared it had been “strained”
and he could not “fly any more today.”

The crowd that paid got its money back
at the gates, along with a lot of others who
had climbed over the fence. The ‘aviator”
packed up and got out of town and the pro-
moter, out several hundred dollars, was
left to hold the bag.

It developed later that the “aviator” had
never flown; that his machine had never
been in the air; that the motor was not
strong enough to lift any sort of an aero-
plane, and that the “aviator” had simply
had it shipped out of Dallas ec. o. d. in order
to get the money from the promoter to pay
LOT te

And yet there are hundreds of these so-
called “promoters” who will hire an “avia-
tor,” unheard of in all the history of aviation,
and carrying about a trap that would not
lift off the ground if tethered to a balloon,
simply because the faker says he is a flyer
and will ‘fly’ cheap. Promoters may take
this as a rule: Any man offering to take
a contract to fly for $200.00 a day cannot
deliver the goods. Two hundred dollars

AERONAUTICS

a day will not pay the expenses of a first
class aviator, his mechanics, railroad trans-
portation, hotel bills and numerous other
necessary items.

The Aero Exhibition Co., in Chicago,
started out with big advertisements, pict-
ures of a special train full of pupils. Law-
yers for creditors who obtained judgments
find the promoters disappeared over night.
This concern wanted “Aviators for Our
Exhibition Teams. **** Our _ Special
Train Leaves Chicago for our Training
Camprony Jane st. 3 * “Phe! otal Cost
of Instruction, Including Railroad Fares,
Pullman Berths, Board and Lodging in
Training Camps, is $300.” “Can you beat
that,’ say we; that’s what this company
said in their advertisement. They also add:
“You Can Readily See We Want Aviators,
Not Your Money.” Another start was made
recently in Des Moines by one Eastman of
this concern, but he left there suddenly,
failing to meet some obligations.

One of 'Chicago’s brand of flyers has just
closed an exhibition contract and stated
to the fair manager that he flew a “Curtiss
military hydroaeroplane.”’ It is pretty
rough on Chicago, the city of perhaps the
greatest aeronautic activity, that so many
objectional concerns are located there.

Philadelphia is now having its insight
into aviation. The Society of Aeronautic
Engineers, the “school with a reputation
behind it,’ is having troubles with the
Post Office Inspectors, it is alleged in the
Philadelphia daily press. It is said a fair
number of pupils were obtained but some
of these apparently had a change of heart
for they now complain “they know no more
about aviation than when they started and
that Hutson (the manager and president)
knows no more about it than they do.”
Various claims were alleged to have been
made by Hutson, among them, that his con-
cern was connected with ‘Aero Club of
Pennsylvania and that said individual was
a licensed pilot. Through some clerical
error, no doubt, his name is missing from
the list of certified aviators.

RAUB & LONGO
BALLOON BI-PLANE CO.

Conductors of Scientific Bal-
loon i\Ascensions and Aeroplane
Flights

The Gibson Propeeler Co.,

New York City, N. Y.
Dear Sirs:—

We have your letter enclosed find
Ck. for $29.75 for a Bi-Plane Propeller
7% feet, we use a maximotor
round hub plate and the engine turns
to the left., Give us the best you
have, Express at once as we need it
bad. Hoping to soon hear from you,

Yours very Truly.,
RAUB & LONGO,
BALLOON BI-PLANE CoO.

eS TNE EE SS EG

Page 77

September, 1912

Presuming that Raub & Longo at least
cared enough for their own operations to
keep faith with their bank, the propeller
was shipped by express. Six days later the
check came back to the payee. The check
was deposited once more and the drawers
were wired:

“For the sake of your self respect

see your check is honored when
again presented.”’

No attention was paid to this, the check
came back protested with the bank’s no-
tation “not good,’ and on July 5th the fol-
lowing complimentary expression was
placed on the wire:

“For the neatest
commend me to
Your worthless
second time.
know it.”

daylight robbery,
your goodselves.
check is
Stung,

returned
but glad to

It is not a criminal offense for one to
overdraw on a bank where one is accus-
tomed to keep a balance. However, it is
criminal to obtain money or goods under
false pretenses.

Another type of swindling concern is the
Wood Waste Distilleries Co., of Wheeling,
W. Va., which at present is using the offi-
cial organ of the Aero Club of America for
its field of operation, after having exhaust-
ed the aeronautical journals. The proced-
ure is to get advertising rates, sign a con-
tract for twelve months for a small space
and then forget the bills for the advertis-
ing. When the account gets three months
old the magazine turns it over to a law-
yer or collection agency with the follow-
ing result:

“Claim returned, no good. Party

now in jail for using mails to de-
fraud.”’

A new aeronautical engine is a good thing
to graft with. A concern wires from Chi-
cago for space, just aS an issue is going to
press, of which, of course, tie expectant ad-
vertiser is aware. The magazine, having
seen the advertisement of the concern in
other aero journals may conclude “it’s all
right,’ and insert the advertisement. It
does not know at the time that a suit has
been brought by one of the other maga-
zines to force payment. One such house
just failed in “putting one over.” It was
late to insert an advertisement and the
chance was not taken. Another journal
was wired for credit information and the
concern was reported “n.g.” The adver-
tiser was written that his wire was received
too late but that there was plenty of time
for the next issue and for the furnishing of
references. No further correspondence was
indulged in with this magazine but doubt-
less the concern succeeded with some other.

This is a sample of a growing number of
similar concerns in aeronautics who, not
only want to sell gold bricks through the
magazines but who want to gold-brick the
mediums themselves. That’s carrying it
to a fine finish, is it not?

AERONAUTICS

Page 78

September, 1912

An Analysis of Flight"

BY GEORGE A. SPRATT, Jr.

Believing that the work of George A. Spratt,
one of the pioneers in aerodynamics, will bene-
fit experimentors and be of general interest,
there are being published simultaneously in
“AERONAUTICS” and “Fly” beginning with
this issue, a series of articles introducing his
theories on the center of pressure.

Mr. Spratt has been a student of air pressures
for many years. He was a close friend of
Octave Chanute, and was at Kitty Hawk with
Mr. Chanute and the Wright brothers.

Since those early days Mr. Spratt has con-
tinued his work in seclusion among the Penn-
sylvania hills. He has studied pressures al-
most continuously and when the full extent

sions, 7” x 12”. They may be made of

paper with stiffening ribs of wood, or of
sheet metal. One is to be curved along its
lonzer dimension to the same curvature as th
circumference of the board, the other is to
be a plane. They are to be supported upon
the wire posts with their surfaces vertical
and their longer edges horizontal. Midway
along the longer edges of each a flange, or
tongue, is turned perpendicular to the sur-
face. The flange, or tongue, on the lower
edge should have a hole that loosely admits
the post, bored close to the surface; the one
along the upper edge should have a depres-
sion to engage the pointed end of the post.

Slip the plane upon the post on the rider,
and the curved surface upon the post on the
board. Connect the rider to the board by a
narrow tape passing along the circumfer-
ence, so that when the rider is drawn along
the guideway, the tape unwinds from the
circumference as it turns the board about its
centre.

The conditions, now, are these: The plane
is delicately poised upon its post and, when
the rider is drawn along the guideway,
moves straight through still air. The arched
surface is similarly poised over the cir-
cumference of the board and, when the
rider is drawn along the guideway, moves
through still air in an arched path, the
curvature of which is of the same radius
as that of the surface. Each move the same
distance with the same speed. Each have
the same area, dimensions, and weight, and
each have the same area in front of, and to
the rear of, the posts. When each is given
the same slight angle of incidence to its re-
spective path and the rider is drawn along
the guideway, each rotates to an equal de-
gree about its post. (See diagram 1.) The
pressure must, therefore, be of equal distri-
bution and of equal amount. This test holds
good for a rotation of nearly 90 degrees,
but as the chord of the arched surface ap-
proaches coincidence with the radius of its
path; that is, the radius of the board, the
similarity of the conditions under which
both surfaces act becomes lost.

ale surfaces are both of the same dimen-

*Begun in the August number.

of his work is known it will be seen that his
scientific investigations are of a high order.

That this knowledge may be disseminated
as widely as possible, Mr. Spratt has made a
special arrangement with ‘‘AERONAUTICS”’
and “‘Fly,’’ whereby the articles are to be pub-
lished by them simultaneously.

The following article was given in condensed
form before the Aero Club of Pennsylvania
at the Bellevue-Stratford, March 10, 1912.

The matter published in March, 1908, AERO-
NAUTICS will be included in the _ present
articles but more condensed, more complete in
its significance, and in better form.

A semicircular board A, carries arched sur-
face B, upon post C. A rider D, upon guideway
E, carries the plane F, upon post G. A tape H,
passes around A and connects A with D. Thé
positions of B’ and F’ show an equal rotation
of B and F about their posts when equally
advanced as a result of drawing D along E.

Now exchange the surfaces, placing the
arched surface upon the rider and the plane
upon the board. Set the chord of the one
parallel with the guideway, and the plane of
the other tangent to the circumference of
the board and repeat as before. In the pre-
vious test, it may be said that two like sur-
faces operate under like conditions, al-
though one is a plane and one an are. 1ne
results are alike. In this test, two like sur-
faces act under conditions that are dissimi-
lar to an equal degree of dissimilarity.
Here an arched surface engages a straight
wind and a plane engages an arched wind
with all the conditions equal in each. (See
diagram 2.) The results, here, are dissimi-
lar to an equal degree of dissimilarity; for,
when drawn through the air, each surface
rotates equally about its post, which again
shows that the pressures are equal in
amount and distribution, but now rotation
is in opposite directions. (This phase of
the experiment will be referred to later.)

The experiment shows that under like
conditions like surfaces give like results
and, therefore, if unlike results are obtained
with like surfaces, the cause must be looked
for in the conditions under which the results
were obtained.

When the conditions under which the re-
sults are obtained in this experiment are
considered, it shows, farther, that the dis-

AERONAUTICS

3’

4

The surfaces, here, are transposed. They
rotate equally about their posts when D is
drawn along E, but in opposite directions.

tribution of the pressure is effected to a
great degree by the relation of the curvature
existing between the surface and the current,
and cannot be fixed for all currents by any
fixed curvature of the surface.

There are three sets of conditions under
which a relation of curvature may exist
between a surface and a current, each of
Which will be considered in turn. ist, a
curved surface May move straight through
still air, or be fixed against a straight cur-
rent. 2nd, a plane surface may Move in a
circular path through still air, or be fixed
against a rotating current. 3rd, a plane
surface may rotate about an axis within
itself while moving through still air, or
while fixed against a straight current.

From the experiment just described it is
also evident that it is pressure with which
the problem has to deal, and that neither
the air nor the body are of importance ex-
cepting as their state of being effects the
pressure.

If the air is considered as moving against
the body, the manner in which the surfaces
of the body are presented is all important
to the results obtained, for the surface is
the means through which the energy of
motion is transferred from the fluid mass of
air to the rigid body. The manner of trans-
ference has long been recognized and formu-
lated in the law: ‘‘Frictionless pressures are
normal to the surface at the points of their
application,” and although the pressures
considered here are not entirely frictionless,
they will at present be considered so for
the sake of analysis.

Every point of a surface, when immersed
in a current, is in contact with matter that
is in motion. Pressure, either greater or
less in amount, and either positive or nega-
tive in direction, is communicated to every
point upon the surface. For the present
this pressure is to be considered frictionless,
and therefore, normal to the surface at the
point of its application.

In considering the first example, namely,
a curved surface moving straight through
still air or fixed against a straight current,
the effects of the pressure will be compared
with those obtained with a plane surface
in a straight current, because of the more
common familiarity with the latter. The
circularly arched surface, however, is the
simpler surface of the two in which to ac-

September, 1912

count for the results of pressure, and later
the reasoning will be from the circularly
arched surface to show a certain analogy
of action with the plane, which cannot be
arrived at by treating them independently,
nor by reasoning from the plane to the are,
and which, when once seen, connects the
various curves and the plane in a har-
monious relation.

Before directly taking up the example,
and as a review of the plane, let the follow-
ing facts be brought to notice.

The pressure at each point in a plane
surface is normal to the plane. Taken col-
lectively at all points, they are parallel to
each other in their direction, and therefore,
their resultant is normal to the plane. The
point at which the resultant intersects the
surface is called the centre of pressure. A
change in the angle of incidence causes a
re-location of the point of intersection either
forward or backward, which shows that the
pressure is not equal at all points, and that
its distribution is altered by a change in
the angle of incidence. A force equal and
contrary to the resultant, applied at any
point along the resultant, will establish
equilibrium. If such a force is applied at
the surface, its point of application must
vary forward or backward along the surface
equally as the point of intersection of the
resultant varies with the change in the
angle of incidence, and if such a force is
applied at any other point along the re-
sultant, that is, at a point distant from
the surface, an equal forward or backward
variation is necessary, because for every
angle of incidence, the resultant is normal
to the plane.

This same line of reasoning, when ap-
plied to a circularly arched surface, leads
to quite another conclusion. The pressure
upon a circularly arched surface, in being
normal to the surface at each point, is di-
rected coincident with the radius at each
point, and from all points, they are directed
either positively or negatively through the
common centre of the radii. ‘Their re-
sultant must, therefore, pass through this
centre, although change in the angle of in-
cidence may, to any degree alter the dis-
tribution of the pressure, or to any degree
reverse the pressure. The change in the
location of the point at which the resultant
intersects the surface, that is, the so-called
centre of pressure, is more pronounced than
upon the plane, because a change in the
angle of incidence causes a more pronounced
re-distribution of the pressure, and conse-
quently also a more pronounced change in
the resultant pressure value. Since the
point of intersection of the resultant varies
with the change of the angle of incidence,
and its passage through the common centre of
the radii remains fixed, it is evident that
a change in the angle of incidence causes
also a change in the direction of the re-
sultant. At some small angles of incidence
the resultant of the pressure upon a shallow
circularly arched surface fails to intersect

AERONAUTICS

the surface, but passes to the rearward of
it. There is then no centre of pressure upon
the surface, simply a couple exists. A
force equal and contrary to the resultant
applied at the common centre of the radii
establishes equilibrium for all possible
angles of incidence, for this is a point com-
mon to all possible resultants.

Experimental verification of the foregoing
can be obtained with the following simple
apparatus.

A gentle even breeze is of the first im-
portance and, probably is the most difficult
requisite to obtain, a shallow dish full of
water, a circular disc of sheet cork about
four inches in diameter, a piece of very
thin sheet metal about two inches by five
inches, a pin and a piece of fine thread, are
all that is required.

Give the metal sheet a circularly arched
curvature along its short dimension of a
slightly less radius than that of the cork
disc. Erect it upon the disc with its centre
of curvature coincident with that of the disc.
(It may be pressed into a circular shallow
incision.) Now, when the disc is placed
upon the water, the metal sheet represents
an arched surface and stands erect from
the cork float like a sail. The thread is to
be attached to the float at any desired point.

The breeze should flow across the water
steadily and gently engage the surface with-
out pressing it noticeably out of the vertical.
Its pressure is to be resisted by the thread,
and while retaining the surface against the
breeze, the thread represents a force acting
in a straight line equal and contrary to the
resultant of the pressure upon the surface,
and therefore lies coincident with the re-
sultant.

See figure 1.

Figure 1.
A, shallow dish of water; B,
circularly arched surface; D, air current duct;
EK, retaining thread.

cork float: C,

By repeated experiments, in each of which
the thread is attached at a different point
upon the float, the fact will be noticed that
whatever the direction of the thread, if its
line is projected, it passes nearly * through
the centre of curvature of the surface, which
is here coincident with the centre of the
cork float. This verifies the statement that
the resultant, at any angle of incidence,
passes through this point.

If the float be pivoted about a fixed point
at its centre, the surface will appear to be
almost * insensible to the pressure at what-
ever angle of incidence it may be placed to
receive the current, which again shows that
the pressure centres at the common centre
of the radii.

Page 80

September, 1912

The circularly arched surface is the only
surface possessing a centre of pressure in
this fuller sense, and this centre is a fixed
point and outside of the surface.

In this lies the solution of the inherent
stability possessed by Nature’s flying
creatures who have arched wings, and which
is being sought for for improvement in aero-
planes. Its application and service will be
considered further under the treatment of
“Hquilibrium.,”

Since the pressures coincide with the
radii and centre at their common centre, it
follows that, as the curvature of the sur-
face is flattened, the centre of pressure, like
the common centre of the radii, recedes with
the increased length of the radii, and for
the plane is infinity. :

The pressure upon a surface having a
parabolic curvature, in being normal to
the surface and coincident with the radii,
like the radii, are directed through a re-
stricted area, but to no common centre.
There is no one point that a force which is
equal and contrary to the resultant can be ap-
plied to establish equilibrium for all angles
of incidence, however, if such a force is ap-
plied at a certain distance from the concave
side, it will need to be moved forward or
backward a less distance when a change oc-
curs in the angle of incidence, than if ap-
plied upon the surface.

The parabolic surface may be considered
to be a succession of circularly arched sur-
faces of increasing radius lengths, or as a
circularly arched surface connected with a
following plane. A decrease in the angle of
incidence from an already small angle of in-
cidence causes the point of intersection of
the resultant and the surface to move back-
ward upon a circularly arched surface, but
forward upon a plane. When the two sur-
faces are combined as in the parabolic sur-
face, this opposite tendency reduces the ac-
tual distance of the change of the location
of the point of intersection, and it may be a
less distance upon either a plane or a cir-
cular are of equal dimensions.

The second example of relative curvature,
namely, “A plane surface may be moved in
a circular path through still air, or be fixed
against a rotating current,’ brings into
notice a very interesting reversal of pres-
sure. This reversal has been suggested by
the opposite rotation of the surfaces shown
in the diagram illustrating this example
of relative curvatures, where the plane was
carried in a curved path, and the arched
surface in a straight path, with all con-
ditions equal in each. As a result each re-
vealed an equal amount of pressure, and
an equal distribution of pressure, but a ro-
tation about their central axes in opposite
directions.

There is here a complete reversal in the

*The precision of this experiment has been limited
by the words ‘nearly’ and ‘‘almost,” because the
head resistance, the skin friction and mechanical
imperfections, are disturbing factors; their effect,
however, lessens with the amount of care taken in
avoiding them.

AERONAUTICS

See ute

me PATENTS seouneo 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

patents in Airships, 10 cents each.

Main Offices -

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. =

Write for our Guide Books

Send for our

Copies of

WASHINGTON, D. C.

Foofe ooo oooh oho fe ocho oho oho ofoofochoode of

PEPPER EEE EE EEE EEE EEE bbb ebiibebhtbbo4e

BREN eee cece

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.
RIGHARD B. OWEN, owen aroc, Washington, D. 6.

AMERICAN MONOGLIDER $95

COMPLETE READY TO FLY
Wings 20'x5'. Length 16'. Weight 50 lbs.
Immediate Delivery Flights Guaranteed
Plans and Specifications 114 in. to 1 ft., $1.

AVIATION DIRECTORY, LAWRENCE, KAN.
Founded 1905

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the cheaper kind.
Get our 40-page catalog “EVERYTHING AVIATIC”
and a small order will tell you why those who know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.

208 30th Avenue Seattle, Wash.

—

Ge==I—S=H SIPPLIES

at more than interesting prices. Bleriot and Curtiss

K. D. outfits our specialty. “ROOLD” helmets in

stock. Wheels with tires 20" x 214" $6.60, 20" x 3" $9.50.
22 page catalogue A sent upon receipt of 6 cents

New York Aeronautical Supply Co.
50 Broadway, New York

AEROPLANES MADE TO ORDER

Send Drawings for Estimates on all
Special Machines
My work is first class, ask for list of satisfied customers

W. C. DURGAN

115 Brown Street :: Syracuse, N, Y.

PAE EN TS

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

66 99 e
Ideal” Plans and Drawings
S & are accurate and are accompanied by
_ —y clear, concise building instructions,
postpaid at the following prices:

eee Wright 3-ft. Biplane, 25c. Bleriot 3-ft.
Monoplane, 15c. ‘‘Cecil Peoli’’ Champion
Racer, 25c. Curtiss Convertible Hydro-
aeroplane (new), 35c. ‘‘Ideal’’ three-foot Racer (new), 15c.
Complete Set of Five............... $1.00 Postpaid
Send for our new 40 pp. “Ideal”? Model Aeroplane Supply
catalog, fully illustrated. 5c. brings it. (None free).

IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, New York

HYDRO - AERC

READY FOR POWER

WILSON

Port Jefferson :: 2: 3

New York

Sone MONOPLANE

*® DRAWINGS, Bleriot XI Type. 3 Sheets,
Complicated Parts Full Size. Price $5 00

The three sheets constitute the best set of mono-

plane working drawings now on the market There is no
need for the purchaser of a set of these drz awing rs to guess
at anything; since all dimensions of every part of the ma-
chine are given, together with the thic kness, and gauge
of every piece of wood or steel used in the construc tion.

PKK KK. AERONAUTICS, 250 W. 54th St., New York

PEDERSEN OIL PUMPS

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

Write for circular

PEDERSEN LUBRICATOR CO.

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

wag

s
&:

Reed,
Tonka Rattan
for Skids 144 diameter and under any length.

Special grades of Bamboo for Aeronautic Work.
Rattan and Split Bamboo for models.

804-810 Jefferson St.,
Hoboken, N. J.

J. DELTOUR, Inc.

In answering advertisements please mention this magazine.

September, 1912

c Aero

words to the line—
in) advance required.

7

15 cents a line, 7
Payment

RATES:

TENT—3-pole medium duck tent, in first
class condition, 40x80, original cost $359, for
sale at $175 f.o.b., New York. Used for hydro-

aeroplane. Will house the biggest machine.
Schill, c/o Aeronautics.—Sept.
CURTISS—Genuine 4 cyl. Curtiss biplane,

present design, 4 cyl. Curtiss motors, has been
flying. Perfect condition. $700 cash. Aero-
nautics, 250 W. 54th St., New York.

BLUE PRINTS: Military type 68-in. model
monoplane. Three sheets in detail, 28 x 39 in.,
$1.00. Corporal Thos. O’Brien, Co. M, 3d Bat-
talion Engineers, Ft. Leavenworth, Kansas.—
Sept.

FOR SALE—New Elbridge four.
G & A equipped. Perfect running order.
guaranteed. A. M. Williams,
Douglas, Ariz.,—Sept.

Bosch and
$550
1051 Eighth St.,

WANTED—Capital to rebuild a large mono-
plane (1400 sq. ft. supporting surface) non-cap-
sizable. Patent applied for. Machine badly
damaged, two days before completion when
building enclosing machine was destroyed by
wind storm. Arrange to call and investigate.
Geo. H. Ellithorpe, Port Clinton, Ohio.—Sept.

CURTISS aeroplane for sale without engine,
$1385. X. Y. Z., 95 West St., Malden, Mass.
FOR SALE—Walverine aero engine, little

used. Performs good. 25 to 30 h.p. Cost $265.
Sacrifice. L. B. Post, 1020 McBride, Syracuse,
We

ENGINE—S8 cyl.
never used.

“Vv, list price $1500, new,
Thoroughly tested by maker who

desires to sell last one in his shop. Complete
with propeller, $1200. Easton, c/o AHRO-
NAUTICS.

FOR SALE—Tractor biplane equipped with

8 cylinder 60 h. p. motor. Complete exhibition
outfit. Owner going to Europe. Price $1800.
Address Tractor, c/o AERONAUTICS.

LOST, STRAYED OR STOLEN —Interest and
activity in AERONAUTICS. Finder will please
communicate with the International Aeroplane
Club, Dayton, O.

POSITION WANTED—Curtiss pilot-aviator,
6 months’ exhibition experience. Can deliver
the goods everywhere, dirigible balloon or aero-
plane. Eugene Godet, c/o AKRONAUTICS.—
Sept.

WANTED—Licensed monoplane aviator, pref-
erably one who has operated the Nieuport wheel
and skid alighting gear type. Call c/o AEKRO-
NAUTICS.—T. F.

FOR SALE OR TRADE—My 60 h.p., 7 pas-
senger, late model, Thomas Flyer touring car—

will trade for a good aeroplane. Address, S.
C. Allen, 1—6 Chase Block, Saginaw, Mich.—
Sept.

eMart

SPECIAL GOOD BARGAINS—1 Gnome engine.
50 h.p., complete with mountings for biplane,
everything ready to run. Can demonstrate
Nearly new. Fine condition. $2,000.

Complete set of parts for Gnome 50, enough to
essemble complete engine; all kinds’ socket
Wrenches and tools for same; mounting frames,
controls, ete.

Bleriot type monoplane for Gnome _ engine
Two Bleriot types with Anzani engines. Sets of
parts.

All these from well known concern. Every-
thing can be seen before purchase. Cheap for
eash. Address MONO, c/o Aeronautics, 250 W.

54th Street, N. Y. City

ASSORTMENT of complete power plants, in-
eluding: Curtiss 25 h. p., 4 cyl; Clement-Bayard
30’s; Kirkham 60; Hendee (Indian) 7 cyl. 50.
Bargains at 50% below cost.

Immediate delivery of genuine Bleriot and
several antiquated but successful aeroplanes of
unexcelled workmanship ‘‘for a song.’’ Address
Assortment, c/o Aeronautics, 250 W. 54th Street,
INES Ye Ciity;

AVIATOR, licensed by the Aero Club of France.
flying Bleriot and Curtiss machines, constructor
of number of Bleriot machines, wishes engage:
ment. Two years experience as aviator and
mechanic.

Aviator c/o Aeronautics, 250 W. 54th street,
New York. Sep.

WANTED—To ‘borrow money in order to
secure training in one of the leading aviation
schools. Have had considerable Mechanical
experience. Your terms are mine because ]
mean business. For particulars write L. E
Clayburg, Route #3, Red Cloud, Nebraska.
October.

ONE Roberts 4 by 50 H. P. Motor complete,
new, in perfect condition, $675. VS Hee et!
Gouverneur, Wilmington, N. CC. Sept.

AVIATION PHOTOGRAPHS, select assort-

ment, 6 for $1.00; send 20c. for sample photo
and complete list. CC. E. Durso, 181 Worth
St3 Ne Ye) “Sept:

ESTABLISHED manufacturer owning all the
patents covering an indispensible part of all
aeronautical equipment needs moderate capital
to extend domestic and forein trade. Enormous

profits last year but must expand to meet
growth and changing conditions. Address
Amerco, c/o Aeronautics. Sept.

Hawaii ought to be a good field for aeroplane
and engine makers. G. Schaefer, a hotel man
of Honolulu, has hada Curtiss type built and
flown with a Maximotor. It is said others are
becoming interested there. There ought to be
a promising outlook there for flying machines.
The crop of experimenters in America has be-
come afflicted with the San Jose scale, dry rot
or something like that, and aero club members
are afraid to fly, apparently. Aviation in 1912
has struck a “hole in the air.”

The aviators lately suspended by the ‘Aero

Club of America’ are still suspended—and no
one is worrying about it outside of the Club.

GIBSON

PROPELLERS ARE STILL ON

THE MARKET

WAITING FOR THE AWAKENING

The “Worcester” Type Surpasses all Standard Propellers
OUR STANDARD PROPELLER CLEARANCE SALE AT 1-4 LIST PRICES

Our Standard Propellers cannot be surpassed except by our “‘WORCESTER”’ type

GIBSON PROPELLER CO. -

- Fort George Park, New York

AERONAUTICS

Page 8]

September, 1912

general direction of the pressure. When
the current is parallel to the chord of the
arched surface, the general direction of the
- pressure is from the centre of curvature of
the surface toward the surface, and when
the plane is tangential to the rotating cur-
rent, and with the centre of the plane nor-
mal to the radius of rotation, the general
direction of the pressure is from the plane
toward the centre of rotation of the current.
(This will be illustrated in the experiment
to be described under “Centrifugal and Cen-
tripetal Forces.’) In the experiment re-
ferred to, the centre of pressure upon the
plane, that is, the point of intersection
with the resultant, is against the following
half, normal to it, and in general direction
is toward the centre of the board, and not,
as might be thought from a first glance,
against the leading half and away from the
centre of the board.

A

F /g23

Fiaw -

This reversal may, perhaps, be more
clearly shown by the diagram figure 2.

In Fig. 2, A shows an arched
Straight current; B, a _ plane
current, the centre of which
surface; C, a plane

surface in a
in a rotating
is above the
in a rotating current,

’ the centre of which is below the surface. In

each, W shows the direction of the current; S,
the surface; P, the direction of the resultant
pressure and the half of the surface upon
which it is found.

Whenever there is a change in the rela-
tion of curvature between a surface and a
current there is a change in the amount
of the pressure, and a change in the distri-
bution of the pressure. The fact remains,
however, that the surface establishes the
direction of the pressure.

When a circularly arched surface is sud-
denly subjected to a rotating wind of a short
radius, the resultant of the pressure, al-
though it may be suddenly changed in its
direction and in its amount, still passes
through the centre of the radii. Under such
conditions the resultant of the pressure upon
a plane will be as suddenly changed in its

amount and in the location of its point of
intersection with the surface, but in re-
maining normal to the plane, will act along
a line that at no point crosses its former
line of action.

The third set of conditions in which there
is a relative curvature, namely, ‘‘A plane
surface may rotate about an axis within
itself while moving through still air, or while
fixed against a current,” is well illustrated
in the path taken by a block of wood,
about four inches by one inch by three-
eighths inches, when thrown swiftly for-
ward with a backward rotation. The block
will soar with a whirring sound. The rota-
tion, combined with the advance of the
block, establishes a relative curvature that
is more effective for the advancing lower
surface than it is for the relatively retreat-
ing upper surface.

This test is easily accomplished by placing
the thumb and finger along the edges of
the block holding it horizontal and perpen-
dicular to the course it is to pursue, throw-
ing it overhand, and allowing the lower
edge to slip off the thumb first, the rota-
tion is then imparted to it as its upper edge
leaves the fingers.

Analysis of Patents

(Continued from page 75)

constructive reduction to practice is the date
when your application is filed in the Patent
Office. You may have made a practical
machine before then, but in case of an in-
terference with an applicant who filed be-
fore you did, the burden of proof will rest
on you to prove diligence and that you have
not slept on your rights by giving your time
and attention to other matters. The inven-
tor showing the most diligence in perfecting
his invention and who first reduces it to
practice is entitled to prevail, but there are
extenuating circumstances in many cases.
As a rule, it is wise to apply for a patent as
soon as possible, but first you should be sure
of complete operativeness to perform the
required functions because a patent describ-
ing an inoperative structure or reciting
claims for combinations of elements that
fail to cooperate as set forth, will be invalid.
It is therefore wiser to perfect an invention
by a genuine and practical reduction to prac-
tice before making application for patent.

It requires great experience and study to
prepare good patent papers and successfully
prosecute applications through the Patent
Office, therefore to insure your obtaining a
good and valid patent that will stand the
analysis and dissection to which it may be
subjected in Court, it is of paramount import-
ance that you entrust your invention to a
reliable and successful patent solicitor who
will properly look after your interests.

AERONAUTICS

September, 1912

The Burgess Cup Defender

FTER a number of unsuc-
cessful attempts on the
part of the local clubs to
persuade American manu-
facturers to independently
design and enter machines
for the Gordon-Bennett
race, a “Cup Defender’s
Syndicate” was formed in
Chicago among the mem-
bers of the Illinois Aero
Club which raised money sufficient to pro-
duce a racer.

A canvas of motor manufacturers quickly
resulted in the selection ‘of the Gnome
motor and the final purchase of one of the
three 160 HP, 14-cylinder Gnomes which
have been manufactured by that company
was made.

It was not so easy to decide upon the
designer and builder of the racer, but W.
Starling Burgess, president and _ chief
designer of the Burgess Company and
Curtis was finally selected and early in
June preliminary drawings were made up.
In all the designing work Mr. Burgess was
constantly assisted by Greely S. Curtis and
when the motor arrived from France on
August 3, the aeroplane was ready for the
installation of the power plant.

It will be noticed that the racer is a
monoplane with enclosed fuselage and a
wing spread of 130 square feet. It weighs,
including motor, net 775 pounds. The run-
ning gear was especially strong and adapted
to the rougher fields of American tracts.
The plane measures, fore and aft, about 22
feet and the spread of wing is 29 feet.

Very careful tests were made of all parts
which went into the manufacture of the
plane. The factory tests were corroborated
by tests at the Boston Institute of Tech-
nology. The factor of safety in the air of
five was figured on all wires and metal
parts. As a final check as to its strength,

the day before shipment two men were
placed in the cock pit and two on the skids.
The machine was then raised on horses
from the wings at the points of the wire
supports without any apparent give or
strain.

The Wright-type wheel trucks on which
the plane is mounted in the pictures shown
were installed for practice flights. These
will be replaced by a single pair of covered
wheels.

As specified by the syndicate the Wright
control is employed. Not everything has
been sacrificed to speed.—The-design is not
so radical as the Paulhan-Tatin, nor so cut-
away as the latest Deperdussin. The
Burgess Company has constructed a strong,
practical landing gear, and retained suffi-
cient surface for manoeuvering; nevertheless
the machine will be dangerous except in
the hands of a skillful and accustomed pilot.

AMERICAN FABRIC VARNISH

Aeroplane cloth, muslin or other, can now
be treated by the builder himself if he
seeks to save buying expensive standard
fabric. Heretofore it has been necessary to
purchase varnish from abroad. The C. E.
Conover Co., 101 Franklin St., New York,
has produced a varnish which is applied
with a brush and dries in twenty minutes.
Three coats are required to give a good
finish. The film, it is stated, will not sup-
port combustion, is waterproof and on dry-
ing tightens up permanently the fabric, de-
spite weather conditions. The _ tensile
strength of the cloth is increased by twenty

per cent. Coloring matter may be mixed
in it to suit the user. It is being used by
Mr. Gallaudet and a sample board is on

exhibition in “AERONAUTICS’ "office.

AERONAUTICS September, 1912

How would you like

to win a Race?
BUY A
French— American Balloon

They always Win.

Records Prove It
Kansas City National, 1912—6 competitors,
1st for distance and endurance.

Kansas City National, 1911—Ist, 2nd & 3rd
money.

Kansas City International, 1911—‘‘K.C. II.’’
non-contestant — whipped the entire
field, World’s best Balloons.

Chicago International Contest, 1908—9 compet-
itors, 1st for distance and endurance.

Indianapolis National, 1909—1st & 3rd money
St. Louis Centennial, 1909—1st, 2d & 4th money
Peoria Contest, 1909—Ist & 2nd money.
Indianapolis National, 1910—2nd money.

Insist on Records before buying anywhere.
We arrange Contests, Qualify Pilots, etc.

French-American Balloon Co.
4460 Chouteau Ave. St. Louis, Mo.
H2E. Honeywell, Mgr.

|-AERONAUTICAL
~ RADIATORS

This is our Built in capacities and types for standard

REVOLVING MOTORS

HAVE BEEN IN
DAILY USE FOR
TEN YEARS.

AVIATION and special aviation motors
feoneeuneaet Write for prices on standard makes. Send your
with 9-ft. pro- specifications for special designs
bene of 6-ft.
pitch.

) rik ww | EL ARCO RADIATOR COMPANY
THE ADAMS COMPANY Broadway and 57th St., New York City
pee OE STBEETS So TUBIQUE, 10WA, 0. SK. Also Manufacturers of Automobile Radiators of all types

SSS SS oe TES
BUILD YOUR OWN

HY) R (} c Over 100 complete THE AERO WHEEL CO.
drawings. Scale 1" Builds all Kinds of Wheels for Aeroplanes

to foot: some full size

Prints 28"x 36" and Monoplanes
$8.00 on eee Standard or Special Sizes at Very Low Prices
AERONAUTICS, 250 West 54th S’., New York 782 Eighth Av enue New York
a ee a Ee A

TTT 7

VT /
/) ML} ff Uf, /,
/, / fi)

l J. C. (Bud ) MARS, now bo
Dd, Y Have never been connected with the American
y Aeroplane Mfg. Co. and School of Aviation. UY
a 7; J 17 North La Salle Street, Chicago, Ills. Y

Y)
In answering advertisements please mention this magazine.

oking season 1912. |

/;
lh

lp
Wy

Mk

AERONAUTICS September, 1912

“GRAY EAGLE MOTORS”

Have less working parts and are ac-
curately machined and fit up from the
best material obtainable, and doubly
strong throughout. Bosch Magneto
Plugs, Cables and Schebler Carbu-
retors, standard equipment.

Flying representatives wanted in all
states and countries. Special propo-
sition. Who wants to fly and rep-
resent us? Write today.

Model E-6 50 H. P.
Model D-4 35 H. P.

- - Muncie, Ind.

<BENOIST =

Planes were malirg gocd
while others were
making claims

Cross Country Model, 3 passenger,
75) HP:
Land or Water Equipped

| Benoist Aircraft Co. °%,2:iny 2!

C. & A. Wittemann

Aeronautical Engineers
Manufacturers of

Biplanes Monoplanes

Hydro-Aeroplanes
Gliders Propellers _— Parts

Special Machines and Parts Built
to Specifications

Large stock of Steel Fittings, Laminated
Ribs, and Struts of all sizes carried in stock.

Hall-Scott Motors, 40-60-80 H. P.

Your Oprvorruntry—One single covered
Biplane for immediate delivery. Slightly

used, with 8 cyl. 60 H. P. Hall-Scott Power
Plant.

FLYING AND TRAINING GROUNDS

Works: Ocean Terrace and Little Clove Road
Established 1906 STATEN ISLAND, NEW YORK CITY Tel. 717 Tompkinsville

In answering advertisements please mention this magazine.

AERONAUTICS _ Page 83 September, 1g12

BURGESS (#29

The Burgess Racer

AERONAUTICS

Page 84

September, 1912

A DEMOUNTABLE RIB

A demountable rib, which may be taken
out of a surface or put in without harming
the covering or taking it off, has been in-
vented and patented by W. C. Durgan, of
115 Brown St., Syracuse, N. Y., who has
an enviable reputation for fine wood-work-
manship. Nothing but a screw-driver is
needed to replace a rib. The tacks in the
cloth are removed for a short distance so

¥

the assistance of Charles Day. It is equipped
with two seats and also a dual control sys-
tem for operating. The seats are in tan-

dem immediately in back of the motor. The
power plant is composed of a 60 H. P. Hall-
Scott motor driving a large tractor direct.
Although Mrs. Smith has had but little
practice in operating her husband’s plane
she relieved him at

intervals during the

that the fabric can be loosened up Over the
rib. The rib is made in two halves longi-
tudinally, of course laminated, and of a “T”
cross section. Small bolts with screw heads
go vertically through the entire rib to hold
the two halves together. Nuts in square
slots in the vertical.member of the rib act
as lock nuts to keep the bolts from loosen-
ing.

SMITH TRACTOR

Flying a tractor biplane of his own con-
struction and with his wife as a passenger,
Floyd Smith of San Diego, Cal. flew from
Santa Ana to Griffith Aviation Park on the
morning of July 20, 1912.

Leaving his starting point at 5.21 a. m. he
arose to an altitude of nearly 1000 feet. On
account of an inland fog he was compelled to
fly low in order to keep his course. Upon
arriving at the outskirts of the city of Los
Angeles he elevated to 1500 feet, flying over

the business section as well as the County

Court House. His destination was reached
at 6:28 a. m. making the total time, 1 hour
7 minutes and the ‘mileage, 45. 7 gallons of
gasoline and 1=gallon of oil were consumed
during the flight.

The plane used by Smith was built with

flight and after landing expressed a strong
desire for more.

After spending a few weeks at Griffith
Aviation Park experimenting in gearing
down a larger tractor, the couple will make
a short tour of the Middle West, entering
the exhibition field.

CURTISS STUDENT CONTROL

This picture shows the device of Glenn
H. Curtiss; Two complete steering wheels
instead of one and is being used at his train-
ing school at San Diego, Cal. The pupil

is taken up with the instructor aud allowed
to steer the machine without the possibility
of losing control, the aviator-instructor
always having a steering wheel in his hand
to counteract any false move on the part of
the pupil.

CABLE CLAMP

A cable clamp for fastening wire cables
is catalogued by the New York Aeronautical
Supply Company. If the connection is a per-
manent one, the cables can be clamped tight
by the screws and then a wiped solder joint
may be made of the whole.

ace. - _

AERONAUTICS

Se Ns _19t2

BLERIOT MONOPLANES

ARE THE BEST KNOWN AEROPLANES IN THE WORLD

A Few of Our Bleriot Monoplanes are Flown by—GE0. B. McNAMARA, Norton, Mass.
A. C. MENGES, Memphis, Tenn.

E, J. MARLEY, Sumner, Miss. WILLIE HAUPT, Philadelphia, Pa.

J, ALBERT BRACKETT, Boston, Mass.
CHAS. W. SPENCER, Philadelphia, Pa.

OUR MONOPLANES FLY-—3 Models—Single Seaters, Racing Monoplanes, Passenger Machines

“LEARN TO FLY” “ENROLL NOW”
AMERICAN AEROPLANE SUPPLY HOUSE,

$ COSCO OCPCOSOOSOOOOOOOO4

Felix Bischoff Steel Works

DUISBURG, GERMANY.
The VITAL part of a Motor is the :

;
9
4
4
4
>

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, cmmestic bcos.) DETROIT, MICH,

SOOO OOSOOOOSO ISOS OI9S~

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 OF LCE: _—_—_—_—_——
3 London Wall Buildings, London, England
American Office: 250 West 54th Street, New York
op focfe fo cle eho feof df ef foe ede f>

SHCHESOESETEESHOBEOS
SOCOSCSOSSSOSOSCOOCOSOS

PEPER EEE EEEPEEE

Pe tedesdode tose fo cfecfocfo oho efecto ofoafoege

t

“WE WILL TEACH YOU HOW.”
137-43 Jackson Strzet, Hempstead, N. Y.,

For prices and Particulars

Phone 427 Hempstead

DETROIT ARO POWER PLANT
compLete $300 Reavy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO. ¥
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS.

~'S GUARANTEED to

210 LBS. MIN.STATIONARY THRUST 7
158 LBS. MAX.WEIGHT(COMPLETE) ‘ppm
36 HOURS DELIVERY f

LIFT AND FLY

CURTIS BYPLANES
BLE RIOT 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.

© THOMAS
AEROPLANES

Are Safe and Reliable

having been developed
by Actual Performance

SCHOOL OF AVIATION
Write for full particulars

THOMAS BROTHERS

SHANNON BLDG. BATH, N. Y.

Seventy per cent. of record-breaking American flights with American Aeroplanes were made
with propellers bearing this name

CHA RAVAY

We will: aoe you why if you ask 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

T a time when everything in
aeronautics is virtually
new it seems inappropriate
to refer to any particular
machine as out of the ord-
inary, but the stereotyping
influence of the popularity
of --one-or two leading
makes “has already had a
marked tendency in fixing

ideas in. aeroplane con-
struction so that-.it is,-after all, a matter of
necessity to say of the newest Etrich mono-
plane, that it is a machine of uncommon de-
sign and exceptional interest.

OOM 2s

The Etrich Limousine
By FRITZ EDELSTEIN

In the first place the body of the Etrich
air limousine forms a very neat, fish shaped
unit, whose frame is built up with wooden
channel-section side members, which are
covered with thin sheets of aluminum and
fabric. This point in contruction is worthy
of immediate reference as it serves to em-
phasize the completeness of the whole struc-
ture. The wing construction, and the other
details, ie. control mechanism, power plant,
etc., are the same as it was in the case of
the predescribed “pigeon.”

The most important feature is the body
which contains, inside, four seats, for the
driver and three passengers. These seats
are arranged by twos, side by side. The
right front seat is the place for the driver.
The frame of the body consists of 12 wooden
rings, which are held in position by long
eliptical longitudinal members, which pre-
serve the fish shape of the body. The spaces
between the front rings are covered with
wire gauze and celluloid in order to realize
windows and to protect the occupants from
weather and wind, and to get a good view of
the ground. The 60 H.P. four cylinder
Austro-Daimler engine is situated at the
head of the body in order to acquire a strong
cooling draught for the engine. This motor
has the Bosch 2-spark magneto.

The new machine whose principal dimen-
sions are the same as of the pigeon type has
been successfully flown with three passen-
gers at Josefstadt. Remarkable is a new
patented speed-change-device which allows
various speeds. The landing carriage carries
three wheels, one of these wheels is mounted
under the forward part of the fuselage, in
order to absorb the first great landing shocks
and to prevent a turn. over when the ma-
chine is landing on uneven ground.

September, 1912

AERONAUTICS

oF 4

Page 87

September, 1912

The Etrich “Swallow”

By FRITZ EDELSTEIN

NSOID) SHORT time after the first

great successful record
flights of the Austrian
Etrich monoplanes of the
“pigeon’’-type, a new mono-
plane was completed in the
Etrich aeroplane factory at
Oberaltstadt, near Traut-
enau. The “swallow,’—
this is the designation of
the new machine,—differs
in various points from the well known “pig-
eons” but her natural stability is so great
that wing warping is not employed. The
shape of the wings and of the horizontal tail
plane is altered in order to realize exact
swallow wings, but the proved ‘“Zanonia”’
principle has been preserved in the negative
angle of incidence of the wing tips. The
wings and the balance of the “swallow”
monoplane are the results of many experi-
ments. 'The wings are characterized by a
marked change of angle from shoulder to
tip. Near the body they have very steep
camber and an attitude represented by a
positive angle of incidence of about 5°. At
the extremities they are flat and their tips
are upturned in such a way, that the atti-
tude hereabouts presents a distinct negative
angle.

Constructionally, the “swallow” is as in-
teresting as it is in design, for almost the
entire machine is built of steel tubes, with
exception of the wooden wing ribs and wood-
en fuselage and body rings, which are cover-
ed with fabric. The machine is built for
military use as a three-seater. The two
passenger seats are arranged in tandem
fashion and rearwards is the seat for the
driver. At the right and left hand from the
seats are arranged on each side in the sup-

porting surface, three little windows which

are covered with celluloid. In the forward
portion of the body is the 60 h. p. four cyl-
inder Bosch equipped, Austro-Daimler eng-
ine, situated, which drives directly an
“Intergrale” propeller of 6’ 9” diam. at 1300
r. p.m. Behind the engine is a great honey-
comb type radiator.

The controlling device consists of a verti-
cal steering column, which actuates the
elevator plane by warping and the rudder by
rotation of the handwheel; warping mecha-
nism for the wing tips not being employed.
The lateral stability is obtained automatical-
ly by the flexion of the wings. The landing

AERONAUTICS

September, 1912

chassis is also quite simple in its design. It
consists of two wheels, carrying a thin steel

axle with a central curved ash skid. The
skid is suspended to this. steel axle, support-
ed on the two wire wheels by elastic springs.
The tail also rests upon a curved ash skid.
The body itself is mounted on an A-type car-
riage, of which the principal members are
constructed of steel tubes and ash; its di-
agonals are also made of steel tubes.
Weighing 500 lbs., the machine has been
designed for a speed of 70 miles per hour

ea 7s, . o

| — ETRICH=MONOPLANE
eben. SWALLOW:

1412

and to carry its triple human load for a
non-stop flight of three hours.

In the matter of speed the intentions of
the designer have been more than realized,
for in practical tests, that have recently tak-
en place, this 70 miles has been handsomely
exceeded.

The monoplane ‘swallow’ undoubtedly
represents a considerable advance on the
admittedly sound work of the Etrich estab-
lishment, and if sheer merit goes for any-
thing these days, it should pave the way for
an éxceedingly prosperous business year.

AERONAUTICS

Page 89

September, 1912

Somerville Auto-Stable Biplane

HAT the inventor calls an
automatically stable ma-
chine has been built by
William E. Somerville,
formerly mayor of Coal
City, Ill. Several previous
machines have been built,
more than a year ago, em-
bodying his idea of up-
turned wings, and his ex-
periments were de-
scribed and illustrated in
AERONAUTICS at the time.
Recently a tractor ma-
chine has been built
along the same line
and a manufacturing
company is being
organized. In
writing of his ma-
chine he says:
“The stability. of
the machine in the
air was something
of a revolution to
my aeronautical
friends who\saw the
test. The. aviator,
Edward Konn, ex-
plained after he landed
that he was astonished at the
hying qualities of the machine:
The machine, on being banked,

would insist on always coming back to a

level keel. There is no question but that
inherent stability is possible without sacri-
ficing efficiency.”

The wings spread total 47 ft. There are
five 7-foot sections, the curved wing-ends
making up the balance. The spacing be-
tween planes is 5-1/6”.

The control system is of the Farman type.
A Hall-Scott 80 h.p. and another 50 h.p.
engine designed by Somerville himself are

being used. The ailerons offer a resistance
on the high side as well as opening the
surface; nothing is done to the low side in
correcting lateral balance. Both the sys-
tems A and B have been tested. The B
system is more efficient but slower in right-
ing effect. “With properly designed plane
in combination with upturned wing tips,

ailerons are not necessary as the machine
will

automatically maintain lateral sta-
bility,” says the inventor, “but we
found that some mechanical sys-
tem must be used when get-
ting up, or landing especial-
ly, in a side wind, as
the upturned wings act
too slow. After.the
machine is in the
air it will take care
of itself laterally,
with an occasional
touch from the rud-
der on the high
side.

AEROPLANE
SURFACES

Invisible coverings
for aeroplanes. Why not
use electroplated nickel and
beat out all the coverings in
use today in every quality. Hydro-

aerovDlanes operating on salt water need a
* non-corrosive,

non-rotting covering which

dampness will not stretecn.

Edison’s prediction that nickel would sub-
stituted paper in the manufacturing of books
suggests such a coating. Nickel when once
applied would be permanent as regards
weathering the elements. Breakages alone
would necessitate removals. A ’plane whose
framework is built of steel tubing and

(Continued con page 92)

MENON OTIC Page 90 September, 1gi2

IX A]
IL NX IZ I
TX I
IWAN
IY __|_Ni_|

S250 ee
Rx PSK, “2
ra bas 24
eS
H
i

A A LN ht LE
Ste LS I a eae een $6

SO

a
= =
= Ke BO
AI RII?
Lp OR SLL ERED

SXKKO

RK Ze OL LOL

Somerville Biplane

AERONAUTICS

ALBATROSS ENGINES

Made in two sizes

Weight
250 lbs.

50 H.P. 6-cyl. Air-cooled,

PRICE, $650.00 Complete

100 H. P. 6-cyl. Water-cooled, 3¥5‘fn'
PRICE, $850.00 Complete

Catalog Free Agents Wanted

ALBATROSS COMPANY

DETROIT, MICH.

AERO WIRE WHEELS

Save Money, Buy From Manufacturer
ALL SIZES IN STOCK — Any Size or Type Hub

20"x2}" Wheels........ $4.00, with Tire........ $6.00
20"x3" ss AS iy ss se 8.25

Farman Type Gears, Complete - $42.50

Stock Hubs, 6" wide, 2% or 4" knock-out axle or
bushed to fit 1" Tubular Axle.
13" and 14" furnished special.

Hydro-Floats and 34" Wheels for same.
Don’t fail to write for complete list of wheels
Terms: Cash or Deposit. Balance C. O. D.

J. A. WEAVER, Jr., Manufacturer

Dept. A., 132 West 50th Street, New York

MODERN
oe ee

‘‘THE ELECTRICAL MAGAZINE FOR EVERYBODY”’
For the Novice, the Amateur, the Experimenter and the Student.
THE 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
MTHE magazine 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
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.
Open 544 in. Just
out and it’s a
dandy. Free.
3 Double Magnetic

Reversible Engine
With Speed Contact Lever 1000
to 2500 revolutions per
minute. Free.

Send $1.50 to-day in cash,
stamps or M. O. and get
Modern Electrics for one year
and your choice of the
above offers prepaid
Absolutely Free.

Money refunded immediately if notpleased in every way.
MODERN ELECTRICS, 298 Fulton St., New York
15c. per Copy Ce quickly as our supply of) $1.50 per Year

the above is limited

Examination Allowed.

September, 1912

WE GIVE EVERY
BOY 8 ONE

ABSOLUTELY

SO FREE.

® 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
f 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 Steel and Wheels
fs Rubber Tired. The front wheelspivoton 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. CO.,
KANSAS CITY, MO.
Dear Sirs: AuTs
Kindly mail me full details
and Specifications of your
CYCLEMOBILE offering,
and oblige,

Sincerely yours,
IN GIO secto el clolornieicleielelrolerelcieveiareiciereie
Address

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 Dean
7 ~~ e& p y Sou.
Curtiss Seats - - - 5.50 ee ri
5-Gallon Tanks - - 6.15 Aeronautical
Aviator Caps - - - 1.25 | Supplies

: ee ‘ ‘LEECE-
Outrigger Fittings - .29 ap
Oval Post Sockets ea ATOR CAP.
Aluminum pulleys with brass bushings:

2" 25c, 24" 30c, 3" 40c.
Wheels and Tires complete, Eclipse Hub:
20x24" $6.7 20x3" $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 September, 1912 |

WELLES & ADAMS MOTORS

One of the few moderate-priced motors that has actually made good.

ee Weight 200 Ibs.
4 CYCLE a

LET US SEND Valves in Head
YOU OUR
ILLUSTRATED Cylinders Cast
CATALOGUE Separate
SHOWING
Se ees Every Moving
GREAT Part Oiled
FLIGHTS Automatically
OVER THE

CITY OF ROCHESTER IN BIPLANE EQUIPPED WITH THIS MOTOR.

If you wish to do something better than “Grass-Cutting”

Consult

WELLES & ADAMS. .- -_ Bath,N. Y.

INISISISISIOICISIIOI ISIE IIO OI ICICI
Alumina Aeroplane
“Beautiful “Light as
asday” Fabric Fete!"

Finest Imported Linen,
thoroughly Waterproofed, and.
then coated with Aluminum.
Heat and moisture proof. Strong-

est and Most Durable Aero-
plane Cloth on the Market.

OUR PRICES WILL
SURPRISE YOU.

Send for samples and price
list and be convinced.

THE

AERIAL NAVIGATION
COMPANY °F AMERICA

Girard, Kansas.
BOO UOUOUYY

ELBRIDGE ENGINES

So simple anyone can operate
them

So strong nobody breaks
them

So cheap anyone can buy them

Made in a dozen sizes, to suit all
types of machines.

The most generally successful
engine known to aviation, for both
amateur and professional work.
Catalog or folder on request.

Elbridge Engine Company
10 Culver Rd. Rochester, N. Y.

JOO UU LO

III III IRI HI II III IK KAA IAAI AK IKKIAAKK AKIN

In answering advertisements please mention this magazine.

AERONAUTICS

Page 9]

September, 1912

ee
fe Se

The Thomas Tractor Biplane

E Thomas’ Brothers, of
Bath, N. Y., have recently
successfully tried out a
tractor biplane, which will
be marketed as Model 10
AMET This machine is
equipped with a 50, h.p.
Kirkham six cylinder mo-
tor. and is designed for
either land or water work.

The running gear con-
sists of two skids, attached to the lower en-
gine section by a strong, steel, tubular con-
struction. Each skid carries a pair of
wheels, mounted’ on a hollow steel axle,
from which the aeroplane is suspended by
means of rubber spritss. ‘The wheels are
built up with hubs for a plain axle and
steel rims which are equipped with double
tube detachable tires.

The planes are a standard set of Model
10 planes, which have proved to be very
efficient and have shown high speed and
glide at a very efficient angle.

The control system has been adopted with
a view of establishing a universal control.

Every moving vehicle on the market at
the present time is operated by a system of
controls which has been universally adopted
by manufacturers in this country and
abroad. As examples, take the cycle, the
motorcycle, the automobile, the locomotive,
and all vessels. While the controlling
levers, or the steering wheels, as the case
may be, vary in detail in each of these dif-
ferent forms of locomotion, still they are
the same in each type of vehicle.

The speed shown by this model is 50-55
miles an hour, and it is surprisingly stable
in high winds.

The dimensions are as follows: Spread,
31l4 ft.; chord, 514 ft.; camber of planes, 3

in.; length over-all, 25 ft. Net weight, 735

lbs.

The skids are suitably reinforced, so that
uniform strength is kept throughout their
length. The design of these skids permits
the whole weight of the aeroplane to be
carried on the upturned tips of these skids,
with ‘the machine standing in a vertical
position. :

Two radiators are used, as in all the
other models, and are mounted integral
with the fuselage. The fuselage is built in
two halves, which facilitates shipping in
exhibition work. The front half of the
fuselage can be detached from the main
planes by removing eight nuts, and it is
packed in one crate for shipping purposes.
The front half of the fuselage carries all
the controls. The motor controls consist of
hand and foot throttle, magneto control and
short circuit switch. The controlling sur-
faces are operated by a universally mounted
steering column, carrying a laminated wood
wheel in a fork at its upper end. The rud-
ders are operated by turning this wheel in
a clockwise or anti-clockwise direction. The
ailerons are operated by movement of this
column to the right or to the left. The ele-
vator is controlled by moving the whole
column backwards or forwards.

When the machine is used for water work,
the land running gear can be replaced by a
pontoon and braces, in about ten minutes.

The rear half of the fuselage carries the
control wire leaders and control wires,
which are provided with snaps, which dis-
connect a short distance behind the joint
which the rear half of the fuselage makes
with the front half. The rear elevator and
rudders are the same combination of con-
trols used on all standard Thomas machines.
The foot operated brakes used on the pre-
vious models have been discarded and a

AERONAUTICS

Se

Page 92

September, 1912

metal shoe attached to the front and rear
ends of the skids, which allows either end
to be used as a brake, according to circum-
stances.

Landings have been made with this ma-
chine in plowed fields, hay fields, grain
fields, and in corn fields, without in any
way injuring or straining the landing gear.

These models are built so stoutly through-
out that it is almost impossible to have a
smash even with a very poor landing.

Messrs. Thomas Brothers report. that
they have had machines of this model turn
completely over on to the top plane without

in any way injuring the aviator or break-
ing a single portion of the machine.

‘Thomas aeroplanes have been very highly
commended for their design and sound con-
struction and are well considered among
the best of American aeroplanes.

Aviator Walter E. Johnson, of the Thomas
team, who has been flying one of the Model
10 AX hydroaeroplanes, has covered over
550 miles since July 8th in flights over the
water without experiencing any trouble
with pontoon or machine. Since January,
1910, one of the standard Model 10A
Thomas aeroplanes has covered over 1500
miles in passenger and exhibition flights.

The Sopwith Tractor

es KRACTORS are all the rage
: < now. Burgess, Benoist,
Thomas, Martin, and scores
of others have built trac-
tors and abroad they have
long been common. ‘They
possess many of the attrac-
tive and desirable features
of the monoplane, with the
added strength and capa-
bilities of the biplane.

Another tractor with Wright wings, along
the lines of the recent Burgess army ma-
chine, but bigger, has been built by T. O.
M. Sopwith, who took a Burgess-Wright
back with him to England. The control of
the new machine is similar to that put on
the Burgess-Wright last year—a lever for
elevator and warping, and foot yoke for
rudder.

ive PosT

BOWDEN CAGLE

The dimensions are as follows:
44 ft.; chord, 6 ft.; camber, 33¢ ims.; gap,
6 ft. 4 ins.; length over-all, 26 ft. 4 ins; sup-
porting surface, 520 sq. ft.; elevator, 40 sq.

Spread,

ft.; rudder, 12 sq. ft.; weight, about 950 lbs.;
motor, 70 h.p. Gnome, driving a 9’ 6” Chau-
viere.

The planes, as stated, are built roughly
on the Wright model; the stanchions are of
picked silver spruce, 134 in. by 214 in. The
leading edge of the planes is fastened to the
ribs by aluminum strips. The ribs, also of
silver spruce, are spaced 11 ins. to 1 ft:
apart.

The main plane spars measure 134 in. by
234 in. for the back spar, and 134 in. by
1l4 in. for the front spar. The body is 24
ft. long; in front it is particularly broad
and deep, and, of course, covered in; but
behind the planes the skeleton is left bare.
It is fitted fairly high up between the
planes, and the space between the body and
the lower plane is covered in with fabric.
The body spars are of 1l4 in. ash, tapering
to 7% in. At the nose it measures 3 ft. in
width by 2 ft. in depth, tapering to 1 ft. 6
in. at the tail.

The chassis—silver spruce throughout—
is of the new modified Wright type, but is
likely to undergo a change before the next
public appearance of the machine.

The pilot’s seat is in the rear; the two
passengers’ seats are arranged in front, side
by side.

NICKEL SURFACES (Continued from page 89)

stamped aluminum ribs, along the Curtiss
lines, in panels could very easily have the
nickel supporting surface applied. A panel
approximately five feet by five feet would
not need a very large plating tank. Paraf-
fine paper applied with a carbon graphite
coating perforated at ribs and beams would
give the plating its shape. The perforation
would allow nickel to fasten to the frame-
work.

By properly placing the anodes in plating
tank nickel could be deposited thicker near
ribs and beams where strength is needed
most.

AERONAUTICS

BPRPPPPPPPPPPPPPPP PPP PPP PPP PPP PP PPP PoenrsnS

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
ane Channel
In 1910:
The First Circuit de 1’ Est

In 1911:
The Paris—Rome Race (lst and 2nd)
The European Circuit (1st 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
etc., etc.

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 - - during winter
Hendon, near London

September, 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 J.-P, Barbox

@ 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

Hotel Cumberland

NEW YORK
Broadway at 54th Street
“Broadway” cars from Grand Central Depot in 10 min-

utes, also 7th Avenue cars from Pennsylvania Station

Headquarters for
Aviators and Auto-
mobilists.

New and
Fireproof

Strictly first class,
Rates reasonable.

$2.50
With Bath

and up

Send for booklet

Ten Minutes’ Walk to Thirty Theatres

H. P. STIMSON

Formerly with Hotel Imperial

September, 1912

He oFestocfoogongoofe ofoofeoge Googe fo ofe fo ofe ofooforfe oho feof forte ofocecdoeh

: ofe
$ NAIAD™ 4
Aeronautical Cloth

Manufactured Especially for

Aeroplanes

Light, Strong
Air-Tight and
Moisture Proof

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS
101 Franklin St., New York
ap oe oe ofp op Go oegonp qo noctie shee ofp of ofp he of eho soa ao oafodipaog

eo cBooGe fo oho ofe oe a oe ofa oo ofa oho fo ofa ofe oho ofe oho oho oho ohooh ohooh,

i i i ee a i ee)

25% with order
25% C. O. D. and

interest.
Model E, 4 cylinder 50H. P................... $1,200
oh F, 6 oi (Oa nen een ee 1,600
G, 4 TOS sheet ee 1,500
H, 6 ss LOD NE seen ueeen ees 2,000
J, 8 LAO eS Ore et ee 2,500

Complete with radiator and propeller
FULLY GUARANTEED

¢ The exhibition men admit there is lack of good aviators with
good planes for the great number of country fairs, resort

programs and reunions the next few months.

We know of a number of good fliers who haven’t quite
enough of the “necessary”? in pocket to geta good engine.
This is their opportunity.
“make good.”

And there are others in that position.
A first class, reliable engine is all they need to ‘

. MONTHS TO PA

Provided Order is
<received before

(September 30th

50% in 6 months at 5%

HALF THE
PRICE OF A

It?s}2

One new man cleared $10,000 with axiyarek. Maximotored Curtiss at Spokane.
his MAXIMOTOR in 3 months. Se CIAKERS One of many hundreds of Maxi-

Why can’t you? DEPT. 8

DETROIT

motored flights the world over.

In answering advertisements please mention this magazine.

AERONAUTICS

September, 1912

By buffing, skin friction would be reduced
to a minimum and the plane would be made
invisible at a reasonable height. In sum-
marizing, a metallic covering of this sort
would be positively airtight, very light, fric-
tionless, easy to repair, impervious to the
corrosive action of the sea water and as
durable as any to date.

EDWIN J. BACHMANN, Jr.

LS EEE:
Rudder wire TR ~

PG
flovaror wire } ON .

|

QERTISH RERONAUTICS

The official Patent Office report, just pub-
lished for 1911, gives a total of 360 aeronau-
tical patents issued during that year. These
are divided according to the odd classifica-
tion employed, as follows:—balloons, 10;
flying machines, 122; airships, 79; aero-
planes, 149. As is well known, aeroplanes
may be found under “airships,” etc.—a
ridiculous method!

AERONAUTICS

Page 94

September, 1912

NS, Genetalo

SCOTT WINS MICHELIN $5,000.

R. E. Seott, a former U. S. Army lieutenant
has won the Michelin $5,000 prize for bomb
dropping, which competition closed the 16th of
August. He has been able to make 50%
hits with his device, of which a full descrip-
tion was given sometime ago in AKRONAU-

TICS: In this: last trials ‘abroad he put 8 out
of 15 in a target from a height of 3,000 feet. During
all the trials a French Wright was used, of huge spread,
with Renault 70 h.p. engine, driven by Gau-
bert.

The English papers curiously enough have
not discovered that the prize has been won—
but one mentions the fact and does not give
either Scott’s name or his nationality. How-
ever, one remembers one or two Olympic
games.

The French Club
firmed’’ the award so

has not “officially con-
it may yet be possible
to find that the winner wore his cap back-
ward or fractured some other technicality of
the rules; if he were a German a lynching
would more likely be the proper thing.

$24,000 PRIZES AT CHICAGO MEET

After the international race at Clearing, IIs.,
near Chicago, on September 9, the Chicago club
has arranged for a meet from September 12 to
21, divided between Cicero field and Grant Park
on the Lake front, where last year’s meet was

held. The Grant Park events are for hydro-
aeroplanes.

The total of prizes amounts to $24,000, divided
as follows:

DURATION
Horsaeroplaneshe) 0 davSocirecaiicie cle net: $9,000
Horshydroaeroplanes; soudaysenericec oem 1,000
SPEED

Biplaneweiandicap eled avereernceecerceccent 575
Biplane Passenger Handicap, 1 day...... 575
Monoplanes Elandicap,) al daiyysose ee ones 575
Monoplane Passenger Handicap, 1 day.... 575
Biplaness Scratch eladayeseorecce eosin 575
Monoplanéesmecratch, didayne. cee ccemeoloos 575
AllMtypesmHamadican,weldalyerneie eerie 1,150

OTHER CONTESTS

Landing Motor Off, from 1000 Ft., 2 days.. 600

Flag Landing from 1000 Feet, 1 day...... 300
Mail Delivery in a Net, 2 days............ 600
Quickest1G etaway,mledaynee deemed cece 300
Bomb Dropping at Target, 2 days........ 600
Undivided Meake iron) Prizeu-seeeeeeeeeeer 1,000
Figures Hight for Hydros, 5 days ........ 1,500
Handicap Crib Race for Hydros, 5 days .. 2,000
Steeplechase for Hydros, 5 days.......... 1,750
SPECClAlLMPLIZES Seis oe eae Ae eee 1,750
MOG ralete ciate loleteierarayeverenee Cire $24,000

The duration money is in general, divided

daily on certain days pro rata for total number
of minutes in the air during official flying hours.
The hydroaeroplane—pilots obtain their money
pro rata on basis of number of events completed.

For the handicapping events, an entrant must
first enter a trial to determine the relative speed
of his machine with a certain standard set by
the contest committee. In the actual contests,
competitors will start in succession, according
to the amount of the time handicap, and these
contests will be run off in heats. These will be
over a course of 20 kilometers, except the ‘‘All
Types,’’ which is over 40 kills.

In the ‘Flag lLanding’’ contest, the ob-
servers approximate the altitude and signal the
aviator to stop his motor; the nearest to a mark
wins.

The hydroaeroplane events will be held about
‘“‘pylons’’ established in Lake Michigan between
the shore and the ‘“‘4-Mile Crib.’’

In the “Steeplechase,” the hydros will have
to jump the hurdles, touching the water be-
tween each.

The special prizes cover the longest 2-man
flight during the meet, the longest 3-man flight,
and 4-man flight; the greatest number of pas-
sengers, all at least 125 lbs. weight.

GORDON BENNETT ’PLANE RACE

The actual entrants in the G-B race may not
be completely Known until 24 hours before the
race, as, according to the rules, the names of
the pilots need not be announced before. Fol-
lowing are the entries of the countries, with
names of pilots so far as known:—

France—3 machines.

Jules Vedrines (Deperdussin)
Maurice Prevost (Deperdussin)

André Frey (Hanriot)
Belgium—3 machines.
England—2 machines. Probably white and

another.
Holland—1 machine.
Switzerland—1 machine.
America—3 machines.

But one American machine will likely appear,
the Burgess monoplane. It is expected that De
Lloyd Thompson will be the pilot. Thompson is
a recently ‘‘breveted”’ pilot and thus far has not
even been in the Burgess machine. It is a feat
for the expert to fly a pure racing model, let
alone more or less of a novice. It would be the
sheerest luck should America succeed in retain-
ing the trophy. It is not unlikely that at least
one of the French machines’ will break all
speed records up to 200 kilometers in this race.

Edson F. Gallaudet sometime ago had the
misfortune to smash his wonderfully .fast
“Bullet”? and there has not been time to rebuild
it. No other constructor has offered a machine
under the Aero Club’s proposition to pay $10,000
for each 100-mile-an-hour machine produced in
America,

Vedrines in his trials has made 106.4 miles
an hour over the same distance of 200 kilo-

meters.

The site for the G-B aviation race has been
selected at Clearing, Ills. Thirty circuits of a
6.666 kilometer (4.142 miles) course will make
up the required 200 kilometers. <A _ strip 400
feet wide around the pylons has been prepared,
it is claimed by the A. C. of Illinois, on which
*planes can alight anywhere.

The course is generally in the form of an
ellipse, all the angles, 6 in number, being of
120 degrees. There will be no admission charged
for the event.

IMPORTS AND EXPORTS

For the 12 months ending June 30, 17 foreign
machines were imported into the U. S. A. ata
valuation of $59,713. Of these, 11 were sent
back again, valued at $35,831. Domestie ex-
ports totaled 2 in June, $3,100; and 29 for the
entire 12 months, $105,805. Three foreign ma-
chines remained in the warehouse or in bond
on June 380, valued at $11,423. It will be noticed
that domestic exports far exceeded imports of
foreign aeroplanes. Patents are applied for in
the U. S. A. and foreign countries.

AERONAUTICS

September, 1912

FF FA PS " Far a! rela la Vea aes
WEMEGEEERERELEGE ELH E GEO EGE DERM
;

$ : This Line Lead

: : is Line Leads

&, & ~ Veteran aviators, manufacturers and all having

RZ &. to do with navigating the air, acknowledge the

o 2, superiority of products bearing the Goodyear

& Ke Trade Mark.

2%, e y O O ors & Whether on Balloons, now built complete by us,

2 Ke or on Aeroplane fabric and accessories it stands

&, Ka for longest service-greatest safety. Because Good-

Ka year quality is founded on years of experience.

* ‘“c . 99 rs Goodyear Rubberized Aeroplane fabric neither

% Always in Front % shrinks, stretches, mildews nor rots. It is the

* . only fabric that is weather-proof in fact. This

e . fabric, with Goodyear Aeroplane Tires and

ee e Springs, comprises the equipment adopted by

* >. practically all nationally known air-men and

« In casting about for the best aeroplane makers. Le

2 oes : e Write for attractive booklet describing

* there is in a high class motor— * -

5 one that has withstood every test—the S = :

¢. discriminating buyer will make no ¢ OOD AR

”* . * m ce fs s ieee

mistake in adopting the Frontier.”’ x a Akron, Ohio

* 7

* $2 * BALLOONS

2 ¢ AEROPLANE ACCESSORIES

+ *

% See the flights being made by * Goodyear pneumatic tires are guaranteed when filled

2g. P “ & with air at the recommended pressure. When filled with

x Beatty with the Frontier % The Ge, fy air our Tire & Rubhe c

yee ms

os . e Goodyear lire ubber Co.

ws = s

. Model A-Motor at ¢ AKRON, OHIO

~— S Da Branches and Agencies in 103 Principal Cities.

"4 ° e o.

+ Mineola, L I > We Make All Kinds of Rubber Tires, Tire

¢ e Accessories and Repair Outfits.

2 + Main Canadian Office: Canadian Factory:

2 * Toronto, Ont. Bowmanville, Ont,

* FRONTIER FACTS *

@ Abundant power. ¢ KAIIIIIAA IKARIA IAAI III I IAD
*® Perfectly balanced. ee * *
* « * EVERYBODY CAN FLY +
% Imported ball bearings throughout. ¢ t of
¥ Runs without skipping with equal and ¥ a3 Learn how at the x.
* constant power. ° ‘ *
&% The highest gr ae ; ati :
¢ e highest grade materials obtain- * * oisant viation cnool +
Bd able are used in construction. * ‘ t
Be 5 End : Cesar 7a . *
< Four-cycle, eight-cylinder, V’’ type, . : At Hempstead Plains, L. I. *
¢. water-cooled cylinders. * * *
¢ « + : *
oe ¢ * : ; *
<i + *« Well-known Moisant School Graduates licensed Pe
‘ 2 & * by The Aero Club of America.

2% Send for Catalogue e x t
= rae ; >a : ; * * Most of our Licensed Pilots Employed by us. a
% giving detailed information regarding % Ooh *
pg oh - ; pe l fon nl - . Miss Mathilde Moisant Mr.S, S. Jerwan of
this superior power p ant ee re % Mr. Harold Kantner Mr. M. F, Bates *
@ navigation—the final achievement of © + Mr. F. E, DeMurias Mr. J. Hector Worden #
< two years spent in designing and ‘ i. Capt. G. W. MacKay Miss Harriet Quimby Pf
¢, experiments. + x Mr. Francisco Alvarez Mr. Jesse Seligman *
2 KA P Mr. Clarence de Giers *
* «x x
% % x MOISANT MONOPLANES USED *
~¢ * *
% F * | W k * * For Handsome Illustrated Booklet Address *
¢ Frontier lron Works % < *
% % * ° *
* < * The Moisant
: BUFFALO, N. Y. = : *
ls © * International Aviators {
« E. J. WILLIS CO., New York Agents U. S, Rubber Building ‘
% ie aoe enece % ¥ Broadway and 58th St., New York City {
& %
CELE LEECEE MELEE EERE EE GELS, WARE RRR RRR RY

In answering advertisements please mention this magazine.

LEEEE EEE EEE EEE EEE EE EEE EEE EE ECTS EEE Ee

Monoplane Flyers

Sel bbb ete teehee tebe tetetestete ted decode cde desde choco oho fe oho che fo oho foo oho cho ofa cfe cho feofocfo fe ofocfe oho oe oho oho oho ohe of oho oho foe

i

AERONAUTICS

Are in Demand

HERE are more competent biplane flyers than there are positions

for their services. There are less good monoplane flyers than

there are positions. This is the time to earn the big money in

flying monoplanes. In exhibitions the monoplane commands from 70 to
100 per cent. more compensation than the biplane. In the

SLOANE SCHOOL OF AVIATION

monoplane flying is taught on a genuine famous Deperdussin Machine.
The course is an exact duplicate of the course as it is taught by the
Deperdussins at Rheims, France.
The tuition for the full
fee is $30 course

If the pupil completes the course without breakage 10 per cent. of
the tuition fee is refunded. A guarantee of $250 for breakage is required,
which also is returned at the completion of the course. The pupil is
made competent to comply with the most rigid license test and the
course is not considered completed until the pupil obtains his certificate.

INo bond of any kind is required when the pupil flies for
the license.

Of the seven pupils who entered the school during the first
month one was certified as proficient after three weeks of the course.
He finished without any breakage whatsoever.

Visit the school. It is located on the famous Long Island flying
field near New York.

Deperdussin Monoplanes 2.°: :¢%* “70%

in the world. Hold 90 per cent. of the world’s records.

Caudron Monoplanes are safe and tremendously

speedy.

e
h : oe
Anzani Motors old the unique record of giving eae

speed, reliability, efficiency and safety.
fatal accident during the year has occurred with an Anzani Motor.

WIRE ’"PHONE WRITE
"Phone 5421 Columbus

Sloane Aeroplane Co. 113 'brsiva, n'¥ cy

In answering advertisements please mention this magazine.

¢

September, 1912 —

ep eee odode ph eee tee

PPE Ee eee eb teele teed feed ofe nfo fo hecho he oho ho oho fe oho font oho fe oho fe oho co oho oo of oooh foafodio deat ofocfocfoage

:
:
t
:
i
i
|

AERONAUTICS

Page 95

September, 1912

G-B BALLOON ELIMINATION.

_ Captain H. E. Honeywell, in the varnished
eotton balloon ‘“‘Unele Sam’’ made by his own
factory, the French-American Balloon Co., with
Roy F. Donaldson as aide beat their nearest
competitor by 264 miles in the elimination race
to select the American G-B team. They landed
at Manassas, Va., after being in the air some 35
hours. The first three have been named to
comprise this team.

Following is the first publication of the
official standing of the contestants.

“Uncle Sam,’’ (80,000) Capt. H. E. Honey-
well and Roy F. Donaldson, to Manassas, Va.,
914 miles, dur. 35 hrs.; 50 m.

“Kansas. City II,” (78,000), John Watts &
Geo. E. Quisenberry, to Willis, Mich., 650 miles;
Gur 25 hi. 32° m:

“Drifter,’’ (65,000), Albert Holz & Charles
Trautman, to Calhoun, Wis., 449 miles; dur.
ihe 4:3) m.

“Million Pop. Club II,’”’ (78,000) Paul Mc-

Cullough & John Hart, to

Spring Green, Wis., 377 miles; dur. 15 h. 16 m.

“Million Pop. Club I,’’ (80000), John Berry &
Albert Von Hoffman, to Wadden Grove, Ills.,
347 miles; dur. 10 h. 30 m.

“‘Goodyear,’’ (78000), G. L. Bumbaugh & Ralph

H. Upson, to Polo, Ills., 342 miles; dur. 10 h.
47 m.

“Cole,’’ (80000), Dr. L. E. Custer & Andrew
Farrell, to McGregor, Ia., 330 miles; dur. 9 h.
is my,

The Uncle Sam landed not far from the old
Bull Run battle field. Its occupants estimated
they had covered an actual distance of about
twelve hundred miles.

The balloonists landed here for fear they
would continue on into the Atlantic Ocean.

Neither Captain Honeywell nor his aide had
a wink of sleep during the thirty-five hours
they were in the balloon. They had food to
last many days and they left with the farmer,
who was first to greet them on their descent,
what remained of their provisions.

“Did you ever hear of using ice cream for
ballast?’”” asked the captain. ‘‘Well, that is
what we used; for we had several gallons when
we left Kansas City and what was left next
morning we threw overboard.

“We had plenty of good things to eat en
route. As a stove to heat soup, we put lime
between two buckets and then slacked the
lime. While passing over Chicago at noon
Sunday we had our midday meal, canteloupes,
soup, boiled eggs, cold tongue, coffee and grape
juice.”

AERO SOCIETY LECTURE SERIES

The Entertainment Committee of the Aero-
nautical Society has mapped out the following
program for the next three months:

September 12th—Technical Lecture, second
in series of hydroaeroplane course: Capt. W.
Irving Chambers, U. S. N., in charge of Navy
Aeronautical Bureau, lecturer.

September 26th—Address and Reception. B.
F. Yoakum, chairman of the Santa Fe Railroad
lines, or William McAdoo, the tunnel builder,
will be the distinguished guests.

October 10—Technical Lecture, third and last
in the hydroaeroplane course. IPTOfs peAnerAG
Merrill, lecturer om aeronautics at the Massa-
chusetts Institute of Technology, or Lieut. T.
G. Ellyson, U. S. Navy Aviator, will be the
lecturer.

October 24—A general entertainment will be
arranged for this evening.

Further features wil be announced when the
Committee has formulated its plans.

DYOTT IMPORTS CAUDRON:

The first Caudron monoplane, one of France’s
miniature machines, to be seen in America is
being brought over by George M. Dyott, the
Deperdussin flyer. His connection with the
Sloane school has been served and it is prob-
able he will start out for himself with the
Caudron and a couple of Dep. copies he has
made. The former will have one of the new
three cylinder ‘“‘Y’’ Anzani motors which gives

a speed of 65 m. p. h. As pilot of the Sloane
school he graduated two pupils and started
several others along. Among these is L. W.
Bonney, a former Wright flyer, who now is in-
structor for John E. Sloane.

BALLOON ASCENSIONS.

5 iag. 26. A. Leo Stevens and Mrs. James
Young, flew from Brighton Beach over Long

Island. to Northport, in a miniature hydrogen
balloon of 8,500 cubie feet.

Aug. 21.—Five ascended in a balloon at Ven-
ice, Calif.

Fittsfield, Aug. 2.—J. J. Van Valkenburgh
and William C. Hill to Mt. Adams, Rowe, Mass.
Alt. 9840 feet.

St. Paul, Ind., Aug. 10.—D. L. Dennis made
his eighth ascension during his home coming.

Kansas City, July 27.—H. W. Jacob piloted
the “Kansas City III’ with Dr. Milo HE. Hart-
man and Miss Violet Davis 22 miles to Smith-
ville, Mo., after the two latter were married in
the balloon.

Omaha, Neb., May 8.—Lts. F. H. Bohen,
D. L. Roscoe, C. A. Rrafo, Karl Drushill, with
Wm. F. Assmann as pilot in a government bal-
loon. Hydrogen ascent.

DEATHS.
Brooklands, Eng., Aug. 3.—Charles L. Camp-

bell (Bristol biplane); “‘stalled’’ his machine;
“error of judgment.’’
Salisbury Plain, Eng, Aug. 13.—R. C. Fen-

wick in a ‘‘Mersey’’ monoplane of his own con-
struction, which, since his death, is alleged to
have been faulty in construction.

Munich, Bavaria, July 27.—Fischer and his
mechanic Kugler.

Bourg-en-Bresse, France, July 15.—Oliviéres.

Lamar, Colo., Aug. 22.—George Thompson,

of Denver, killed when machine struck tree.
Doeberitz, Germany, Aug. 6.—Sergeant Lach-
mann died from effect of fall on July 23.

INCORPORATIONS.
Benoist Aircraft Co., St. Louis, Mo., $50,000;
Tom W. Benoist, J. C. Henning and A. Cassidy.
Aeronautical Aerodrome of Manhattan, New
York; $10,000; L. S. Burridge, Louis R. Adams,

E. D. Anderson.
Empire Aerial Navigation Co., New York;
$100,000. John C. McGreevy, Hornell, N. Y.;

Wm. C. Clark, 90 Hamilton Place, and John A.

Neville, 1 Greenwich Ave., N. Y. City.
Atwood Park Aviation Co., Boston; $100,000.

Albert C. Day, Henry P. Mason and Owen

Goldsmith.

Blondin Safety Aeroplane Co., Los Angeles,
Calif. Organized by Joseph A. Blondin, a vet-
eran balloon man, formerly of Albuquerque,
N. M.

Shreveport Aeroplane Co., Shreveport, La.,
SAOO00 = Co CAL Rerian ed.) 5. Herold) andi. (A.
Phelps.

Prowse Aeroplane Co., Hopkinsville, Ky.;
$25,000; C. O. Prowse, Lee Ellis, G. E. Kolb,

R. E. Cooper,.George Boddie, L. E. Fowler, and
others.

Peekskill Hydroaeroplane Co., Peekskill, N. Y.;
$12,000; Amos Purdy, Julius Brown, Alexander
Brule, E. Y. Loomis, Albert Von Wittering.

ON MISS QUIMBY’S DEATH

In further support of Earle L. Ovington’s
fiindings in the wreck of Miss Quimopy’s Bleriot,
statements in aflidavit form are made by two
other witnesses who were with Mr. Ovington
when he made his ecvamination, agreeing that
one of the control wires leading to the rudder
was caught over the lower end of the lever
which warps the wings and ‘‘that this wire was
unhooked by Mr. Hardy,’’ the mechanic, in their
presence. Miss Quimby’s death has been as-
ecribed by T. B. Brooke, of Chicago, to one effect
of gyroscopic action. None of the observers
wahine opinions were printed in AERONAU TICS
eoincided with that view, and all were experi-
enced flyers and were on the ground and ought
to know.

Glenn H. Curtiss has gone to Europe—says
there is a great field there for hydroaeroplanes.

AERONA Ce

WHAT HAPPENED TO VANIMAN.

The makers of the bag of the Vaniman air-
ship, the Goodyear Tire & Rubber Co., whose
president, Mr. Seiberling, was the generous
financial backer of Vaniman’s experiments, have
made an exhaustive inquiry into the causes of
the fatal accident. :

No definite cause can be determined. Out of
all theories the most plausible is that the sus-
pension ropes broke when the dirigible was
2500 feet high. The detailed report of the Good-
year Company says:

“This theory has not to our knowledge been
advanced before, but it would explain all the
observed facts and has strong evidence to re-
commend it. The size rope used for supporting

the car gave a nominal safety factor of about
three, and they had been tightened up much be-

yond their proper allowance. We have it from
two of the mechanics that these ropes had been
breaking frequently when simply standing in
the shed. If two or more happened to break at
once, the others would speedily follow suit, thus
throwing all the strain on the bottom fabric,
tearing it open and ripping the whole bag from
the car.’’

Other theories seem not so plausible. (1) No
evidence of an explosion from tanks or engines;
gas over 80% pure; no signs of fire on part of
the bag. (2) No evidence of rupture of bag

from inherent weakness or rot; fabric had a
safety factor of 8, built to stand pressure of

8 inches of water when but 1 inch was speci-
fied: all seams triple reinforced and no seams
strained as near as could be found. (3) Pro-
pellers slow speed and their breakage im+
probable.

The wreckage was raised and every possible
examination and test was made. The company
is enthusiastic on the dirigible subject and
looks for development here equal, at least, to
that abroad.

NEW PILOTS.

144 Victor Los
December 31, 1911.

145 Oliver G. Simmons,
April 1 and 5-18-12.

146 William H. Hemstrought,

Carlstrom, Angeles, Calif.,
Wickatunk, N. J.,

Hammonds-

rant, INfs Meo diwhie aisha plp

147 Henry lL. Hattemer, Marblehead Bay,
Massie Ulyaadio. el Oltae

148 Katherine Stinson, Chicago, Ill., July 19,
IAS

149 W. Irving Twombly, Hempstead, L. I.,
July 23, 1912:

150 John F. Gray, Marblehead Bay, Mass.,
July 7%, LOAD:

151 Lieut, Wm. C. Sherman, U. S. A., Col-
lege Park, Md., July 20, 1912.

152 Lieut. Harry Graham, U. S.. A., College
Park Midi iulvec0s Giz

153 Capt. Frederick B. Hennessy, U. S. A.,

College Park, Md., July 238, 1912.

154 Corporal Vernon S. Burge, U. S. A., Ft.
McKinley, P. I., June 14, 1912.

155. Lt. Moss L. Love, U. S. A., Ft. McKin-
Ley, we whee Lotta.

156. Chauncy M. Vought, Cicero Flying Field,
Chicago, August 6, 1912.

157 William Bouldin, 3rd,
N. Y., August 9, 1912.

Garden City Lav.

Chicago, Aug. 30, 1912.

Some of us who are members of the Illinois
Aero Club appreciated your recent reference to
a certain millionaire who is wasting his money
on freaks.

R. M.P.

Hurrah for your editorial on supported
freaks! It is a shame that this is the case
here in Chicago almost exclusively.

A. BE. S., member A. C, I.

September, 1912

(ERONAUT

BUBSCRIPTION $3.00 YEARL

Published Monthly by
Aeronautics Press, 250 West 54th Street, N. Y.
CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS

A. V. JONES, Pres’t — — _ ERNEST L. JONES, Treas'r-Sec'y
ERNEST L. JONES, Editor — M. B. SELLERS, Technical Editor
SUBSCRIPTION RATES

UNITED STATES, $3.00 FOREIGN, $3.50

ADVERTISING REPRESENTATIVE:
E. F. INGRAHAM ADV. Co., 116 NASSAU ST., NEW YORK

No. 61 SEPTEMBER—1912 Vol. 11, No. 3

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

AERONAUTICS is issued on the 30th of each month

All copy must be received by the 20th. _Advertis-

ing pages close onthe 25th. :: cf it

Make all checks or money orders ee of eachaniee
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. AA

AERONAUTICS is always glad to have
articles reproduced, in whole or in part, pro-
vided credit is given. Among most news-
papers and periodicals there exists a sense
of propriety and honor. Where one paper
originally prints articles of enough value to
be republished with credit by competitors,
the original publisher may feel flattered.
The publisher who takes articles and prints
them word for word is a thief. The
Peoria Journal in one day printed two art-
icles from AERONAUTICS verbatim. Nota
line of credit can be discovered. This paper
admits it was not “intended” that any copy-
right rights be violated and published the
stolen items without being ‘‘aware”’ they
“did” violate any rights.

Chicago, July 17, 1912.
My Dear Colleague:

Permit me to congratulate you on the
wonderful issue of Aeronautics dated Ju:
On page 4, under the heading of ‘“‘Avi-
ator Factories and Their Methods,’’ you
have laid before your readers some very
valuable information and gave them the
truth in nude form. This is what the
magazines pertaining to aeronautics
should have published long ago, and
thanks to you for the interest you have

taken in the game in coming forward with
it at the present time.

It has taken several months of hard
work to clean out of Chicago some of the
Fly-by-Night and Wild Cat Aviation Con-
cerns, although there are one or two still
in existence. It will be but a short time
when we will have them entirely elim-
inated.

Under the head of honest advertising,
there is something every reader, firm or
corporation, aviator or otherwise, should
co-operate with you in trying to elimin-
ate the frauds who advertise and swindle
the poor interested enthusiast cut of the
small sum he may have to contribute.

clos Baws

AERONAUTICS

7

:
;

PREP EEEEEE EEE PEELE EE EE PEPEEEEE EEE EEE EEE EES E44 4444444540

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

AMERICAN ENDURANCE RECORD

i@@- 4 Hours, 23 Minutes “Bl
at 60 Miles an Hour

Stopped on account of Severe Thunder Storm

Built of Nickel Steel and Vanadium Steel throughout

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET a : as WASHINGTON, D. C.
Sole Agents for SIMMONS Propellers

SPEPPEE EEE ob ble tebefeobebe feeb feeb feel of ofefeole fe deohe tooled ste he ste cleo of sfe oho che ofoofe choo dpa doeteae op

In answering advertisements please mention this magazine.

September, 1g12

+a

FEEEEELEEEEEEEEEE EDEL DED Aho dobbs seeheh se decbebebe bb bebdedecheheceohecfoobeobeoboobeobooboebosbosbosbob obese ecpebebebg pede

AERONAUTICS September, 1912

2

Se <<
! Sie
es : | THOMAS TRACTOR BIPLANE

PTODEL 10-AT

a= 4 THOMAS Bros BATH, Wy.

Sea

Sceace £10" 8-31-12

ee
foe
eee ee

AERONAUTIC

Patents Gone to

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. Tmia!
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
belongs, 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.
1,029,754, John R. Hendrickson, Edmonton,

Alberta, Canada, June 18, 1912. AEROPLANE.
1,030,312, Henry lLaprise, Holyoke, Mass.,

une 25, 1902. SAFETY device comprising

parachute and floats.

1,030,363, Floyd E. Whitlatch, Windsor, IIls.,
yume - 25, “1912. Automatic STABILITY by
pendulum actuation.

1,030,518, Joseph R. Machado, Vallejo, Cal.,
onmame | 25: 19122 Combined AEFROPLANE—
HELICOPTER.

1,030,542, John T. Rydberg, Garwood, N. J.,

June 25, 1912. WARPING mechanism.

1,030,764, Louis F. Bancroft, Hartford, Conn.,
June 25, 1912. AILERON stability device.

*1,030,772, David Richard Davis, Eau Claire,
Wise: —dume 25, 1912: Means of construc-
tion to allow extreme flexibility of surfaces
for AUTOMATIC WARPING.

1,030,803, Sydney Borman, Attelboro,
June 25, 1912. STABILITY device.

1,030,826, Anton Mayer, Chicago,
25, 1912. AFROPLANE.

1,030,942, John C. Telfer, Spokane, Wash.,
July 2, 1912. Tandem multi-surfaced HYDRO-
AEROPLANE.

*1,030,968, Emile Bourdelles, Paris, France,
July 2, 1912. Automatic STABILITY through
change in the angle of incidence of either wing
instantly and automatically as struck by wind
gust; wings vertically oscillatable about axis
in direction of flight.

Mass.,

Ills., June

1,030,994, Pasquale Giordano, Boston, Mass.,
July 2, 1912. AEROPLANE.

1,031,148, Attilio Ranza, Rome, Italy, July 2,
1912. Automatically—Deformable BALLOON.

1,031,230, John Wesley Batdorf, San Jose,
Cal., July 2, 1912. FLYING MACHINE.
1,031,452, Georg Korf, Hamburg, Germany,
July 2, 1912. WING; formed of feather-like
sections.

1,031,461, James P. Olsen, Jr., Salt Lake City,
Utah, July 2, 1912. FLYING MACHINE.

1,031,569, Henry Miller, Washington, Penn.,
IUivae ea, li O2e AILERON system, in which

ailerons are capable of being reefed or changed
as to area.

1,031,597, Joel N. Thompson, New Madrid,
Mo., July 2, 1912. FLYING MACHINE.

1,081,628, Maurice Ferdinand de Redon de
Colombier, Paris, France, July 2, 1912. FLAP-
PING WING model.

1,031,705, William Friese-Greene. Brighton,
England, July 9, 1912. Gyroscopically equi-

librated DIRIGIBLE.

1,031,797, John M. Janesone, Richmond Hill,
INS Ye; July 9, 1912: PLYING MACHINE.

1,031,807, Ernest Molnar, Cleveland, Ohio,
July 9, 1912. FLYING MACHINE.

1,081,840, Albert I. Crenshaw, Chicago, IIls.,
July 9, 1912. AEROPLANE with fan-shaped

main surface.

Page 97

September, 1912

Issue

1,031,904, Bernard
INiewe York) Ne Yon July 95 W912"
device in which ailerons are
operated by air pressures.

1,031,950, Ralph R. Essig,
Che RIN iB One

1,022,050, Harry

Montgomery Beskow,
STABILITY
automatically
Canton, Ohio, July
Houlette Elliott,
Kans., July 9, 1912. PROPELLER.
1,022,098, William Edward Joseph
London, England, July 9, 1912.
CHINE.
1,022,16:
iter OL

Lawrence,

Vavasour,
FLYING MA-

Sorensen,

2 eNilesi C. Chicago, Ils.,
912. PROPELLER.

(

1,032,233, Francis Nyilas, New York, N. Y.,
July” 9, 192: STABILITY device which a

pendulous weight hangs below the C. of P.

1,032,394, Bradley A. Fiske, The United States
Navy, July 16, 1912. Method of and Apparatus
for Delivering Submarine Torpedoes from air-
craft.

1,032,587, Spencer M. Brown, Portland, Ore.,
July 16, 1912. AEROPLANE.
1,032,651, Frederick Brackett, Washington,

IDS KOR, dhbdhis als aken le
Flying Machines.

1,032,699, Charles J. Payne, Philadelphia, Pa.,
July 16, 1912. Means for universally mounting
PROPELLERS each driven by self contained
gas turbines.

1,032,729, Jesse W. Baker, Pittsburg, Pa.,
July 16, 1912. PROPELLER BLADE weighted
at ends and with concavity at ends at an angle
to plane of rotation.

1,032,744, Lemuel S. Cunningham,
Wash., July 16, 1912. ORNITHOPTER.

1,032,812, John Casap, New York, N. Y., July
16, 1912. FLYING MACHINE.

*1,032,852, Gottlieb U. Muller, Philadelphia,
Pa., July, 16, 1912. STABILIZING apparatus
using magnets and means for oscillating to
energize simultaneously one fixed and one
movable magnet, etc.

1,032,868, George
Pas wuly G5. 1902?

1,032,966, Michael Todisco,

Apparatus for TESTING

Clinton,

E. Thompson, Pittsburg,
FLYING MACHINE.
Brooklyn, N. Y.,

July 16, 1912. PARACHUTE safety attach-
ment.

1,032,967, Leon Trixler, New Orleans, ar,
July 6s godin: HELICOPTER-AEROPLANE.

1,032,976, Jens Wulff, Erwin, S. D., July 16,
1912. AILERON system.
1,033,148, William A. Bond, Lynn, Mass., July
Za 192. LAUNCHING DEVICE for Flying

Machines.
1,033,155, Bessie W. Compton, Raywood, Tex.,
July 23, 1912. PARACHUTE.

1,033,186, August Merckens, New Waonaie, ING, MGR
July 23, 1912. AIRSHIP.

1,022,234, Charles Ehlers, West Hoboken, N. J.,
July 23, 1912. AIRSHIP.

1,033,287, Gustav Staib, Port Richmond, N. Nis

July 23, 1912. AHROPLANE.

1,033,399, George Heylman, North San Diego,
Gale dulya23) 19120. AMREAL, TOY:
1,033,452, Pehr A. Nilson, Philadelphia, Pa.,
July 23, 1912. FLYING MACHINE.

1,033,460, George T. Peay, Jr., Provo, Utah,
July 23, 1912. HELICOPTER.

Robert Ross Zell, Birmingham, Ala.,

1912. FLYING MACHINE.

1,033,646, John W. Wilson, Boston, Mass., July
23, 1912. In an AEROPLANE, means for flex-
ing one or more tail elevators about an axis
oblique to the perpendicular, independently
or simultaneously; means for tilting main
supporting planes about axes oblique to per-
pendicular and also about axes approximately
parallel to longitudinal axis of machine.

1,033,710, John J. Lauer, Alturas, Cal., July 23,
1912. GYROSCOPIC device for changing
angle of incidence or tilting planes around
axis parallel to longitudinal axis of machine.

1,033,827, Thomas F. Pearson, Billerica, Mass.,
duly? 30), 1912: HELICOPTER.

1,034,042, Isaac Henry Storey, Ambleside, Eng-
land, July 30, 1912. SUPPORTING Surface
of Annular shape.

1,023,510,
July 23,

AERONAUTICS

Wright Hydroaeroplane School
now open at Glen Head, L. I.

Wright Flyers

1912 Models

In addition to those features which in the past have
made Wright Flyers famous for efticiency and reliability,
the new models can be furnished with Automatic Con-
trol, Silent Motors, and Hydroplanes. These speci]
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. Reliability means dollars to
the exhibitor.

Wright Schools of Aviation

_ Training consists of actual fiying, in which the pupil
is accompanied by a competent t-acher. 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. 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

Our Schools at Dayton and New York are 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.

And a score of others

Write for Particulars

THE WRIGHT COMPANY
DEPT. A DAYTON, OHIO

September, 1g12

AVIATION IN THE MANOEUVERS
During the extensive Regular Army and
National Guard Manoeuvers in Connecticut and

New York State, August 10-17, the Signal Corps’
Burgess and the Glenn Curtiss, two in all, were
used in practical ways for the gaining of infor-
mation. There was a second Curtiss, flown by
Beckwith Havens, a member of the N. G.
Havens is a recent recruit and has had no mili-
tary training, so that he was unable to furnish
much information. The Corps’ Curtiss was
flown by Lieut. Milling twice on the one day
it was used, flying 43 and 53 minutes respec-
tively. Engine trouble was experienced. Mill-
ing and Lieut. Geiger tried a passenger flight
but gave it hurriedly up.

The new Burgess tractor had been accepted
by the Signal Corps and Lieutenants Arnold

and Kirtland attempted to fly it from Marble-
head to the general headquarters of the
manoeuvers at Stratford, Conn., a distance of
around 114 miles via water route. Thirty
miles were covered, landing at Duxbury.
Starting from here again on Aug. 13 a mis-
hap occurred seven miles further, at Plymouth,
and the machine was damaged and _ shipped
back to the factory.

On August 12, 13 and 14 Foulois and his Bur-

gess was attached to the Umpire’s staff at
general headquarters. On the first day he
was given a triangle to reconnoiter, around
New Haven, Derby and Stratford. He was up
1 hr. 7 min., and attained an altitude of 3800
feet. A great mass of information was obtained
as to the location and disposition of the op-

posing forces, the Reds and Blues.

On the 13th he was up 1 hr. 32 min., recon-
noitering the territory included in the triangle
of Stratford, Zoar Bridge and Sandy Hook
railroad station. Milling, in the Curtiss, was
up 43 minutes and covered Stratford, Derby
and Long Hill. Again Milling ascended and
covered in 53 minutes approximately the same
territory as Foulois. On the 14th the territory

was Stratford, Derby and Redding Ridge. On
this day Foulois had engine trouble and was
foreed into landing near Derby in one of New

A broken skid was
flight made back to
following days the

Iingland’s miniature fields.
quickly repaired and the
Stratford. On the two
weather was bad.
Beginning the 17th, Foulois was assigned to
the Blue army, which was on the move and
reports had to be made to the commander
along the roads. This was a busy day. He
left camp 6:20 a. m. and flew over into New
York State landing at Brentin 7:20. Left 10
minutes later, reporting to Commanding Gen-
eral of the Blues a mile east of Bethel at
7:55. Scouted arcund the Newtown ridge as
far as Cold Spring from “8:35 to 9:15 Jas ame
At 19:39 made reconnaissance over both forces,

landing 11:10; sent report to Commanding
General by messenger who was on the spot
When he landed. He found the Red army on

trip and was ordered up again,
heavy ‘“‘fight’’ on for the hold-
He found the Blue

his previous
es there was a
ing of the Newtown ridge.

forees heavily invelved and coming back took
the only landing place that could be discovered,
a tiny bit of a stony field.

Here the officer waiting got the information
jvst before the Reds came up and captured
the machine at 12:10. From here Foulois flew
hack to the camp at Stratford, arriving 12:35.
The total time in flight this day was 2 hrs.
50 min.

During all the

flying, the minimum altitude

allowed was 2000 feet. A recording barograph
was ae necessity. Over all this territory

there is scarcely to be found an acre of ground
which is not built upon, heavily wooded, rough
farms er swamps. The Danbury, Naugatuck,
Saugatuck and Housatonic “rivers” are
streams with high and rocky banks, running
at times through deep ravines where a_ buz-
zard would find it hard to save hitting his
wings. This whole country is hilly, rough
end rugged, as far as furnishing aerodromes
is coneerned. On one occasion Foulois cork-
screwed his way through a hole in the trees
to a doll size field and to keep from annoy-
ing the Forestry Service, ‘“‘pancaked,’’ and then

stuck his tees (skid tips) in the ground to
stop further progress.

And Congress won’t grant any money for
aeronautics, and has killed the bill to in-
crease the pay of officer-aviators.

AERONAUTICS

September, 19i2

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 Wittemann’s. All motors guar-
anteed. 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 Sa. P.O. New York

AEROPLANES
—_-

Silk Dirigible, Complete, with Tent,
Will Sell at Low Price

=.

In answering advertisements please mention this magazine

AERONAUTICS September, 1912 A
= = — — —————— ee \

eGoefoedpefacfoefoeZe of eGo eGo eGo ofechoefceFooo he ioc fe cho eGo ose ofo of ofoode ole ofoefe ofa ofa change oferforte

Coming Events

Cast your shadow towards the

King of Attractions

HARRY BINGHAM BROWN, English Pilot

Elevating

FREDERICK RODMAN LAW

In his WRIGHT AEROPLANE to
a height of 4,500 feet, disposing of his
human freight at a dizzy height, who
descends by the aid of a PARA-
CHUTE.

Every click of the watcha
“THRILLER,” something worth
going miles to see.

No other act like it in the WORLD.

MANAGERS, Booking, will do

well to address

A. LEO STEVENS

Box 181, Madison Square, New York

Sooh feed ode cfe fe ofe eho oho oho ofe of oho ofe che fe che oho oho ofe ofe oho nse fe oho he he he ofe ofooge ofa che he che oho oho ohe ofa ofe fe oho Gong of oho fo oho oho oe of oe fo fe oe Goafoage ofeofe ole oho ose fe of ofe ofooge ofo che ofoofoofe fo fe ofe of ofeago che oe ofo of of of oo obo fo ofp oe oefocyy

oh ofp ofp fe ofe fe fe ofe fe ofo fe ofa ofa ofa ofa ofeche Sache ese ofechoore che ofe ofe ofe ofe ofe ofe ofo ofo efecfoego

In answering advertisements please mention this magazine.

AERONAUTICS

OPI III KAKA II IIIA IIA AAAI AIA IAT
pd

ket

200° to'480

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 ou
workmanship, material, and_fin-
ished machine to be superior 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
oS

50% to 75%

NOW AT
NASSAU BOULEVARD
FOR INSPECTION

AND

DEMONSTRATION

See Our Machine at the Show
TELEPHONE APPOINTMENT

677-L Tompkinsville
*1200 icc to $4800:
Rex Monoplane Co.

SOUTH BEACH, S.I.,N. Y.
SOOO TOT TTT III

Se FOO YOON OOOO OOOO OOOO ORR ROI ROO ORR Og
FRR REE ER ROP HE RHR PTR R RHR He HHH BD RR Re te te te Be Be te te FAIA AAAI ADDED DADA I IIIA ADA AAEADA IAAI AAA AAA AAAS AASAASAS SASSI ON

In answering advertisements please mention

September, 1912

Phillips W. Page Flying in Burgess-Wright Machine Equipped with
40-H. P. Sturtevant Motor

The Latest and Best principles of gasoline

motor construction, carefully tested and proved

by the foremost builders of engines in this

country and abroad, are found in the

Sturfevan
Aeronautical Motor
A. four cylinder 40 horsepower STUR-

TEVANT motor was used by Mr. Page in a
Burgess biplane flown by him during the Boston

Aviation meet. Although used in every event
during the entire meet, absolutely no adjust-
ments or repairs were made on the motor,
which operated perfectly, carrying the plane to
altitudes of over 5,000 feet. Such absolute
reliability is due to sound engineering prin-
ciples in design and superior workmanship

in construction.
Ask for Catalog No. 200 Q

B. F. STURTEVANT COMPANY

HYDE PARK, BOSTON MASS.
And Principal Cities of the World.

this magazine.

AERONAUTICS September, 1912

Complete Aviation
Power Plants

Backed by the Hall-Scott guarantee of excellence,
reliability, flexibility and power, toa greater degree
than can be found in any other motors (with equal
number of cylinders and size in bore and stroke).

, Total Entries
30% Los Angeles

,, International
1% Oakland Meet

HALL-SCOTT EQUIPPED

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.

818 CROCKER BUILDING SAN FRANCISCO, CAL.

In answering advertisements please mention this magazine.

~*~

YP

*

S

eo SZ

Y

4 D

p
eZ

a

Te
Lo,

My

YL dla
i]

/ TT ) j
i SI,
SL

——

Y

|

>

To

I

CoD

| WY
TZ

\
\y ee Y ~

N
2=

\

\\
\
\
\

LD

a /

62
Alaest Vawele

7

A

a

1
2

He

N
>
coy tat

sar

iM

ial No.
i

ad wee

Ser
Sy eS Ai “ho
SS

SiG Ree SES
, org
a

Ss oe

*

et

piace oe

1912

ee

Pgs ss

Sr i

oe

comp

ae

Ee “ye

samten
sy
ae

“

alee ES SE oe

-

wt

OCTOBER

o

a: ser

4

Geedageg thy

Not one user of a Roberts Motor had motor trouble.
PROFESSIONALS LIKE THE ROBERTS BECAUSE IT GETS THE MONEY

as
©
E
©
=
aw
a
Ln
NS

io
©
WN
o
as
Lx]
aa)
©
~~

-)
Me
o

Ay
Ww
&
fay
te

oO

~
&
ow
oO
te
o

a

O
a]
wo
n
o
S

Be

p.

~
vu
M
o

Ay
n
~
wu
o

-Q
Oo

p4

GH
°
on
on

Ԥ
&

&

S

~~

Oo

~

o

ao)

fs

were $4,915.58, excelling all other motors in this respect.

ie
ihe a ete

Aviator Jannus, winning $450.00 in one minute by carrying 3 in the Cicero Meet

Vol. XI, No.
»)

wo
CG
R=
3
o
g
®
~~
=
ea)
oe
°
~
Oo
w
a
fH
~
aa
°
G
oO
m
w
n
o
Yn
5
oO
aD

BR, hiieheA ha. AE DNAIATITICC? DDECC nF Wack CAR Chesat

October, 1912

AERONAUTICS

SaSSSSSSAAALSLDLAAALa SSD aSSHSSSSSSSHSSSSSS PITT TIT ITT CSIP 22121255154555565555555555H5555555H5H5H5HHhhHhHHSSSSSSO

Kirkham Motor

Wins Again
rm

W. T. THOMAS, M. E., A. C. G. I. O. W. THOMAS, M. E., A.C. G. I.

PRESIDENT VICE-PRES. AND SECY.

QUALIFIED AEROPLANES
AVIATORS THOMAS BROTHERS —

a MOTORS
GUARANTEED zlatt a
MECHANICAL ENGINEERS
FLIGHTS PROPELLERS

SIL DESIGNERS AND BUILDERS oF AEROPLANES ae

PPPS TTTT IIIT TPT TTT TTT PTT eee TPP PPP PPT eT eT IT ee PP Pee eT Pe eee eee eee eee

INSTRUCTED HY DROAEROPLANES
Cc. B. KIRKHAM, BATH, N. LY: September 17, 1912.
Savona, N. Y.
Dear Sir:—

You will doubtless be interested in hearing of the latest success we have achieved with
your motor which we are using in one of our standard exhibition biplanes.

At the Aviation Meet, held at the New York State Fair, at Syracuse, New York,
September 9-14th, our Mr. Walter E. Johnson, with one of your 65 horse power motors made a
clean sweep of the speed events, as the following official times indicate:

10-Mile Race. Monday, September 9th:

Ist. W. E. Johnson, 65 H. P. Thomas Model 10AX. Total time, 10/421”
2nd. B. Havens, 75 H. P. Curtiss. Total time, 14’ 10’ ;
3rd. W. B. Hemstrought, 60 H. P. Curtiss. Total time, 14’ 153’’.

15-Mile Race, Saturday, September 14th.
1st. W.E. Johnson, 65 H. P. Thomas Model 10AX. Total time, 16’ 114’’
2nd. C. H. Niles, 75 H. P. Curtiss. Total time, 16’ 265’
3rd. W. B. Hemstrought, 75 H. P. Curtiss. Total time, ———
4th. B. Havens, 75 H. P. Curtiss. Total Time, ———

From the above figures you will see that our machine, driven by your engine, proved
itself SECOND TO NONE.

We wish to express our complete satisfaction with the faultless manner in which the
engine ran throughout the races and the regular time with which the machine ticked off each lap
of the course.

It is worthy of notice that the Model 10AX, above mentioned, has been in active use
throughout two whole seasons making exhibition flights, and the planes were in poor condition.

FACTS ARE TRUER THAN FICTION.
Wishing you continued success, we are,

Yours very truly,
THOMAS BROTHERS,
By O. W. Thomas.

YOU want this motor in YOUR plane if you expect to fill your contracts on time

eT TIT TT ACOA IA CALETA Eee

Better investigate to-day New Catalog sent on request
CHARLES B. KIRKHAM ‘“yerr® = Savona, N. Y.
rv PPPLSP SOP PSP OPPS PPPS PSPSPS OP OO OSS SPSPPOSOSES SSOP POPPI OTIS OSI SPST OPP T OP PIO LOL PPPS OPP OPPO S OS OS OPP SOOO OSD POOP OPO S SO OSC OOOO

In answering advertisements please mention this magazine.

AERONAUTICS

October, 1912

The Only “Che only Propeller that is also a Fly-Wheel” The Only
INSURED PATENTED
Propeller Propeller

TRADE MARK
PATENTED MARCH 14, 1911; JULY 25 1911; OCTOBER 17, 1911: OTHER PATENTS PENDING

PARAGONS are now made and carried in stock in three grades,— the cheapest
of which are superior, in many important respects, to the best of the old-style unpatented
and unimproved propellers of other make.

Grade A Paragons are the strongest, most perfect and most beautiful propellers in the world.
Their strength is so great we can afford to insure them against all accidents of any kind while on
the machine,—even at these prices—S45 to $58, according to pitch, for the 74 ft. size. Other
sizes accordingly.

Grade B has all the strength of Grade A and nearly the toughness. They are only $37 to $49
for the 7+ ft. size.

Grade C is made of beautiful hard Cherry throughout. There is no other propeller equal to
them at any price (excepting our Grades A and B) either in the United States or abroad. Only
$31 to $41 for the 74 ft. size. Other sizes accordingly. ;

FOR HYDRO-AEROPLANES we are furnishing many Three-Bladed Paragons at only one
and one-half times above prices.

If you have trouble or if you have AMBITION you need our aid and advice.

Get our new Printed Matter and be wise about PARAGONS. Visit our new factory.

With every Paragon Propeller, furnished upon full information as to the engine and machine, as provided on

our printed form, we give an absolute and unqualified guarantee not only that the propeller will be perfect in itself
but that it will be perfectly adapted to the requirements of the machine that it is to drive. P 7

AMERICAN PROPELLER COMPANY, 243-249 East Hamburg St., Baltimore, Md.

BURGESS
FALL
CLASSES
NOW
TRAINING

@ 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 bydro- |

aeroplane for license test.
Chief Instructor: Phillips W. Page, Licensed aviator

Booklet with full particulars furnished on request.
@ Aeroplanes and Hydro-aeroplanes for military, sporting and exhibition purposes ready for
prompt delivery.

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

}
The Hydro-aeroplane Has the Call for 191z

In answering advertisements please mention this magazine.

Magneto & Plugs

UCCESSFUL manufacturers, those

that discriminate, are aware that the

efficiency and reliability of their engines de-
pend on the quality of the accessories.

No other ignition system has ever reached
the degree of perfection, has ever been con-
structed of such excellent material as Bosch
Magnetos and Plugs.

Specify Bosch and insist upon having it—
the excellence of the system has been proven
by its tremendously extensive use, over
One Million Two Hundred Thousand satis-

fying their owners.

Bosch-Equipped Engines are
Reliable, Efficient Engines
Be Satisfied—Specify Bosch
Bosch Magneto Company
223-225 W. 46th STREET, NEW YORK

AERONAUTICS

Page 99

October, 1912

The Relative Constancy of the Wind Above
Mount Weather

By PROFESSOR ALFRED J. HENRY

%) HE variability of the wind
is proverbial. Even over
the ocean in the region of
the trades, absolute con-
stancy in the direction or
force of the wind is not
assured. It is in the tem-
perate zones, however, that
the full measure of its
variability is experienced.
The writer has been much
interested in the attempts that have been
made in the United States, and elsewhere,
to cover long distances in manned balloons
by simply drifting with the air currents.
Inasmuch as manned balloons are not well
adapted to travel in altitudes much greater
than one mile above the earth’s surface, the
air currents at that level become subjects
worthy of very considerable attention.
During the 12 months that ended June 30,
1912, 228 kite flights were made at the
Mount Weather Observatory, each of which
attained an altitude of one mile or more
above the top of the mountain or substan-
tially 7,000 feet above the sea level. Before
remarking upon the results of these flights
a word of caution is necessary.

Since kites cannot be flown except in
winds of at least 10 or 12 miles per hour,
the results which will be quoted later,
especially as regards the force of the wind,
apply only to those days on which there
is some movement in the atmosphere.
While the winds of winter are much strong-
er than those of summer, the success in
kite flying is not greater in proportion to
the increased strength of the wind. Proba-
bly the best months for kite flying are those
in which the atmosphere is passing from
the cold of winter to the warmth of sum-
mer or vice versa, when it begins to cool
in autumn, as in October and November.

The direction of the prevailing winds at
the mile level above Mount Weather is
clearly from a westerly quarter as was
previously indicated by observations on
the motion of cirrus clouds which float at
an average altitude of about 6 miles above
sea level. It seems reasonable therefore to
assume that the eastward moving stratum
in the atmosphere approaches nearer to
the surface of the earth than was hitherto
believed.

An interesting fact in connection with the
circulation of the wind above Mount
Weather is the almost total absence of
winds from any quarter but the west, thus
there were observed from all quarters com-

*Published by permission of the Chief, U. S.
Weather Bureau.

bined other than the west but 4 per cent.
of the total.

The next point of interest in connection
with the upper winds may be stated in the
form of a question: How long do they per-
sist without materially changing their di-
rection? On this point the evidence of the
kite flights all tends toward a variability
of the winds at the mile level even greater
than on the suface. If the direction of the
wind aloft on two or more consecutive days
is the same, it may be assumed that it has
been constant for the time considered,
although there is a possibility, of course,
that it may have changed direction during
the interval between two daily flights and
then returned to the direction originally
observed, but it is preferred to believe that
such is not the case. An examination of
the 228 flights available shows that in the
12 months considered there were but 25
periods of two days each when the winds,
one mile above Mount Weather had the
same direction on both days and that the
longest period of similarly directed winds
aloft was three days and that only two such
periods were observed in 12 months. It is
probable that with greater altitude greater
constancy will be found—such is already
indicated by the motions of the very high
clouds. It seems, therefore, as if the wind
a mile above the surface is less constant as
to direction than at the surface. A sim-
ilar count as to the prevailing direction at
the surface for the same twelve months,
gives forty-eight periods of two days each
with similarly directed winds, twenty-four
periods of three days each, and four periods
of four days each, or more than twice the
number of periods with identical winds.

The data of wind velocity afforded by the
kite flights are far from being conclusive on
any point. It has long been known, In a
very general way, to be sure, that the vel-
ocity of the wind increases with altitude a-
bove the surface. While this is true in a ma-
jority of cases, there are numerous excep-
tions, and not infrequently, the velocity of
the wind has been found to decrease with in-
crease in altitude, so that some of the kite
flights had to be brought to a close on ac-
count of failure of the upper winds. Aside
from the average velocities for the days on
which flights were made, given in tabular
form below, few useful generalizations on
the speed of the wind can be made. The
very dangerous winds are evidently to be
found in regions of “low pressure’ —the
“Tow” of the daily weather map and the
danger is probably directly proportional to
the closeness of the isobars or the steep-

AERONAUTICS

ness of the barometric gradient and this is
especially true in the case of circular or
closed isobars. It would be foolhardy in the
extreme, to attempt to navigate the ail
when the weather map shows that for the
region in question the air conditions are
dominated by what is known as a “Low”.
Very high winds are also found in the rear of
the “Low”. These two dangerous — condi-
tions, first near the centre of a ‘Low’, and
second immediately in its rear are always
recognizable by one skilled in reading a
weather map. There are, perhaps, othe.
conditions when dangerous winds aloft may
be recognized by surface conditions, but
their existence is not always clearly mani-
fest.

In regard to the course to be taken by a
manned balloon in the United States, in or-
der to cover the greatest possible distance,
it would seem that the west-east direction
offers the greatest advantage in all sorts of
weather conditions. There are times when
practically continuous air currents prevail
from the Gulf of Mexico to Canada, but one
must wait for such conditions and _ take
advantage of them when they appear. There
are also times when a course from the Da-
kotas to Florida, or Texas, would be pos-
sible, especially in the cold season. For the
reason that the lower winds which sweep
from the Dakotas to Texas or Florida are
generally strong with low temperature
this course is not practicable. The direc-
tion southwest to northeast, or say from
Texas to New England offers favorable con-
ditions of weather, but the pressure distribu-
tion on which the winds depend is rarely
favorable for such a journey. The north-
south and the south-north winds will doubt-
less be found at elevations of one-half to
three-quarters of a mile above the surface.
The west-east winds have the greatest alti-

Page 100

October, 1912

tude and the stratum is probably several
miles in depth while both of the others
named rarely exceed a mile in depth.

I have compiled, and give for what it is
worth, a table showing the average velocity
of the wind in English miles per hour at
the three levels (1) the top of Mount Weath-
er, whence the kite flights are made; (2)
in the free air cne mile above the top of
Mount Weather or 7,000 feet _-ove sea level,
and (3) two miles above the top of Mount
Weather, or 12,303 feet above sea level.
All of these figures are based on a single
year’s work, and may be changed by the ad-
dition of more observations. The ratio of
the speed of the surface winds to that of the
winds at the mile level is as 1:1.9 and there
are only small departures from this value in
the seasonal averages but large departures
in individual cases. It has been noticed that
when the surface winds are strong the in-
crease in velocity with increase of altitude
is generally less than when the _ surface
winds are weak.

Average Wind Velocities at Different Levels
(in miles per hour)

Jan, | Feb, | March | April | May | June
Re Sunrice 21 | 21 | 22 | 21 | 19 | 38
acaemis 7 oo wil nt eee a
At twoaniles | 56 | 50.'| 59 lee) eae ee

July Aug. | Sept. Oct. | Nov. Dec.
AtSurface | 16 | 18 | 18 | 20>] 24 | 21
Atonemile | 31 |" 32 | a9 ) 35 | 44 | 38
At twomiles | se | 54 | 45 | 41 | 51 | 47

TYPES OF AEROPLANES FOR MILITARY SERVICE

It is until further notice, the intention
of the U. S. Army aviation service to pur-
chase and use only two types of aeroplanes.

One type will be known as “Speed Scout”
aeroplane. This type is desired particu-
larly for strategical reconnaissance, carry-
ing only one aviator without passenger,
and having a radius of operation of about
100 miles and a speed of not less than 65
miles per hour. With this type of aero-
plane a military aviator is expected to lo-
cate and report large bodies of troops.
This machine should be capable of ascend-
ing at the rate of about 600 feet per minute.

The second type will be known as “Scout”
machine. It is desired for reconnaissance
service when hostile armies are in contact
or approaching contact. This service re-
quires a weight-carrying-aeroplane, the
crew consisting of two aviators, capable of

relieving one another as observers; the
aeroplane should be provided with radio
equipment. This type of aeroplane should
remain in the air at least three hours to
permit the observers to locate smaller
bodies of troops accurately upon a map,
make sketches, military photographs, ete.
The Scout aeroplane should have a speed
of not less than 45 miles an hour; the max-
imum speed must not exceed 60 miles per
hour. It should be capable of carrying a
useful weight of 450 pounds, and with this
weight ascend at least 2,000 feet in 10 min-
utes. The chassis must be designed so
that it is capable of landing on and arising
from soft ground, such as harrowed fields.

It is likely that the Signal Corps will
give the consideration to any American
aeroplane capable of fulfilling these condl-
tions in practical service.

AERONAUTICS

Page. 101

October, 1912

Amateur Aeroplane Builders
By EARLE L. OVINGTON

ONG Sl is a peculiar fact, but never-
eae tiei theless true, that a man
1) mf) seems to think that he is
eS) I SI able, or competent rather,
(a

2 2) to design an aeroplane,

whether he knows anything

about the fundamental prin-

ciples underlying aero-dy-
namics or not.

If a young fellow desires to become a doc-
tor he goes to a medical school, spending
four years or so studying what has been
done before him. Even then he is not fitted
to practice medicine, but must take an ap-
prentice course in connection with some
hospital or under a practicing physician. In
other words, it is only after years of prepa-
ration that he is considered to be in a posi-
tion to hang out his shingle as an “M.D.,”
and practice upon his fellowmen.

Likewise, if a man wishes to become an
engineer, he either goes to college to learn
the theory of the subject, and then takes an
apprenticeship course, or else he starts in
work with a practical manufacturing con-
cern and begins at the bottom. In either
case, years of preparation are necessary be-
fore he is in a position to do practical work.

Now what holds in medicine and engineer-
ing holds just as truly in aviation. As a
matter of fact, aviation is a branch of en-
gineering; and yet the average amateur aero-
plane designer and builder of the present
day in a great many cases has not the slight-
est idea of the fundamental principles un-
derlying the subject, and has had no prac-
tical experience.

When I was in France, where I spent
last winter to study aviation, there were a
large number of such amateurs at the vari-
ous aviation fields, principally at Issy les
Moulineaux, where there were numerous
hangars surrounding the field. Many of
these were occupied by enthusiastic, but
misguided, Frenchmen who were building all
sorts of freak machines in the day-time and
dreaming of wealth and fame which they
would receive by means of them at night. I
was not an expert by any means at that time,
having obtained what I knew principally
from books, but it was evident to me that
most of these*“misguided individuals were en-
tirely on the wrong track.

I was also surprised to learn in convers-
ing with them a short time that they had
not read any of the splendid works on avia-
tion.

I returned to America with a 70 H. P.
Bleriot monoplane which I first installed at
Belmont Park, Long Island. Here I found
exactly the same conditions existing as I
did in France. Many of the hangars were
occupied by bright young fellows who were
spending time and money “chasing rain-
bows” and attempting the impossible.

I remember two brothers who were build-
ing a small monoplane. A careful examina-
tion of their machine showed that they were
going over all the old work which had been
done many years before them. They had a
low center of gravity and a sharp diehedral
angle. Mechanically the machine was very
bad. One could grasp the tail, and by quick
movement cause the whole fuselage to bend.
One day they asked my opinion about it,
and I gave it to them frankly. I told them
that possibly the thing might get off the
ground, and they had it fitted with a 50 H. P.
Gnome motor which had so much power for
its weight that it would pull almost any
old contraption up into the air. I told them,
however, that the machine would never stay
in the air for any length of time, for two
reasons. In the first place, their surface
was too small for their power, and in the
second place the stability of the machine
was bound to be very poor.

I questioned these voung fellows more
closely, and I found that they were practi-
cally putting every cent they could get hold
of into this machine. I asked them if they
had read certain books on aviation, naming
over books of the most elementary character,
but they frankly acknowledged they had
never heard of them.

I thought it would be rather a thankless
job, but I then endeavored to help them. I
asked them if they would start in a ten
mile race with a man if they knew he had
an eight mile handicap, and in addition
knew that he was a better runner. They
acknowledged, of course, that they would not
think of doing so. ‘Then I explained to
them that that was precisely what they were
doing at the present time. I tried to make
them see how very seriously they were
handicapped in competition with such men
as Bleriot, Farman, the Wright Brothers,
Curtiss, ete., and how absolutely ignorant
they were of the very fundamental princi-
ples of the science. I tried to point out that
there was not any possibility whatever of
their being able to succeed along the lines
that they were following.

IT have found by sad experience that when
IT talk to a young fellow in this manner he
does either one of two things. Hither he
flares up at me, and says that I have a case
of “swelled head” and think that I “know
it all” or else he looks at me in a pitying
sort of way as if to say “You don’t appre-
ciate the wonderful qualities of my machine.”
It is ever thus with “us pioneers.”

But these young fellows, much to their
credit, did nothing of the sort. They were
truly ambitious to succeed at their chosen
calling, and determined if they were on the
wrong track to get on the right track as
soon as possible. I then gave them the
names of some books which I thought would

AERONAUTICS

be the ones for them to start reading, and the
last I heard of them they were making rapid
progress towards success.

Personally, I am of the opinion that sooner
or later I will hear from those two young
fellows, and that they will produce something
worth looking at, for they were full of en-
thusiasm and determination, and only needed
someone to put them on the right track.

There is no lack of enthusiasm and deter-
mination on the part of amateur aeroplane
builders, but in ninety-nine cases out of a
hundred their determination and enthusiasm
are spent in the wrong direction.

Just because the development of the aero-
plane is in its infancy, and aviation is a new
science, do not labor under the delusion that
there is nothing known upon the subject.
The fundamental principles of aviation are
far better known and understood than nine
men out of ten who are working on the sub-
ject, appreciate. If you wish to become an
aeronautiec engineer you should go about it
in just the same manner as you would if you
were to become an electrical engineer, a
mechanical engineer, or a mining engineer.
In other words, you should lay a firm founda-
tion before you attempt to enter practical
work. And the same rule applies to the study
of aviation that applies to the construction
of a building, the broader the foundation,
the more firmly the structure will stand.

If I remember correctly, the life insurance
people prove that the span of life alloted to
man is on an average about thirty years.
Very few men do anything practically in this
world until they have at least reached their
twentieth year. In other words, we have on
an average of ten years of practical work be-
fore each one of us. Of course I am speaking
now of the whole average. Taking this into
consideration why is it that civilization pro-
gresses? If man had to start in at the very
beginning every time and work through all
the early stages of development, our progress
in this world would not be very rapid. The
object of schools and other educational in-
stitutions, however, as well as books, appren-
ticeship courses, etc., 1s to serve as stepping-
stones to permit the men of to-day to take
advantage of all which has gone before. We
learn from the mistakes and experiences of
others. This is the progress of evolution,
and it is evolution which has placed the
human race where it is to-day.

IMPORTS AND EXPORTS

In July, one foreign aeroplane was imported
at a value of $524. Domestic exports totaled-5,
value $17,100. In warehouse July 31, three
foreign machines, value $11423. These figures
are according to the July issue of the Monthly
SUI MLARY, of the Department of Commerce and

abor.

The Navy Department sent Lt. A. A. Cuning-
ham of the Advance Base School at Philadel-
phia to the Burgess School a short time ago and
his training was completed in five days under
the instruction of Clifford L. Webster. He is
now flying alone very successfully, having re-

Page 102

October, 1912

= ee

Do not think for a moment that I am en-
deavoring to discourage the young inventor
who has ideas in aviation but who has not
the facilities of a Bleriot or a Curtiss.

Far from it. I believe thoroughly in the
future of the aeroplane, and I believe that
the young man who comes into the science
in its early stages at the present time will
reap a rich reward, provided he puts the
same enthusiasm and careful thought into
his work which would make him a success
in any other line or endeavor. But what I
do wish to discourage is the building of
aeroplanes by amateurs all over the country
who know nothing whatever about the fund-
amental principles of the science. Such
effort is misplaced, and such enthusiasm is
more than wasted. There are some magnifi-
cent books now on the market, and by a
careful perusal of the available material
an all around theoretical education can be
obtained. Convérsations with practical avia-
tors and reading the aviation journals will
also help a great deal. There is no excuse
in the world, therefore, for a young man
complaining that he hasn’t the material
with which to educate himself.

Nobody believes more firmly than I do in
encouraging the enthusiastic beginner. I
have simply written this article because my
experience the past year has taught me that
so many young men who otherwise might
make a brilliant success in the field of avia-
tion are doomed to bitter disappointment and
failure simply because they are on the wrong
track. If this article meets the eyes of any
such, let them lay down their work and
spend a few months in careful study and ob-
servation. Jf after this has been done they
can come back and continue building their
machine without any misgivings, the chances
are they have something which may develop
into a practical flying-machine. But if this
course is followed, the chances are nine in
ten that when the embryo aeroplane builder
returns after obtaining his theoretical train-
ing, he will see so many weak points in
his machine that he will give up its manu-
facture, and thus save valuable time and
energy. If by writing this article I can save
just one misguided inventor from the certain
failure which is awaiting him, I will consider
that my time has not been spent in vain.

ceived 2 hrs. 59 min. training. This is but an
example of the ease and quickness with which
a man can be trained on the hydro-aeroplane.
Lt. T. G. Ellyson, a Curtiss pilot, has taken
special training on the Burgess machine.

Repairs on the new War machine have been
completed and it will go forward shortly to
College Park.

Sam Barton, in the Barton-Rippenbein hydro
(60 Kirkham), made a 40-minute flight around
South Amboy and Staten Island waterways on
Sept. 22. The Rippen-Barton company has 3
machines at Seidler’s Beach. Pioneers will re-
call the early trials of Rippenheim and Barton
at Mineola and Belmont,

AERONAUTICS

Page 103

October, 1912

An Analysis of Flight*

By GEORGE A SPRATT, Jr.

CENTRIFUGAL AND CENTRIPETAL
FORCES.

HE centrifugal and centripetal forces
latent in a rotating mass of air are made
active by contact with a surface.

If a portion of a mass of rotating air is
caused to flow in a straight line tangential
to its former course, that portion is freed
from the force that held it in rotation. The
centrifugal force in the freed mass is spent
against the established rotating current,
and the equal centripetal force is spent
against the, object that caused the deflection.
A plane tangential to a rotating current,
and with its centre normai to the radius of
rotation, accomplishes this by intercepting
an advancing column of air, equal in section
to its projection into the current, and caus-
ing it to pass in a straight line. A force is
exerted against the plane toward the centre
of rotation.

lt is equally true, that, if from an estab-
lished straight course, a portion is caused
to adopt a rotary course, the centripetal
force is spent against the original current,
and the centrifugal force acts against the
object which caused the rotary course. A
circularly arched surface with its chord
parallel with a straight current accomplishes
this by intercepting a column of advancing
air, equal in section to its projection into
the current, which is compelled to follow the
arc of the surface. A force is exerted
against the surface radially from the center
of the curvature and perpendicular to the
chord.

A simple experimental illustration is as
follows: Into an ordinary pail with slant-
ing sides, lower a straight wire of such
length that it will engage the opposite sides
and remain an inch or two above the bottom.
Pour in water until the wire is covered.
Place upon the water a sheet cork float, from
the under side of each end of which, two
pins extend astride the wire. The float,
guided by the wire, can now traverse the
diameter of the pail. Erect a plane near
one end of the float, with its center directly
over the guide wire, and with its surface
perpendicular to the diameter of the pail.
Its fore and aft measurement may be about
one-fourth of the diameter of the pail, its

height must be determined by the height of
the pail’ By means of a paddle turning close
to the under side of the cover of the pail,
impart a gentle rotary motion to the air
in the pail, and the centripetal force draws
the plain to the center.

The effect of relative curvature may be
Wlustrated with this apparatus by mount-
ing upon the float surfaces that have a
curvature of a known relation to the curva-
ture of the current at the point chosen for
their location. If the radius of the surface
is greater than the radius of the current,
the surface will be carried toward the
center. If the radius of the surface is less
than that of the current, the surface will be
carried toward the wall.

This centripetal pressure effect may be
observed in the miniature whirlwinds com-
mon to the hot months, as they sort out and
retain within their radius of action those
light bodies whose surfaces present gliding
qualities, but scatter those of spherical
form.

It has long been recognized that curved
wing surfaces develop a lifting pressure
with their chord parallel with the current.
This force is, very probably, a quantity that
is fixed by the relative curvature, and con-
stant in amount and direction regardless of
the angle of incidence, acting always centri-
fugally, and, in the circularly arched sur-
face, along the bisecting radius. It in-
creases the value of all positive angles of
incidence, and lessens the value of all nega-
tive angles of incidence. It reaches a maxi-
mum value when about 90 degrees of curva-
ture are included in the surface. With a
farther increase in the curvature, it dimin-
ishes and is not present in an are of 180 de-
grees. It develops again until about 270
degrees are included, and when 360 degrees
are included in the surface, it is again
absent. That is, a half cylinder with its
chord parallel with the current, and a whole
cylinder, show pressure only parallel with
the current. A circularly arched surface

including any other number of degrees, with
its chord parallel with the current, shows a
pressure which may be considered as acting
from the common center of the radii along
the bisecting radius.

Figure

x, center of rotation of arm a, which carries
the surface s. The direction of rotation is
shown by the arrow. The dotted lines show
the current encountered. At B the pressure

3.

is from s toward x, parallel with 4a. ( _and
E show a positively increased angle of inci-
dence. D and F show a negatively increased

angle of incidence.

*Begun in the August number. See AERONAUTICS
for March, 1908 for previous article by Mr. Spratt

AERONAUTICS

Centripetal force results from a fixed
plane in a rotating current, or from a plane
carried in an arched path. If the radius
of the rotation is perpendicular at the center
of the plane (see Figure 3, B, here the
radius of rotation is represented by the
arm, a), the centripetal force acts parallel
with the radius of rotation from all points
taken consecutively along the course. If
the point of the attachment of the arm be
moved toward the advancing edge of the
plane (Figure 3, C), the effect is a positively
increased angle of incidence. If moved to-
ward the following edge (Figure 3, D), the
effect is a negatively increased angle of in-
cidence. Changing the angle the arm makes
with the plane also changes the angle of
incidence (Figure 3, HE and F). By rotating
the surface at the point of its attachment
to the arm, the relation of the curvature is
changed between the surface and the cur-
rent. It is possible for the pressure from
all points taken consecutively along the
course to be made to center at the common
center of the radii of the course, or at any
desired point near this center.

In this, probably, lies the solution of the
motion of the insect’s wing and the flat-
tened extremity of the bird’s wing. The for-
ward and the rear edges of the insect’s wing
may become alternately the leading edge,
and intelligence may direct and utilize the
pressure. This will be farther considered
under “Applications.”

If a sheet metal surface is rigidly at-
tached at its center to the end of a perpen-
dicular arm that is mounted like a walk-
ing beam, one end of which carries the sur-
face, and the other end connected to a rapid-
ly revolving wheel, so that the surface will
rapidly and reciprocally describe an arc, a
flow of air will be established from the
center of the vibration. It denotes an equal
reaction, a centripetal pressure against the
surface.

a free body impresses the body with,

or without, causing rotation, accord-
ing as its direction does not, or does, pass
through the centre of weight.

a FORCE acting in a single line against

Every body that is free in the air is acted
upon by gravity, and the reacting pressure
of the resisting air, and each of these
forces may be represented by their result-
ants. The poise and the course of the body
must be considered in its relation to the di-
rection and the location of each of these re-
sultants, since the direction and location
of the pressure resultant is peculiarly
determined by the surface the body pre-
sents.

The resultant of gravity always acts
from the centre of weight of the body to-
ward the centre of the earth.

The principles underlying the location
and direction of the pressure resultant has

Page 104

October, 1912

been shown in the former papers. Briefly
restated, this resultant is normal to the
surface at the point of its intersection with
the surface, which is the point upon the
surface commonly accepted as the centre
of pressure. In the circularly arched sur-
face, it always passes through the common
centre of the radii, and this point is the
centre of frictionless pressure upon the
circularly arched surface.

There is, probably, no better simple way
of illustrating how the poise and the course
are governed by the relative positions of
the centre of weight, centre of pressure
and the surface, than by releasing upon the
air light bodies that are definitely propor-
tioned, since each of these elementary
parts are fixed structurally.

Model bodies for illustration may be made
with surfaces of paper, and with a light
wood shaft along which a lead weight is
adjustable, and, with fine thread, outrigged
so that the weight centre of the whole is
brought to a desired point.

The surface presented by such models,
however, is a longitudinal section of a cyl
inder, and its descent must be viewed ac-
cordingly, while the illustrations to be
given here, preferably, represent sections
of a sphere and a frictionless pressure. It
also would be more desirable to consider
only two opposing forces, but here, it must
be borne in mind, that when a force acts in
some other line than gravity, such as the
inertia of rotation, inertia of glide or an
encountered side current, or when a _ pro-
pelling thrust is purposely considered, the
resultant of such force, or forces, taken
with gravity, is obeyed as is gravity when
acting alone. The results here recorded
have been verified by another method of
testing, in which all possibility of confusion
with such complicating forces has been
eliminated.

It might be noted here in passing that
when a compound surface is considered,
the resultant of the whole is to be taken
as is the resultant of the single surface
here used.

Let figure 1 represent any section of a
sphere in which the centre of weight coin-
cides with the centre of pressure. Equili-
brium of poise is neutral in these bodies,
for there is no couple possible. They will
descend with the angle between the sur-
face and the horizon unchanged from that
given them when released. The model

AERONAUTICS

verifies this in so far as theory is meant in
its construction.

At A and at B the surface is shown with
its chord parallel with the horizon. When
in this poise the pressure resultant coin-
cides with gravity, action and reaction are
contrary, and the descent is vertical.

At C the direction of the pressure result-
ant is not contrary to gravity, and in con-
sequence gravity is resolved into a vertical
and horizontal component. The descent
is a glide at such angle that the pressure
resisting horizontal advance will equal the
horizontal component of gravity.

Let figure 2 represent any section of a
sphere in which the centre of weight is at
some point other than coincident with the
centre of pressure.

At A the centre of weight o is shown be-
tween the centre of pressure x and the are
of the surface; at B, beyond the arc of the
surface; at C, to that side of the pressure
centre opposite from the arc; at D, so
placed that a line passing through the cen-
tres does not pass perpendicularly through
the centre of the surface, in which case the
descent must be a glide. At A, B, C and
D an unstable poise is shown. At A’, B’,
C’ and D’ the poise is shown when equi-
librium has become established.

Figure 2 evidences the fact that the sur-
face may precede the centre of weight, may
lie between the centres, may follow the
centre of pressure, or may lie outside of the
line that passes through the centres. It
may be noticed here also that if a line pro-
jected through the centres, when they do
not coincide, passes perpendicularly through
the centre of the surface, the descent will
be vertical.

The foregoing should be true regardless

Fig. 2

of the length of the radius, and every test
verifies such belief. The plane, when con-
sidered as a very small section of a very
large sphere, yields to the same analysis,

Page 105

October, 1912

and figure 2 can serve to illustrate the
plane as well as the arc by mentally alter-
ing the proportions.

Herein lies the greater advantage of the
arc, not that it yields a lifting pressure
that is absent in the plane, but that the
pressures are brought to such a state of
concentration that it is mechanically pos-
sible to form definite couples between the
weight and pressure.

A plane in the shape of a circular disc,
when released horizontally upon the air,
presents a surface, a centre of weight lo-
cated at the centre of the disc, and a cen-
tre of pressure located at a point infinitely
beyond, and perpendicular to the centre of
the surface presented. It is poised upon a
frictionless bed and sensitive to a marvel-
ous degree. The least disturbance in the
distribution of the pressure causes a varia-
tion from the horizontal poise, a horizontal
component of gravity and a glide. The
frst change in the pressure distribution
produces a couple that throws the centre
of pressure off from the vertical line that
passes through the centre of weight. Re-
adjustment is fcund in the glide, for as the
speed of the glide increases, the angle of
incidence lessens and at the point of inter-
section of the pressure resultant and sur-
face moves toward the advancing edge,
which causes a contrary couple. This ro-
tates the body again toward the horizon-
tal. When the horizontal is reached the
poise is the same as at the time of release,
but the body is now possessed by inertia
originating from two distinct causes, and
producing two distinct results. It is glid.-
ing and it is rotating. The inertia from
gliding acts as a new force horizontally
applied, the resultant of which taken with

ee
o
‘
‘
‘
‘
‘
‘
x
.
.
‘
.
’
‘
’

gravity must now be obeyed as was gravity
when acting alone, and the centre of pres-
sure must lie with the centre of weight
upon this resultant before the couple

AERONAUTICS

Page 106

October, 1912

which is causing the rotation ceases. The
glide continues until the inertia of advance
has been spent against a positive angle of
incidence that is produced by the couple.
The couple will continue the rotation un-
til the surface is perpendicular to its
course, for then only does it cease to be.
Before it ceases to be the course of the
disc may become horizontal, or even as-
cending.

If the inertia of advance has been spent
against the positive angle of incidence be-
fore the couple has overturned the disc, a
new glide starts in the opposite direction
to the former. In this case the whole de-
scent is a series of darting, rocking vibra.
tions of about equal amplitude about a
vertical line. The descent, though not
straight, is vertical as a whole.

In the descent of a narrow strip of paper
the rotation carries the plane of the sur-
face past the vertical. The former upper
side is presented to receive the current as
a new glide starts. The pressures are,
therefore, controlled from a new centre,
which, as before, is located at a point in-
finitely beyond and perpendicular to the
centre of the surface presented. The for-
mer conditions are, therefore, repeated ana
the new glide and rotation are in the same
direction. The descent is a progressive
series of such dives, along which the pa-
per moves with a backward rolling appear-
ance.

N
N
‘N
~
SS
t NS
a >
ne oO N x
oA.
ie

oo Ege

In a structure designed to embody this
theory the pressures are not frictionless,
head resistance is present, and the curva-
ture is not perfect. From each of these
sources a retarding pressure arises, which
acts parallel with the current at the points
of its origin, which must be considered as
a component part of the pressure upon the
whole.

The effect of this force is illustrated in
figure 3, which represents the model with
its chord vertically disposed. The vertical

component of the frictionless pressure is
shown at x. The resultant of the friction
pressure at a, and the resultant of these
combined may be represented at o. An
increase in the friction pressure a, causes
the point o and also the centre of rotation
n, to lie nearer to the surface. When the
centre of weight coincides with the point
o no couple exists.

It is quite evident that the force repre.
sented by a constitutes a factor in estah-
lishing the point of intersection of the re-
sultant pressure with the surface, which
is the point upon the surface commonly
accepted to be the centre of pressure.
Therefore, locating this point and its travel
upon a rigid model surface, does not give
absolute assurance that. correspondence
will be found in an enlarged copy of the
form of the model when made of different
material, especially if that material is flex-
ible under the pressure to which it may
be subjected.

Because of the complex origin of the
force represented by a, its value varies
with the angle of incidence, and may vary
from other causes also. By proper con-
struction, however, its effect upon an aero-
plane can be kept easily within control.*

Pressure from a greater area of surface
can be centred from a longitudinal section
of a cylinder than is possible from a
sphere.

Such a surface presents a plane and an
arc in perpendicular arrangement, or two
arcs of greatly differing radius lengths may
be likewise considered. The perpendicular-
ity of the axes permits a free response to
the pressure effects peculiar to each form
of surface they represent, in that the axis
of each is an axis of rotation to the other,
and also in that one axis is much longer
than the other, it becomes a controlling
factor to the other, for the pressure causes,
or tends to cause, the longest axis to ad-
vance perpendicular to the course. Pres-
sure exerted upon the axis perpendicular
to each of the other two affects the rota-
tive value of the pressure upon one or
both of the other axes.

*A few of the tests that have been made with
a glider were reported in the March, 1909, num-
ber of ‘‘Aeronautics,” page 132. Motor-driven
flights have since been made over a small field,
which have given every promise of inherent
stability, combined with a simple design and a
simple control, for which broad claims for patent
have been filed.

(To be Continued)

Walter Johnson, the Thomas flyer, defeated
Havens and Hemstrought of the Curtiss group
in a ten-mile speed race at a santioned exhibi-
tion at Syracuse State Fair, Sept. 9. He
used a Thomas biplane with a Kirkham en-
gine. His time was 10:42.2 or 56 miles an hour.

The meet lasted three days and Johnson won
first in all events including two 10-mile, a 15-
mile race and bomb contest.

AERONAUTICS

Page 107

October, 1912

The Caudron Monoplane

W1E miniature flying machine,
=~ the Caudron, ought to ap-
%) peal if anything does. It’s
s small, racy looking, fiies fast
v,

a |.

x 2 reasonable figure—($3500)—

and may be purchased at a

Boe NGO) for imported machines.
CVV Two of these have thus far
: been brought over by the
86) Sloane Aeroplane Company,

of New York, and more may
be expected later. The builders also mar-
ket a baby biplane. Visitors may see this
latest type Caudron monoplane at its shed
any day, at Hempstead aviation field, where
one of the instructors, Mr. Gilpatric, is “on
the job.”

The fuselage is designed to reduce head
resistance to a minimum, The framing is
on the usual system, of ash spars and struts,
guyed diagonally in sections. The cross
pieces and vertical members are hollowed
out on the sides to reduce weight. Two

WIER WARPING§
~ CABLES =

DBLE INNER WARP CRBLEC” |
CAUDRON @&
CONTROL

small thin stays are tacked to outside of

framing ‘fore and aft, on all sides, to act as
stiffening for the fabric.

The wings, set at a dihedral angle, are
flexible. The forward portion of the ribs
are laminated into one solid piece. At the
rear of the rear steel tube the rib narrows
down to about %” by %” gently tapering
to the end, after being split (see sketch).
Two steel tubes are used in place of main
spars, which go through the solid portion
of the ribs, which are about 14” by 3” here.
Washers are placed each side of the rib at
junction with tube and riveted through.
The front edge of the wing is sharp and
covered with aluminum sheet strip, 6” deep,
screwed to ribs. The front spar is 3” back
from the leading edge.

The ribs all have same curve to lateral
extremity of wing.

At the extremity the wing tapers down to

a thin edge. The ribs are rectangular in
cross section, of laminated hickory for the
lower third portion. Above is solid white-
wood. Where the wing supporting cables
attach, the tube spars run through blocks
of wood and secured by bolts. The fabric

is linen, varnished and is very tight. What-

ever varnish is used, it contracts the fabric
to a great extent. The cloth is folded back
on the rear edge and sewed. The forward
portion of the wings are double covered.
From a point near the rear spar back, the

cloth is single, on the lower side, with
strips sewed over the top of the ribs. Fly-
ing, the angle of incidence seems to be
close to 7 inches.

Lateral stability is obtained by warping.
The elevator is one single flexible wing,
(with one-inch camber) which warps, and
is both single and double covered like the
main wings. The rudder is mounted above
the elevator and appears small, though no
doubt amply large. This is pivoted about
a mast.

The control is by a single lever mounted
on a universal joint. ‘Rocking sideways
warps; forward and back elevates. Rudder
is operated by foot yoke. Pushing out with
left foot steers left, and vice versa. There
is one pair of rocker arms at the universal
joint, and one pair below on the tube which
extends back from the axle. Between the
ends of each pair are steel bars. The warp-
ing cables attach to a short upright pro-
jection on the rocker arms.

A six cylinder Anzani “forty-five” drives
direct a 6710” propeller clockwise. The
engine is mounted in a steel frame at the
head of the fuselage and braced to the
fuselage by four steel tubes, one at each
corner, and by another steel tube to the
apex of the braces for the upper wing guy
cables. Ignition is by a special magneto
made for Anzani. This magneto is inside

(Continued Opposite Page 123)

Page 108 October, 1912

/FOUNDEP

DOUBLE CHALE

)
)

OT INCLOTH

i

R74

(7
aR

PBLE CABLES VIER
BODY 70 LEVER

45 —_____—
5
Grr7eR A, CAS

= Al
Gr
z
| _&
=
go ST ONT ge

(
a
=
eS
H
2
<
3

i

— W

ioe HB CAUDROR a

LW CY
pe ips 7 |

AERONAUTICS

Page 109

October, 1912

The Vlaicu Monoplane

By FRITZ EDELSTEIN

his product, which gave all
those who were fortunate
enough to be present at the
first Aeronautical Exhibi-
tion in Vienna an impres-
sion of neatness in design
and workmanlike construc-
tion, the Roumanian
aviator-constructor Aurel
Viaicu, has characterized
its existence in the aviation industry by its
very original design. The machine has flown
very successfully at the great International
Meet which was held from June 23d to 30th,
at Aspern.

This machine is constructed in a very un-
common manner. First, the Vlaicu mono-
plane is of the tail-first type, but carries
triangular tail planes rearwards also. The
most conspicious features are the planes and
the drive with two propellors.

The principal dimensions are: span 30
feet, length 34’ 8”, height 12 feet. The plane
is built of two ash cross members, one of
which forms the tailing edge and the other
forms the fore edge. The whole wing frame
is covered with fabric in three sections, the
greatest of which lies in the middle. The
two other sections are divided from it later-
ally by a small split on each side. There
are no wing ribs. The curve is therefore,
not stiff, but variable. She arises in flight
according to the load.

The seat of the driver lies very low under
the plane, also the 50 h. p. Gnome engine
which drives the two propellers in opposite
directions by chain and gears. Although the
fuselage is apparently primitive, the various
experiments have proved that it is of a very
great fitness indeed. The machine is a one-
seater. The landing chassis consists of three
wheels, the rear one of which is mounted
with a strong elastic spring. The front

wheels are directly mounted on a steel axle,

eer

ULAICU-MONO

CONT ROL-MESANISM.
which carries in the middle a long curved
ash skid.
In front of the pilot’s seat is situated 50 h.
p. Gnome engine, Bosch magneto, mounted
in a steel tube frame and overcovered with a

thin sheet of brass. The engine drives by
means of a strong chain and sprocket gear
wheels mounted on either end of a second
shaft which is lead below the plane. The
gears at the front and rear ends of the lower
shaft mesh also with second gears mounted
on the shafts of the propellers. The two pro-
pellers rotate in opposite directions.

The fixed middle axle of the two pro-
pellers is built of a very strong tube of alu-
minum, of 31 feet 2 inches length and 3
inches in diameter. This aluminum tube
earries the whole load. The front end of
this tube carries the elevator plane on the
double-faced rudder planes. This arrange-
ment of the rudder enables the Vlaicu mono-
plane to make the smallest circles in the air
with a great lateral stability. The rear
tail consists of two fixed planes, a triangular
shaped, horizontal damping plane and also a
triangular vertical keel-plane.

The damping effect of such an arrange-
ment is very great and the natural stability
of this primitive machine is very wonderful.
The arrangement of the two propellers sup-
ports the stability very much. In such a
manner is a gyrostatic effect prevented.

AERONAUTICS

EEE —— ———= —

VLAICU= MONOPLANE.

1413

All wire bracing underneath the plane is
fastened to two bows of brass, mounted on
each side of the central ash skid. Above
the plane wire bracing is fastened to two
wooden masts, situated in the longitudinal
middle axis of the planes.

The control mechanism consists of a hori-
zontical steering column which carries a
vertical wheel. By depressing or raising
this column the elevator plane will be act-
uated; rotating the handwheel actuates the
double rudder planes. Wing warping is not
employed. Dismounting is possible in a few
minutes by reefing the fabric and curving
the wing frames. It is a prominent advan-
tage of this simple machine.

The Vlaicu monoplane is one of the cheap-
est and most naturally stable monoplanes.

* 66’ .

His price with 50 H. P. Gnome engine is
$2,000 approximately. Its speed is 65-70 k.p.
h. This is surely low in consequence of the
great resistance of the back edges of wings.
Mr. Aurel Vlaicu, a young Roumanian engi-
neer has made many successful flights with
his monoplane in storms and _ turbulent
weather without any accident. :

At the great international meet at Vienna,
which was held from June 23d to 30th, he
won the first prize for the smallest circle,
with a radius of but 6 metres, a prize in the
“contest of necessity” and a prize in the
“Cible-Michelin” for bomb dropping from an
aeroplane. The first one-seater Vlaicu mono-
plane was bought by the Roumanian army
for military uses.

October, 1912

ae

AERONA cue: es W912

SLOANE

OUR CALIFORNIA SCHOOL

Opens on November 15th at the famous Dominquez Field near Los Angeles.
This ideal location for an Aeroplane School is adjacent to splendid living
accommodations; a short ride from the ocean and twenty minutes from the
heart of Los Angeles. All the most attractive and romantic points of interest
of this storied region are in eye-shot from an Aeroplane over our Field.
We are able to secure special rates for the accommodation of our pupils at
hotels and in private homes. We will gladly make all reservations.

Four Deperdussin Monoplanes; Two Caudron Monoplanes;
One Bleriot Monoplane and One Speedy Biplane
Will Be Our School Equipment

. LEONARD BONNEY, one of the pioneer American Aviators, assisted
ae two notable flyers will constitute the teaching faculty. We teack exactly
according to the methods used on the Plains of Champaign near Rheims,
France. We use the same kind of machines with which Vedrines, the
Deperdussin Flyer, won the World’s Championship at Chicago. We have
the most perfect imported Aeroplanes, use the most perfect Field and Shop
teaching methods and are located on the most ideal spot in America. Our
faculty and our equipment are sufficient to handle almost any number of
pupils with thoroughness and expedition. Our pupils on Long Island have
become aviators of notable skill in an average of six weeks. The cost is

$300 For The Complete Course

The pupil in our school is not discharged from his class until he has secured
his pilot’s certificate. There are no extra charges for anything. The pupil
is also obliged to put up a guarantee of $250 for breakage in addition to his
tuition fee. This small bond covers his use of the machine when he flies for
his certificate. When the pupil is discharged from the school the $250
guarantee is refunded and he is given a rebate of ten per cent, of his tuition
fee if he completes without breakage.

There is a great demand for real monoplane flyers. We know it be-
cause we cannot secure enough efficient aviators for our own purposes.
We guarantee no person a position because we are not able to judge
ability until we have seen the candidate fly. But we aid every efficient
pupil to secure profitable employment.

This is the time, the place and the school to secure the training that will
equip you for the big work to be done next season. A monoplane won
the Gordon- Bennett for France this year. A monoplane will win the
Gordon-Bennett race for America neat year. We are going to build
the Monoplane and we are looking for the champion who will drive it.
Are you that man?

We are arranging to carry passengers on a series of Aeroplane Cross-Country
Tours over California. Bookings are now being made.

Make your arrangements for the School and the Cross-Country Tours as soon
as possible. Only a limnited number of persons will be accommodated in
order that the work may be done right.

WIRE WRITE *PHONE
210 Merchants Trust Bldg. 1733 Broadway
EE 2nd & Main Sts., Los Angeles, Calif. New York City Sse =
’Phone Main 3674 ’Phone Columbus 5421
National Aeroplane Co.
606 S. Michigan Ave. Chicago, Ill.

W. E. Boughton, Washington, D. C

AERONAUTICS

Page 112

October, 1912

Deperdussin Racer

Prevost brought with them two rac-

ing monoplanes. These machines
were identical except for the motors, though
the wing curves may have been slightly
different. Vedrine’s machine was equipped
with a 140 Gnome engine, while that of Pre-
vost had a 100 Gnome engine. In construc-
tion these machines are radically different
from anything ever seen in this country.
The square fuselage held together by wires,
bolts and turnbuckles has been done away
with and in its place has been substituted
a built up body called by the Deperdussin
Company “monocoque.” In appearance
these machines look a good deal like a large
carrot; the fuselage is shaped like a cornu-
copia. The forward end corresponds ‘in
diameter to that of a motor. It tapers to
a point at the rear, where it takes the rud-
der post. The fuselage, which is built on a
form, is composed of three layers of poplar
veneer. When the work of putting on this
veneer is completed and the form is taken
out, we have a cone-shaped body without
any wires or cross-ribs. There are two
longitudinals running the length of the fus-
elage, and in the forward end there is brac-
ing to take the rear motor-bracket, the
“chandelles’, as they call masts carrying
the upper warping wires and the landing
gear. When this fuselage is completed we
have a practically empty cone with a hole
cut in it for the pilot and several small
doors on the sides forward so that one can
get at the carburetor and oiling system of
the motor. The landing gear is composed
of five pieces and a pair of disk wheels.
The main parts of the landing gear are two
D shaped pieces made up of laminated wood
which fit into sockets in the fuselage and
take the axle in the round of the D. Then
there are two tie-rods, one in front of and
one behind the axle. The axle is attached

es Deperdussin aviators, Vedrines and

in the Same way as in the regular Deper-
dussin landing gear, heretofore illustrated
in AKRONAUTICS. All -these parts have
wherever possible, a stream-line form. The
landing-gear is held to the fuselage by four
bolts and four wires. The lower front
wing-support wires run from wing to wing
across the landing gear where they are at-
tached under a little metal hook to the D
shaped parts of the gear. The motor has
a forward Y shaped bracket in addition to
the usual rear bracket. When the motor
is mounted a metal shield is placed around
it which has a slightly larger diameter
than the fuselage. This shield curves
around three or four inches at the forward
end so that it will not form a pocket for
the air.

The propeller is. mounted on the motor
with a shield attached to it. This shield is
designed so that it covers most of the motor
and yet allows enough air to reach the
valve chambers to keep the moter cool.
This shield is like an inverted bowl with
the bottom forward. It revolves with the
motor with its small end forward, and, un-
doubtedly, cuts down the head resistance
considerably.

The rear of the fuselage is split and the
one piece stabilizing plane fits in there and
is bolted fast by eight or ten small bolts.
Then the elevators are attached. There
are no wires of any sort on the tail other
than the control cables. Cables are used
in all the controls and to support the wings;
both the turn-buckles and the cables used
are much larger than those seen on the us-
ual machines in this country. The elevators
and rudders on the other hand are exceed-
ingly small, because on account of the high
speed attained a large area of controlling
surface is not necessary. The wings have
a chord of about four and one-half feet and
are not much more than ten feet long.

(Continued on Page 12h)

AERONAUTICS

October, 1912

Gordon=Bennett
Piaeotw ¥° HISTORY

Looking Backward
F’&éSS Ball Bearings

A Three Time Winner: 1910--1911--1912

1912—Jules Vedrines, at Chicago, September 9th, with
Deperdussin Monoplane, Gnome 14 cylinder rotative motor,
140 h. p. ; F. & S. Ball Bearings. Distance, 200 kilometer :
time, 1:10:56.80 ; average speed 169.14 k. p.h. (105.035
m. p.h.) fastest speed 171:11 k.p.h. (106.259 m.p.h.). Two
other French competitors: Prevost with 100 h.p. Gnome—
Deperdussin, and Frey with 100 h.p. Gnome-Hanriot.

There were no competitors of these three Frenchmen, al-
though America and Belgium had entered three each, England
two, Holland and Switzerland one each, making thirteen in
all entered.

Vedrines fastest lap was the 24th, in which he covered
6.666 kilometers (4.142 miles) in 2:20.24, a speed of 171.11
kilometers per hour (106.259 miles p.h.).

The prize winning list of world’s record holders in Aeroplaning, all made
on machines equipped with Gnome motors reads like the directory list in
*“Who’s Who in Aviation.’’

The Gnome fourteen cylinder air-cooled revolving motors use twenty-eight 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
practice, the only other gas motors using ball bearing connecting rods being the
Merkel and Schickel Motorcycles—also F. & S. equipped.

Nearly every world’s aeroplane record for Speed, Time, Distance, Dura-
tion, Height, Climbing Speed and Speed in Kilometers per hour was made on
F. & S. Ball Bearings, the Dependable Kind, made in Germany.

i RETZ (OMPANY

ah) ae ore &
2. Mt Ball Bearings

259° West Fitty-fourth, New york

In answering advertisements please mention this magazine.

Page 114

October, 1912

AERONAUTICS

Long-Distance Ballooning

Nooo N 1908 an effort was made
Sees by Darwin Lyon, of New
1) % York, to interest several
SD I 8) members of the Aero Club
) oe in a plan to make a record
eS) 4 balloon trip, employing
COI SVEIED liquified Dees aoe
MPAA NAAN AZ ing came oO n1s, espite
POEIEIENES) the fact that a full descrip-
CORDED) tion of the plan, with the
apparatus, was published in
AHRONAUTICS for March, April and May
of that year.
The patent* just issued in the United
States to a German employs a similar sys-
tem. It will be apparently feasible, by a

study of these articles and the patent, to
make a trip lasting for days.

The invention provides means by which
a body of liquefied hydrogen may be conven-
iently and safely carried by such a vessel
and the gas obtained by the vaporization
thereof admitted to the balloon as desired.

“Heretofore,” says the inventor, “liquefied
hydrogen has not been employed for the
purpose stated because there were not
known means by which it could be conven-
iently transported.” The advantages ob-
tained by being able to use this material
will be readily appreciated. A kilogram of
liquefied hydrogen will produce eleven
cubic meters of hydrogen gas which is suffi-
cient to support a load of fourteen kilo-

*U. S. Patent 1,035,560 filed Jan. 24, 1910,
issued Aug. 13, 1912.

grams weight. Therefore it will be seen
that in a vessel adapted to transport such
material the load bearing capacity can be
greatly increased as the liquid returns to
gaseous form.

Referring to the accompanying draw-
ing, which illustrates, more or less diagram-
atically, an embodiment of the invention, a
designates the car or body of an aerial
vessel. This car is as usual suspended by
suitable ropes from a ring-like frame b sup-
ported by an inflatable bag i. Suitably
supported near the frame b is a container
for liquid hydrogen comprising two con-
centric holders or receptacles c, e. These
bag-like receptacles are formed of the same
material as the supporting balloon i and the
space separating them is filled with a suit-
able light weight material adapted to serve
as heat insulation for the inner liquid recep-
tacle c. Hider-down is particularly adapted
for thus filling the space d separating the
inner receptacle in which liquefied hydro-
gen f is placed from the outer casing c. A
conduit h having a valve g therein leads
from the interior liquid receptacle e to the
balloon i and a branch k connects said con-
duit with the space d.

If desired the inner receptacle may be
provided with a lining m of material, such
as cotton adapted to absorb liquefied hy-
drogen, and the capacity of said receptacle
is such that a sufficient quantity of lique-
fied hydrogen can be carried to replace the
gas escaping from the balloon i during a
long flight. For example, for a_ balloon
having a capacity of 500 cubic meters the
receptacle e would be of sufficient size to
receive about 100 liters of . liquefied hydrogen
having a weight of approximately 7 kilograms.

Whenever it is desired to increase the lift-
ing Capacity of or materially replenish the
gas in the balloon i the valve g is opened
when rapid gasification of the liquid body
f will occur. The space d surrounding the
receptacle e being in constant communi-
cation with the conduit h may receive a
portion of the gas thus delivered through
the conduit h and the conduit k provides for
permitting such gas aS may accumulate
therein and any heated air within said
space to pass to the balloon i so that the
inner receptacle e is effectually insulated
from heat and its contents can be main-
tained in liquid condition for a long period of time.

If it is desired to supply gas from the
receptacle e more rapidly than is possible
by manipulation of the valve g alone a
current of air may be caused to pass through
the space d about the receptacle e by open-
ing suitable inlet and outlet valves q, r. The
passage of air through the body of insu-
lation material in the space d will raise the
temperature of the liquefied hydrogen and
thus increase the rapidity of the gasification
thereof.

AERONA UTIES October, 1912

CURTISS’. MOTORS

are used by the majority of professional men in exhibition work.

SIX GOVERNMENTS

Old experienced aviators, year after year. The people who are doing ‘“‘real flying.”’

WHY NOT BY YOU?

FOUR
CYLINDER
40
HORSE HORSE
POWER POWER

Model ‘‘0”’ 8 cyl. 75 H. P. (Developed 85 H. P. in French Government Test)

MAXIMUM POWER, WONDERFUL RELIABILITY, UNUSUALLY
ECONOMICAL

Immediate deliveries on complete power plants.

EIGHT
CYLINDER
75

Our illustrated catalog Z gives detailed information and is free for the asking.
copy will solve your motor problem. Write for it today.

THE CURTISS MOTOR CO. Qayreyert

In answering advertisements please mention this magazine.

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

AMERICAN ENDURANCE RECORD

g@8—- 4 Hours, 23 Minutes “BE
at 60 Miles an Hour

Stopped on account of Severe Thunder Storm

Bui't of Nickel Steel and Vanadium Steel throughout

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET 3 3 3 WASHINGTON, D. C.
: Sole Agents for SIMMONS Propellers

October, 1912

Pbbb bbb beh tbh bb beth bbb eh eee EEE EEEEEEEPEEEEESESEPESSSSSOTS

In answering advertisements please mention this magazine.

AERONAUTICS

Page 115

October, 1912

New Developments in Aviation

LEWIS AEROPLANE GUN

The recent experiments at College Park
with a special gun designed for use on aero-
planes, gives an idea of what may be ex-
pected from the aeroplane as a weapon of
offense. The gun was invented by Lieut.
Col. Isaac N. Lewis, of the U. S. Army Coast
Artillery Corps. The shots were made by
Captain Chandler, with Lieut Milling as
pilot.

*

Captain C. De F. Chandler, Signal Corps,
U. S .Army, reported on the gun as follows:
“The gun is air cooled, weighs 25 lbs,
6 oz., and shoots the service small-arms am-
munition. The rate of firing can be adjusted
by controlling the gas used in the operation
from about 300 to 700 per minute. Fifty
eartridges are placed in a drum and this
drum slipped over spindle on the gun. The
firing at College Park was done with the gun
adjusted for about 500 per minute, which,
with continuous firing, would empty the
drum in six seconds. On the 7th of June
Colonel Lewis gave me instructions in opera-
ting the gun, and I fired one on the ground
for practice. The control and operation of
the-gun appeared so simple that I had no
hesitancy in trying it immediately from an
aeroplane. The Wright Type B aeroplane
was used. with Lieut. Milling as aviator.
“On account of my lack of experience
with gun and possibly endangering the lives
of the officers at the Aviation School, the
first experiment was made from an altitude
of only 250 feet The target used was a piece

of cloth about 6 feet by 7 feet. The speed
of the aeroplane being about 42 miles per
hour, the target was passed in about 1-10 of
a second, therefore it was necessary to
begin firing just before reaching the target
and discontinuing as soon as it was passed.
Three trips of this kind were made across
the target. Upon examination five bullet
holes were found in the target and there
were other holes in the ground a short dis-
tance in front of the target, all within an
area of about 4 yards by 20 yards. No sights
were on a gun at this trial; sighting was
accomplished by looking over the barrel of
the gun. The second trial of the Lewis ma-
chine gun was made from an aeroplane on
the 8th instant, the target having a size of 2
yards by 18 yards, and the firing was done
from an altitude of about 550 feet by the
Same officers and aeroplane. Forty-four
shots were fired at the target, five of which
hit and the others fell a short distance be-
yond the target. The experiments on this
date were witnessed by Colonel Scriven,
Signal Corps, all officers of the Aviation
School, and a number of newspaper repre-
sentatives and other civilians who were
interested.”

As aluminum has six times the heat con-
ductivity of steel and but one-third its
weight, this very effective method of cool-
ing the gun adds but a few pounds to the
total weight carried. Another novel feature
which differentiates the Lewis gun from all
other gas-operated guns is the small inclosed
operating spring which is located near the
trigger-piece at the breech far removed from
all injurious heat effects. The temper of
this spring cannot be affected by either
direct or transmitted heat no matter how
rapid and long-continued the firing.

When firing at full speed it takes approxi-
mately four seconds to discharge a magazine
of fifty cartridges, and the empty magazine
may be replaced by a full one within two
seconds. The drum magazine used with this
gun is 8% inches in diameter and 1% inches
deep. It is stamped from sheet steel, has
an aluminum center piece to hold the cart-
ridges in place, and resembles, somewhat,
a reel used for winding cinematograph films.

Colonel Lewis designed the gun primar-
ily for infantry and cavalry use, but its
flameless feature coupled with the absence
of recoil and its light weight brought to
mind the possibilities of the rifle for aero-
plane use, and a test was decided upon
with the success already noted.

Captain W. Irving Chambers has incorporated

in a handsome booklet the contents of his
articles in AERONAUTICS and other publica-
tions on safety in flight and the use of instru-

ments. This data will be found of great value

and interest. ;
Copies of the June number of the Proceedings

of the U. S. Naval Institute contain this data.

Page 116

October, 1912

AERONAUTICS

STEVENS “LIFE PACK”

The “life pack’ designed and built by
A. Leo Stevens, 282 Ninth Ave., New York,
has been tested out pretty thoroughly.
Parachute drops have been made from a
flying aeroplane a number of times with it.
Harry Bingham Brown, Wright aviator, has
been pilot on several occasions, and F. R.
Law, who has been parachuting from the Li-
berty Statue, bridges and high buildings
with a similar parachute to that used in
the “life pack’, has been the artist who
has made the drops.

The parachute itself is wrapped in a
square of cloth. As the jump is made the
parachute opens up, the cloth cover re-
maining with the belts. A pin with spring
affords release.

The Wright Machine used by Brown has
been altered so that there are no guy wires
to prevent his jumping out in case he so
desires.

yy Wy K

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 about15 feet below thetop 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
circumferance of the ’chute, go direct to
the twelve inch hole in the center. In
dropping, the strain comes on these two
ropes first and insures the ’chute’s open-
ing; then the strain is evenly divided be-
tween them all. Fy.om 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 re-
lieve 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 the
rope. The leather straps are connected by
short lengths of rope which are snapped
to the guy ropes above.

HOW THE DROP IS MADE

“When I reached an elevation of 4,000 feet,”
said Harry B. Brown, “I motioned to Law to
prepare to give me a return motion of the
hand, indicating that he was ready to go, I
nodded my head and away he went. I saw no
more of him until I reached the starting point
some eight minutes later, when I was notified
that he reached the earth two and one quarter
minutes after making the jump. As he released
his weight from the moving machine, I felt
myself go up rapidly and the machine acted
very much as if it were suspended by a Gable
and was being pulled up rapidly in jerks, this
lasted perhaps for about ten seconds. The ma-
chine all this time was on an even keel.”

“In my mind, not as an exhibition stunt, but
as a safety factor, it is the greatest move
which has yet been made towards the aviator’s
safety. You can readily see if a machine were
to get on fire or break in two how secure the
aviator and his passenger would be; by merely
rolling off or falling off, descend with perfect
safety.”’

STREAM LINE TANK,

At the recent Berlin aeronautical exposi-
tion, many accessories were shown. Among
these was a stream-line gas and oil tank, of
aluminum or brass; soldered, clinched and
welded. Experiments with welded tanks,

dropping them from good heights, show

that they suffered dents only and were not
broken so as to leak. These tanks, made by
the Rheinischen Aerowerke G, m. b. H., in
Diisseldorf, have explosion-proof caps. Af-
ter covering the outside of the tank with
gasoline and setting it on fire, the contents
were untouched. These tanks are made
with lips at each end for attachment to the
main beams.

Otto W. Brodie, license 133, now has charge
of the ‘‘Standard’’ School at Clearing, Il.

Although fair France receives the cup,
through Jules Verdines, the winner, The Aero
Club of Uncle Sam still leads the world at
dinner. BAN Ee

Dayton International Aeroplane Club refuses
aeronautical magazine and Postmaster of that
city returns it to the publisher. Aero clubs
must be getting fed up with aeronautics these
days to not even worry about periodicals for
their libraries.

George Dyott, Semeniouk and Boyd are out on ex-
hibition work with the Rex monoplane which attracted
considerable attention at the show, Dyott is filling
dates for the Morok Aeroplane Company. This little
machine is a low priced all-American monoplane with
speed and sells at $2,500, guaranteed, with repairs at
cost price.

AERONAUTICS

To pou who apparently
think “Aeronautics” a
philanthropic institution,

Greeting !

The following letter should be an
inspiration. Read it!

The original has been framed and
hung in a conspicuous place.

—-—-—-—-—-—, Missouri,

Sept LO, oie
Aeronautics,

New York.
Dear Sirs:-

I am enclosing check for $6.50
in payment of my subscription for
this year and last. Though the rate
is only $3 per year, the uniformly
courteous treatment I have received
aieiae dispose me to do the right
thing, also. When you have dis—
counted my check, the surplus will
only be interest on your investment
and the cost of the extra postage
you have used on me.

Your fight on sham advertising
is good; what you lose in money you
will gain in reputation.

Your sincere well—wisher,
(Signed) C.E.S——--—-.

Hf vou don’t mant the magazine,

Say 30.
J{ you do want it,

“#oney talks’’
Bie

October, 1912

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 with

Curtiss Seats - - - 5.50 rer 0
5-Gallon Tanks - - 6.15 Aeronautical
Aviator Caps - - - 1.25 pEpelics,

Outrigger Fittings - - 9 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

So simple anyone can operate
them

So strong nobody reaks
them

So cheap anyone can buy them

Made in a dozen sizes, to suit all

types of machines.

The most generally successful
engine known to aviation, for both
amateur and professional work.

Catalog or folder on request.

ELBRIDGE ENGINES si

Elbridge Engine Company
10 Culver Rd. Rochester, N. Y.

a,

In answering advertisements please mention this magazine.

AERONAUTICS October, ite

BLERIOT MONOPLANES

IMMEDIATE DELIVERIES. ILLUSTRATED CATALOG FREE. FROM $900 UP.
AMERICAN AEROPLANE SUPPLY HOUSE

137-141 JACKSON STREET Phone 427 Hempstead HEMPSTEAD, L. L, N. Y.

SOSOCOOSOSOVODO< r
Spe toe <. DETROIT ARO POWER PLANT MODEL
3 f i Bi Hl ff St | W k compcete $300 Reapy To RUN 1
; 6 IX ISC 0 68 OF § {NGL PROPELLER CARBURETOR-BOSt MAGNETO, \ 9

IL PUMP-CABLE -SWITCH -MOUNTING BOLTS.

4 DUISBURG, GERMANY. ; iS GUARANTEED 10 2
% The VITAL part of a Motor is the 210 LBS MIN.STATIONARY THRUST
4 4 IS8 LBS MAX WEIGHT(COMPLETE) ©

36 HOURS DELIVERY

LIFT AND FLY
CURTIS BYPLANES
BLERIOT XI MONOPLANES #2
DEMOISELLE MONOPLANES
OR CRAFTS OF SIMILAR MAKE

DETROIT AROPLANE CO.

a eeeeernnen—enl MICHIGAN

WIRE

We make an extra high grade
plated finish wire for
aviators’ use.

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

oe Te press ntalvie FOR FURTHER INFORMATION ADDRESS
$ H. A. ELLIOTT, cmasestic sto.) DETROIT, MICH. John A. Roebling’s Sons Co.

SOSPSOSOCOOOOSOOOOOVOOOIO~w TRENTON, N. J.

AERONAUTICS

SSODSSOSSOSOCOSOOSOCOD
SSSOSOD SSOSSSOCTSPHPSOSS

THOMAS WINS

: The Leading British
~ Monthly Journal Devot- ALL SPEED EVENTS
* ~=ed to the Technique and ee ORK ae ee poe

Industry of Aeronautics. 25

y,
oe (FOUNDED 1907) Learn to FLY on The Best and Have
- Yearly Subscription One Dollar, Post Free Walter E. Johnson Teach You The Secret
- A ill b iled = =

= Note:-— Hanion veces ek 10 cents. . Wrile for Free Booklet on Training
de HEAD OFFICE: ——————————
* 3 London Wall Buildings, London, England THOMAS AVIATION SCHOOL
of
gj American Office: 250 West 54th Street, New York BATH -- N. Y.
Deedee coal op alo oo ole ello cho ce er alfeefo fo loll fo cfo-olsofo ao afle afo efe ope op >

Seventy per cent. of record-breaking American flights with American Aeroplanes were made
with propellers bearing this name

CHA RAVAY

We will tell you why if you ask 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.

AERONAUTIC

TEST OF THE STURTEVANT MOTOR.

‘The accompanying table shows the re-
sults of three tests recently made at the
B. F. Sturtevant Company’s works on a
Sturtevant six cylinder aeronautical motor.
The first was a fuel consumption test, last-
ing thirty minutes and showing a fuel con-
sumption per horse power hour of .64 pounds
of gasolene. The second was a brake horse
power test, lasting four hours and showing
an average actual developed horse power of
63.85 at 1304 (average) R. P. M. The third
was a maximum horse power test in which
the motor developed 86.3 actual horse power
ate Oowebe i. ME

Berane Test of Sturtevant D-6 Aera/oror No.//
Oimecr Connecreo To ApsorPrion Warer DYNAM OMETER
Lenern of Brans Are 3 Feer Avousr 23,/9/2.

E22
[Fue Consunrrion esr __—|

Lewern of un ~ 30 (hinvres
Avensce Speco- /33/ FAST
Avensce HP CFOS

Toran Gasoewe Usto~ 20.81 £85.

Fuss Consumrrvn ran Houn- Fl 62 LAs.
Fuss Comsunrreon ran NP HouR*.64¢La5
Gasoene-63°3£ 47 6 O°

Tiere 07 Coocime Waren ar Qureer=/80°F

Lenera or Pun» 4 Hours

Avenaca Sreco- (304 AF!

Avensca HP* 63.85

Torte O14 Surriiteo+ 8 OTS.

% Unuseo in Poron+ 14 9rs

639
Torus On Useo- 6.6 Ors.

On Comsurprion Fre Hour+16$5 Ors.

|G) |N/A
ALG RID
Slo) 0

Taw or Coosine Warin AT
Qvreer + (80°F

aR
NINA

==
eas F ail
BD
9
9
2

Werwesses or Ewrine Ties

TEAS GSAS

SIOZ
S306
4303

SIO
4303

ATT TTT)

An DO) LAVIN [O16
RREERRE ARERR
® QA Ni

oes.

(laren Sroreco By Sw

Aapienont PAP Tar
2037 | 73 gas | 7p | 663
ars
a [ome ea a BS ee ae
[teeters | rere ee Sa ai a ee

BF STURTEVANT Co.
Hroe Pann, Boasron (1453

It is interesting to note that the six cyl-
inder motor upon which these tests were
made is rated by the makers at sixty horse
power at 1300 R.P.M.

During these tests, no adjustment was
made and no one was allowed to touch the
motor except to supply the oil necessary.
As can be seen in the table which has been
photographed from the original and repro-
duced here, the tests were made in the
presence of) witnesses. Lieutenant Cun-
ningham of the Navy Aviation Corps wit-
nessed the tests unofficially.

PATTERSON DEMOUNTABLE SOCKET.

R. F. Patterson, the scale drawings of
whose steel hydro were published in AERO-
NAUTICS recently, has, for this machine,
employed a novel strut socket. The fish-

October, 1912

shaped steel struts are, of course, filled with
spruce. Allowance is made at the ends of
the wood filling for the projection of the
steel casting. The steel plate to which guy
wires attach by turnbuckles is bolted to the
main beams.

—~
76 Frow7-_\
STRUT
/

4 To Nexr%

STRUT SOcne

The special casting has a shoulder top
and bottom. The lower end of casting fits
in hole made in the plate; the other end fits
in the end of strut. A steel sleeve fits
over the strut and the casting and prevents
strut from moving out of place. For re-
moval of strut, the cotter pin through sleeve
and strut is pulled out and the sleeve slid
up until the casting is exposed when the
strut can readily be slipped out. When all
are out, the wing sections lie flat against
each other, ready for crating, with all wires
attached ready for insertion of struts again.

More than 100 drawings comprise the com-
plete set of blueprints which are sold by
AERONAUTICS at Hight Dollars. For the
amateur builder, nothing could be more
complete. From these every single part of
the machine may be built, or in part, pur-
chased from supply houses ready made.

RUBBER BOAT.

Joseph Pastorel, of Asbury Park, N. J,
has patented the construction of boats hav-
ing ribs of hard rubber covered with sheet
rubber or cloth, capable of being moulded
in sections if desired, with arrangement for
inflation of air pockets.

Not So Very Bad!

The technical articles by Mr. Sellers, and the
one by Winthrop 8S. Horton are unquestionably
of great value to the experimenter and designer.
x = * * * The scale drawings are neat and clear
and a valuable asset to the reader. You are to
be congratulated for your unceasing efforts in
editing a magazine of such a generally con-
sidered pioneer subject.

J. A. W., Pennsylvania.

Keep right on the way you are now going.
You are running the little magazine just the
way I should want to if I were doing it. That's
saying a good deal.

W. K., Pittsfield, Ills.

AERONAUTICS

Details of Scott’s Winning

Note:—The following is the first and only
complete and authortative report that has ap-
peared in any journal anywhere.

HE contests for the Michelin prize for
dropping bombs from aeroplanes were

closed on August 16th. As has been
noted in these columns before, the Michelin
prizes were donated by the famous French

rubber manufacturers in August, 1911, and con-
sist of the sum of 150,000 fr. ($30,000), one-half
of which was made available for the year 1512
and the other half for 1913. In addition, Messrs.
_Michelin later offered a special prize of 10,000
fr. ($2,000), to be given to the inventor of the
most scientific and practical apparatus entered
in competition for the other prizes. Therefore,
there was 85,000 fr. available in 1912, which
sum was divided as follows:

(1). A prize of 50,000 fr. ($10,000) to the con-
testant placing the greatest number of bombs,
each weighing 15% Ibs.. in a circular target of 10
metres [32.8 ft.] radius from a height of 200 metres
(656 ft.| or more, each contestant being required to
carry and drop 15 bombs, one at a time, and being
given 50 minutes for the purpose.

(2). A prize of 25,000 fr. ($5,000) to the con-
testant placing the greatest number of bombs,
as above described, in a rectangular target 40x
120 metres, [131 by 394 ft.] representing the
hangar of a dirigible balloon, from a height of
890 metres [2624 ft.] or more, each contestant
being required to carry and drop 15 bombs, one
or more at a time, and being given one hour in
which to do it.

(3). A prize of 10,000 fr.
ventor of the most meritorious apparatus.

($2,000) to the in-
This

prize could be divided among two or more in-
ventors, in case the jury considered the appar-
atuses equally meritorious.

SCOTT’S LATEST DEVICE USED IN TRIALS.

The contests for these prizes commenced in
February and continued at intervals until
August 15th, there being about 12 periods of
‘fire’ in all. Altogether, there were 12 entries,
nine military and three civilian aviators. Each
period of ‘‘fire’’? consisted of two days, so that
all contestants were enabled to ‘‘fire’’ at least
once and usually two or three times each per-
iod. This naturally added to the chances of
those having inferior apparatuses, as in so
many trials, the chances of accidentally mak-
ing a good score were increased.

The contests closed on August 15th with a
complete victory for Lieut. Scott, an American
and the only foreigner taking part. The appar-
atus of Lieut. Scott was mounted on a Wright
biplane with the French aviator, Gaubert, as
pilot. It will be remembered that Scott was
the first man in the world to make tests in

scientific ‘‘bomb’’-dropping from an aeroplane,
having carried out a successful series of tests
at College Park last October on a Wright aero-
plane piloted by Lieut. Milling.*

It was with an almost identical equipment,
but entirely constructed in France, that the
Michelin prize was won. On August 11th, Scott
and Gaubert won the priz-; of 25,000 fr. by plac-
ing 8 out of 15 bombs in the target from a height
of 820 metres (just % mile). On August 15th
they ran the second prize of 50,000 fr. by plae-
ing 12 out of 15 bombs in the target from a
height of 2830 metres (765 ft.). Also, the spec-
ial prize of 10,000 fr. was awarded to Lieut.
Scott for having invented the most scientific
and practical apparatus. Altogether, the vic-
tory was conclusive in every way, although
there seems to have been considerable feeling
displayed by some of the contestants. In fact,
to judge from an aricle in one of he Parisian
sporting weeklies, one would conclude that any-
thing but a sporting spirit was displayed in the
matter. We quote the following extracts from
an farticle which appeared in ‘“l’Echo des
Sports’? under date of August 21, 1912:

FRENCH SPORTSMANSHIP.

“The competition was very severe, too
much so in fact because certain incidents oc-
curred that can only be regretted.

“Tt should be proclaimed from the house
tops, first of all, that the victory of the Gaubert-
Seott combination was due primarily to the
intrinsic value of the apparatus invented by
the American lieutenant, and that the victory
was entirely justifiable. The device of Scott
was the only one embodying a definite scien-
tific method and founded on serious lines; the
others contained only haphazard means leaving
altogether too much to chance.

“‘Towards the end of the contest when the
combination Gaubert-Scott was at the head,
due to the excellent firing and by right depended
upon the impartiality of all those in charge of
the competition, there were some clumsy efforts
on the part of friends of French competitors to
modify the results. It would not do to cite
names for the guilty ones will surely be the
first to regret their hasty action, impelled by
a spirit of friendliness towards other competi-
tions which it is firmly believed will never
recur again.

“Tt is truly deporable that intelligent men
of good standing and education, for the sake of
friendship, should endeavour to rob one another
of the fruits of their labor. ee

‘Tt happened that some of the projectiles
fired by Scott which fell within the target,
were rolled aside: as though a strange error in
calculation gave the benefit to some French
competitors. Luckily’ some of those present,
not blinded by friendship, brought order and
justice out of chaos, together with the indig-
nant intervenion of some spectators who yelled
at the attempted injustice.”

We certainly hope that the assertions above
quoted are not strictly true and that the lament-
able spirit of exaggeration, of which our own
press is not free has colored this article too
strongly. We cannot too strongly insist that
the officials of our own Aero Club exercise the
greatest care in all contests, especially of an
inernational nature, in order that no taint of
favoritism or injustice may be attached to their
acts and decisions. Unfortunately, we cannot
assert that the decisions of our national body
have always been above reproach.

*A complete description of the Scott device,
with method of calculation of time for launch-
ing and speed over the ground while in the air,
have previously been printed in AERONAUTICS.

pe OU TICS | cee: Te

Liberal three months terms to test

Jout and pay for a Gray Eagle
Motor. The proof of the motor is the
actual flying test. Is this not a fair
proposition? Full particulars and
terms on request.

se : * Model E-6 50 H. P.
+f —— Model D-4 35 H. P.

KEMP MACHINE WORKS - -_ Muncie, Ind.

Planes were making good
while others were
making claims

Cross Country Model, 3 passenger,
(oNEEs
Land or Water Equipped

| Benoist Aircraft Co. °72,2simr Biva.

C. & A. Wittemann

Aeronautical Engineers
Manufacturers of

Biplanes Monoplanes

Hydro-Aeroplanes
Gliders Propellers _— Parts

Special Machines and Parts Built

\ Sere 7 to Specifications
oy Large stock of Steel Fittings, Laminated

Ribs, and Struts of all sizes carried in stock.
2 Hall-Scott Motors, 40-60-80 H. P.
: Your Ovvorruntry—One single covered
Biplane for immediate delivery. Slightly
ne ; used, with 8 cyl. 60 H. P. Hall-Scott Power
ae Plant.

FLYING AND TRAINING GROUNDS

Works: Ocean Terrace and Little Clove Road
Established 1906 STATEN ISLAND, NEW YORK CITY Tel. 717 Tompkinsville

In answering advertisements please mention this magazine,

AERONAUTICS

October, 1912

“UNCLE SAM”
“KANSAS CITY IT

Win National By a Big Margin
Again putting the Rubber Balloons out of Business

Our Balloons Have Taken Eight First
Honors and One Second out of Ten
World-Wide Contests as Follows:
Chicago International Contest, 1908—9 compet-
itors, 1st for distance and endurance.

Indianapolis National, 1909—Jst and 3rd

St. Louis Centennial, 1909—J1st, 2d and 4th

Peoria Contest, 1909—1I1st and 2nd

Indianapolis National, 1910 —2nd

Kansas City National, 1911—1st, 2nd and 3rd

Kansas City International, 1911—‘‘K.C. II.’’
non-contestant — whipped the entire
field, World’s best Balloons.

Kansas City National, 1912— 1st, 2nd and 4th.

Colorado Springs, 1912—1lcst and 2nd.

Insist on RECORDS before buying elsewhere
We arrange Contests, Qualify Pilots, etc.

French-American Balloon Co.
4460 Chouteau Ave. St. Louis, Mo.
H. E. Honeywell, Mgr.

ADAMS-FARWELL
REVOLVING MOTORS

peller of 6-ft.

pitch.
Ask for our

HAVE BEEN IN dh
DAILY USE FOR
TEN YEARS. = This is our
yA new H.P.
egy AVIATION
ey . 450 Ibs. thrust
, with 9-ft. pro-
X ry |

Circular No.16A

THE ADAMS COMPANY
21 ATHOL STREET, DUBUQUE, IOWA, U. S. A

Soe
HY) 4 (} ¢ BUILD YOUR OWN
Over 100 complete
drawings. Scale 1"

to foot; some full size
. n
$ 8 a O O

Prints 28" x 36
AERONAUTICS, 250 West 54th St., New York
| SSSA ES I

i a \
La) A\.

a

Im answering advertisements please mention this magasine.

y
fe

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

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

EL ARCO RADIATOR COMPANY

Broadway and 57th St., New York City

Also Manufacturers of Automobile Radiators of all types

THE AERO WHEEL CO.

Builds all Kinds of Wheels for Aeroplanes
and Monoplanes

Standard or Special Sizes at Very Low Prices

782 Eighth Avenue New York

Have never been connected with the American
Aeroplane Mfg. Co. and School of Aviation.

October, 1912

THE CRUDE FRENCH APPARATI:—

1.—Arrangement of Lieutenant Terrisse:..His
device consists of an automatic lever scheme
operated by the aviator himself permitting the
cartridges to fall as seen in the illustration.
2.—Arrangement, of Lieutenant Bousquet: A
simple box placed under the seat...A connecting
lever under control of the aviator allows the
projectile to drop through the opening in the
extension of the box...3.—Scott’s Apparatus.

International Race

The fourth contest for the international avia-
tion trophy offered by J. G. Bennett, proprietor
of a New York newspaper, was won by Jules
Vedrines, Deperdussin-140 Gnome-monoplane,
at Chicago on September 9. His only competi-
tors were Maurice Prevost (100-Gnome-Dep)
and Andre Frey (100-Gnome-Hanriot mono-
plane); the latter did not finish. All three rep-
resented France. No other country was rep-
resented in the race, although 10 oher entries
were made by Belgium, England, Holland,
Switzerland and America.

The 6.666 kilometer course, Which was made
the most perfect ever seen by the progressive
Chicago club, was circled 30 times by Vedrines
and Prevost. Vedrines’ time for from 5 to 200
kilometers would have established new Ameri-
can records, naturally, if it had been possible
to time over a 5 kilometer course. He failed to
exceed his international speed records for this
distance established in his elimination trials to
pick the French team.

Vedrines’ total time for 200 kils. was 1:10:56.-
85, an average speed of 169.139 k. p. h. (105.035
m.p.h.); fastest speed 171.11 k.p.h. (106.259
m.p.h.) in 24th lap which he made in 2:20.24.

Prevost’s time was 1:13:10.82 an average
speed of 163.97 k.p.h. (101.82 m.p.h.), a differ-
ence between that of Vedrines’ extra 40 h.p.
speed, of 5.169 m.p.h. Frey covered 23 laps in
1:02:13.70 and dropped out of the contest. His
average speed was 147.827, k.p.h. (91.70 m.p.h.).

4.—Arrangement of Ensign Lafont: On each
side of the seat of the operator is found a row
of bombs which the inventor throws as well as
he can... 5.—Arrangement of Lieutenant Maille-
fert:..The procjectiles are placed in a box at
the side of the seat and the observer, who is
placed behind the aviator launches them
through a hole between the box and the seat.
Note the shield protecting the marksman.

PREVIOUS G-B RACES.

The following new records were made by Vedrines:—
American speed for 200 kiloms.

American speed for 20 kiloms.
World speed for 20 kiloms.

A special flight was made for three laps of the
course and officially timed in 6:55.95, which
gives a speed of 173.09 k.p.h. (107.48 m.p.h.).

Trophy valued at $2,500 for international
competition, goes to winning club. Cash $5,000
donated by Bennett to winner for each of first
three years. In addition, entrance fees and for-
feits are divided among competitors. The first
contest, and prize offered, in France. Each
international club may enter 3 machines, with
native born pilots, fee $100 each entry. <A club
must win trophy three times consecutively to
become permanent holder. Plaques have been
given winners yearly. Distances flown and
other conditions have changed yearly. For 1912
the prize in cash was not offered. Won two
times for America. First flown in 1909.

1909—Won by Glenn H. Curtiss, at Rheims,

France, with Curtiss biplane, Curtiss 8 cyl.

50 h.p. V motor, Dist. 20 kil.; time 15:50.60;

average speed 73.6 k.p.h. (47.06 m.p.h.); fast-

est speed 76.7. k.p.h. Three starters from

France and 1 from England.

1910—Won by C. G. White, with

monoplane, at Belmont Park, 100 h.p.

motor. Dist. 100 kil.; time 1:01:04.74; average

speed 98.23 k.p.h. (61 m.p.h.) fastest speed

102.4 k.p.h. (63.59 m.p.h.). Five other starters

—America 2, England 1, France 2.

Bleriot,
Gnome

AERONAUTICS

Page 120

October, 1912

1911—Chas. T. Weymann,

at Eastchurch,
England, July 1,

with Nieuport monoplane,

Gnome 100 h.p. motor. Dist. 150 kil., time
1:11:36.20; average speed 125.69 k.p.h. (€%8.05
m.p.h.); fastest speed 83.5 m.p.h. Three

French and 2 English were other starters.

THE AMERICAN CUP DEFENDER.

Early in July Norman Prince, representing
the ‘‘Cup Defender Syndicate’”’ in Chicago, vis-
ited Marblehead for the purpose of finally clos-
ing an order with the Burgess company for the
design and construction of a cup defender. For
more than four months preceding overtures
were made in various forms by the Aero Club
of America and individual clubs and members
looking towards interesting American manufac-
turers in the construction of a racing machine.

Pressure, however, was brought to bear upon
the Burgess company and Curtiss, to design and
build an aeroplane suitable for the 160 horse-
power Gnome power plant which had been pur-
chased. Finally the Burgess company agreed to
design and build the aeroplane in six weeks,
but at the same time took no responsibility
whatever with regard to the furnishing of the
aviator either for the test flights or for the
race,

When the machine arrived, there was at once
a question as to who should drive it. No defi-
nite arrangements seem to have been made and
conditions were aggravated by the fact that
contrary to the company’s advice the Wright
system of control had been installed. After a
number of days’ delay it was finally decided
that Mr. Glenn L. Martin of Los Angeles would
undertake to drive the machine. A number of
local people criticized certain details of design
and construction. The use of single wires with
a factor of safety of over six was eriticized, and
at the same time the large wing surface, 130
square feet, with a@ camber of 2 inches, was
said to be too large for the horse power. Some
did not like the landing gear and others thought
the tail was incorrectly designed and so on.

When the request was made that smaller
wings be furnished, the company believed that
this was contrary to good judgment and was
reluctant to aid in any changes made by those
who perhaps lack the experience and _ skill
which has been evident in the Burgess prod-
ucts. Small wings were hastily put together in
Chicago even though the large wings had never
previously been tested out. If it had been pos-
sible to thoroughly train a man with large
wings the question of smaller wings would have
been, of course, in order, but with the horse
power furnished the original design was by no
means excessive in amount of surface, and
limited time naturally prevented the highest
possible development which can only be reached
by experiment.

In the meantime day after day passed in
Chicago without any real work being accom-
plished, other than racing back and forth be-
tween Chicago and Clearing and the exchange
of endless dissertations.

The aeroplane arrived on August 20 and from
that until the day of the race was not actually
tried out. The Burgess company finally built a
small set of wings, extra propellers and shipped
sufficient spare parts there to build an entirely
duplicate machine should it have been neces-
sary. The small set had 120 sq. ft., with a
camber of but 1% inches.

The real difficulty in the whole episode boils
down to the principal criticism: the construc-
tion of an aeroplane at the eleventh hour with-
out any arrangements for the training of the
aviator in the two weeks which remained be-
tween the date of delivery and the race.

A description, with drawings, of the ‘‘Defend-
er’? was published in the last issue of AEKRO-
NAUTICS.

SLOANE OFFERS AID.

One man in the trade, at last, now realizes
the advantage of having America represented
by an American machine as well as an Ameri-

can pilot. John E. Sloane wants to raise a
fund to build a challenger for 1913 along lines
to be adopted by a conference of American de-
signers, and offers to subsreibe $1,000 toward
a syndicate and offers any facilities his plant
may afford. In arguing his point, his letter
to the Aero Club of Illnois, he says:—

‘Let us call a meeting next month in Chicago
of the most notable Aeronautical Engineers in
America. This group should inelude Orville
Wright, Capt. W. I. Chambers of the U. S&S
Navy Aeronautical Bureau, Frederick Chara-
vay, HE. R. Armstrong, Matthew B. Sellers
Yharles M. Maniy and any other serious, com-
petent Aeronautical Engineer, who can be in-
Nuced to participate. These men are pract-
ical and brilliant workers in the activity. Let
us ask them to pool their talents to devise for
us the swiftest, staunchest, most efficient air-
craft the world has ever seen. Engineer Moore
of the Gyro Motor fame is prepared to build
the most perfect engine his factory has produced.
All the resources of my factories, shops, fields
and the services of my staff ar: at the dis-
posal of the group who will build the chal-
lenger.

“Tt will take about $15,000 to build a chal-
lenger and send it to France. To get this
money I suggest this: Let us open a subscrip-
tion list and ask sportsmen and clubs in all
parts of America to pledge themselves for a
small proportion of the sum total to defray the
cost. The machine will in this way be thor-
oughly representative of the enthusiasm of all
American Aeronautical Sportsmen. ‘he burden
of its cost will not fail heavily on any individ-
ual or group of individuals. I am perfectly will-
ing by all the means at any disposal to organ-
ize a national syndicate to plan, devise and
finance the challenger. In order to start the
subscription list I herewith pledge myself to
contribute one thousand dollars.’’

Bennett Balloon Race

America will be represented by two baloons
in the international race at Stuttgart on Oco-
ber 27, the ‘“Uncle Sam,’’ Capt. H. E. Honeywell
pilot, and the ‘‘Kansas City II,” John Watts,
pilot. The aides are not yet selected. The
“Uncle Sam” and K. C. IL’’ finished one-two in
the elimination race from Kansas City July 27.
The contestants will leave New York on the
Princess Louise, sailing October 10.

Three balloons each are expected from
Belgium, Germany, Austria, Switzerland and
France; two from Italy and one each from Den-
mark, England and Russia. In all twenty-two
are looked for as starters.

“UNCLE SAM’S” RUN IN NATIONAL ELIMI-
NATION RACE.

By Capt. H. Eugene Honeywell, Pilot.

From the first we were beset with an in-
numerable lot of difficulties, some of which
floored some of our competitors early in the
game. Storm first night.

In drawing for places, order of start, we drew
first off, making a pretty getaway at 5:11 p.m.
July 27, just one hour and three minutes earlier
than our last competitor, who had a decided
advantage,—a balloon full of contracted gas.

At 5:40 our good ship ‘“‘Uncle Sam of K. C.”
passed over the pilot balloon with marriage
party which landed near a farm house. Our
altitude 1,500 ft., course N. N. E. Sighted
electrical storm approaching from N. W. 10:30
dropped down and trailed heavy for 12 miles,
retarding speed. Changed course to North to
avoid storm, where response to a question
proved that we were near Parnell, Iowa, at 4
a.m. over Waterloo, storm passed and we picked
up our trail rope and followed in the storm’s
wake.

Passing over the Mississippi river at 6 a. m.,
we sighted Peoria far to the south, altitude 7,000
ft., course East. Sighted Chicago and Lake
Michigan at 11.30 a.m., and passed over south-
ern portion of lower edge of lake. Lost sight

AERONAUTICS

You can now fly
with safety!

Curtiss

October, 1912

Hydro-Aeroplanes

as a sporting proposition, are infinitely more desirable than automobiles and motor boats.
Nothing that you can imagine is more thrilling or more exciting than speeding over the
water faster than the fastest motor-boats, or making air flights with safety better than

sixty miles per hour.

You, too, can become a successful aviator.

You do not need a knowledge of practical

mechanics—the Curtiss Hydro-Aeroplane has made this possible.

The Curtiss Hydro-Aeroplane seats two and is as easy to operate as a motor car.

The

new model, designed by Mr. Curtiss, is a thoroughly practical and efficient water and air craft.
Learn with little practice and no cost, as tuition applies on purchase price.

Write for full information. Training grounds

in New York and California.
Curtiss Aeroplane Co., Dept. B., Hammondsport, N. Y.

ON E50, HP:
Roberts 4-cylinder

FOR SALE titer. ttn

Paragon Propellers, weight 165 Ibs., list
$1,500.00 200d as new will sell for $500.

D. C. DORMAN, Minot, N. D.

NEW WORLD ALTITUDE RECORD

Paris, France, Sept. 17.—George Legagneux
made a new height record of 5720 metres
(18,701 ft.) in a climb of 45 minutes. He used
oxygen to facilitate breathing after reaching
5000 metres. This record exceeds that made
by Garros on Sept. 6. Legagneux tsed a Morane-

Saulnier monoplane, Gnome motor, Bosch magneto.

GIBSON

GIZSON PROPELLER CO. -

PROPELLERS ARE STILL ON THE MARKET

WAITING FOR THE AWAKENING

The “Worcester” Type Surpasses all Standard Propellers

OUR STANDARD PROPELLER CLEARANCE SALE AT 1-4 LIST PRICES
Our Standard Propellers cannot be surpassed except by our ‘““‘WORCESTER”’ type

- Fort George Park, New York

In answering advertisements please mention this magazine.

AERONAUTICS

Wright Hydroaeroplane School
now open at Glen Head, L. I.

Wright Flyers

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. Reliability means dollars to
the exhibitor.

Wright Schools of Aviation

Training consists of actual fiying, in which the pupil
is accompanied by a competent ti.acher. 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. 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 Schools at Dayton and New York are 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

October, 1912

Hotel Cumberland

NEW YORK
Broadway at 54th Street

‘ Broadway” cars from Grand Central Depot in 10 min-
utes, also 7{h Avenue cars from Pennsylvania Station

Headquarters for
Aviatorsand Auto-
mobilists.

New and
Fireproof

Strictly first class.
Rates reasonable.

$2.50
With Bath

and up

Send for booklet

Ten Minutes’ Walk to Thirty Theatres

H. P. STIMSON

Formerly with Hotel Imperial

{a op

f NAIAD |
Aeronautical Cloth

Manufactured Especially for
Aeroplanes

Light, Strong
Air-Tight and
Moisture Proof

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS
101 Franklin St., New York
Boake cle elo ate ofp ofoofoade ofp cline ee ao ofp oe fe fo of fo fo ofp efo-efoche tatoo

Be foc oho focfoofo fo othe oho eGo ofocfe Hocfe cho cho ofoofoofo fo ofooge ohooh:

EEE EEE E PEE EPEEEPEEEESEPE EELS

In answering advertisements please mention this magasine.

AERONAUTIC

October, 1912

The Start of the National Race

of the city at 12:30, altitude 10,000 ft., course
E. S. S. E., storm clouds on every side.

Passed over Ft. Wayne, Ind. 6 p.m., 5,000 ft.
course East at 9:30, two storms gathered in the
rear, with lightning at 11.30, it was very dark,
with occasional moon breaks through clouds,
we were very tired, as there was no sleep for
either of us save ‘“‘cat naps’’ Aide Donaldson
at the wheel—reports mountains ahead, balloon
behaving beautifully, altitude 4,000 ft. I or-
dered him to make it 7,000 to avoid eddy cur-
rents. About 3 a.m. a heavenly sight greeted
our eyes. The cloud formations rapidly changed,
with a big wall of storm clouds in rear and
lightning playing through them—loud thunder
claps. Imagine if you can a beautiful garden,
foliage of all sizes and kind with walks leading
through them—thus grew the flimsy clouds in
the foreground, with a luminous wall of fire
for a background. It was surely a garden of
Eden—beautiful, grand, magnificent!

Daylight came at 4:30. The Alleghany and
Blue Ridge mountains are passed with Chesa-
peake Bay about 30 miles in plain view ahead.
Storm almost upon us, 5,000 ft. altitude—few
drops of rain.

Feeling sure that we had outdistanced all our
competitors, there was only one of two things
to do, and we must decide quickly: either—buf-
fet the storm for the remaining thirty miles
with a chance of being forced out to sea and
becoming disqualified; or land. We chose the
latter, making a hasty descent. The big red sun
smiled on us from the horizon—as we made a
beautiful landing on the old historic, battle-
field of Bull Run. Seven sacks of ballast on
board and much other junk.

The actual distance covered being about
twelve hundred miles by air line and credited
for 914, the longest trip ever made wholly on
American soil and only exceeded by A. R. Haw-
ley who landed in the wilds of Canada.

I wish to comment on the excellent quality of
gas. The well darranged and policed grounds
for which we must thank Mr. Geo. M. Myers
and his staff; also, Mr. Myers made it financial-
ly possible for ‘“‘Uncle Sam” to reach Washing-
ton.

Mr. A. B. Lambert being the starter, all got
a fair deal with no favors shown.

NEW PILOTS.

158 Osmond T. Belcher, (Gage biplane)
Angeles, Calif., Aug. 7.
159 Clifford B. Prodgers,
stead, ti; EL, Aug. 14.
a Peter Colovon, (Wright) Chicago,

a.
161 Nels J. Nelson, (Curtiss) Chicago, Aug.

Los
(Wright) Hemp-

Aug.

18.
162 W. GC. Robinson, (Wright) Chicago, Aug.

162 E. Norman Hunt, (Moisant monoplane)
Hempstead, L. I., Aug. 20.

164 Walter E. Johnson, (Thomas biplane)
Kingston, N. Y., Aug. 12.

165 Lt. Lewis C. Rockwell, U. S. A. (Burgess
biplane) College Park, Md., Aug. 22.
166 Lt. Harold
College Park,
167 Taras Weiner, *
1

Geizger;> W458) 7A:
Aug. 29.

(Wright)

(Curtiss)
Chicago, Sept.

168 Alexander C. Beech, * (Wright) Chicago,

Sept. 1.

169 Grover C. Bergdoll, (Wright’ Manoa, Pa.,
Sept. 9.

170 Alberto Salinas, (Moisant monoplane)
Hempstead, L. I., Sept. 12.

171 John Guy Gilpatrick, (Deperdussin)

Hempstead, L. I., Sept. 12.
172 Gustavo Salinas, (Moisant)
Enos Sept. 13:
173 Bernetta Adams Miller (Moisant) Hemp-
stead. be i Sept a4

Note: *These two men have been granted
licenses subject to the approval of the foreign
clubs of their respective nationalities.

PILOTS REINSTATED.

A notice to the papers sent out by the Aero
Club of America on August 31, stated:—

“In view of the exceptional circumstances
and at the urgent request of the Aero Club of
Illinois, the Contest Committee of the Aero
Club of America has removed the suspension
against aviation pilots:—Charles K. Hamilton,
Lincoln Beachy, Glenn lL. Martin, Phillips W.
Page, Farnum T. Fish, Paul Peck, Arch Free-
man) f. Je cberrile

In Memoriam

GILL AND PECK MEET DEATH.

Aviation has suffered severe losses by the
untimely deaths of two of America’s most
prominent flyers, Howard W. Gill and Paul
Peck. Of the pioneer flyers, but one or two are
left. When those are taken whose friendship
has been ours, whose work has been materially
aiding the backward progress in this country,
the blow is especially severe.

Gill was killed on September 14th, at the Chi-
cago meet where he was flying an EX Wright,
with Hall-Seott engine. George Mestach, an-
other competitor in the race, flying a Morane
with 50 Gnome, caught up with Gill and Mes-
tach’s running gear caught in the tail of the
Wright and Gill had, therefore, no control over
his machine. Both maciu.nes struck the ground,
the Morane fairly safe and Mestach was _ not
badly injured. Gill’s back was broken and he
diéd on the way to the hospital. Hugh Robin-
son states that Mestach made no attempt to
either swing out and pass Gill or to go above
or below, that both machines were fiying
straight ahead; that the running gear of the
monoplane seemed to catch and tear the tail
completely from the bi-plane at the same time
turning it completely over and giving it a half
turn around the left. In this position it struck
the ground and threw Gill out.

Hempstead,

AERONAUTICS

Page 122

October, 1912

DEATH OF PECK.

Paul Peck lost his life three days previously,
on the 11th, in trying out a fast ‘‘Columbia’”’ Bi-
plane.

Peck was trying out his small span, small
surfaced biplane in a wind. Peck started into
a spiral dive, and kept making the _ spiral
shorter and shorter until it appeared he could
not bring it out. There seemed to be a force
holding his inside wing which he could not
counteract.

Careful examination of his machine after the
crash revealed the following:

For ailerons he used trailing flaps like the
Farman and, like the latter machine, connected
the two with a strut. This strut was of hollow
oval tubing about 22 gauge, approximately % x
5”. The strut on that wing which appeared to
have been retarded was found bent, bringing
the two ailerons together.

It is the belief of many that in trying to bring
the machine out of the spiral dive Peck placed
an unusual strain on that strut which caused it
to buckle up, and thereafter that wing was re-
tarded beyond his power to straighten it up.

Peck was fatally injured and died in the hos-
pital several hours later. Peck learned in rec-
ord time on a Rex Smith machine in 1911, later
flying the Columbia monoplane and biplane.

Gill was a former holder of the American
duration record, and Peck was the holder at the
time of his death. All holders of this record
have met death flying. Readers will remember
Gills work in the construction and flying of
the double power plant Gould prize machine,
described in a previous issue.

An officer of the Illinois Aero Club has stated
to AERONAUTICS :—

“The official time sheet bears out the state-
ment of judges that Mestach started to climb
above Gill on his last completed lap. The acci-
dent occurred on the back stretch.

AS near aS can be learned Mestach had not
climbed the 150 feet prowided in the rules to
pass Gill, nor was he 75 feet to one side. It
also appears that Gill, contrary to rule, worked
out from his position at the pole and also raised
up a trifle.

It is apparent that just before the crash Gill
looked back and saw Mestach upon him and
tried to dive to get out of the way. To dive,
he raised his elevator which hooked on one of
Mestach’s skids. Gill was thrown out of the
biplane and his death was caused by his fall
upon the ground. Mestach, strapped in, shoved
his elevator control ahead. His machine struck
the ground nose on, several feet farther. Mes-
tach was cut and bruised a trifle, but not ser-
iously hurt.

It seems apparent to us that the accident fol-
lowed a violation of the international code of
aera of which both flyers were in a measure
guilty.

Hitchin, England, Sept. 6.—Captain Patrick
Hamilton and Lieut. Wyness Stewart were
killed near here flying cross country on the

Army’s Deperdussin monoplane which won sec-
ond prize at the trials and was purchased for
$5,000. He was flying under orders at the time.
Captain Hamilton flew at Nassau Boulevard
last season and was flying with Dyott in Mex-
ico. He was an experienced ‘‘Dep’’ flyer. His
death is deeply mourned by all who had the
pleasure of knowing him. The cause of the
accident is ascribed to part of the engine
coming off and hitting the bonnet, breaking
a guy wire, allowing the wings to double up.

Berlin, Sept. 6.—Lieut. Steger was killed fly-
ing a German biplane. He was reconnoitering
in local maneouvres.

Dresden, Saxony, Sept. 11.—Lieut. Siebert
killed scouting in maneouvres. Companion se-
riously injured.

Oxford, England, Sept. 11.—Lieut. C. A. Bet-
tington and Lieut. E. H. Hotchkiss killed in
Army maneouvres.

Greene, N. Y., Sept. 11.—William B. Cham-
bers died from injuries received in an exhibition
flight on Sept. 6 at this place. It is reported
the propeller of his biplane broke in the air.

Belfast, Ireland, Sept. 21.—H. G. D. Astley,
a well-known English aviator, was killed in a
race with James Valentine. He used a Bleriot
monoplane.

Freiburg, Germany, Sept. 21.—Lieut. Berger
and Lieut. Junghans were killed in a monoplane
in a flight from Chemnitz to Berlin,

Turin, Italy, Sept. 25.—Lieut. Raggazoni,
Army aviator, killed in Chiribiri monoplane,

DEATH U. S. ARMY FLYERS

Washington, D. C., Sept. 28.—Lieut. Lewis C.
Rockwell and Corporal Frank Scott, both of the
Signal Corps were killed in landing the old original
Wright with which these officers have been flying.

Descending within 40 feet of the ground
for some, as yet, unascertained cause, the
machine failed to ‘“‘straighten out’’ and struck
the earth at a steep angle. An investigation
is being made.

Hempstead, L, I., Sept. 20.—Lieut. J. L. Long-
staffe was killed flying a Farman-type biplane.
Coming down to within 25 feet of the ground,
the aviator headed it steeply down and the
skids caught and turned the machine completely
over, Lieut. Longstaffe and his passenger, a
mechanic, being thrown out. The mechanic
escaped with minor injuries, but the lieutenant
was crushed by the machine which came to rest
on top of him.

Tannenberg, Germany, Sept. 30.—Lieut. Wi'ly
Hefer collided with a tree in Army manoeuvres
and was killed.

Canton, China, Aug. 25.—Fung Puy, a pioneer
Chinese aviator, reported killed with a biplane.

Douai, France, Aug. 28.—Lieut. Louis F. M.
Chandenier killed flying for his Army pilot
license. The ’plane caught fire on reaching the

ground and the officer was burned fatally.
The list of fatalities in power machines totals
212 with the above.

C. P. WALSH KILLED

Trenton, N. J., Oct. 3.—One of our pioneer
flyers, Charles F. Walsh, was killed giving an
exhibition at the Trenton Fair. His early flying
in California we recorded in AERONAUTICS.
He obtained a national reputation and last year
joined with Curtiss and has become a second
Beachey in his sensational flights.

He was spiralling in a thrillingly sensatioy al flight
when his left wing collapsed, according to witnes-es.

Shenandoah, Ia., Sept. 20.—Russell Blair of
Kansas City, killed in a fall from 30 feet in
leaving the ground; he had just made one flight
and had started on another. Blair was a novice
and had attempted exhibition flying.

Bevier, Mo., Sept. 20.—George Underwood died
as result of injuries in a flight at Catao Fair.
He used a Curtiss-type built by G. N. Sparling.

Corinth, Greece, Sept. —Alex. Casamanlaki
was drowned when his Bleriot fell into the sea.

CLEVELAND CLUB NO MORE

The Postmaster at Cleveland, Ohio,
the Cleveland Aero Club ‘‘disbanded.”’

reports

NEW CONCERNS
Kenosha School of Aviation, Kenosha, Wis.

Central Aviation Company; $2,400; building
airships and other mechanical apparatus; Lewis
F. Jacobsen, Daniel L. Madden, A. I. Jacobsen.

United States Aircraft Company, Chicago;
name changed to Imperial Aero Service; cap-
ital stock increased from $25,000 to $75,000.

The Safety Aviation Company of Manhattan;
$10,000; John Casap, Alexander iA. Mayper,
Mihaly Bobovnik.

Shreveport, La.—The Dorian Aeroplane Com-
panyv. Capital $10,000; Incorporators: Tom
Flournoy, Charles A. Dorian, R. D. Webb and
others.

Maria Sartori and Domenico Sartori of the
Bellanca Aeroplane Company of New York City.
Capital $100,000.

AERONAUTICS

October, 1912

¢c Aero

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

RATES:

TENT—3-pole medium duck tent, in first
class condition, 40x80, original cost $350, for
sale at $175 f. 0. b., New York. Used for hydro-
aeroplane. Will house the biggest machine.
Schill, c/o Aeronautics—Sept.

WANTED—To becrrow money
secure training in one of the leading aviation
schools. Have had considerable mechanical
experience. Your terms are mine because I
mean business. For particulars write L. E.
Clayburg, Route #3, Red Cloud, Nebraska.

new, in perfect condition, $675. Wi Was dal
Gouverneur, Wilmington, N. C. Sept
CURTISS-Genuine 4 cyl. Curtiss biplane,

present design, 4 cyl. Curtiss motors, has been
flying. Perfect condition. $700 cash. Aero-
nautics, 250 W. 54th St., New York.

ASSORTMENT of complete power plants, in-
cluding: Curtiss 25 h.p., 4 cyl; Clement-Bayard
30’s; Kirkham 60; Hendee (Indian) 7 cyl. 50.
Bargains at 50% below cost.

Immediate delivery of genuine Bleriot and
several antiquated but successful aeroplanes of
unexcelled workmanship ‘‘for a song.’’ Address
Assortment, c/o Aeronautics, 250 W. 54th
Street, N. Y. City

ENGINE—8 cyl. ‘‘V’’, list price $1500, new,
never used. Thoroughly tested by maker who
desires to sell last one in his shop. Complete
with propeller, $1200. Easton, c/o AEFRONAU-

AERONAUTICS.—T. F.

SPECIAL GOOD BARGAINS—1 Gnome engine,

0 h. p., complete with mountings for biplane,
everything ready to run. Can demonstrate.
Nearly new. Fine condition. $2,000.

Complete set of parts for Gnome 50, enough to
assemble complete engine; all kinds socket
wrenches and tools for same; mounting frames,
controls, etc.

_Bleriot type monoplane for Gnome engine.
Two Bleriot types with Anzani engines. Sets of
parts.

All these from well known concerns. Every-
thing can be seen before purchase. Cheap for
cash. Address MONO, c/o Aeronautics, 250 W.
54th Street, N. Y. City.

ou

- FOR SALE—80 yards Naiad 2 C. uncpenea
from factory—sold to first order. Price 30e.
per yard delivered. J. H. J. c/o Aeronautics.

MOTOR WANTED—New or second-hand 4
thereabouts. Aero motor
details of condition, age,
service and lowest cash price. Address, LAKE,

c/o Aeronautics, 250 W. 54th St., New York.
Oct.

FOR SALE. 50 H. P. French Gnome Motor,
cost $2,600, in Paris and 45%. Duty, $1,170.

The machine it was purchased for was not a
success so will take $2,000 cash for the motor,
R. V. Jones, Hotel Nelson, Seattle, Wash.,—Oct.

MOTOR FOR SALE—Must sell at once my
4 cyl. 50 h.p. aeroplane motor outfit. Send for
price and specifications. J. J. Parker, Fulton,
N. Y.—Oct.

FOR SALE, MOTORS—One fifty horse power
“Kirkham.” One fifty horse power ‘Indian Ro-
tary.” AEROPLANES—One seventy ‘Kirkham
seventy horse power’’ Tractor passenger bi-
plane’’—has made several fiights with passenger
—Must sell immediately therefore exceptional
bargains each—Everything offered guaranteed
in perfect condition. Write Prowse Aeroplane
Co., Hopkinsville, Ky.

AVIATOR, licensed by the Aero Club of
France, flying Bleriot and Curtiss machines,
constructor of a number of Bleriot machines
wishes engagement. Two years’ experience as
aviator and mechanic.

Aviator c/o Aeronautics, 250 W. 54th street,
Wew York.

ARTISTIC AVIATION PHOTOGRAPHS, large
assortment, 6 for $1; beautiful sample and com-
plete list 20 cents. Chas. E. Durso, 25 Mul-
berry St., N. Y.—Oct.

TRACTOR BIPLANE, 8 Cylinder 60 h. p.

motor, for sale. Everything in first-class con-
dition. Will sell separately or exchange for
touring car. Apply F. Robinson, 191 Caledonia
Ave., Rochester, N. Y.

BLERIOT,—with 70 Gnome, extra pair of
wings and other new parts. Two-place ma-
chine, latest type. Cost, with dpty, over $6,000.
For a very few hundred dollars, broken propeller
and rudder can be replaced. Any reasonable
offer accepted. Property of the late Miss Har-
riet Quimby. Address Estate of Miss Quimby,
c/o Aeronautics, 250 West 54th St., New York.

AEROPLANE—Must sell at once. New
in perfect order. My latest type ’plane. With
revolving motor, shipping crates and all. Com-
plete outfit. Cost $2500.00. Will sell for $1500.-
00. Photos and details on request. Address—
J. J. Parker, Lock Box 190, Fulton, N. Y.

and

FINANCIAL BACKING—wanted to build and
exploit aeroplane fitked with an autiomatic
stabilizer. Something entirely practical; noth-
ing freakish. Machine may be kept automatic-
ally in any position desired while in motion.
Edwin H. Godfrey. 5222 Ventnor Ave., Atlantic
@ity. Ne Te

RARE BOOKS—Occasionally it is possible to
secure copies of Wise and Astra Castra. These
are very scarce and are two of the absolutely
necessary books for an aeronautical library.

ASTRA CASTRA, by Hatton Turnor. Cloth,
London, 1865, many fine plates. $10.
A SYSTEM OF AERONAUTICS, Compre-

hending its Earliest Investigations and Modern
Practice and Art, Designed as a History for the
Common Reader and Guide to the Student of
the Art, by John Wise. 8Svo., cloth, Phila., 1850.
$10. Aeronautics, 250 W. 54th St., New York.

Double Hydro Floats, weight, 55 Ibs. each, pair, $250.
Running Gears, Farman or Wright, complete, $42.50.
Hubs, knock-out axle or to fit, 1", 146", 114", or 1*2".

AEROPLANE WHEELS

J. A. WEAVER, Jr., Mfr., 132 West 50th Street, N. Y.
Wheels, 20" x 2144", complete, $6.00 — 20"x 3", $8.25,
with Curtiss or Farman type stock Hub, 6" wide.
We make any size or type of wheel. Send for list.
Compare my prices with all others.

AERONA cles

October, 1912

50 H. P.
4 CYCLE

LET US SEND
FOU OUR
ILLUSTRATED
CATALOGUE
SHOWING
FRED EELLS’
GREAT
FLIGHTS
OVER THE

ALBATROSS ENGINES

Made in two sizes

50 H.P. 6-cyl. Air-cooled,
PRICE, $650.00 Complete

100 H.P. 6-cyl. Water-cooled, j¥cisht
PRICE, $850.00 Complete

Weight
250 lbs.

Agents Wanted

ALBATROSS COMPANY

DETROIT, MICH.

Catalog Free

Modeles d’aeroplanes, leur construction, par
A. Fieux, ingénieur. Un volume de 150 pages,
abondamment illustwé. THR vey tereks 2 frames,
Librairie Aéronautique, 40, rue de Seine, Paris.

Les jeunes gens passionnes d’aviation, aussi
bien que les chercheurs, liront avec fruit l’ou-
vrage de M. Fieux.

Divisé en trois parties: historique, description
et construction, il est remarquable par la quan-
tité de renseignements précieux qui s’y trouvent
contenus. Les inveneturs y consulteront avec
profit la nomenelature des fournitures gene-
ralement employees dans la construction legere
et solide des modéles; ils trouveront aussi lhis-
toire trés détailée des appareils antérieurement
construits, ainsi que des schémas, descriptions
et dessins permettant de les reproduire.

Le texte est clair et précis, les figures sont
d’une simplicite sans egale, ce qui permettra
a tous de construire des aéroplanes en réduc-
tion, a trés peu de frais et sans aucune con-
naissance spéciale,

WELLES & ADAMS MOTORS

One of the few moderate-priced motors that has actually made good.

CITY OF ROCHESTER IN BIPLANE EQUIPPED WITH THIS MOTOR.

If you wish to do something better than

Consult

WELLES & ADAMS .- =-

Weight ¢ 200 Ibs.

Valves in 1» Head

Cylinders Cast
Separate

— eS) Every Mo Moving
= Part Oiled

Automatically

“Grass-Cutting”

Bath, N. Y.

The Caudron Monoplane

(Continued from Page 107

the fuselage. At the left hand of the oper-
ator, who sits in a cockpit in the fuselage,
are air and throttle levers. The G & A
carburetors used with Anzani engines
have auxiliary air device. At the right hand
is a magneto cut-out. Of course, there are
sight feed oilers. An aluminum shield pro-
tects the aviator from oil thrown out of
the exhaust pipes of the engine. The gas-
oline tank itself forms a wind shield. The
sides of the fuselage near the engine have
aluminum sheeting fastened on in the same
manner as storm curtains on automobiles.

The landing gear is simple and strong.
The details of this are shown in the draw-
ings. The rear skid is mounted with a
swivel joint as well as with rubber shoek
absorbers. This scheme is fully shown in
the sketch. Brazing is a feature all over
the machine, wherever tubing is used.

The wheels are very large and strong,
and triple spoked.

The taking down of the machine may be
done in 10 minutes and is easily crated.
With the 45—50 Anzani a speed of over 80
miles an hour. The weight of the machine
alone is 385 lbs. and can carry a load
of 275 lbs.

AERONAUTICS

Page 123

October, 1912

NEW YORK’'S TOURNAMENT

The Aeronautical Society opens formally its
new field at Oakwood Heights, Staten Island,
on October 12th. The aviator-tenants and a
number of others will participate in a meet or
exhibition which will be open to the public at
an admission fee of 25 cents.

Hydro-aeroplanes are expected to fly up the
Hudson and maneouver over and about the
great fleet of warships which will be anchored
for four or five miles up the river’s course.

Among those who will surely fly or expect to
be on hand are: Captain Thomas §S. Baldwin
with a new hydro, George W. Beatty (Wright),
Geo-ge W. Dvott (Caudron), H. B. Brown (Wright)
Chis. K. Hamilton (Curtiss), Nicholas Rippenbein (Cur
tiss-ty pe hydro), L. W. Bonney (Caudron or Dep), Mis
Lan (Burgess). O. E. Williams of Scranton, Theodore
Windell and O. G. Simmons.

R. L. Law will make parachute drops from
Brown’s aeroplane with the Steven’s “life pack.”

Invitations have been sent to officers of the
fleet and it is expected that Captain Chambers
will send one of the Navy Hydros to take part.

There are more than four square miles of fly-
ing field at Oakwood Heights, which is within
New York City limits and can be reached for
49 cents fare round trip from the Battery.
Admission ticket can be secured with trans-
portation ticket.

HOW TO GET THERE

Take Staten Island Ferry at the Battery and
Staten Island Rapid Transit R. R. to Oakwood
Heights. By automobile after leaving St.
George turn to left passing through Stapleton
to Fingerboard Road, follow latter until just
before second R. R. crossing when turn to left
to Southfield Ave. (Boulevard) follow latter to
Guyon Ave. then to left where Aviation Field
is located.

The new field of the Society is bounded on
one side by.the Kill von Kull, which affords an
ideal waterway for hydro flying.

CHICAGO MEET

Glenn Martin with his own machine (Curtiss-
motor) and Anthony Jannus in a _ Roberts-
engined Benoist about divided honors for the
biggest purse and Martin received $4854 and
Jannus $4003 from the land bound meet at
Cicero and the hydro and land events at Grant
Park.

Jannus made an American duration four-man
record of 1 minute.

Jannus, Martin and Havens flew their hydros
consistently. Jannus had to remove his floats
for land flying and vice versa which gave him
lots of work. The Brooks hydro met with an
accident to its float. On the last day Beachey
was an added attraction. The other flyers were:
Lillie (Wright), DeLloyd Thompson (Wright),
W. C. Robinson (National), Maurice Prevost
(Dep.), ‘‘Bud’’ Mars (Curtiss-type), Howard Gill
(Wright), M. Tournier (Nieuport), J. R. Mon-
tero (Bleriot), Earl Dougherty (Somerville),
Horace Kearney (Curtiss), A. C. Beech (Nation-
al), C. J. Sjolander (Curtiss-type), George
Mestach (Borel), C. L. Wiggins (Wright), Far-
num Fish (Wright), A. C. Engle. In all
$24,000 was divided.

WRIGHT-CURTISS SUIT TRIED

The Wright-Curtiss case was to havé Come to
trial at Buffalo on the 16th of October, but the
Curtiss lawyers asked the Court for a postpone-
ment of the case in order to allow them to take
some more testimony, so that the case now
comes to trial at Buffalo on the 31st of this
month.

ARMY AERO NEWS

There are now at the Aviation School at
College Park ten officers as pilots or under in-
struction; thirty enlisted soldiers of the Signal
Corps, who handle the aeroplanes on the ground
and make repairs; and one civilian machinist.

The other aviation station is in the Philip-
pine Islands, near Manila, where Lieut. Frank
P. Lahm has a type B Wright aeropiane, and
he has instructed several officers in flying,

The Army has ordered three Wright scout
aeroplanes and two Wright speed scout ma-
ehines. These are being tested at College Park
by Mr. Kabitzke, aviator for the company.
One of the scout machines completed the test
Several weeks ago and is now in use as a hy-
dro at the Washington Barracks branch of the
Aviation School. The other Wright machines
are now undergoing official trials at College
Park. All but one of the Wright machines
have been delivered.

AERIAL SIGHTSEEING TOURS

The Sloane Aeroplane Co., of 1731-1737 Broad-
way, New York City, will embark upon the
most ambitious aeroplane work that has ever
been planned in this country, out in Southern
California this winter. It has secured the use
of famous Dominquez Field, near Los Angeles,
from November ist to May ist. Four Deperdus-
sin monoplanes, two Caudron monoplanes, one
school Bleriot monoplane and one x80 horsepower
Curtiss-type biplane will form the nucleus of
the equipment which will be shipped West.
Other craft will be forwarded later.

The Deperdussin machines include 35 h.p. and
60 h.p. craft and the Caudron complement have
the 35 h.p. and 45 h.p. motor equipment. Messrs.
W. Leonard Bonney, John Guy _ Gilpatrie,
Charles Baysdorfer and one other aviator will
be on the school staff as well as a thoroughly
trained corps of mechanical experts.

Field is composed of 16,000 acres of ideal
California flying territory and is but 20 minutes
from Los Angeles.

Additional to the school activities, the pas-
senger-carrying Deperdussion monoplane will
be put into operation on a regular schedule of
aerial tours within a radius of 50 miles around
Los Angeles, These tours will start from
Dominguez Field and will include flights over
practically all the famous scenic spots of lower
California and the terminal points of these
tours will be fixed at the celebrated towns and
resorts. There will be regular landing harbors
and stations. It will be the first time that such
aerial excursion service has ever been inaugu-
rated with aeroplanes. Placards have been dis-
tributed at all hotels and tourists headquarters,
where passengers can book their flights.

The flying course costs $300. <A pupil is not
discharged from the school until he or she has
secured a pilot’s certificate. The pupil is en-
couraged to be careful by the inducement of a
ten per cent rebate of the tuition fee if the
course is completed without breakage.

—= FRE

CHRISTMAS DINNERS

ee

300,000
POOR |
PEOPLE

Will be
supplied by
The
Salvation Army

Throvghout the
United States

Will you help by
sending a donation,
no matter how small ¥

TO COMMANDER

MISS BOOTH ——— Eee Os

118 W. 14th Street, New York City
Western States, Commissioner Estill, 669 S, State St., Chicago

AERONAUTICS

Page 124

October,

eee = —————

FUTURE INTERNATIONAL RACES.

The Scientific American wants to know
editorially “Why should not the rules sti-
pulate that each country shall be represent-
ed not only by one of its citizens, but by a
citizen seated in a machine made in that
eountry?”

This same observation was made editor-
ially in AERONAUTICS a couple of years
ago, and last year the Aero Club of Amer-
ica proposed embodying this condition in
future G-B rules but the international con-
vention, which is a French institution in
practice, thought otherwise.

Deperdussin Racer
(Continued from Page 112)

The wings which they used in Chicago had
a chamber of about one inch but they had
a considerable heavier curve on the upper
side. The cables and warping wires were
attached in the usual Deperdussin style.
Hickory spars are used; the ribs are of
“T” cross section, made of fir wood. The
angle of incidence is judged to be 5°. In
finish, these machines are very similar to
the passenger Deperdussin which the Sloane
Aeroplane Company has recently received
from abroad. Both the body and the sur-
faces are highly polished. When the pilot
is in the seat only about half his face is
exposed to the wind and there is a cushion
for him to rest his head against. In flight
these ‘machines carry their tail slightly
higher than the head. Under the tail is a
small skid with rubber shock absorber out
of sight in the fuselage. Side steering is
by foot lever. ‘‘Bosch equipped of course.”’

FROM Mr. THOMAS PRESTON BROOKE.

Chicago, Ills., Sept._6, 1912.
To the Editor:

In sending you the ineclosed proof sheet
of my new article on the danger of gyro-
scopic force, I do not presume that you could
possibly see any good in it and so far forget
yourself as to publish something that might
be of material benefit to aviation and to
humanity in general; I merely send it to you
that you may file it with other articles (Some
from Mr. T. P. B.) that would have assisted in
the advancement of the art and that you have
undoutedly shelved to give space to a lot of
utterly impossible rot that has appeared from
time to time in your magazine. When the world
has learned all the aviation truths, in spite of
you and your magazine, you will have a fine
lot of good things on file that you can read
over and you will then wonder how you hap-
pened to pick out so many “bum guesses’’ to
publish and missed out on so many others that
would have helped advance the flying game in
the United States.*****

Anything that is beyond your comprehension,
that is a little too far advanced for your narrow,
piased mina, you Immediately prand as ~tneory”
and refer to the authors as “Bugs.’’***** Other-
wise you would class among the ‘“gyro-
scopic Bugs’’ such noted scientists and Engin-
eers as:—M. Bouchard-Praceig, Society of En-
gineers of France—Prof. A. E. Berriman, H. H.
Turner, Dr. Shaw, Sir William White, members
of the British Society of Engineers, and Albert
Kapteyn, President of the Dutch Aero Club.
(And T. P. B.)

Published Monthly by
Aeronautics Press, 250 West 54th Street, N. Y.
CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS

A. V. JONES, Pres't _ — _ ERNEST L. JONES, Treas'r-Sec'y
ERNEST L. JONES, Editor — M. B. SELLERS, Technical Editor
SUBSCRIPTION RATES

UNITED STATES, $3.00 FOREIGN, $3.50

ADVERTISING REPRESENTATIVE:
E. F. INGRAHAM ADV. Co., 116 NASSAU ST.,
Vol. 11, No. 4

Ne. 62 OCTOBER—1912

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 por _Advertis-
ing pages close onthe 25th. ::
@ Make all checks or money orders fee of éxihanee
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. 89

NEW YorK

It is extremely unfortunate for America that
a man as biased and short-sighted as you ap-
pear to be should have been in charge of one
of our aeronautical magazines. No wonder we
lag behind other countries. (Isn’t it an awful
shame?) Of course, you are the boss of your
own magazine and are at perfect liberty to
publish or turn down anything that comes to
you, according to the degree that it soaks into
you, but you must not overlook the fact that
all these men on whom you heap ridicule are
sincere in their efforts and cannot but object
to being called “erazys) Of] Bugs (One Crazy;
Bugsieae * * My advice to you is, don’t
roast oe men, simply because their ideas
may be a little beyond your understanding, so
that when the world has finally recognized them
as benefactors you won’t have so much ‘‘eraw-
fishing”’ to do.

(Signed) Thomas Preston Brooke.

(The editor is duly chastened and accepts the
apology of Mr. Thomas P-r-e-s-t-o-n Brooke
in the manner in which it is intended.. The
Bold Face is ours).

BOOKS RECEIVED.

HIKE AND THE AHROPLANE. By Tom
Grahain. With four illustrations in two colors
by Arthur Hutchins. Cloth 12mo, $1.00 net;
postpaid, $1.10.

This aeroplane stery is not only full of action
but is one of the few ever written by a man
who is personally acquainted with aviators and
the technicalities of the various makes of ma-
chines. It is a book written expressly for boys
by one who understands them, and it will be
highly appreciated.

Hike Griffin discovered an inventor with an
aeroplane which had the greatest stability and
speed ever known.

How he flew it across the Continent, res-
cued refugees, fought moonshiners, escaped
from kidnappers with the help cf his chum,
Poodle Darby, and the War Department, saved
a ranch from Mexican desperadoes, underwent
hazing for his exploits when he went back 10
school in the Fall and won the foot-ball game—-
Tom Graham tells most graphically, and in a
real technically correet way.

FLIES 13 HOURS

Etampes, France, Sept. 11.—Fourny broke
world distance and the duration record by fl-

ing, non-stop, 13 hrs. 22 min. and covered 1017
kiloms. (631 miles). Hl[e used Maurice Farman
biplane, Renault engine, Bosch ignition.

AERONAUTICS October, 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 Wittemann’s. All motors guar-
anteed. 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

LERIOT

MONOPLANES

NO CONNECTION WITH

ANY FIRM OR INDIVID-
UAL IN THE U.S.A. NO
BLERIOT MONOFLANES 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 ]’ 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

etGe-euG:

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

PRPPPLPPPPPPLPLP LLLP,

*

FeV HPO KBE H HITCH IIE IE HHP HOKE LEHI IIE IE HEIDE HEHE IH IH KKK IIH

SAFEGUARD
FLYING

Veteran aviators take no chances with uwncer-
tain fabrics. They use the tried-out kind—

(00D “YEAR

RUBBERIZED AEROPLANE
FABRIC

This is the aeroplane fabric that weather
won't affect. It is rubberized. It has been
tried out under every possible condition—
in heat, cold, dryness, moisture. It meets
every test,

Goodyear Rubberized
gives stay-tight service.
stretch, rot or mildew. For its weight, the
strongest, most reliable and safest aeroplane
fabric made. And the only fabric with the
stay-tight feature.

Goodyear Aero lane Fabrics, Tires, Springs
Write for booklet

The Goodyear Tire & Rubber Co.
AKRON, OHIO
Branches and Agenc es in 103 Principal Cities.
We Make All Kinds of Rubber Tires,
Accessories and Repair Outfits.
Main Canadian Office:
Toronto, Ont.

Aeroplane Fabric
It won't shrink,

Canadian Factory:
Bowmanville, Ont.

TOOK IOI III RIDA TOTO IK

EVERYBODY CAN FLY

Learn how at the

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 Matilde Moisant
Mr. Harold Kantner
Mr. F. E. DeMurias
Capt. G. W. MacKay
Mr. Francisco Alvarez Mr. Jesse Seligman
Mr. Clarence de Giers W. D. Bonner
A Salinas and G. Salinas, Mexican Army Officers
Miss Bern-tta Miller

MOISANT MONOPLANES USED
For Handsome Illustrated Booklet Address

The Moisant

International Aviators
U. S. Rubber Building

Broadway and 58th St., New York City

Mr. S. S. Jerwan

Mr. M. F. Bates

Mr. J. Hector Worden
Miss Harriet Quimby

=
AAO

In answering advertisements please mention this magazine.

»‘

October, 1912

MR OO OO a OT

a

AERONAUTICS

Page 125

October, 1912

U.S. Patents Gone to Issue

Copies of any of These Patents may be Secured
by Sending Fiwe 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 maga-
zine to abstract in a full and clear manner the
claims of the majority of the patents issued. In
a great many cases it is even impossible to give
in a few lines what sort of an apparatus the
patent relates to. In most instances we have
used merely the word aeroplane” or ‘“helicop-
ter’ if such it is. Where it is impossible to
indicate the class, even, in which the patent
belongs, 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
up on merits or demerits.

Where patent seems to have particular inter-
est, the date of filing will be given. Editor.

ISSUED JULY 30.

1,034,120, Joseph J. V. Kaulynskas, Philadelphia,
Pa., July 30, 1912. FLYING MACHINE.

1,034,142, John J. Rechtenwald, Mount Oliver
Borough, Pa., July 30, 1912. INFLATABLE
FLOATS for aeroplanes.

1,034,242, Carl V. Johnson, Goldfield, Nev., July
30, 1912. Multiple power plants for aeroplanes,
with means for starting, clutch, etc.

1,034,245, Oliver W. Johnson, Geneva, Ohio, July
89, 1912. Man-power aeroplane.

1,034,257, Victor H. Latendorf, Bayonne, N. J.,
July 30, 1912. APROPLANE.

ISSUED AUGUST 6.
1,034,429, Thomas A. Dring, Trowbridge,
land, August 6, 1912. HELICOPTER.
1,034,480, Thomas A. Dring, Trowbridge,
land, August 6, 1912. HELICOPTER.
1,034,544, Maurice H. Webster, Evanston, Ills.,
August 6, 1912. Filed Aug. 7, 1909. AILER-
ONS hinged to rear beam with means for
operating them simultaneously in opposite
directions.

1,034,556, Michael J. Zmujdzinowicz, Cleveland,
Ohio, August 6. 1912. FLYING MACHINE.
1,034,578, Julius Brown. Peekskill, N. Y., August

6, 1912. FLYING MACHINE.
1,034,638, George F. Mentz, Attica, N.

Eng-
Eng-

Y., August

6, 1912. FLYING MACHINE.
1,034,655, Putnam PD. Smith, Oakland, Cal..

August 6, 1912. RECIPROCATING PLANES.

1,034,700, Francesco Filiasi, Naples, Italy, August
6, 1912. Device for facilitating the alighting
of aeroplanes on moving warships.

1,084.958, Reuben L. Bernard, Mountain View,
Cal., August 6, 1912. FLYING MACHINE.
1,035,017, Gus M. Kaiser, and Alfred S. Hecht,
New York, N. Y., August 6, 1912. TOY AERO-

PLANE.
1,035,103, Gerhardt Rasmussen, New York, N. Y.,
August 6, 1912. FLYING MACHINE.

AUGUST 13.

1,035,396, Frank W. Stodder, Somerville, Mass.
AEROPLANE.

1,035,479, Anselm Shaeffer, ING UG
PROPELLING Device.

*1,035,560, Hugo Erdmann, Charlottenburg,
Germany. BALLOON, method of refilling dur-
ing a flight by using liquid hydrogen.

1,035,583, Charles Albert Hamilton,
N. Y. HELICOPTER

1,035,660, Dickran G. Terzian,
D. C. AEROPLANE.

Elizabeth,

New York,

Washington,

1,035,687, Thomas Wm. Carey, Jr., New Or-
leans, La. STABILTY system. Combination
of usual ailerons with ‘‘equilibrium planes,”

each of latter pivotally mounted on axis at right
angle to axis of ailerons; means for simultane-
ously operating same so that the equilibrium
planes slope toward each other forming a di-
hedral angle, ete.

“103551015. GC:
Ogilvie, Napier,
automatic;
and so,
wing
downward.

A. B. P. Hawkins & Bertram
New Zealand. STABILITY,
planes are hinged at forward edge
connected that pressure moving one
upward moves. other correspondingly
Filed Aug. 31, 1909. /

1,035,794, George Herbert Kellogg, Syracuse,
N. Y., STABILITY; tilting wings, etc., as be-
low, operated by pendulum: fluid means, piston,
ete., not claimed. Filed Jans 27; “11909:

1,035, 795, George Herbert Kellogg Syracuse,
N. Y., STABILITY; ‘‘tiltable wings,” or pivoted
Wing sections at lateral extremities of support-
ing “plane operated automatically by a pendu-
lum and swinging support; fluid operated pis-
ton, valves, ete.

AUGUST 20.

1,035,858, Willard B. Clements, Veedum, Wis.,
FLYING MACHINE
1,036,033, Harry La V. Twining, Los Angeles,

Cal.. OPNITHOPTER; pair of wings, 2 post
levers, rigid links from foot levers to wings,
two hard levers and rigid links.

1,036,044, Roy D. Wheeler, New
and Betrand L. Wheeler Melbourne.
toria, Australia, ROTATABLE- PLANE.

*1,036,178, Joseph A. Blondin, Los Angeles,
Cal. DIFFERENTIALLY constructed ailerons
and elevators having plurality of members. An
elevator in which the upper and lower embraces
move to an unequal extent, by means of special

South Wales,
Vic-

belt crank. Ailerons are/ likewise made for
actuation differentially to exert equal stabiliz-
ing effects. Filed August 8, 1910.

1,036,249, Carl V. Johnson, Goldfield, Nevada,
AHROPLANE.

1,036,287, John Maljkovich, New York, N. Y.,
AEROPLANE Machine.

1,036,431, James Bowie, Edinburgh, Scotland.,

PROPELLER; similar to a worm.
AUGUST 27.
; Richard Alexander-Katz, Berlin,
Germany. Shelter for Dirigibles and Balloons.
1,036,667, Charles I. Matson, Chicago, TIIl.,
FLYING machine of reciprocating type.

*1,036,532,

1,036,732, David Segal, Washington, D. C.,
STABILITY; moveable weight, beneath ma-
chine, sliding on shaft, ete.

1,036,780, John G. Bauer, Cleveland, Ohio,
ORNITHOPTHER.

1,086,781, John G. Bauer, Cleveland, Ohio,
means for changing lifting, screws to propel-

ling one’s by gears, ete.

1,036,834, Charles R. Haas, Brightwater, B. C.,
Canada, PROPELLER; flexible rotatable blades
attached to arm at right angle to shaft.

1,036,964, James A. Conterio, Santa Barbara,
Cal., FLYING MACHINE.

1,037,050, Jules Raclot & Camille Enderlin, St.
Mauer- des-Fossés, France, FLYING MACHINE.

1,037,136, John G. E. Danielson, Omaha, Neb.,
AE ROPL: ANE, surfaces tandem and stepped.

SEPTEMBER 3.

037,214, Anthelme Desaye,

1912, MONOPLANE .

278, John R. Martin, St.

SOPTER AEROPLANE.

353, Abram B. Springstead,
i ae PL YING MACHINE.
1,037,411, James H. S. Bartholomew, Occiden-

tal, and Eugene F, Heath, Santa Rosa, Cal.,

STABILITY: ailerons operated by swinging

body portion. Filed Aug. 8, 1911.
1,037,450, Johann J. Daniels, New

N. Y., AIRSHIP with plurality of gas

covering used as parachute.
1,037,651, Robert McMullen,

ern Australia, Australia,

Clifton; INE de,
Louis, Mo.,

Kalamazoo,

Rochelle,
bags;

Fremantle, West-
AEROPLANE in
fore and aft;

which wings tilt laterally and :
ailerons at ends of wings operated in conjunc-
tion.

1,037,657, Albert E. Petrucci, New York, N.
Y., AEROPLANE, in which upper surface is

extremities;
release of

and

lateral
plane for
opening

downward toward
operating in center top i
“trapped air;’’ lift propeller in
thrust propeller besides.

bowed

AERONAUTICS

Page 126

October, 1912

1,037,658, James Aloysius Rabbitt, Yokohama,
Japan, AEROPLANE.

*1,037,704, Samuel S. Yarrinyton, Del., AERO-
PLANE with hydroplanes, so connected to lev-
ers as to be capable of being raised or lowered,

auxiliary levers for aileron control. Filed Nov.
4, 1911.
1,037,749, Alexy Feall, Los Angeles, Cal.,

PARACHUTE, normally part of main surface of
an aeroplane.

1,087,800, Fred Louis Schaufler, Mattoon, IIl.,
EQUILIBRIUM planes and manner of arrange-
ment and operation.

*1,027,804, Traugotte A. Tanner, Flint, Mich.,
AUTOMATIC STABILITY: ailerons operated by
gyroscope which does not affect longtitudinal
balance. Filed Dec. 21, 1910.

SEPTEMBER 10.
1,087,853, Erastus S. Bennett,
Y., AEROPLANE.

1,037,948, Wade H. Lowry, Jacksonville, Fla.,
PARACHUTE device to be attached to aero-
plane.

*1,037,959,

New York, N.

Lee Miller, Chicago, Ill., PARA-

CHUTE device in which parachute is folded in
an envelope which is disposed about the head

and shoulders of an aviator; harness for the
body. Filed Dec. 7, 1911. This is apparently
similar to the Stevens device illustrated in the
October number.

1,038,078, S. H. Benoist,
geles, Cal... HELICOPTER.

1,088,106, Edward F. Fisher, San Diego, Cal.,
AEROPLANE in which the ‘‘car’’ is located
close to upper plane and is pivoted to swing in
a space provided in lower planes.

1,038,168, James E. Marshall, New York, N.
Y., HELICOPTER—AEROPLANE.

John G. Quigg, Pittsburg, Pa., PARACHUTE
attachment for aeroplanes.

1,038,306, Dorsette A. Davison, Richmond, Va.,
WINGS turned laterally and longitudinally.

1,038,317, Frederick G. Donner, Pittsburg, Pa.,
PLANE provided with plurality sections con-
nected together and inclined so as to cause air
to pass downward through the surface.

*1,038,435, Bert J. Pressey, Newport News,
Va., claims of STABILITY patents 458234 and
463460. Filed Oct. 17 and Nov. 19, 1908. The
object in this patent is to lessen the influence
of the rear member of a plane and maintain c.

Deceased., Los An-

of p. as nearly as possible coincident with
transverse pivoted axis of the plane. Filed Oct.
25, 1909.
SEPTEMBER 17.

1,038,602, Charles A. Kuenzel, Buena Vista,
Colo., GAS BAG.

1,038,633, Gory O’Bryan, Louisville, Ky.,
AUTOMATIC STABILITY: ailerons operated
by Swinging ‘‘car.’’

1,038,964, Charles T. Rogers, Newton, Ala.,

HELICOPTER AEROPLANE.

*1,038,507, G. A. Crocco & O. Ricaldoni, Rome,
Italy, LONGITUDINAL STABILITY. Filed
Mach 27, 1909.

A self acting steadying device comprising:
movable planes provided at the tail of the movy-
ing body; elastic connections between the mov-
able planes and the moving body conveniently

disposed to counteract the action of the fluid
impinging obliquely on the plane and to stop
the latter in a position in which its angle of
deviation is greater than the angle of deviation
of the axis of the moving body; and means
whereby the points to which the elastic connec-
tions are secured to the moving body can be
shifted in order to cause the movable planes to
act as ordinary rudders.

In the sketch the main planes,
omitted.

ete., are

SEPTEMBER 24.

1,039,092. Frederick Brackett, Washington, D.
C., AEFROPLANE.

1,039,115, Russell H. Froelich, St. Louis, Mo.
In an AEROPLANE, the combination with a
body frame, of wing plane sections arranged in
series extending upwardly and outwardly from
said body frame, said sections being spaced
vertically and offset from each other in a direc-
tion transverse to the line of flight with the
outside lateral edge of each section approxi-
mately beneath the inside lateral edge of the
section next above it.

1,089,116, Charles A. Furtaw, Philadelphia,
Pa, NOVEL AEFROPLANE. There are 32
claims in this patent.

1,089,117, Emanuel Gerber, Kansas City, Mo.,
SE ROR EAN Which may be quickly folded into
a tent.

1,039.160, Ernest H. Mattson Chicago, TIIl.,
FLYING MACHINE.

BRITAIN FORBIDS MONOS

The British Army has forbidden, at least for
the present, the use of monoplanes by it’s offi-
cers on official flying. In the recent manoeuv-
res the planes were so successful in scouting
duty that each side knew all the movements
and strength of the opposition.

BALLOON ASCENSIONS

COLORADO SPRINGS, Aug. 28.—Colorado
Springs was the scene on August 28, of the first
balloon race ever held in the Rocky Mountain
Region. Three of the big gas-filled bags par-
ticipated, and with the exception of the ‘“X,”
the same men who had piloted the entries in
the Kansas City elimination race were at the
helm.

Captain H. E. Honeywell, who won the elim-
ination race and will represent the United
States at the International contest in Germany
this fall, piloted the ‘‘Uncle Sam,” with Bruce A.
Gustin, a Colorado Springs newspaper man, as
his’ aide... “The Kansas) City. Ul? had= as its
pilot. John Watts of Kansas City, with Frank
P. Blair as aide. Balloon “‘X,” a rubber bag,
was under the direction of Paul J. McCullough
of St. Louis and R. A. D. Preston of Akron,
Ohio.

The balloons left Washburn field at Colorado
Springs late in the afternoon, ‘‘Kansas City II”
being the first to get away, at 5:45 o’clock:
followed shortly afterwards by the ‘Uncle Sam”’
and ‘‘*X’’. They took a northerly direction. The
“xX? was the first to land, coming down at
Palmer Lake, about 23 miles north of Colorado
Springs. The ‘Uncle Sam” traveled a little
farther, landing six miles west of Larkspur and
25 miles from Colorado Springs.

The race was won by Watts, ‘“‘Kansas City
Il,” which alighted on a hillside six miles south
of Castle Rock and 42 miles north of Colorado
Springs, at 7:45 o’clock, two hours after leaving.

Pittsfield, Mass., Sept. 28.—Jay B. Benton, H,
H. Clayton, and J. L. Peltret in the “Boston
to Barre, Vt.

AERONAUTICS

October, 1912

PAT ENT Ss SECURED OR 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

Write for our Guide Books

Send for our

IN PRIZES FOR AIRSHIPS

We are Experts in Aeronautics and have a special Aeronautical Department.

patents in Airships, 10 cents each.

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.

+
+
Copies of
Improvements in Airships should be protected without delay

PPPEESE ESSE EEE EEE EEE EEE EE EE EE EEE EEE EEE EE EEE EEE EE EEE EE ESE

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. ee nce expert.

DEPT. 5 Washington, D.C.

OWEN BLDG.

PATEN

RICHARD B. OWEN,

AMERICAN MONOGLIDER $95

COMPLETE READY TO FLY

Wings 20'x5!. Weight 50 lbs.
Immediate Delivery Flights Guaranteed
Plans and Specifications 114 in. to 1 ft., $1.

AVIATION DIRECTORY, LAWRENCE, KAN.
Founded 1905

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the cheaper kind.
Get our 40-page catalog “EVERYTHING AVIATIC”
and a small order will tell you why those who know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.
208 30th Avenue Seattle, Wash.

SUPPLIES

at more than interesting prices. Bleriot and Curtiss
K. D. outfits our specialty. “ROOLD”’ helmets in
stock. Wheels with tires 20" x 244" $6.60, 20" x 3" $9.50.
A sent upon receipt of 6 cents

Length 16'.

SN

HN es TE |

(OF

22 page catalogue
New York Aeronautical Supply Co.
50 Broadway, New York

AEROPLANES MADE TO ORDER

Send Drawings for Estimates on all
Special Machines

My work is first class, ask for list of satisfied customers

W. C. DURGAN

115 Brown Street 2

Syracuse, N, Y.

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.
“Ideal” Plans and Drawings

m are accurate and are accompanied by
clear, concise building instructions,
postpaid at the following prices:
Bleriot 3-ft.
= Manoplans: 5c “Cecil Peoli’’ Champion
Racer, 25c. Curtiss Convertible Hydro-
aeroplane (new), 35c. ‘‘Ideal’’ three-foot Racer (new), 15c.
Complete Set of Five.............. $1.00 Postpaid
Send for our new 40 pp. taeat Model Aeroplane Supply
catalog, fully illustrated. . brings it. (None free).

IDEAL AEROPLANE & SUPPLY c0., 82a West Broadway, New York

ee
SEY

~~}

HYDRO - “AEROPLANES

READY FOR POWER

WILSON

Port Jefferson :: 2 2

New York

aa MONOPLANE

DRAWINGS, Bleriot XI Type. 3 Sheets,
Complicated Parts Full Size. Price $5. 00

The three sheets constitute the best set of mono-

plane working drawings now on the market. There is no
need for the purchaser of a set of these drawings to guess
at anything; since all dimensions of every part of the ma-
chine are given, together with the thickness, and gauge
of every piece of wood or steel used in the construction.

BKK KK AERONAUTICS, 259 W. 54th St., New York

PEDERSEN OIL PUMPS

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

Write for circular

eS

‘

?

ZI

s)
ee

PEDERSEN LUBRICATOR CO.

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

Special grades of Bamboo for Aeronautic Work. Reed,
Rattan and Split Bamboo for models. Tonka Rattan
for Skids 144 diameter and under any length.

a: DELTOUR, Inc. 804-810 Jefferson St.,

Hoboken, N. J.

In answering advertisements please mention this magazine.

AERONAUTICS

October, 1912

epee eee ober ofoofeofoofeofeefecfocfoc forge che che cfoefoofeofe oho nfo cle nfe ofocfe oho ofecfonfocforforte

Coming Events

Cast your shadow towards the

King of Attractions

HARRY BINGHAM BROWN, English Pilot
Elevating
FREDERICK RODMAN LAW

In hii WRIGHT AEROPLANE to
a height of 4,500 feet, disposing of his
human freight at a dizzy height, who
descends by the aid of a PARA-
CHUTE.

Every ‘click of \the -wateh a
“THRILLER,” something worth
going miles to see.

No other act like it in the WORLD.

MANAGERS, Booking, will do

well to address

A. LEO STEVENS

Box 181, Madison Square, New York

Pb bob epeoh peep fefeofe feecoofecfoob ofooe foofe foohoode fe forte cfookoofocfocho dhe foahoofooe ofechodio ade dodo fo fool oe fe edo dodo ofpofe ohooh pooh hole

+>

SP Hee ode ode fe cfo che nfo ole oho fe cge oho ofe oho ofe fecha oho oho ofe ofa oho ofoofe ofe ofe ee ofeofe ofeofeofe

In answering advertisements please mention this magazine.

eee

III III III IKI KR III IAAI AA KERRI

‘] 200°: to “400°

DYOTT
SEMENIOUK
BOYD

are flying the

RE X=

And Why?
Because they have an outfit they

ARR RR a OO

have made good.
can rely on.

If you want to make money at
the
yourself with one of our exhibition
outfits.

meet all requirements and cost

exhibition business, equip

They are guaranteed to

less than any other. Monoplane

flyers demand more money than

biplane aviators.

Get a Rex and you cannot
go wrong

TELEPHONE APPOINTMENT

677-L Tompkinsville

*1200:c5 to*4800:c0
Rex Monoplane Co.

SOUTH BEACH, S.I., N. Y.

Te OOO EAR Rg

SOOO OIRO RII III Ott SOI TA TOIT IOAN OO IO

WAIKIKI KKK IIIA RAR IAAT ATI Ih

TA ASTASTAS
sce coadi

<p ASTANA aS
RKO KIC

ee

Para aaa aes
KAOK OK KOR

Fa 5 aaa as aST as
KOK OK KOK

ne
®%

Ng reais
PHOS

4

,
CEE EEE OMS,

Pee rarer es

SER RAE TASER
PEMA OMA MODS

PEMA

on
os

I

Pas

October,

[O12

LG LL GGL EGE GLI L GEL EGE DERM,

FRONTIER
Aero Motors

‘Always in Front’’

In casting about for the best
there is in a high class motor—
one that has withstood every test—the
discriminating buyer will make no
mistake in adopting the ‘‘Frontier.’’

See the flights being made by
Beatty with the Frontier
Model A-Motor at
Mineola, L. I.

FRONTIER FACTS

Abundant power.

Perfectly balanced.

Imported ball bearings throughout.

Runs without skipping with equal and
constant power.

The highest grade materials obtain-
able are used in construction.

Four-cycle, eight-cylinder, ‘V’’ type,

water-cooled cylinders.

Send for Catalogue

giving detailed information regarding
this superior power plant for aerial
navigation—the final ach‘evement of
two years spent in des
experiments.

sioning and

Frontier Iron Works
BUFFALO, N. Y.

E. J. WILLIS CO., New York Agents
85 Chambers Street

COCEECECEELEE LEC ELEL EL ELLE GLE:

In answering advertisements please mention this magazine.

was
oe

LEEEEEGL EEL EEE EEE EEE EEE EE LOLS

OK

ratavase
0. 0%:5

vey
KA

ee

;
2

,
‘4

LEEVEG

TaN
Cee

CLS

ELLE EELEEE EG ELS

a

aa,
ee. fi

, 5 AOLeLererer

%

Complete ‘Aviation
Power Plants

| Backed by the Hall-Scott guarantee of excellence,
4 reliability, flexibility and power, toa greater degree
than can be found in any other motors (with equal f

number of cylinders and size in bore and stroke).

, Lotal Entries
30% Los Angeles

International
757% Oakland Meet

HALL-SCOTT EQUIPPED

| 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.

; 818 CROCKER BUILDING SAN FRANCISCO, CAL.

In answering advertisements please mention this magazine.

zo Cents

ice

rr

Tz
=

Mn

SE

2x

Wi

=

Serial No. 63

N
-
Oo
von
oe
<a
aa
=
Lx]
>
©
Zz

Vol. XI, No. 5

Kirkham Motor
Wins Again

PPPS T OTT TTT TT TTT eee eee

W. T. THOMAS, M. E., A. C. G. I. O. W. THOMAS, M. E., A. C. G.I
PRESIDENT VICE-PRES. AND SECY.
QUALIFIED AEROPLANES
aviatoRs THOMAS BROTHERS ee
GUARANTEED —_—
MECHANICAL ENGINEERS
FLIGHTS PROPELLERS

PUPILS DESIGNERS anpD BUILDERS oF AEROPLANES —

Pee eee ee eT TTT TPCT TEEPE LLL Ld tt that

INSTRUCTED HYDROAEROPLANES
c. B. KIRKHAM, BATH. N. Y.., September 17, 1912.
Savona, N. Y.
Dear Sir:— F

You will doubtless be interested in hearing of the latest success we have achieved with
your motor which we are using in one of our standard exhibition biplanes.

At the Aviation Meet, held at the New York State Fair, at Syracuse, New York,
September 9-14th, our Mr. Walter E. Johnson, with one of your 65 horse power motors made a
clean sweep of the speed events, as the following official times indicate:

10-Mile Race. Monday, September 9th.

Ist. W. E. Johnson, 65 H. P. Thomas Model 10AX. Total time, 10’424”"

2nd. B. Havens, 75 H. P. Curtiss. Total time, 14’ 10’’

3rd. W. B. Hemstrought, 60 H. P. Curtiss. Total time, 14’ 153’’.
15-Mile Race, Saturday, September 14th.

Ist. W. E. Johnson, 65 H. P. Thomas Model 10AX. Total time, 16’ 115’

2nd. C. H. Niles, 75 H. P. Curtiss. Total time, 16’ 263’

3rd. W.B. Hemstrought, 75 H. P. Curtiss. Total time, ———

4th. B. Havens, 75 H. P. Curtiss. Total Time, ———

From the above figures you will see that our machine, driven by your engine, proved
itself SECOND TO NONE.

We wish to express our complete satisfaction with the faultless manner in which the
engine ran throughout the races and the regular time with which the machine ticked off each lap
of the course. e

It is worthy of notice that the Model 10AX, above mentioned, has been in active use
throughout two whole seasons making exhibition flights, and the planes were in poor condition.

FACTS ARE TRUER THAN FICTION.
Wishing you continued success, we are,
Yours very truly,
THOMAS BROTHERS,
By O. W. Thomas.

YOU want this motor in YOUR plane if you expect to fill your contracts on time

Better investigate to-day New Catalog sent on request

CHARLES B. KIRKHAM = “tert® ~~ Savona, N. Y.

PTT TTT TTT eT ee eee TET PTT PPT TET TTA LAs Seoooaaoddddeaodadasossoosoaosseseeeeeenn 5

PPP TTT T TTT TT TTT Tee Tee eee eee

In answering advertisements please mention this magazine.

AERONAUTICS November, 1912

The Only
PATENTED

Propeller

The Only
IMPROVED

Propeller

TRADE MARK
PATENTED MARCH 14, 1911; JULY 25 1911; OCTOBER 17, 1911: OTHER PATENTS PENDING

PARAGONS hold a special grip on all who strive for the highest and best—those
who appreciate the maximum of strength, safety, service and efficiency as exemplified by
the modern, highly developed and improved propellers known as Paragons.

Paragons are made and carried in stock in three grades:

Grades A and B are the strongest, most perfect, most beautiful and most efficient propellers
in the world. Their durability is so great we can afford to insure Grade A against all accidents of
any kind while on the machine,—even at these prices—$45 to $58, according to pitch, for the 7} ft.
size. Other sizes accordingly.- Grade B-has all the strength of Grade A and nearly the toughness
at a cheaper price. Grade C is made of beautiful hard Cherry throughout. In strength, durability
and efficiency there is no other propeller equal to them (excepting our Grades A and B) either in
the United States or abroad. Only $31 to $41 for the 74 ft. size. Other sizes accordingly.

FOR HYDRO-AEROPLANES we are furnishing many Three-Bladed Paragons at only one
and one-half times above prices. For hard service Paragons are pre-eminent, they never split.

Get our Information Blank, our Descriptive Matter and our Suggestions gratis, and be wise
about PARAGONS. Visit our new factory. Inspect our goods, our specially designed machinery
and other equipment. Seeing is believing.

With every Paragon, furnished upon full information as to the engine and machine, as provided
on our printed form, we give an absolute and unqualified guarantee not only that the propeller will be
perfect in itself but that it will be perfectly adapted to the requirements of the machine that it is to drive.

AMERICAN PROPELLER COMPANY, 243-249 East Hamburg St., Baltimore, Md.

BURGESS
HYDRO

ice tac

PRACTICAL

~ QUnequalled facilities are provided for instruction in the operation of the marine flyer over
Marblehead Harbor. {The proximity of our manufacturing plant offers pupils an opportunity
at no extra cost to become thoroughly familiar with the construction and design of the very
latest types of air and water craft. We are now building hydro-aeroplanes, sep aus
flying boats for the U. S. Army and Navy. @QWe assume all risk of breakage anc provic e
hydro-aeroplane for license test. QBoth the U.S. Army and Navy send their officers to the
Burgess school for training.
Chief Instructor: Phillips W. Page, Licensed aviator

roplanes for sporting and exhibition purposes ready for prompt
Bee caiec ein an pardculars on lenest Flying at Marblehead until January.
Winter school announcement later.

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

Licensees under the Wright Patents
LEKKI IIH HIN IIH TTT

re ANNAN NNN NSN NNN
LEKKI II IONS MIO MMB IOMH ION HHMI HM IIH IMM IOI MMMM HIG.

In answering MN ie iam please mention this magazine.

Records—Of Course

NEW SPEED RECORD

Vedrines at Chicago, Ill.
109 MILES AN HOUR

NEW ALTITUDE RECORD

Legagneux, France
18,761 FEET

GORDON-BENNETT CUP

Vedrines at Chicago, Ill.

FASTEST TIME FOR THIS TROPHY

HESE new records are only a few of the long
list evidencing Bosch superiority in the various
phases of aeronautics. No aviator could

hardly expect to accomplish maximum results with-
out a perfect ignition system.

Be Satisfied, Specify Bosch Magneto
and Bosch Spark Plugs

Bosch Magneto Company
223-225 W. 46th STREET, NEW YORK

AERONAUTICS

Page \27

November, 1912

Gyroscopic Force and Aeroplanes
By MATTHEW B. SELLERS

ERONAUTICS has received
a number of letters ascrib-
ing some recent aeroplane
accidents to gyroscopic
force, and it may therefore
be in order, to say a few
words about it for the bene-
fit of the lay reader. Gyro-
scopic action is well under-
stood, and the force ex:
erted can be calculated by
means of a simple equation.

When the axle of a rotating wheel is
tipped in any direction, so as to change the
plane of the wheel’s rotation, then a force
is generated which presses the end of the
axle at right angles to the direction of tip,
i. e. causes the wheel to twist round in that
direction. This force is known as the de-
flecting or precessional force and continues
only as long as the direction of the wheel’s
axis is being changed. This statement
while incomplete is sufficient for the present
purpose. Precessional force is directly pro-
portional to the moment of inertia of the
rotating body, to the rate of rotation and
rate of inclination of the axis.

If the top of an aeroplane’s propeller,
looked at from behind turns to the right,
then when the plane is turned to the right,
the precessional force will tend to make the
machine dive, and if turned to the left will
tend to make it rear. If the head of the
machine is turned downward it will tend to
make the machine turn to the left.

The Seguin Bros. found that a fifty-horse-
power Gnome, mounted on a platform which
made one complete horizontal revolution in
12 seconds, tended to turn in a vertical
plane with a force of 58 lbs. at 39” radius.
This means that if an aeroplane makes a
complete circle in 12 seconds, or any turn
at that rate, say 30° in one second, then this
much force will be exerted to make it dive
or rear. An aeroplane might be tipped

suddenly downward or upward 30° in 1%
second, in which case the force due to the
motor would be 116 lbs. at 39”, or about 20
Ibs. on the rudder (monoplane).

The speed of the Gnome tested has not been given
out, save that it was normal, or about 1200 r.p.m.

It must however be remembered that the
propeller also, exerts gyroscopic force,
which, for a large heavy propeller may be
greater than that of the engine referred to.
In Dr. Zahm’s interesting article on gyros-
copic force, published in the Scientific
American Supplement of March 2nd, 1912,
the moment of a Gnome engine is given as
52.6 Ibs., while that of an 8 ft. 17 lb. prop-
eller was 74.5 lbs. Therefore, for the same
speeds, the gyroscopic force of the engine
would be seven-tenths that of the propeller.
It is important to provide for the effect of
gyroscopic force on the framework, engine
mounting, etc. It seems to be the general
experience of aviators that gyroscopic force
while noticeable is not troublesome; and if
it be as dangerous as some people would
have us believe, it seems, that, under ordi-
nary conditions, it would be more notice-
able and give more trouble than it does. It
may however, together with other causes,
have contributed its part in bringing about
some accidents, which, without it, would
have been avoided.

If, therefore, it is desired to eliminate or
decrease gyroscopic force, I propose to drive
the propeller from the Gnome engine by
spur (or other) gear. The engine and pro-
peller will then rotate in opposite direc-
tions, and with proper proportioning of
weight the gyroscopic force can be neutra-
lized. (The engine frame can extend around
in front of the engine to form bearing for
the engine and propeller shafts.)

(Editor’s Note:—The proposal of Mr. Sel-
lers is not patented and the idea is given
to the public.)

By ORVILLE WRIGHT

F motors could be entirely non-
ie | gyroscopic, it would be an advan-

tage. Gyroscopic effect of the
heavy rotating motors is no doubt quite
troublesome, as it effects the balance of a
flying machine. Every time the course of
the machine is changed either upward or
downward, the gyroscopic effect of the motor
causes one wing to be raised and the other
wing to be depressed and every time the
machine is struck by a wind gust which
lifts one wing, the gyroscopic effect of
a motor causes the machine to either turn
upward or downward, according to the di-

rection of the rotation of the motor. How-
ever, the gyroscopic effect of the fly-wheel on
our motor is so slight that only an expert
can ever notice it at all. No accident that
has ever occured on our machines has been
due to this cause. I do not believe that
many of the accidents on the other machines
can be accounted for in this way. If motors
could be made non-gyroscopic without add-
ing to their complication, they would be de-
sirable, but the trouble from this source
is so slight in all motors excepting those
having revolving cylinders that it is not
worth bothering with,

AERONAUTICS

Page 128

November, 1912

From Earle L. Ovington

AAA SHE in your October issue that
ip iF Mr. Thomas Preston Brooke has
= I “ favored you with a select line of

nana, «abuse. This is no doubt due to
the fact that you have failed to publish the
various articles which he has sent you ad-
vertising his motor.

Mr. Brooke has written articles damning
the rotary motor such as ordinarily used,
claiming that the terrible gyroscopic force
generated is what killed most of the avia-
tors. Mr. Brooke has not only flooded the
American aeronautic press with his self-
advertising literature, but has also sent a
liberal supply of it to the English aeronautic
journals.

Probably owing to the fact that there are
no prominent manufacturers of rotary aero-
nautic motors in this country, Mr. Brooke’s
nonsense has been allowed to pass without
criticism so far, but it seems to me high
time that some one took steps to counteract
the effects of these false statements which
he has made regarding the rotary aero mo-
tor.

I first met Mr. Brooke at Chicago during
the aviation meet there. He told me, as he
did most of the other aviators on the field,
that they would sooner or later get killed if
they persisted in flying with rotary motors.
He had a little model with which he endeav-
ored to demonstrate his theories. This
model was a Series-wound electric motor
with the shaft extending on either end. To
the ends of the shaft were attached compar-
atively large fly wheels with most of their
weight in the periphery. Mr. Brooke then
ran this motor at a speed which I estimated
to be between 4000 and 5000 revolutions
per second and invited you to hold the ar-
rangement in your hand and try and change
the plane of rotation of the revolving fly-
wheels rapidly. Of course if you did this,
there was an enormous gyroscopic effect.
Therefore, you would get killed if you used
a rotary motor in an aeroplane.

But Mr. Brooke’s model did not in any
way illustrate the conditions in practice.
In the first place, any one acquainted with
a series-wound electric motor knows that
its tendency is to go faster and faster with
practically no speed limit as you feed it
electric current. In other words, the more
current you feed it, the faster it will go un-
til something breaks if you feed it enough
electricity. Now the speed of a rotary en-
gine, such as used in aeroplanes, is nor-
maly about 1200 revolutions per minute,
and Mr. Brooke’s model revolved at about
four times that speed. The gyroscopic effect
is proportional to the square of the sveed
of rotation and, hence, Mr. Brooke had in
his little model on account of the increased
speed alone no less than sixteen times as

much gyroscopic effect as you get at a speed
of 1200 revolutions per minute.

But he was not satisfied with this. He
used two fly wheels which were very much
heavier in proportion to the total weight of
the entire mechanism than any rotary en-
gine is compared with the entire weight of
the aeroplane in which it is used. Roughly
estimating, I should say that his fly wheels
weighed twice as much as his motor and
the base upon which it was mounted. This
of course would result in a very much
greater gyroscopic effect in proportion than
you get in actual practise.

Still not satisfied, (such a greediness! )
Mr. Brooke had no damping means on his
mechanism. Now a rotary motor mounted
in an aeroplane has its gyroscopic effect re-
duced on account of the damping action of
the wings of the machine as well as the
other canvas covered surfaces, such as the
tail, elevator, and rudder.

Even allowing Mr. Brooke all the handi-
cap which he gave himself, I grasped his
model running at full speed and moved it at
about the same relative speed through the
air as one would make in a “vol plane’ in
an aeroplane, and changed the plane of ro-
tation of the revolving fly wheels at about
the same speed one would in practise when
flying. The gyroscopic effect was almost
negligible. The only time when you got a

‘pronounced effect was when you jerked his

model around at=a speed which no man
could possibly turn an aeroplane were he
fool enough to try it.

There are enough impediments in the
path of the development of the heavier-
than-air flying machine without looking for
a lot of imaginary bug-a-boos, and I claim
that this gyroscopic bug-a-boo is one of the
greatest with which aviation has _ been
troubled. “Rocking chair aviators” have
written lengthy letters to editors of aero-
nautic papers expounding their theories
upon the danger of gyroscopic force in ro-
tary aeroplane motors. And yet you haven’t
found a single aviator who has had any ex-
tensive experience with rotary motors com-
plaining of the gyroscopic effect. If you
will pardon me for mentioning my own fly-
ing career, I will say that I believe I
covered more miles in a monoplane driven
by a rotary motor, during the season of
1911, than any other American aviator, or I
might go further and say than any other
aviator in America, whatever his nationality.
I made one hundred and seven flights in
my Gnome driven Bleriot and I had a sev-
enty horsepower, seven cylinder, rotating
engine. If any one was going to be troubled
with gyroscopic effect, I certainly should
hive been, and yet I can swear that in all
of my flying career | have never noticed

AERONAUTICS

any gyroscopic effect in the air. And I
doubt whether you can get any aviator of
experience who will acknowledge that this
gyroscopic effect has troubled him in the
slightest.

Mr. Brooke acknowledges in his letter
that Paul Peck found no difficulty from
gyroscopic effect in his aeroplane, although
he used a motor of the rotating type. Mr.
Brooke further claims that Mr. Peck’s death
was due to the gyroscopic effect of his
motor. Now it is a very easy matter to
blame the rotary motor for Peck’s death,
particularly when poor little Peck is not
here to say anything about it one way or
the other. Mr. Brooke tells us all about
the deadly gyroscopic effect in rotary mo-
tors driven by aviators who have been
killed, but I notice he doesn’t attack very
vigorously the aviators who are still in the
land of the living.

Now gyroscopic force, so-called, (for it
is really not a force at all), follows certain
well-defined and comparatively simple laws
in spite of the fact that some people try to
shroud the action of the gyroscope in mys-
tery. If the gyroscopic effect is present in
one case, it is present in another under
exactly similar circumstances. In other
words, if it has killed so many aviators, it
certainly should trouble the aviators who are
living at the present time and flying ma-
chines driven by rotary engines. And yet
I have never found a practical aviator who
has been willing to acknowledge that Mr.
Brooke knew what he was talking about.

It is hardly necessary for me to say that
I am not interested in one way or the other
in rotary motors, nor connected in any way
commercially with aviation. My opinion is
not biased one way or the other. Mr.
Brooke’s opinion on the other hand, is de-
cidedly biased, since he manufactures a mo-
tor in which he claims to do away with the
gyroscopic effect. Brooke had one of these
motors on exhibition at the Chicago meet in

BOOKS

DIE DEUTCHEN PATENTE UBER
FLUGAPPARATE

By Dr. Alexander Katz

This brochure, large octavo, 750 pages, 924
illustrations, covers all German aero patents
from 1879 to June 30, 1911, classified under 10
different headings. Published at 25 M. by M.
Kryan, Kurfiirstenstrasse 11. Berlin, W. 57, Ger-
many.

BRITISH MILITARY AEROPLANE TRIALS
By A. E. Berriman

This is a valuable little pamphlet, with the
results of the competition analyzed and tab-
ulated; being a reprint of the matter previously
published in “Flight. ” Dr. Berriman’s new co-
efficient ‘‘x’’ is explained and applied. Obtain-
able at ‘‘Flight,’ 44 St. Martin’s Lane, London,
W. C., at 14 cents postpaid.

Page 129

November,

1912

1911, That was some time ago, and yet I
notice that aviators, in any quantity at least,
are not using Mr. Brooke’s motor; in fact, I
never heard of any flight of any importance
being made with his motor.

It seems to me’that it would be far better
policy on Mr. Brooke’s part to get busy and
prove to the world that his motor was what
he claimed it to be, instead of wasting time
throwing mud at the manufacturers of ro-
tary motors which now hold practically all
of the world’s records. His attack upon you,
it seems to me, is also uncalled for. You,
as editor of your paper, do not care probably
one way or the other whether the rotary
motor or the motor having stationary cyl-
inders proves to be the most efficient for
aeronautic use. Your idea is to simply
present to your readers subjects which will
be of interest to those following the devel-
opment of the aeroplane. And personally
I do not see how any one can blame you
for not publishing the articles written by a
man whose sole purpose is to advertise his
own product.

Our friend, Darwin, a few years ago ex-
pounded a theory which he called, “the sur-
vival of the fittest’. If Mr. Brooke’s motor
is the most wonderful motor that ever was
invented for aeronautic use, aviators will
not be long in finding it out, but until he
has been able to do what other manufactur-
ers of engines have done it seems to me it
would be better for him to conserve his
energy and extend a little more of it on
the development of his engine rather than
in throwing mud upon a type of motor,
which in practise at least has proved itself
far superior to anything which he has
ever evolved.

To the Editor:—
Very truly yours,
(Signed) Earle L. Ovington,
Newton Highlands, Mass.,
October 18, 1912.

RECEIVED.

GASOLINE ENGINES, THEIR OPERATION,
USE AND CARE, by A. Hyatt Verrill. 320 pp.
150 illustrations. Published at $1.50 by Norman
W. Henly Publishing Co., 132 Nassau St.,
New York. Describing what the Gasoline En-
gine is; its construction and operation; how
to install it; how to select it; how to use it anu
how to remedy troubles encountered. Intended
for Owners, Operators, and Users cof Gasoline
Motors of all kinds.

This work fully describes and illustrates the
various types of Gasoline Engines used in Mo-
tor Boats, Motor Vehicles and Stationary Work.
The parts, accessories and appliances are de-

scribed, with chapters on ignition, fuel, lubrica-
tion, operation and engine troubles. Special
attention is given to the care, operation and

repair of motors with useful hints and sug
gestions on emergency repairs and make-shifts.

AERONAUTICS

Page 130

November, 1912

A New System of Supporting Surfaces
For Flying Machines

Aeronautical Society on April 6, 1911,

showed gliding models embodying the
principles of his system of surfaces and out-
lined a theory of their behavior. Some
nine months later, early in 1912, there ap-
peared in print an account of laboratory
tests by the celebrated French engineer, M.
Gustave Hiffel, on surfaces similar in essen-
tials to those reported on by Mr. Andrews,
and lately the B. A. S. issued a bulletin on
Mr. Andrews’ work.

In its simplest form the new system con-
sists of two surfaces of equal size placed
tandem and slightly inclined downward to-
wards each other. ‘‘From this arrangement
of two surfaces, properly adjusted, is ob-
tained a degree of fore and aft stability not
found by any other arrangement,” states
the bulletin, ‘‘and an efficiency, at certain
flying angles, greater than the efficiency of
either surface alone.”

R D. Andrews, at a meeting of the Boston
e

Se 10,09,

totale du systéme (605m)

Ss
So
oe

S

\i | 907

2

re % de /a largeur

Ss
S
Q
e)

5 070} _ |

eS
=e
7

0,05

Distances du centre de poulssée au bord d'attague de

be So eeeges, a
SESE { } .
. Sys SAAS SRS
t WA
9 + fS> eS
} | t \ . We
SS SSE EN A RSS SASS SSRN,
oLSRSSEE RE ahd Ss
ao" 7 30 40 «SO

SOS oR
oO giare 0 10° 2! 3 E
Angles le la corde de lu plague avant

lg plague avant
8

___10.0
et du vent

| Dispostuf I

‘1003 = een

lemellle <7 = aS
: rhe Ur as i ee Eat
vias Disposttit Il
cae egos agreed
___|0,02 ae

of Dispositif MT

a

OE Wc) ake i erie eae “?
{hor
Drsposit! 1
i sSaeipesss = ea ol
ci Se eee
a : _J0,00
K2.02 001 0,00 es Aile unigue.
7 1454
Fic. 97. — Surfaces en tandem ; polaires ef centres de poussce.

“To make a flying machine stable it must
be designed so that any rotation about any
axis will be opposed by a constantly increas-
ing righting force which will come into ex-
istence with the disturbing force and will
increase while the disturbing force de-
creases, Just this condition appears to exist
with the Andrews system with regard to fore
and aft stability, that is, rotation about the
lateral axis. Any force tending to make the

machine dive is opposed by a strong down-
ward pressure upon the rear surface which
brings the machine back to a safe position, .
and any force tending to raise the front
surface is opposed by the sudden and great
increase of lift on the rear surface which
occurs under these conditions. The result
of this would appear to be that the Andrews
system will maintain an angle between its
fore and aft axis and the surrounding air
stream, which is approximately constant.
This is shown by the gliding models which
make a flight path which is straight and not
undulating like the flight paths of other sys-
tems. It would also appear to be impossible
to move the fore and aft axis away a safe
position by a wrong movement of the control
surfaces, because the righting force pro-
duced by the rear surface will always be
greater than any force introduced by the
necessarily smaller horizontal rudder.

“Mr. Andrews has shown that it is possible
to maintain a glide having a fall of one in
right. He has shown that if dropped from
a height the glider will right itself and take
a safe gliding angle to the ground, and he
has also shown that the effect of a gust of
wind on the glider is to move it bodily with-
out disturbing, to any dangerous extent, its
position relative to the horizon. All of these
characteristics are inherent in the Andrews
system and not dependent upon conscious
control. This system must not be confused
with the systems of tandem surfaces used by
Hargraves, Langley or Montgomery.

“These latter systems have no inherent
fore and aft stability, as the experiments of
Hiffel show. What stability was obtained by
Langley and Montgomery was due to the
large tail surface at a negative angle, and
the stability of the Hargraves kite is due to
the side planes and its large angle of
incidence.

“Turning now to the experiments of M.
Kiffel* we find they show the same results
claimed by Andrews, so far as fore and aft
stability is concerned.

“From these experiments we learn that at
angles of seven degrees and higher the sec-
ond system is more efficient than either of
the others or than one surface alone. Also,
with the second and third systems the center
of pressure moves forward and continuously
as the angle decreases, so long as the press-
ure is upward. When thi pressure becomes
downward it jumps back to the rear edge
and so it still exerts a righting force. This
condition makes for inherent fore and aft
stability, and is not found in any system of
surfaces in use on machines now flying.
The fact about existing systems now in use,
which makes them dangerous, is that as the
flying angle decreases, say from fifteen to

~ *A synopsis of these experiments will be
found in AHRONAUTICS for March and
April.

(Continued on Page 132)

AERONAUTICS Page 131 November, 1912

Experiments on the Fiesse Surface

%) HE experiments have been by the total surface of the two elements, which
< made, on the electric chariot, is 9.5 square meters.
at speeds comprised between p represents the lift on the first su1face alone
17 and 23 meters per second, on the installation, and K, represents the cor-
at the Institute Aerotechnique responding coefficient “‘unitaire,’”’ that is the
of the University of Paris. p

In the following table, P quotient cf — by the surface cf the element.
represents the lift or vertical Wee
pressure or action of the air that is 4.75 square meters.
on the total surface formed of Accordingly, the lift or vertical action, or the
the two elements in tandem; drift or horizontal action of the air on the
T the drift or horizontal action of the airon the double surface at a speed V are given by
same dcuble surface. These two forces are P

P = (a) Ve = ke x 9.5 XN

given in kilograms, the air being considered at
a temperature of 15° and a pressure of 760 milli- pe
meters. V represents the specd in meters per : Fe ee Ns
Bnael AP == — }\
second. V2
K, and K, represent the “‘unitaires’’ coeffi-
cients as related to the square meter, which

= K,X 9.5 * V?

and the lift or vertical action on the first sur-
face alcne is given by

p T
means that they are the quotients of = Ot = p= 2) V?=K', X 4.75 X V2
Se C0 Sa es Se a

ee eee YT ]ates
| 1
! !
pS wl
aS Sa ES | BE ee a eee ee ee 3
e—=
B
Srofil Stomelrigue (Ech —__
"S & a 5 3 o z g Ze
| Das = —
eee = fg es ie ke Loe a m
Rp rat ne a te ee |
iceaete J
TABLE
TO'AL SURFACE FORMED BY THE TWO ELEMENTS The First Element Alone
Ge A gle | 7
ae sin Bs K K. S = as of the result. ws. K’,
Mie Vie : P Ky heal Me
pa TE fle ss eee eS =m
0° 0,273 0,0282 0,0287 0,00296 0,103 5° 53’ 0,190 0,0400
De 0,830 0,0280 0,0347 0,00294 0,085 4 52’ 0,220 0,0464
4° 0,386 0,0292 0,0406 0,00307 0,0755 4 20° 0,249 0,0522
6° 0,443 0,0336 0,0466 0,00353 0,076 4 21’ 0,275 0,0579
8° 0,505 0,0412 0,0531 0,00433 0,0815 4 40’ 0,305 0.0641
10° 0,568 0,05386 0.0597 0,00564 0,094 5° 23’ 0,333 0,0700
12° 0,683 0,0720 0,0666 0,00757 0,114 6° 30’ 0,357 0,072
14° 0,700 0.0963 0,0736 0,01013 0,138 7° 52! 0,377 0,0795
16° 0,760 0,180 0,0800 0,01386 0,171 a 42 0,388 0,0817
18° 0,800 0,170 0,0842 0,0178 0,213 12 0,352 0,0741
20° aes ae ee <ae ne 0,348 00,0733

AERONAUTICS

Page 132

November, 1912

The angles i indicated are those of the plane
part AB which supports the installation of the
surfaces with the horizontal; the chord of the
elements forms with AB an angle of 2° 50!'.

5
Blevats ”

to the first element alone shows that the first
element sustains more than the second. This
is shown by the position of the centre of
pressure.

ae) ac Cte

POSITION OF THE CENTER OF PRESS-
URE ON THE SURFACE FORMED
OF THE TWO ELEMENTS.

The centre of pressure, that is the point where
the resultant of the actions of the air cuts the
surface, is on the first element; its distance from
the front edge of that element passes by a min-
imum equal to 58 centimeters for i=8 or 9°, and
increases very slowly for lesser incidences, a few
centimeters only till i=O°, and a little more
rapidly for greater incidences till 66 centimeters
for i=18°. The displacement of the centre of
pressure in function of inclination is therefore

very small,

REMARKS ON THE RESULTS.

The comparison of the coefficients “‘unitaires’’
K, and K’, relative to the complete surface and

A New System of Supporting Sur-
faces for Flying Machines

(Continued from Page 130)
three degrees, and while the pressure is still
upward, the center of pressure moves to-
wards the rear, whereas, to produce a right-
ing force, it should move forwards. With
regard to lateral stability Hiffel has nothing

1453 Ge

to say concerning this system; but Mr. An-
drews states that his experience with a great
variety of models of this type leads him to
believe that this system has a very large
measure of lateral stability also, much more
than exists in the present flying machine,
and he thinks that with this design lateral
stability attends fore and aft stability. It is,
of course, difficult to test in the laboratory

Pp
The inflection of the values of — or K', above
Ve

16° has been verified in repeating the mesures
for those inclinations, that inflection is, however,
without importance trom a practical point of
view, for it corresponds to inclinations notably
greater than the inclination in flying.

NOTE BY MATTHEW B. SELLERS

Mr. Fiesse proposes to use this arrange-
ment of planes in the construction of a
hydro which is now under way and a side
elevation of which is here shown.

While the efficiency of the two surfaces
tested is gratifying it does not necessarily
follow that a larger number of surfaces
so arranged will show the same efficiency.

for lateral stability, and the only way this
can be tested satisfactorily is by the flight
of a full-sized machine. Mr. Andrews, of
course, intends to use horizontal and lateral
controls in connection with his system, but
the advantage of his system over all others
seems to be safety in handling, as a false
move or a gust could not stall the machine
easily or cause it to dive. The illustration
represents the Andrews system as applied
to the fusilage of a monoplane.”

NOTE BY MATTHEW B. SELLERS

Many years ago it was proposed that a
rear plane at a negative angle to front plane
(i. e., forming a dihedral angle opening up-
ward), promoted stability. But it was
thought that this disposition reduced effici-
ency and the rear plane was made small,
acting chiefly as stabilizer. It remained for
M. Hiffel to show that at large angles the
efficiency of this arrangement was greater
than that of a single plane. It would seem,
however, that Mr. Andrews is the first to use
a rear plane as large as the front one dis-
posed in this way.

These experiments were made for Chas.
Fiesse, of 702 G. St.,, Washington, N. E.
Mr. Fiesse has been long an experimentor
in aerodynamics,

AERONAUTICS

Page 133

November, 1912

An Analysis of Flight’

By GEORGE A. SPRATT, Jr.

APPLICATIONS

Under this heading the theory advanced
is briefly applied to the construction and
flight of the bird and the diptera in order
that attention may be directed to those
points where conformity is to be looked
for.

The bird and its wing is far more than
a flying mechanism just as a quadruped is
far more than a locomotive. The wild
horse upon the prairie, in a unit, repre-
sents the producing plant, the repair shops,
the surveying forces, track construction
forces, the watchmen and engine crew, and
the vast office and field force that sees to
obtaining fuel and water and all other ma-
terials for maintaining the organization; in
fact, the whole system and its manage-
ment with the added great convenience
that, if business is dull, a new region can
be occupied at the speed rate of the roll-
ing stock. On the other hand, the locomo-
tive represents an exceedingly small part
of the anatomy of the horse, a few princi-
ples that, after acceptance, are again di-
vested of much in order that concentration
to the purposes of man may be gained, In
order that he may possess the jewel, as
ever, he has excavated and washed away
tons of less desirable material, and then
with labor and _ patience refined and
polished.

The fundamental principles of flight lie
within the wing, as does the lever in the
leg, but the wing is not that principle. To
take the form of the wing and apply it to
the aeroplane is as crude logic to follow
as to take the form of the leg and apply it
to the locomotive. To excel nature in so
doing could hardly be expected. The wing
embraces so much more than a perfect ap-
plication of the principles that those prin-

ciples are obscured unless the observer
has a_ clear conception of them.
Let figure 4 represent a gull. At A the

section of the curved portion of the wing
is shown with its relative position to the

Fig. y,

centre of weight. At B is shown the double
curve so well marked in the long-winged
sea birds. In all birds, and in bats, the
arched portion of the wing is carried high.
It is so with the elytra of the beetle. The
friction pressure represented by a, figure
3, is great in the wing, for bone and mus-
cle are housed within, and consequently
the height of the are of the wing above the
centre of weight is less than the radius of

*Begun in the August number.
for March, 1908, for previous article by Mr, Spratt

See also. AERONAUTICS

the curvature. The points o and n, figure
3, lie proportionately near the wing sur-
face.

By lowering this portion of the wings
the centre of pressure o is lowered relative-
ly to the centre of weight, and a couple
results which causes rotation forward, like-
wise raising the wings causes rotation
backward. By such adjustment the course
is deflected downward or upward without
invoking any additional surface pressure or
resistance.

The flattened extremity of the wing par-
takes much of the nature of a thickened
plane. In gliding the extremities are
brought low in order that no couple may
result from the pressure against them, and
when the wings are raised or lowered this
pressure increases the value of the couple.
Let it be noticed that, when a couple is
formed either for the purpose of directing
the course or otherwise, it should be, and
is, formed upon the line representing the
resistance to advance, and, therefore, the
motion of the wings, under ordinary condi-
tions, is upward and forward, or downward
or backward. These adjustments are very
apparent in the gull, as he leisurely wan-
ders over the water in search of food,

especially so if the breeze is fitful.

By extending one wing and shortening
the other, which in effect is to draw or
swing the body, and therefore the centre
of weight toward the other wing extrem-
ity, see figure 5A, a couple results which
rotates the whole, causing the shortened
wing to descend and the extended wing to
r_se. iravity is resolved as a result of
this poise, see figure 5B; a horizontal force
propels toward the lowered wing and the
course deflects in response. The resultant
of the head resistance, which formerly was
perpendicular to the forward margin of the
wings and passed through the centre of
weight, has now moved on to the lowered
wing, since the course has become deflect-
ed with the lowered wing more or less in
the advance. \A couple results, which ro-

AERONAUTICS . Page 134 November, 1912
tates the whole about the vertical. See cular in direction as the carriage wheel re-
figure 5C. Therefore, again, the bird di- velves and gives to the bird the appe.r-

rects its course to right or left, without
presenting any surface or resistance, for
that purpose.

The pressure always tends to place the
longest axis perpendicular to the course,
and always does so when the centre of
weight and centre of the surface coincides,
or when a line passing through the centres
of weight and pressure passes perpendic-
ularly through the centre of the surface.

A surface circularly arched to include
the proper number of degrees develops a
greater lifting pressure than a surface of
any other form. It is the most stable form
when properly used. Very wisely that por-
tion of the wing nearest the weight cen-
tre of the bird, and anatomically the most
firmly braced to the body, is the most near-
ly circularly arched, and the most deeply
curved. As the distance from the body in-
creases the wing has increasing freedom
of motion, and the curvature uniformly
merges into a flattened extremity that, in
some wings more than in others, is capable
of presenting a concave, plane or convex
surface.

The effect peculiar to that curvature near
the body is obtainable, however, through-
out the whole extent of the wing by estab-
lishing the same relation of curvature in
the path through which the wing is
struck, as has been shown experimentally
in a former paper, or, in this same manner,
the effect peculiar to the circular are may
be obtained in the stroke throughout the
wing.

The amount of pressure upon a surface
is determined by its velocity relative to
the air. It is the velocity of the wing in
contra-distinction to the velocity of the
body that sustains and propels. The stroke
of the wing must be observed, not only in
its relations to the air, but also in its re-
lations to the centre of weight.

The stroke of the pigeon’s wing, as the
bird changes its place in the flock while
feeding, is a downward forward curve, the
chord of which is almost horizontal. The
velocity of the bird is not sufficient for sup-
yort, the curved portion of the wing, be-
cause of its fixed attachment to the body is
.of little value, but support is obtainable
-from such stroke of the extremity. Ex-
cepting’ that. the wing is brought back
flexed the extremity describes a flattened
ellipse. As the velocity of the body in-
creases, and the curved portions increas-
ingly yield support, the stroke changes to
a circular path about the centre of weight
in the reverse direction to that of a car-
riage wheel, gradually becoming vertical
as the pressure from the flattened extrem-
ity is increasingly utilized for thrust.
When that velocity is attained at which
the desired amount of weight is carried by
the curved portion, the stroke becomes cir-

ance of rowing. The wing extremity now
yields thrust sufficient to maintain that de-
sired velocity.

The path described through the air by
the wing extremity is such as will produce
the desired relation of curvature. If the
path is a straight line, there is rotation of
the wing extremity; if the path is arched,
the resultant pressure of the stroke bisects
the are and its chord and passes through
the centre of weight.

This is more clearly illustrated in figure
6, in which this theory is applied to the
flight of the dyptera. Here the dotted line
represents the arc described by the extrem-
ity of a wing of this type. ~The arrow
shows the direction of its movement along
the are. At A the advance stroke is shown,
and at B the return stroke. The plane is
set at a slight positive angle to its path
and the perpendicular lines from its lead-
ing half represent the convergence of the
resultant pressure to a common centre x
from consecutive points along its path.
The forward edge of the wing is shown
leading in the advance stroke A; the rear
edge as leading in the return stroke.

In the two figures A and B, the centre of
convergence x, which is the centre of pres-
sure for the stroke, occurs at opposite
sides of the centre of the are (x') described
by the path. If the advance and the re-
turn stroke are to have a common pressure
centre, the path of the advance stroke must
be in advance of the path of the return
stroke. In so making them they describe
a figure eight, as shown at C, D, and E.

It is possible, therefore, that from such
wing motion the fly can present a centre
of pressure and a centre of weight whose
relative positions can control the poise and
the course of flight. At C a position of
hovering is shown. Here the centre of
weight is below the centre of pressure, and
both are on the same line of gravity;
therefore there is no couple. If the pres-
sure is greater than the weight, the body
rises vertically: if less, the body descends
vertically: if they are equal, the body
hovers. Inertia absorbs the effects of the

AERONAUTICS

variation in the direction of the resultant
pressure from the consecutive points along
the path of the rapidly vibrating wings, and
the arc of the stroke can be considered in
the same light as is the arched surface,
except that the pressure direction is re-
versed and is here centripetal. At D the
pusition of advancing flight is shown. Here
the chord of the are is inclined forward.
Gravity is resolved against the are of the
stroke and a horizontal component propels.
At E a similarly produced backward move-
ment is illustrated. In like manner a hor-
izontal component of gravity can be formed
by operating one wing in a higher plane
than the other, which will act to force the
body sidewise.

* * %*

Much of the foregoing may be summed
up and its purpose, perhaps, made clearer
in a comparison between watercraft and
the aeroplane.

The watercraft is suspended between
two fluids of different densities. The hull
is so disposed that this difference in the
density is preserved, the lighter above and
the denser beneath the surface the hull
presents. A pressure against the under
side, which is equal to the weight of the
craft, results.

The aeroplane is immersed in but one
fluid, but which offers a resistance to mo-
tion, and whose density is disturbed by
motion. At a certain speed a _ pressure
equal to the weight is produced, which is
preserved against tne under side, and

November, 1912

which acts much the same as the differ-
erence in the densities of the fluids of the
watercraft.

In watercraft originally equilibrium
might have been obtained by outrigged
floats, but with the recognition of the meta-
centre, a form evolved that is more stable,
stauncher, more serviceable and more econ-
omically operated than is possible of at-
tainment with outrigged floats.

In the aeroplane, at the present time,
equilibrium is obtained by outrigged vanes,
but when the point herein described as the
centre of pressure is recognized a form
will evolve that will be more stable,
stauncher, more serviceable and more econ-
omically operated than is possible of at-
tainment with outrigged vanes.

The foregoing covers but briefly the main
points of a theory that has gradually de-
veloped from laboratory experiments and
observations, that has for several years
withstood close search for contrary evi-
dence and has fulfilled actual application
in so far as I have been able to carry such
tests.

It is here offered in the hope that it may
find an influence in advancing the develop-
ment of the perfect aeroplane. For this
device, with the locomotive and the steam-
ship, will take its place as a force of ciy-
ilization. A far greater place, for its path-
way is the ever present boundless air; the
greatest force yet entrusted to man and
destined to both invite and compel lives
worthy of the common brotherhood of man.

(Concluded)

GOOD MARKET FOR AEROPLANES IN
NORWAY

A splendid market in Norway for the sale of
aeroplanes, especially hydroplanes, is overlooked
by American manufacturers. Aeroplanes were
introduced into Norway only six or eight months
ago, when the army officials purchased two
Maurice Farman biplanes of the military type,
with 70-horsepower Renault motors, and the
navy officials bought a ‘‘Rumpler-Taube’”’ with a
100-horsepower N. A. G. motor. Besides these
machines a civil engineer in Christiania has
purchased a ‘‘Grade’’ aeroplane and the Norsh
Flyveselskab (Norwegian Aero Club) has
bought a ‘“‘Deperdussin’’ monoplane with 70-
horsepower Gnome motor.

In the near future, it is stated, both the army
and navy will be in the market for additional
aeroplanes, as their value for war purposes is
recognized by the department chiefs of the
Norwegian army and navy. The general public
a'so affords a splendid opportunity for the sale
of aeroplanes, as their use as a sport particularly
appeals to Norwegians, who are a sport-loving
people, and with their ‘skiing’? are used to
performing feats of balancing and _ flying
through the air. Many people in Christiania
ean afford the sport of flying aeroplanes and
hydroplanes; the latter might supplant, in part
at least, the large number of small yachts
constantly used on the harbors and fjords

Many yachtsman and others who devote
much time to sports state that a reliable hydro-
plane, not too expensive, would find ready sale
here if properly demonstrated. No manufactur-
er has as yet considered it worth while to dem-
onstrate a machine in Christiania and the
first who does so should find an excellent mar-

ket. Names of members of the local aeroplane
club may be obtained by addressing the secre-
tary of the Norsk Flyveselskab, Herr Drifts-
bestyrer Barth, Christiania Elektriske Sporvei,
Christiania.
[From Consul
Christiana].

TRADE OPENING IN ARGENTINE

Manufacturers ought to be able to contest
French trade in the Argentine Republic. s
military school has recently been created with
4 monoplanes, 8 biplanes and 7 .balloons at
Buenos Ayres. The Aero Club of Argentine, at
Buenos Ayres, is alive and has presented the
,GOovernment the balloons and 3 of the aero-
planes. The technical instruction remains un-
der the Aero Club which has supplied the pilot
instructors, instruments, et cetra, free of cost.
There are 3 ’plane pilots and 4 instructors in
aerostatics. There are no hydroaeroplanes in
the country.

General, Charles A. Holden,

The number of European aeroplane buildets
who specialize in both monoplanes and biplanes
or at any rate in more than cne type, is steadily
increasing. The following is a fairly complete
list, but even so may not be exhaustive:—

AUSTRIAN: Etrich, BRITISH: Aeronautical
Syndicate (‘‘Valkyrie’’ mono and ‘‘viking’’ bi-

plane), Avro, British and Colonial Aeroplane
Co. (Bristol, Dunne, Howard Wright, Humber,
Neale, Short Bros., FRENCH: Astra (biplanes
and triplanes), Caudron, H. Farman, Paulhan
(monoplanes and triplanes),—Biplane apparent-
ly abandoned, Sommer, GERMAN: Aviatik
(German Farman) Euler (biplanes and _ tri-

planes), Rumpler (German made Etrich), ITAL-
IAN: Bossi.

AERONAUTICS

Page 136

November, 1912

Symposium on Screw Standardization

Editor’s Note:—

Some time ago the Aeronautical Society’s
committee, E. V. Lalliers, Chairman, obtained
the views of several propeller makers on the
subject of standardization. To an abstract of
these, we have added two other opinions.

GIBSON PROPELLER CO.

, Ss) HE entire science of aerial
= propellers has mainly been
evolved by the cut and try
method because of the ab-
sence of any effective
means for’ testing pro-
pellers of more than model
dimensions and the term
efficiency is now a_ very
vague expression; but,
after all, efficiency in flight
is the vital desideratum in aerial propellers.

Therefore: ‘Specify that propellers shall
be rated in terms of the lbs. thrust delivered
per hp. at 30, 45, 60, and 75 miles per
hour; thus in the case of one typical pro-
peller it would be rated 7, 6, 5, 4, as repre-
senting that it develops seven lbs. thrust
per h.p. at 80 miles per hour, six lbs. at
45 m.p.h., five lbs. at 60 m.p.h. and four
Ibssaite a5 mph.

Thus an aeroplane manufacturer would
choose the above propeller for use with
a machine designed to fly at 45 m.p.h. hav-
ing 300 lbs. head resistance at that speed
and equipped with a 50 h.p. engine; un-
less he could find another propeller which
would give more, in which case so much
the better for the business and everybody
concerned.

In any case, if such standardization were
adopted an aeroplane manufacturer would
have something definite to work upon, and
if he were assured of the propeller per-
formance he would in the case of poor suc-
cess of the whole machine, eliminate any
doubts thereon from his mind and immedi-
ately attack the real root of the trouble.

The effect of such a standardization would
be to call the attention of every manu-
facturer and user to this vital point, that
all tests of propellers made by means of
a scale or thrust reading device holding
the machine anchored to the ground are
deceptive and absolutely misleading. I
make this statement without fear of contra-
diction by those who know the subject.

Further, propellers may be designed to
be more effective at any desired speed and
it is that consideration which concerns
the user, and he should be so informed as
to enable him to choose that which suits
the circumstances best.

Coming back to the term “efficiency,” I
think it will be seen that the practical
efficiency of a propeller is the work that
it will do for the work that is done upon
it, and that efficiency has nothing to do

It would be desirable if engine builders would,
in conjunction with propeller builders, arrive
at a means to allow different makes of pro-
pellers to be quickly placed on the shafts. It
is obvious that good would result to both sides.
This is a matter which is also being considered
by the Aeronautical Manufacturers Association.

with the ability of the propeller to travel
axially through the air as fast as its piten
angle would provide or at any less or
greater speed.

One propeller may be of maximum ef-
fectiveness at 40 m.p.h. and another equal-
ly effective at 60 m.p.h. and still each be
of the same pitch.

It is very misleading for a user to have
a propeller which is not marked as to its
pitch, this feature of the propeller being
more or less difficult of measurement by
the average user with the ordinary methods
at his command, and I, therefore, suggest
that all propellers should be marked ac-
curately as to diameter, pitch and direc-
tion of rotation.

Hubs might be standardized as to diam-
eter but not as to length, and I suggest
6% dia. for 30 hips 77 dia. for a0eh ips Saactar
for 100 h.p., when run at engine speeds
of say 1100 or 1200.

Flanges might also be standardized and
considering the present high position of
the Gnome engine I suggest the adoption
of the Gnome flange as standard. It is
made to metric sizes but involves a center
hole of 234” dia. and eight bolt holes of
36” dia.

AMERICAN PROPELLER CO.

E think it would be a most ex-
cellent plan to standardize such
features of the propeller as do

not depend for their excellence
upon the special skill in design or mode
of construction, upon which the efficiency
and general excellence of the propeller de-
pends. ‘To standardize these would be to
put all propellers on a level as regards
their excellence, and further development
and improvement could only be made by
departing from such standards as might
be established.

Regarding the features which we think
might be standardized to advantage, we
would suggest that standard templets for
hub boring be adopted by propeller makers
in conjunction with engine builders, so that
propellers of different manufacturers would
be interchangeable on the same engine. ‘A
series of, perhaps, three templets could
be established, based upon the A. L. A. M.
rating of the engine. Speaking off-hand,
we would say that for less than 25 horse-
power, a bolt-circle of 3% inches might be
adopted, using six % inch, or 5/16 inch
bolts; for 25 to 75 horsepower, the circle
might be 4 inches or 4% inches with six:

%8 inch bolts. For greater than 75 horse-

AERONAUTICS

Page 137

November, 1912

power, a circle of about 414 inches, or
5 inches might be adopted with eight % inch
bolts, or possibly six 7/16 inch bolts. The
center hole might also be standardized, if
the engine manufacturers can be gotten
together on this. We do not think the cen-
ter hole should ever be more than 2%
inches if it can be avoided.

The length of hub might also be stand-
ardized, and we would suggest 414 inches
to 43%, inches as a suitable hub length
for 25 to 75 horsepower; for less power
a length of 31% inches to 4 inches would
probably be good.

The diameter of the propeller in rela:
tion to the size and weight of the entire
machine, might also be a proper subject
of standardization.

Many builders do not provide for a suffi-
cient propeller diameter, not realizing that
the efficiency depends very much upon the
amount of traction obtained, and that this
varies approximately as the square of the
propeller diameter, hence the diameter
should always be as large as possible (with-
in reasonable limits) regardless of the
power of the engine (the difference in
pitch taking account of the available power
and consequent flying speed).

With the advances that are being made
in an experimental way to determine the
flying head-resistance of different kinds and
sizes of machines, at different speeds, it
should be possible in the near future to
lay down definite rules as to the number
of square feet of area of propeller sweep
per unit of head-resistance of the machine.

A most inviting field of calculation is
opened up in this direction, which should
be productive of the most useful engineer-
ing results leading, as it does, to the tabu-
lating and diagraming of the necessary pro-
peller diameters required for different per-
centages of efficiency as worked out from
the flying thrust, or head-resistance at dif-
ferent speeds. As soon as this information
becomes generally available, standards of
propeller diameters will doubtless be defin-
itely established.

Regarding competitive tests of propellers
this, of course, to be of any value, would
have to be carried on under practical fly-
ing conditions.

SLOANE AEROPLANE CO.

S FAR as we can see, from our
varied experience with propellers,
it will always be impossible to
standardize the diameter and
pitch of all makes. The same diameter and
pitch in two different makes of propellers
will give entirely different results. For
example, our regular Charavay type pro-
peller for a 50 h.p. Gnome is 8 ft. diameter
by 4% ft. pitch, while the propeller for
the same engine of the Charavay Normale
type has the same diameter with a 5 ft.

pitch. We have a propeller for the same
engine for passenger-carrying, which has
the same pitch as the first and a greater
diameter. For speed work with that same
engine you would use a smaller diameter
and a greater pitch, depending upon the
head-resistance to be overcome, and the
speed desired. The diameter and pitch, and
design of a propeller depend upon so many
variables that it seems to me that it will
be impossible to standardize these.

There is an opportunity, now, to stand-
ardize the hubs. There is no reason why
we should not have a standard bolt circle
for 20 to 385 h.p.; a larger sized bolt circle
for 35 to 60 h.p.; and a larger one still
for 60 to 100 h.p., and so on. The size
of propeller bolts can also be standardized,
a certain sized bolt for each sized bolt
circle.

If possible, it would be a very good
thing to standardize the central shaft-hole
of the propeller. However, that depends
on the size of the crank shaft of the engine,
and it is probable that the manufacturers
of engines will not come to a uniform size
in cranks. It would be a very good thing
if we could get the engine manufacturers
to adopt a uniform size 2f crank shaft for
the propeller.

Another thing which could be ytandard-
ized and should be is the style of the
hub itself. This should be made as simple
and strong as possible and should be uni-
form in design for all sizes.

R. O. RUBEL, JR., & CO.

T THE standardization of propellers will
say that we are hardly in favor of this
movement.

I hardly believe that it is prac-
tical to have all propellers, regardless of
diameter and pitch, to be of one standard
size; but there is no doubt but what it
would give the manufacturers of propellers
an opportunity to find out their weak
points if we can get the motor builders
to standardize their propeller shafts,

The only objectional feature which I can
see at this time is that it will require at
least one year to bring the manufacturers
of power plants to anything like a standard
size hub as it would require the change
of their specifications and no doubt some
of these manufacturers have already con-
tracted for the necessary material to be
used on the motors they will build this
season.

THEODORE I. CAMP

The only attainable standard at present
would be in the hub diameters, and, provid-
ing the engine makers could agree on it, the
shaft hole diameter. For that matter, they
could, as well as not, agree on the standard
five hole flange such as we know has been
used on the majority of the propellers in the
country today.

Page 138

November, 1912

AERONAUTICS

U.S. Army Aeroplane Specifications

EX ENIENSN SY) HE Chief Signal Officer, U.
Oe S. Army, Brigadier General
ge) &e) James Allen, has issued
¥ ¥ specificati for the two
oF 9) specifications

: types of aeroplanes the
a6) ee) Army has decided are most
- serviceable. ‘hese re-

quirements follow:

Oa
CHEMO EIKA A SPEED SCOUT MILI
LOMA PARY SHROEDANE

SA MSASANAX (1) Carry one person
with the seat located to permit of the larg-
est possible field of observation; (2). As-
cend at the rate of 1500 feet in three min-
utes while carrying fuel for one hour’s
flight; (3). Carry fuel for a three hour’s
flight; (4). Must be easily transportable
by road, rail, etc,. and easily and rapidly
assembled and adjusted; (5). The starting
and landing devices must be part of the ma-
chine itself and it must be able to start
without outside assistance; (6). The en-
gine must be capable of throttling; Gir
The engine will be subject to endurance
test in the air of two hour’s continuous
flight; (8). Speed in the air of at least 65
miles an hour; (9). Capable of landing on
and arising from plowed fields; (10). The
supporting surfaces must be of sufficient
size to insure safe gliding in case the engine
stops; (11). The efticiency and reliability of
the system of control must have been dem-
onstrated before the purchase order is
placed. The aeroplane must be capable of
executing a figure eight within a rectangle
500 yards by 250 yards, and without de-
creasing its altitude more than 100 feet at
the completion of the figure eight. This
test to be made by aviator alone without
carrying extra weight; (12). The extreme

width of the aeroplane supporting surfaces
must not exceed torty feet.

FOR SCOUT MILITARY AHROPLANE

(1). The aeroplane must carry two per-
sons with seats located to permit of the larg-
est possible tield ot observation for both;
(2). The control must be capable of use by
either cperator trom either seat; (3). The
machine must be able to ascend at least
2000 feet in ten minutes while carrying a
weight of 600 pounds, including the aviator
and passenger, 1loU pounds of gasoline and
extra weight to make 600 pounds. All ot

the extra weight must be carried on the

engine section and not distributed over vhe
wings; (4). The fuel and oil capacity must
be sufficient ior at least four hours of con-
tinuous flight. This will be determined by
a trial flight of at least one half hour, meas-
uring the consumption of gasoline, whiie
carrying the passenger and weight stated
in paragraph 3; (5). Same as No. 4, above;
(6). Same as No. 5, avove; (/). The en-
gine must be of American manufacture and
capable of throttling to run at reduced
speed; (8). Same as No. 7, above. This
test will be made with aviator and pas-
senger, extra weight and fuel enumerated in
paragraphs 3 and 4; (9). The aeroplane
must develop a speed in the air of at least
forty miles an hour. This test will be made
with aviator and passenger, extra weight
and fuel enumerated in paragraphs 3 and 4.
The maximum speed must not exceed 65
miles an hour; (10). Same as No. 9, above.
This test will be made with aviator, passen-
ger, extra weight and fuel enumerated in
paragraphs 3 and 4; (11). Same as No. 10,
above; (12). Same at No. 11, above; (13).
Same as No. 12, above.

BRICKBATS AND BOUQUETS

Urbana, O., Oct. 20th, 1912.
E. L. Jones, Editor,
New York City.
Dear Sir:

I don’t think ‘‘Aeronautics’” is a ‘‘philan-
thropic institution’, the object of philanthropy
is doing good and I can see nothing in your
publication but obituary notices, advertisments
and chronicles of foreign triumphs. Your atti-
tude and the position of others like you have
made American Aeronautics a joke and a by-
word the world over.

Not a single American machine dared enter
the G.-B. race at Chicago—why, because we are
forced to contemplate the things of yesterday—
we have no eye for to-morrow.

J. E. Sloane proposes to do something for
next year by calling a consultation of prominent
builders of American machines—but don’t you
see that these men are all interested in their
own inventions and that no harmonious action
can be expected from them.

For more than three years I have been offer-
ing to build a plane that can cover the distance
between New York and Chicago in ten hours
or less of continuous flight but no one wants
such a craft. If it were built it would establish
a new world’s record, but if we wait much long-
er the French will have that offer capped, they
stand 631 miles in 13 hours and 22 minutes but
of, course it would be very improper to let in a
little mew gray matter and apply a few me-

chanical ideas in the United States—so you can
continue your jokes about amatures and let the
progress go across the Atlantic.

Last spring I wrote you, when you asked for
money, that if you would print am article writ-
ten by me and touching of the future of Aero-
nautics that I would continue to take your pa-
per, otherwise not—your negative was so abrupt
that it was almost profane and I supposed your
paper would stop, in fact it did stop once or
twice but a few days ago it bobbed up with a
bad smell and the usuai obituaries and second
hand notices.

Now if you would not help advance the art
in America for God’s sake don’t devote your
time to obstructing the way for those that
would.

I can not build the craft described in the en-
closed folder for less than $25,000 and I can’t
afford to put that much in it unless I can see
my way out at once—this machine would not
do to cut papers around a racetrack, it would
eross the continent with not more than 3 stops
and at 100 m. p. h. this is all based on work
all ready done by others, and surely you won’t
deny me the right to study the performances of
other planes.

Unless you change your plan and look to the
future you will soon be without a clientele, for
Americans soon lose interest in defeats.

Now if you want to poke fun at my name it
is, Charles Michael Wanzer.

AERONAUTICS

139

Novenber, 1912

The Two-passenger Deperdussin

SONICS HE Deperdussin Monoplane
ns) er RY is the creation of an origi-
eg) oe) nal and highly capable
2) 96) mind. The “Dep.” bears
= -e the name of its financial
hw NZ)

es) ee) godfather; but its real

LITRE)
lenis

Béchereau,
most eminent

parent is M.
one of the

PA SASASASS designers and engineers
POORER) who have turned their
hand to aeroplane work.

The Deperdussin first came into promi-
nence and gained a reputation extending
beyond the frontiers of France during the
European circuit when Vidart and James
Valentine achieved some brilliant perform-
ances. Védrines has now become the chief
racing pilot of the French parent firm, and
at the time holds the principal worid’s speed
records and the Gordon-Bennett Aviation
Cup. To achieve a speed of 107 miles an
hour constitutes no mean triumph of engi-
neering skill, whatever its practical utility.

It is of interest to note that the “Dep.” of
today is not such a materially changed ma-
chine from the early type at the 1910 Paris
show. Its many distinctive features place
it in the very tront of modern aeroplanes.
Readers will find it of value to refer to the
October 1911 number which contained a
detailed description, with drawings, of the
two place Dep. of that year.

The Sloane Aeroplane Company now has
two Deps, a single and a double-seater, both
of which have gone to Los Angeles for winter
school work. It is of the latter that the fol-
lowing information relates.

Perhaps the most noteworthy, as being
the most distinctive feature of the standard
Deperdussin type, is the fact that the fuse-
lage and the chassis form two wholly sepa-
rate entities, connected by the most slender
means and yet in the most effective fashion.
The chassis, in other words, forms no part
of the main structure’ The details of the

arrangement whereby this is effected will
be referred to hereafter.

The wings are pronouncedly rectangular
in shape, of distinctly small aspect ratio:
they are cut away both at the entering and
trailing edges in the centre where they abut
on the fuselage in order to increase the
downward field of view of the passenger,
who is seated in front, and of the pilot in
the rear. The wing structure is exception-
ally strong. The tront end main wing spar
is built up in I section, the top layer being
ash, the center spruce, and the lower layer
Columbia pine, the reason for this method
of assembly being that the under surface
is in compression end tn2 upper one in ten-
sion. This spar measures 8 ins. by 1% ins.
The rear spar is similarly built up, with the
exception that both top and bottom layers
are of ash, since, owing to the warp, both
are in tension, but is of smaller dimensions,
only measuring 2 ins. by 1% ins. Alternate
ribs are built up with an ash strip both top
and bottom and solidly filled in, thus form-
ing air-tight compartments.

The staying of the wings—always a vital
point—is well carried out. Each main spar
is stayed by three cables overhead (these
being carried to the top of the characteris-
tic double pylone) and three cables under-
neath running down to the front of chassis.
In addition a cable runs from the rear of the
coassis to the outer cable attachment on

the main spar. The former three cables
therefore act as drift and lift wires, the
latter as a lift wire pure and simple. The

stays to the rear spar consist in effect of
the three warping-cables to the upper sur-
face and a similar number to the lower sur-
face; these cables are joined into one thick
cable which passes over the pulley in the
pylone overhead.

The stay attachments to the spars are
solid and designed specially so as not to
weaken the spars by piercing. At the point

AERONAUTICS

Page 140

November, 1912

of attachment solid wooden blocks are Iet
into each side of the spar; the attachment
bolts go through these blocks, leaving the
spar itself unimpaired. An aluminum plate
is interposed between the wing fabric and
the steel plates to which the cables are
fastened, the whole being strongly bolted
together.

The front spars run through the fuselage
and are solidly joined together, the rear
spars, however, are only bolted onto the
fuselage members. The pylone, as many
of the other members, consists of Columbia
pine bound round with canvas.

The entering edge is an oval strip of
wood against which the rib-ends butt. A
preparation called “Emaillite’ renders the
fabric moisture proof and nearly oil proof.
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 rear edge between the upper and
lower chords of the ribs.

The chord of the wing is 6’7” at the tips
and 6’8” near the body. The cambre is 34%
inches, 24 inches back. There i a small
dihedral angle to the wings.

The control is of the familiar Devecdase
sin type. The warping wheel is mounted
on the framework constituting the elevator;
the two elevators are connected up by rigid
rods. The pilot’s warping cable passes
straight onto the bell crank lever actuating
the warp. The rudder is controlled by a
footbar. Pushing forward on the ‘‘U’-shaped
yoke steers down through crossed cables to
the elevator. These cables are inside the
body for a short distance. Turning a hand-
wheel, mounted on this yoke, to the high
side lifts the low side and vice versa. From
the foot lever the cables run straight, i.e.,
without crossing.

The fuselage is square in section and built
up on the usual lines. From the engine the
longitudinals run back perfectly parallel
until the fixed tail is reached. There is a
“step” here in the upper longitudinals into
which the tail is fitted; so that the cambered
upper surface of the tail forms a stream-line
continuation of the fuselage which also
tapers off from the same point to the rudder.
All joints are tightly bound with canvas.

The fuselage comes apart just back of the
pilot’s seat. The longitudinal spars butt
together in an open-sided square steel socket
about 8 inches long. At this point these
spars are close to 1 inch square. They
taper from 114 inch 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 longitudinal spars to the panel
on the top side of the fuselage. The diago-
nal stay-wiring of the fuselage is similar to
Bleriot’s method. The passenger sits in front
of the pilot, just forward of the rear 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 fuselage are covered
with aluminum sheeting, fitted with doors
to give access to the magneto, oil pump,
piping, etc.

To the top of the fuselage is affixed a
covering, made of three-ply wood in the
ordinary manner with the openings for the
two cock-pits. The lower part of the fuselage,
forming the bottom of the well, also consists
of a shaped wooden cover, also built up of
three-ply wood but applied in strips cross-
ing each other diagonally, both sides being
further covered with canvas; a method of
construction combining strength with light-
ness to an exceptional degree.

The chassis consists of a pair of A struts
forward running vertically downward, and
of another pair behind directed forwards;
in addition a pair of struts run diagonally
from the tops of the rear pair to the bottom
of the front pair. A steel tube crossmember
connects the lower ends of these struts in
front and another in the rear. Each pair of
struts is braced by two diagonal 10-gauge
steel wires, which incidentally, are the only
uncovered wires in the whole aeroplane. The
landing arrangements consist of two short
tusk skids and rubber-spring dise wheels of
3 ft. diameter—an exceptionally large size—
giving a 4 ft. 6 in. wheel base.

As has already been stated, the chassis
suspension is highly original and ingenious.
A heavy endless wire is slung beneath the
fuselage and received in a nick in the head
of each strut, which is only prevented from
shifting along the fuselage in a fore and aft
direction by being received in a slot. The
landing stress therefore is thrown onto the
whole fuselage instead of being taken up—
as is usually the case—by a single member.

Every one of the chassis struts is made
of stout Columbia pine, bound round with
several thicknesses of canvas and varnished
over. The main object of this substitution
of Columbia pine for the more generally em-
ployed ash is that the members all work
under compression. In such a case ash often
shows an unpleasant tendency to whip which
is absent from the Déperdussin chassis.

The power plant consists of a 6 cylinder
Anzani motor driving anti-clockwise (facing
it) Charavay propeller 8’3” diam. by 4’ pitch.
The ignition is Giboud, G & A carburetor, a
revolution counter. The combined gas and
oil tank, gravity, is mounted in front of the
passenger’s seat ahead of the two masts and
supply. \iAnother reserve gas tank, is at-
tached just under the pilot’s seat from which
gas may be forced up into the gravity tank
by a hand pump at the passenger’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 the
crankease, 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.

Weight, without operator, gas or oil 900
pounds. Speed is 65 m.p.h,

AERONAUTICS Page 141 Novenber, 1912

REAR SKID
+ STRVT

Two-place Deperdussin

November, 1912

Burkhart Biplane

OHN C. Burkhart, of Port-
land, Ore., has been flying
for some time now a Di-
plane of his own construc-
tion. _It is along standard
lines and was built for ac-
tual flying and exhibition
work rather than in the
: attempt to evolve some-
()- thing new. The builder is

well known to a great many
having taken engineering at

in aviation,
Cornell with special reference to aviation.
During the 1908 Kitty Hawk experiments of

Messers. Wright he was the only stranger
present to view the flights. He spent the
following years in experimenting and study-
ing the present types of machines.

This machine was made with the object
in mind of producing a substantial and
simple machine, both as to construction and
operation. Two men have learned to fly
this machine in a small race track where
the only smooth place is a stretch 50 feet
by 1000 feet, without any accidents save
those caused by the engine quitting.

All surfaces are double covered. The main
planes spread 35 ft. by 5 1/2 ft. chord, giving
an area of 364 sq. ft. These are built in
3 sections: to ends of 14 ft. and a center
one of 7 ft. Spruce spars are used, Save in
the lower center section where ash is em-
ployed. Ribs are constructed of two strips
of spruce, with spacing blocks between, the
curve being 1 in 20; deepest camber, 2/5
from leading edge. Ribs spaced 12 ins. on
lower plane and 14 ins. on upper end sec-
tions. Small skids, not shown in photos,
have been placed under the wing tips.
These have saved harm to the wings many
times and are of value. A combination of
glue and formalin is applied hot with a
brush. This is not absolutely waterproof
but makes the surface tight. The fabric is
ordinary cambric sheeting.

The elevator and rudders are hinged from
the fixed surfaces. The elevator helms were
made of tubing and were used as rudder
pivots as well, doing away with consider-
able trouble. These operate as in the Cur-
tiss system of control. The elevator has a
large area and requires but little movement,
so the cables are hooked close to the pivot
in steering post. The machine is not over-
sensitive but has ample movement of ele-
vator for emergencies. Roebling 5/32 inch.
cable, with wire core, is used for control
wires.

The ailerons are operated by a shoulder
brace, using the single wiring system as em-
ployed on the earlier Curtiss machines.

The running gear is after the Wright sys-
tem, using four 2 by 20 inch Weaver wheels,
with Goodyear tires and rubber shock ab-
sorbers. The skids are of ash, 14% by 2
inch,

\An 8 cylinder “V’’ engine of 60 horse-
power drives direct anti-clockwise in the
breeze, a 7 by 4%-foot propeller of builder’s
own make. :

The speed of the machine is about 45
miles an hour; weight empty 750 pounds.
The angle in flight is 3 degrees.

It may be of interest to some readers, who
are not altogether blind to the aeronautical
situation in America, to note that some aero
clubs are so little interested in progress that
even standard aeronautical periodicals are
not to be found on the library table by mem-
bers who are interested in advancement of
aeronautics; of course, presuming that some
aero club members do actually, strange as it
may seem, have more or less slight interest
in aerial locomotion. The Postmaster of
Dayton, Chio, the birthplace of flight, has
notified one publisher that his periodical is
“refused” by the secretary of the ‘“Inter-
national Aeroplane Club,” of that city.

AERONAUTICS

Sturtevant

Aeronautical Motor

The First Aeronautical Motor to successfully
fly a passenger carrying Hydro-Aeroplane,
when equipped with starting crank and effect-
ive muffler.

The first Sturtevant Motor made private
flights two years ago.

Perfected and placed on market just pre-
viously to the New York Aero Show, May,
1912. At this show conceded to be the best
constructed motor on exhibit.

Used by Phillips Ward Page in a Burgess-
Wright biplane at Boston Aviation Meet, July,
1912, in every event without adjustment or
repair to the motor.

Adopted as standard equipment by Burgess
Company and Curtis and used in their school
daily for two-passenger flights.

Favorably commented on by Army Engi-
neers, after having witnessed rigid tests.

Backed by the guarantee of the largest
builders of air moving machinery in the world.

If you want such a motor that shows ten
hours continuous runs at full load, send for
catalog 200-U, and ask for copies of test sheets
and power curves. Catalog shows construction

features and gives complete specifications.

B. F. STURTEVANT COMPANY

HYDE PARK, BOSTON, MASS.
And All Principal Cities of the World

November, 1912

Mimic Battle in Air on
Goodyear Fabric

One man in a Wright-Burgess Biplane,
towering in thesky until 4,000 feet high,
put to naught all the plans of more than
1,000 men marching to attack New York
in the mimic battle between the Reds and
Blues. The man was Lieut. Foulois, of
the U.S. Signal Corps.

The fabric was

=

(GOOD. :YEAR

AKRON. OHIO

Rubberized Aeroplane Fabric

Used by the United States Government
and by all who want to get results.

Tests prove this the strongest, most durable
aeroplane fabric made. It is so made that it’s
wea'her-proof. Can't rot nor mildew because
moisture can’t get to the fibre of the fabric. Won’t
shrink nor stretch because unaffected by heat
and cold. It stays tight—hence is speediest,
steadiest, most reliable. The recognized stand-
ard of quality.

WRITE FOR OUR CIRCULAR

Fully describes Goodyear Aeroplane Fabric,

Springs, and No-Rim-Cut Aeroplane Tires. Address

The Goodyear Tire & Rubber Co.

AKRON, OHIO

> MOISANT

i «.. AVIATION
SCHOOL

S U.S. ARMY
“)\ FIELD
} AUGUSTA, GA. Whil e our con-
| tracts with Foreign
/ Governments may require the entrance

/
of a considerable number of Army
Officers, we have increased our facili-

ties so as to afford ample accommodation to our

Enrollments should however, be

a Headquarters

regular pupils.
made as promptly as possible.

Write for beautiful free booklet and address
all communications to

Che

Moisant International Aviators
U. S. RUBBER BUILDING

Broadway and 58th Street, New York, N. Y.

In answering advertisements please mention this magazine,

AERONAUTICS

35'SPAN

November, 1912

LW,
EER WZ

YON

4|

JT

= oe ae aes: ts

Cie

Scale Drawing of Burkhart Machine.

HUGH ROBINSON JOINS BENOIST.

Hugh Robinson, who has been with the Cur-
tiss Company, at Hammondsport, for the last
two years, has bought an interest in the Benoist
Aireraft Company, at St. Louis. While Mr. Rob-
inson has been identified with the aeroplane
business for many years as experimenter, build-
er and flyer, he is best known to the aero fra-
ternity as the ‘‘veteran hydro man” as he was
the first man in the world to make a success
of flying a hydroaeroplane.

He first came into prominence as a hydro flyer
in the wimter of 1910-11 when, in connection
with Glenn H. Curtiss at San Diego, Curtiss devel-
oped the first successful hydroaeroplane. Rob-
inson flew this plane all through the season of

1911 at exhibitions, having the only hydro
shown at the international aero meet held at
Chicago in 1911.

Early in 1912 Robinson was sent to Europe to
demonstrate the capabilities of the hydroaero-
plane, taking part in several meets, and showing
up the plane to such good advantage that a
goodly number of these machines were ordered
before his return, many being ordered by
foreign governments.

The Benoist company by adding Robinson to
their designing staff, already consisting of
Tom Benoist and Tony Jannus, seem to have
so strengthened their organization, that bigger
things will be expected of them in 1913 than
were even accomplished in 1912.

AERONAUTICS

Page 145

November, 1912

New Developments in Aeronautics

START YOUR OWN MOTOR

It is naturally expected that some day
all aeroplane engines will be started other-
wise than by the propeller. The private
owner will demand reasonable improvements
which will do away with the actual neces-
sity for a “chauffeur.”

With the Sturtevant motor fitted with a
starting crank, as installed in Burgess’
planes, it is possible for the aviator to start
his own engine without leaving his seat.
Seated beside the motor, the aviator grasps
the starting crank, which, as can be seen
in the illustration, is similiar to the auto-
mobile starting crank, and pressing it in-
ward against a spring until it engages with
the crank-shaft, he pulls it toward him giving
the motor a half turn in a clockwise direc-
tion, thus starting the motor.

AME

a

The use of the Mea magneto, which is so
constructed as to give as hot a spark when
retarded as when fully advanced, makes it
possible to start the motor with the magneto
and with certainly as much ease as the or-
dinary automobile motor is started with bat-
teries.

The exhaust pipes leading from the engine
to the muffler, pass through an aluminum
panel in the lower plane. This is made by
replacing the covering on the plane by a
strip of sheet aluminum on both sides of the
plane.

The muffler is made so effective in this
position that the only noticeable noise is
that made by the chains driving the pro-
pellers, so that the aviator and the passen-
ger may converse easily. As you can see,
this is a great advantage, especially in
school machines, as instruction can be given
the student and he is not distracted by the
roar of the exhaust.

The motor runs from the front, clockwise;
the same as an auto engine. The Burgess

hydro flies regularly with the Sturtevant
four with starter and muffler, carrying pas-
enger, oars, life preservers, ete. The muffler
does not reduce the power of the motor
more than four or five per cent. A magneto
cut out switch is located on the steering
lever.

There is a valve-lifting mechanism, which
lifts the exhaust valves from their seats,
remaining raised until released.

“Vv” MOTOR IN WRIGHT

The proposition of putting a high powered
motor in a model B Wright copy has been
watched with interest. This has been suc-
cessfully accomplished by the Frontier Iron
Works. One of their 60-70 8 cyl. “V” type
motors has been flying in the ’plane of a
well known aviator at the Hempstead field
and the flyer states he has had his speed
accurately measured as 54 miles an hour
and this with the throttle but partly open.
The photograph shows the method of in-
stallation.

This engine has been mounted on spruce

spars 2” thick in order to bring the center
of the crankshaft in the same position as
that of the Wright motor. A change of
but one link in each chain was made and
the gearing is 15 on the engine sprocket
to 34 teeth on the propeller sprockets. The
propellers turn in the same direction as
usual. A pair of Charavay propellers, same
pitch and diameter as the Wright, is being

AERONAUTICS

fitted; in these ash laminations are used
to strengthen same to enable higher speed.
Under the engine hickory ribs have been
placed to withstand the heavier weight of
the big engine. The aviator sits between
the gas tank and the engine now. The
standard radiator has also been replaced
by a larger one. The Mea magneto is
gear driven and the engine starts easily
with the spark retarded and throttle closed.
Once in the air the sp:rk is kept advanced
and the control is by the throttle. The
engine has compression releasing means
which enables the same stoppage as in the
case of the Wright motor. On the ground
the Frontier engine throttles to a “pussy
cat’s purr” and at 200 feet altitude the
engine can scarcely be heard by spectators.
A starting crank is provided for in case
of hydroaeroplane work. The machine has
been fitted with duplicate and entirely in-
dependent sets of control wires. General
praise has been accorded the flights that
have been made with the big motor.

HORSEPOWER RATING.

The A.L.A.M. formula in general use in
this country oftentimes is said to underrate
as it does not directly take into account the
stroke. That it does, will be seen later. It
is:

dn
H.P. = —
2.5
(where d=diam. in inches; n—number

of cylinders).

Example:— § cyl. motor, 4x5.

4X48
H.P, = —_—_—________-____ — 591,
PAGS)

There is a British formula, called the
Dendy-Marshall, which directly uses the
length of stroke. This is as follows:—

a2scem
H.P, = ——__—
2,
(where d=diam. in inches, s—stroke,

and n number of cylinders).

The Royal Automobile Club formula is the
Same as the A.L.A.M., which is based on
horsepower delivered at 1,000 feet per minute
piston speed. This, therefore, does take into
account stroke. Another way of putting this
formula is: 4 d? n. The British Institution
of Automobile Engineers uses the following:

.45 (d + s) (d —1.18)n

(where d—diam. and s—stroke in inches
and n number of cyls.)

The Technical Committee of the French
automobile club has recommended the fol-
lowing formula to the government for the
purpose of taxation of touring cars in that
country where piston speed does not exceed
6 meters per second. This is based on a
mean effective pressure in the cylinder of

Page 146

November, 1912

about 75 lbs. per sq. in. With this you can
figure horsepower at any speed. This is:

n It

H. P.=—(d? l)-—

2 10%
where d=bore in millimeters l1—stroke in
millimeters, r—=r. p. m. and n—number of
cylinders.

The French club suggested in all four
different formulae for different classes of

motors. The one for aeronautic motors
reads :—
nh I
H. P. =—(d? 1)-—
1.6 108
Where n=number of cylinders, d=di-

ameter in millimeters, l=stroke in mil'ime-
Cers ands t——K ps, ms)

mean effective
Translated

The above is based on a
pressure of 92.3 lbs. per sq. inch.

into English measures, this formula be-
comes :—
rn(GP ie
APs = aa
10.990

In this case d and 1 values are in inc es.
Using the example first above given, the
H. P. would figure as follows at 1200 r. p. m.,
without consideration of limit on piston
speed.

8x4x«4x*5x«1200
OE
10,900

CONTROL CHECKS

The suggestion is made by Albert Adams
Merrill in a letter to the Aeronautical So-
ciety, in New York, that all machines should
have checks on controls to prevent a man
from taking a dive altogether too steep, as
Beachey often does. “Unfortunately, all
men have not his skill,” Mr. Merrill says,
“and therefore some of them are dead.
Every accident that has occurred must have
been preceded by some move that placed
the machine in a dangrous condition, either
by the wind or the aviator. It ought not to
be possible for the aviator to place his
machine in a dangerous position. * * * *
With a check Welch could not have made
the fatal dive which caused his death. I
suggest spring checks.”

Checks on control are worth considering
but is must be remembered that there are
times when we have to use all the control
available to fight the gusts. If you limit
the control, you limit the machine’s ability
to fly in gusty winds.

= 70.45

I have no ‘“‘kick’’ about the magazine, in fact
it far outclasses****#**#**** jn that it is neat
and snappy and has original pictures and ac-
counts. It is certainly the only magazine over
here that can class with the continental maga-

Jeeiale

x

zines. G.

You are certainly deserving of hearty support
for your splendid magazine, EUS SEAS

oo UTICS November, 1912

Rh

“] WEARING QUALITIES
ARE UNSURPASSED

Read This Letter

Z New Haven, Conn., October 21st, 1912
THE ROBERTS MOTOR CO.

Gentlemen :—I have delayed answering your letter of September 14th, in order
that I might report fully the latest tryout of the 4-X Roberts motor that I purchased
from the Tarbox Safety Aircraft Co., of Washington, D. C. in May, 1912.

Upon my return from the White Mountains I took the motor out of the Shneider
biplane which I was flying there and installed it in my new Curtiss type with results
that both surprised and pleased me. With a 7‘2 x 4.58 ft. Paragon propeller the motor
developed 340 Ibs. thrust and flew the plane in fine shape.

I have made over fifty flights with my new plane under variable weather con-
ditions, flying one day for forty minutes in the rain. The motor has given me entire
satisfaction, never as yet failing to run smoothly and deliver its power.

I consider this worthy of note for the reason that this is the second motor
built by your Company and on which, up to the present time but ten (10) cents have
been spent on repairs.

Will send you some pictures of plane, motor, etc. in a few days,
meanwhile will you kindly advise me as to the latest developments in your
product, as I am coming out with a Hydro in the spring and can see
nothing but a six Roberts now.

Very truly yours,

RAYMUND V. MORRIS.

SEND FOR CATALOG TODAY

ln answering advertisements please mention this muguztine

tr, egg a

Phe

rae

7
1

AERONAUTICS

Wright Hydroaeroplane School
now open at Glen Head, L. I.

Wright Flyers

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. Reliability means dollars to
the exhibitor.

Wright Schools 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. 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 Schools at Dayton and New York are 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

November, 1912

Hotel Cumberland

NEW YORK
Broadway at 54th Street

“Broadway” cars from Grand Central Depot in 10 min-
utes, also 7th Avenue cars from Pennsylvania Station

Headqua: ters for

Aviatorsand Auto-
mobilis's.

New and
Fireproof

Strictly first class.
Rates reasonable.

$2.50
With Bath

and up

ya Wig
ag
da 08
1g 590

Send for booklet

Ten Minutes’ Walk to Thirty Theatres

H: P. STIMSON

Formerly with Hotel Imperial

PRP ee eel debe torherdeforerhe fore focderdesfoecborfeebors oh

NAIAD
Aeronautical Cloth

Manufactured Especially for
— Aeroplanes

Light, Strong
Air-Tight and
Moisture Proof

Hehe

Sample Book A-6, Data and Prices on Request
The C. E. Conover Co.
MANUFACTURERS
101 Franklin St., New York
Beek fe sbeobe fe cfoodonde fe odoade odoafe oe oh of ole heheh foe oh

PEERS eh tebe bee eoh be fertetesbdocteseh ob ded

PEPEPRE PPh hehehehe fe fe feof ofoofe fo fo fo fo fo fo fe cho ofocte foes

In answering advertisements please mention this magazine.

AERONAUTICS : November, 1912

booe+

160
Pounds

Weight

DESIGN

|
|

Revolving cylinders Large ball bearings throughout

Mechanical intake valves Positive lubrication

Variable compression Positive gasoline feed

i
i
i
i
i

Double exhaust system | Standard Magneto, tachometer, etc.
Easy starting device

Aviator starts motor from his seat if required

“GYRO” ENDURANCE RECORD TO DATE

at 60 Miles an Hour

q@=- 4 Hours, 23 Minutes —Bit
Stopped on account of Severe Thunder Storm
Built of Nickel Steel and Vanadium Steel throughout
Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower
Under Construction: 7-cylinders, 80 H.P., 5-cylinders, 60 H. P.

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET 5 33 3 WASHINGTON, D. C.
Agents for SIMMONS Propellers

eof dhol oh doe he of do cdo we of oho of eh oooh che of of of af of of ofp of of ofl fe of of oe of oe oe ofe af ofr oe ae of fe of ofp aoa abe fe op ofp > > ppp @
In answering advertisements please mention this magazine.

AERONAUTICS

MILITARY AVIATION IN FRANCE

During July C. McK. Saltzman, Major,
Signal Corps, U. S. Army, visited the French
military aviation center at Saint Cyr. Some
of the facts which he presents in his report
to the Adjutant General will be found of
interest.

The aeronautical work of the French
Army is regarded as confidential, Major
Saltzman was informed by the military at-
tache of the United States Army. It ap-
pears that it is very difficult for foreign
Army officers to obtain permission to inspect
or visit any of the aviation centers of the
French army. It is currently reported by
French officers that France, realizing the
supremacy of England on the sea and the
great strength of the German Army, has
determined to have supremacy in the air
and to have the strongest aerial fleet in
the world.

The aviation field at Saint Cyr is rough
and some portions covered with high grass
and shrubbery, but the French authorities
have not desired to clear and level the field,
believing that a field covered with grass
and small shrubs will more nearly conform
to the conditions to be encountered by
aviators in actual service.

The station includes 11 large hangars.
These hangars are of a portable type made
of wooden frame-work covered with canvas.
They can be taken down, packed up, and
carried to the field in motor trucks. The
enlisted men on duty at this aviation center
were quartered in portable houses which can
be taken apart and transported in motor
trucks.

The machines at Saint Cyr are all. bi-
planes, 11 being of the M. Farman type, and
all of the officers there were adherents of
the Farman school of aviation, and believe
his biplanes to be very satisfactory. Each
machine was equipped with a map case and
a compass, located in front of the pilot’s
position; and were also provided with
apparatus for sketching. There was also
being tried out a new type of French aero-
plane known as the Zodiac.

As to how many aeroplanes were owned
and operated by the French army, no one
was able to tell definitely, but it is believed
that they have over 200 aeroplanes of var-
ious types. The aviators are all commis-
sioned officers of the French army. ‘The
mechanicians and assistants who care for
the machines and repair them are enlisted
men of the French army.

The following questions were asked of
officers and mechanics connected with the
aeronautical service of the French army,
and also of officials of the Aero Club of
France.

1. Do you consider the monoplane or the
bipane the most satisfactory for general
military service? The answer depended
entirely on whether the officer interrogated

November, 1912

had been trained in a biplane or a mono-
plane, each insisting that his type of ma-
chine was the most suitable.

2. Which type of aeroplane, the mono-
plane or biplane, do you consider the safest
for military use? From the replies received
I am of the belief that the biplane is the
safest.

3. Are aeroplane accidents most gener-
ally caused by defects in the aeroplane, or
mistakes of the aviator? The answer was
invariably that they were caused by the
mistakes of aviators.

4. What is most generally the cause of
aeroplane accidents? (a) Lack of exper-
ience on the part of the aviator; (b) Over-
confidence, which breeds carelessness.

5. Are enlisted men suitable for aviators
of military aeroplanes? The answer was
always “No.” The duty is one involving a
high degree of intelligence and judgment.
The duty is important and should be per-
formed by officers. The French are of the
opinion that the aeroplane is of great value
in reconnaissance and scouting and that
good results can only be obtained by having
pilots who are trained officers and appre-
ciate military situations.

6. What type cf motor do you consider
the best for aeroplanes? The Gnome motor.

7. What type of an officer makes the best
aviator? A young, athletic man who. is
keen and alert and has good judgment. It
is generally believed that an aviator should
be younger than 38 years of age.

8. Do you consider that there should be
any organization in the aeronautical ser-
vice, or is each machine a unit by itself?
All persons of whom I asked this question
were surprised that I should ask such a
question, it being their belief that the aero-
nautical machines and personnel must be
organized into large and small units for ad-
ministrative purposes, etc., just as the field
artillery is organized into batteries, battal-
ions, regiments, ete.

As a result of his investigation, Major
Saltzman recommends that an officer of the
aviation service in the United States Army
be sent to France to learn to operate one
of the best types of French machines, pre-
ferably a Breguet or a Nieuport.

It is also recommended that the United
States Army purchase a Nieuport monoplane
and a Breguet biplane, the former to be
equipped with a 70 H. P. Gnome motor and
the latter with the type of motor recom-
mended by that company.

In case only one foreign machine is pur-
chased, it is recommende. that it be a Nieu-
port machine.

There is not one page from cover to cover
that any air man could not want. You could not
improve it one whit for the price.

J. H. J., Alabama.

AERONAUTICS

ELEVATOR ACTION OF THE RUDDER

When is an elevator a rudder—and vice
versa? Expert aviators discuss this but,
until a note appearea in Flight, no public
mention has been made of transposition, to
any extent, of the functions of the elevator
and the rudder. This may have a bearing
on the unfortunate death of Paul Peck.

In turning, the outer wing speeds up and
the machine automatically banks. When
this occurs, the rudder is tilted sideways,
and there is a small vertical component
of the air pressure on its face. The rudder
has actually begun to be an elevator.

Assuming that the condition is exagger-
ated to the point at which the machine is
banked to 45°. The lateral and vertical
components of the pressure are now equal,
and the rudder plane is just as much an
elevator as it is a rudder.

“The consequence of the combined effect
is to make the tail swing upwards and out-
wards, thus promoting a dive. It is, there-
fore, reasonable to suppose that the ele-
vator itself will now be put up to check the
dive, in which case, the elevator beinz
likewise tilted at 45° from its normal posi-
tion, acts aS much as a rudder as it does as
en elevatcr. So, although it may neutralize
the elevating effect of the rudder, it is only
by the difference in their respective areas
that it will be able to actually depress the
tail. If the bank is less than 45°, as it
would be of course in practice, the dispar-
ity of its influence is less marked, but, in
any case, it augments the ruddering effect
and so tends to lock the machine in its
spiral path, which if the speed increases,
will augment the natural bank until it may
in fact approach to the value of 45°. Ona
steep spiral path, it is by no means easy to
say exactly how much the machine is really
banked, but it would appear as if it may
easily introduce conditions analogous to an
excessive amount, so far as they influence
the action of the tail in the manner above
described.”

It is at any rate clear that the rudder
must no longer be maintained in the same
position once the machine has assumed a
high velocity downwards. By throwing the
rudder over to the outer side, i. e., rudder-
ing outwards from the spiral, both the :rud-
dering and the elevating effects produced by
the rudder plane are immediately reversed,
that is to say, the rudder not only tends to
straighten the flight path, but to reduce
the steepness of the descent. This influ-
ence, although perhaps comparatively small
in itself, is augmented by the action of the
elevator proper, which is already in position
for depressing the tail, it is not surprising,
therefore, if an instantaneous flattening out
of the machine follows this operation of the
control. Any tendency to straighten the
flight path likewise tends to obliterate the
bank, which in turn tends to restore the
elevator to the full exercise of its normal
function,

November, 1912

GERMAN MOTOR CONSTRUCTION.

The motor makers, “Rotor-Werke G. m. b.
H., Frankfort, Germany, have produced two
types of rotating motors, a 70 and a 9) horse-
power. In these the removal of the cylin-
ders is done in a very short time. The in-
take valve arrangement is interesting. A

ied
AK ORT
AX
YAK XA AY

b>
OS

\
0.6

rocker arm pivcts on the wrist pin. The
valve is placed to one side of the center of
the piston head, i. e., the side towards that
to which the motor rotates. It is claimed
for this position that less oil enters through
the valve into the explosion chamber.

TO DETERMINE THE PITCH OF MODEL
PROPELLERS

This can be applied only when the pitch
is small. Supposing we have a 9-in. pro-
peller with a tip angle say of 50°, first draw
to any desired scale a line equal to 2 7 7,
that is to the path traced out by the tip
during one revolution, which in this ease is
22/7 X 9, that is 28 2/7 in. Call this line
AB. From A draw a line AC making an
angle of 50° with AB, and from B draw a
straight line vertically upwards to meet AG
in C. BC is the pitch. This is obviously
the case; take a full-size drawing. If we
wrap the paper on which figure is drawn
round a cylinder 9 in. in diameter, point C
will come vertically above point A and will

therefore represent the distance between
two consecutive threads.
If P=pitch we have by Trigonometry

F=2 7 r tan a; a being the angle, in this
case 50°. The latter is a very convenient
method if one possesses a table of Natural
Tangents.

Applying these two methods to the above
we find by the first method the pitch to be
38.5 inches and by second 33.66.

If BC=BA then the pitch is evidently
equal to 3 1/7 times the diameter. In this
case a—45° and tan a@ we know equals 1.

Conversely a pitch of 2% times the
diameter gives an angle at the tip of about
38°, and 11%4 times the diameter an angle of
25°.—F light.

AERONAUTICS

“UNCLE SAM”
“KANSAS CITY Il”

Win National By a Big Margin

Again putting the Rubber Balloons out of Business

Our Balloons Have Taken Evght First
Honors and One Second out of Ten
World-Wide Contests as Follows:
Chicago International Contest, 1908—9 compet-
itors, 1st for distance and endurance.

Indianapolis National, 1909—Ist and 3rd

St. Louis Centennial, 1909 —I1st, 2d and 4th

Peoria Contest, 1909—Ist and 2nd

Indianapolis National, 1910 —2nd

Kansas City National, 1911—JIst, 2nd and 3rd

Kansas City International, 1911—‘‘K.C. I1.”’
non-contestant — whipped the entire
field, World’s best Balloons.

Kansas City National, 1912 —1st, 2nd and 4th.

Colorado Springs, 1912—I1st and 2nd.

Insist on RECORDS before buying elsewherz
We arrange Contests, Qualify Pilots, etc.

French-American Balloon Co.
4460 Chouteau Ave. St. Louis, Mo.
H. E. Honeywell, Mer.

ADAMS-FARWELL
REVOLVING MOTORS

HAVE BEEN IN
DAILY USE FOR
TEN YEARS.

This is our
P

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

Ask for our
Circular No.16A

21 ATHOL STREET, DUBUQUE, IOWA, U. S. A
Prints 28" x 36"

AERONAUTICS, 250 West 54th St., New York

(a A EOIN AF OTT

HYDROS=="|

THE ADAMS OMPANY
to foot; some full size
$8.00 EVER SOLD

y

Novenber,

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

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

EL ARCO RADIATOR COMPANY

Broadway and 57th St., New York City

Also Manufacturers of Automobile Radiators of all types

THE AERO WHEEL CO.

Builds all Kinds of Wheels for Aeroplanes
and Monoplanes

Standard or Special Sizes at Very Low Prices

782 Eighth Avenue New York

Have never been connected with the American
Aeroplane Mfg. Co.

17 North La

and School of

Street,

Aviation.

“Salle Chicago, Ils.

In answering advertisements please mention this magazine.

AERONAUTICSS ess 1912

NEW
. WORLD’S
RECORD

Curtiss
Hydroaeroplane

CURTISS MOTOR EQUIPPED

/ Piloted by Lieut. J. H. Towers, U.S.N.
October 6th, 1912, Flies

6 HOURS, 10 MINUTES,
38 SECONDS

COVERING A DISTANCE OF 392 MILES

Curtiss Motors

also hold the AMERICAN AEROPLANE RECORDS

.

ALTITUDE ENDURANCE
11,642 Feet (coRTiss AotAN®) 6 Hours 10 Minutes 38 Seconds
Lincoln Beachey, Chicago, IIl., Sept. 19th, 1911 Lieut. J. H. Towers, Annapolis, Md., Oct. 6th, 1912

Are the only American Motors to win the
International Race and the Gordon-Bennett Coupe

_ Won More Prize Money than any other Motor at the 1912 Chicago Meet

ARE USED BY

SIX GOVERNMENTS
WHY NOT BY YOU:

Built in 3 Sizes: 4-Cyl. 40 h. p., 6-Cyl. 60 h. p., 8-Cyl. 80h. p.

For full information address Dept B

THE CURTISS MOTOR CO. fenmon'pey

SURES oe RENMASAS ESB RESE ERASE CREAR SRE RARER
In answering advertisements please mention this magazine.

AERONAUTICS
SURFACE TESTING DEVICE

The accompanying illustration shows the
device used by the Curtiss aeroplane com-
pany in testing out the efficiency of sur-

eo
i 46 se . f i’ 4 j
face panels. The experiments have been
carried on for some time past with excell-
ent results. Heretofore, all experiments of
the kind have been made in a wind tunnel
where the conditions are not quite the
same as in actual flight.

The panel is supported on a system of
float levers in such a way that the lift and
drift are each shown on an independent set
of scales. This was mounted on a standard
hydroaeroplane and flown over Lake Keuka,
and in this way the results obtained were
under true flying conditions. The test plane
can be set at various angles. The readings
resulting serve for comparative data only,
the figures obtained not being absolute for
any single surface; they do show relative
efficiency of the various planes tested.

FLYING BOATS FOR NAVY.

’ The makers of hydroaeroplanes’ should find
it profitable to endeavor to meet the ideas of
the Navy in the matter of evolving a suitable
military flying boat. The Navy has a certain
amount of money which it can spend without
calling on Congress.

Under Captain W. Irving Chambers, the
Navy is now experimenting on its own account
at Annapolis with the boat portion of the ’plane
and Ensign Victor Herbster, with a passenger,
has already made flights in the new Wright 6
eylinder machine fitted with Navy leatheroid
hydroplane which is of a modified Curtiss type.
The machine was constructed by the Navy avi-
ators and their mechanics from spare parts.

A new Curtiss hyrdoaeroplane has been de-
livered at the Washington Navy Yard and
Lieut. Ellyson has been flying it. This is being
held there for use in the experiments Captain
Chambers is making. The Navy’s own design
hydroplane will be tried on it. The Navy’s.new
Curtiss flying boat should be ready in Decem-
ber and can be looked forward to with interest.

Both the Army and Navy are active to a
greater extent than ever before, and it should

Page 149

November, 1912

be possible for makers to produce machines
available for military use and acceptable to
the authorities.

THE GAGE TRACTOR

Robert G. Fowler, the ‘coast-to-coast”
aviator, is one of the latest professionals
to adopt the headless tractor, his new
model being a Gage biplane built by the
Gage-McClay Co., of Griffith Aviation Park,
Los Angeles, California.

Fowler made his initial flight with the
*plane on October 19th, flying from the
aviation park to the Cawston Ostrich Farm
in South Pasadena and return. This flight
was of 31 minutes and was repeated the
next day.

The design of the machine follows close
ly to that of the ‘planes manufactured by
the same company for aviators Roy Fran-
cis, Phil O. Parmalee and Clifford Turpin—
all being of the single tractor type.

The upper plane has a spread of 41 feet
while the lower surface measures 30 feet.
The 5 foot extensions can be readily de:
tached thus increasing the speed of the
machine. With the extensions the ‘plane
flies at a speed of 60 miles per hour.

Power is derived from a 60 h.p. Hall-
Scott motor which drives a 7-foot blade
direct. The motor is equipped with an

extra oil pump which has a capacity of
about 5 gallons.

iA 25 gallon gasoline tank

PA
aS /

© GadgeHeatlbss
is located in the fuselage over the center
of pressure. The ’plane is operated similar
to the Farman type with an exceptionally
heavy control wiring system.

AERONAUTICS

THE THOMAS BIPLANE
The illustration shows the Thomas head-
less biplane, Kirkham motor, used by Walter
Johnson in making the new 2-man endurance
record and by Niles in his 4-hour flight for
the single endurance record. In Johnson’s
flight there was no windshield and the pas-

Note the
location of the gasoline tanks holding 60

senger sat on the lower surface.

gallons. The upper plane overhangs and
spreads 37’ 6”... The tail is dismounted by
removal of one bolt. The vertical rudders
are attached to elevators and the same post
acts as king post for elevator. Stability is
by large ailerons attached to top plane only.

BEST STRUT SHAPE

The bar shape found to offer the least
resistance is the one illustrated. This is ac-
cording to a communication made to the
Aeronautical Society o. Great Britain, by
A. P. Thurston, B. Sc., after tests made at
the University of London for the Society.

A large number of bars having sections of
various geometrical constructions and all %
inch thick had been obtained. They were
all made % inch thick because this thick-
ness is well within the limits of the tunnel.

Templets of the various shapes had been
prepared and supplied to the carpenters.
The bars which they made showed grave
departure from dimensions supplied and in
some cases want of symmetry. Three dif-
ferent carpenters and pattern makers of the

highest skill were tried with no better
results. It was therefore evident that the

bars for the purposes of experiments such
as these should be machine cut. The au-
thor suggests that this should be done i

Page

Novenber, 1912

future experiments since it has proved that
apparently trivial differences of shape may,
in some cases, greatly alter the resistance
obtained. Each particular section was
represented by bars of 12 inches, 18 inches
and 30 inches in length, and in some cases
by additional lengths of 6 inches and 24
inches. The resistances of all these speci-
mens reduced to the standard velocity of 20
miles per hour were determined, in some
cases by many experiments, and the results
were plotted.

It was found that in most cages the resist-
ance of a bar is less with the thin end to
the wind than with the blunt or thick end.
This appears to be contrary to general belief

which is to the effect that all bars have
least resistance with the blunt end to the
wind. The author, hesitating to publish
which appears to be so contrary to existing
knowledge, has delayed the publication of
this fact for twelve months and has, in the
meantime, further investigated the point.
All the weight of evidence and proof being
in support of these results it was felt that
publication should not be delayed further.

It may therefore be stated as a general
fact that resistance of most bars is least
with the thin end to the wind with the ex-
ception of a few shapes which are the forms
for minimum resistance.

In these exceptional cases the resistance
is least with the blunt end to the wind.

A curve in one of the figures in the report
shows the value of K for bars each % inch
thick and 214 inches deep, the section being
formed by arcs of circles struck from a
line perpendicular to the long axis and pass-
ing through one apex tangents being drawn
from the other apex to touch these arcs.
The position of the line from which the ares
are struck is varied. The limiting case is
the circular based triangle 214% inches deep.
The position of the maximum thickness was
varied from 1% inch through the values %,
1/3, 1/2, 2/3. 3/4 to 7/8 of the depth from
the front edge.

The resistance of the type of bar shown
is less with the blunt end to the wind and is
least when the maximum thickness is. 4
the depth from the front edge. The bar
shown in the illustration appears to have
the least resistance of all the bars tested.

The author states, however, that it is ob-
vious there are shapes having a smaller
resistance than this bar.

AERONAUTICS Novenber, 1912

SPECIAL PRICES — THREE MONTHS ONLY — IMMEDIATE DELIVERIES. Single Seater Bleriot Monoplanes
equipped with 50 H. P. Roberts Motor, $1,800.00. TUITION FREE to purchasers—Illustrated Catalog Free. Send
for it today. SPECIAL MACHINES Built to order. Send drawings for estimate.

AMERICAN AEROPLANE SUPPLY HOUSE - Hempstead, L.I., N. Y.
DETROIT ARO POWER PLANT

compcete $300 Reapy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO,
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS.

‘S GUARANTEED 10

wf Bi YY ANAINI CEU
ro andes 210 LBS MIN.STATIONARY THRUST

ios a f he IS8 LBS MAX.WEIGHT(COMPLETE)

36 HOURS DELIVERY

LIFT AND FLY

CURTIS BYPLANES
BLE RIOT XI MONOPLANES
DEMOISELLE MONOPLANES

Farman Running Gears Complete, as above - $47.50 OR CRAFTS OF SIMILAR MAKE
AERONAUTICAL SUPPLIES Sa See
Everything to build any txpe sing machine. |. | DETROIT ACROPLANE CO.

7 % - \ ;
Farman and Bleriot-type machines in course of con- MICHIGAN

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 \ V I R BE
Curtiss Steering Wheels - $9.00 FREE _ with

Curtiss Seats - - - 5.50 Syere weg

5-Gallon Tanks - - 6.15 Aeronautical We make an extra high grade
Aviator Caps - - - 1.25 Supplies ; :
Outrigger Fittings - =e elo eee plated finish wire for
Oval Post Sockets - - .17 | ATOR CAP. aviators’ use.

Aluminum pulleys with brass bushings:

an 25¢, 23" 30c, 3 40c. ee

Wheels and Tires complete, Eclipse Hub: FOR FURTHER INFORMATION ADDRESS
20x24" $6.75 20x38" $9.50 ; 5

E. J. WILLIS COMPANY, New York City John A. Roebling’s Sons Co.

85 Chambers Street (Telephone 3624 Worth) 67 Reade Street TRENTON, N. J.

ALBATROSS ENGINES | AERONAUTICS

Made in two sizes 7 The Leading British p
: + ~

50 H.P. 6-cyl. Air-cooled, 3¥sight . ae aie Bere 7
PRICE, $650.00 Complete t I, ae < cA a Re t
: ndustry of Aeronautics. :
100 H. P. 6-cyl. Water-cooled, aueiene 2 (FOUNDED 1907) x
PRICE, $850.00 Complete z Yearly Subscription One Dollar, Post Free :
Catalog Free Agents Wanted . Note:— sos SPECI en Cony, wit beemoiled $
+ HEAD OFFICE: ———————_ }

ALBATROSS COMPANY 3 London Wall Buildings, London, England

DETROIT, MICH. American Office: 250 West 54th Street, New York

PEEPLES EEE EEE SEE EEE ET EEEST

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 you ask 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 November, 1912

Free Instruction in the Operation of the

CURTISS FLYING BOAT

WILL BE GIVEN
To Those Taking a Regular Course of Training at the

Curtiss School of Aviation
SAN DIEGO, CAL.

FINISH OF HYDROAEROPLANE RACES AT HAMMONDSPORT, N. Y.
David McCulloh in his “‘Flying Boat’’ leads; he is accompanied by Mr. Curtiss, Lincoln Beachey is second,
accompanied by Lansing Callan, while Francis Wildman, instructor at Hammondsport
School, is third with the Standard Hydroaeroplane.

Among the men who have learned aviation at Curtiss Schools are:

Lieut. T. C. ELLYSON, now in charge of the aeroplanes of the U. S. Navy.

Lieut. J. H. TOWERS, who just established a new World’s Hydroaeroplane Record of 6 hrs., 10 min., 38 sec.

H. ROBINSON, who recently introduced the Hydroaeroplane in Europe and is now instructor in a Curtiss School.

C. C. WITMER, now in St. Petersburg demonstrating Hydroaeroplanes to the Russian Navy and Army.

Lieut. J. W. McCLASKEY, instructor in a Curtiss School.

LINCOLN BEACHEY, “‘The World’s Greatest Aviator.”’

S. C. LEWIS, now instructor in the Morane School in France.

J. LANSING CALLAN, now an instructor in a Curtiss School.

FRANCIS WILDMAN, now an instructor in a Curtiss School.

BECKWITH HAVENS, now a demonstrator.

W. B. ATWATER, now demonstrating to the Japanese Government.

Besides, a score of men who own their own machines and fly in contests and exhibitions and a dozen others have
taken positions with either manufacturers or exhibition concerns.

UR SAN DIEGO, CAL., AVIATION TRAINING GROUNDS, situated on North Island, in San Diego Harbor, are

the finest in America, if not in the world. North Island is leased by us exclusively for Aviation purposes, and

comprises one thousand acres of flat, level sand, unobstructed by rock, tree or building, thus offering every
advantage as a flying course. The island is entirely private, yet within a few minutes of San Diego, one of the
most progressive and attractive cities on the Pacific Coast.

THE FIRST CLASS BEGINS INSTRUCTION DECEMBER Ist.
THE SECOND CLASS WILL START JANUARY Ist, 1913.

A $100 00 deposit will reserve a place for you in this class. Mail or wire it to-day.
Our Booklet “‘TRAINING”’ mailed upon request.

THE CURTISS AEROPLANE CO.

HAMMONDSPORT, N. Y.

In answering advertisements please mention this magazine.

AERONAUTICS

Page 151

November, 1912

PITOT TUBE SPEED METER

O. E. Williams, of 1703 Madison Ave.,
Scranton Pa., has combined in his new bi-
plane, several interesting features of which
he has proven the value.

The engine is centrally located with
braces extending down a short skid. The
driver’s seat is to the left of the engine and
his weight is counterbalanced by an iron
brace on the end of the right wing, and by
the torque of the engine and propeller.

Tensual form F ailerons provide lateral
stability. These have one-ninth the area of
the lifting surface.

A speed indicator, geared by a cord drive
running over grooved pulleys, from the cam-
shaft, and so calibrated as to read in revolu-
tions per minute, assures him that the en-
gine is up to speed before any flight is at-
tempted.

Attached to the strut at the driver’s left,
is a Pitot tube for reading the speed of flight.

a ae
* ™ ae

- WILUAMS =u

—

“use SPEEDOMETER

This consists of a U-shaped glass tube
having a forward extension, and partly filled
with water colored slightly with red ink.
The wind blowing into the extension raises
the level of the water in the opposite side
of the tube, and this is read on a scale placed
beside it. To calibrate the tube the follow-
ing formula is used: S—=4000* H, where S
is the speed in feet per minute, and H is the
head, or diffierence in height of water in the
two arms of the tube. In other words, the
speed in feet per minute in still air equals
4000 the square root of the head in inches.
By using a slide rule for obtaining square
roots of various valves of H, the velocity in
feet per minute can be read instantly.

A sufficient number of flights have been
made by Mr. Williams to satisfy him that he
has a satisfactory machine. The test flights
have been from 25 to 300 feet in height and
from one half mile to two and one-half miles
in length, in the hilly country of North-
eastern Pennsylvania.

TURNTABLE FOR HYDROS

The water shed at the Curtiss school has
been fitted with a turntable for convenience

in turning the hydro-aeroplane around when
it comes in from a flight.

KELLOGG CONTROL

Herbert Kellogg, 130 W. Mill St., Kewanee,
Ills., has built a monoplane with a friction
gear capable of a wide range of speed on the
ground. An adjustable steel propeller with
ribs is used, which weighs but 18 lbs. The
pilot and engine are close to the ground un-
der the wings; of course, the drive is by
chain. His control column is novel. The
pillar “A” is mounted as a universal joint.
From the axis of the wheel is another tude
“B” about at right angle to the former, also
universally mounted where it joins a strut
“D.” Swinging the wheel-column opersies

UNVERIAL JOJNT SS
2 PS

~~ errs

and
pushing or pulling on the tube ‘‘C” :n tube
“B” operates the elevator.

ailerons; turning wheel, the rudder;

AERONAUTICS

Page 152

NS, Geneal

NEW DURATION RECORD zt

A new American one-man duration record
was maae on Oct. 6 by Lt. John M. Towers,

U. 5. INavy, using Curtiss hydrcaeroplame, Cur-
tiss mo.or with Bosch ignition, at Annapolis,
Md. He tew continuously tor 6 hrs. lu mins. 385
secs., beating the late Paul Peck’s record of 4
hrs. 33 mins. 15 secs. made cn May 24th last.

NEW 2-MAN ENDURANCE RECORD

Walter E. Johnson, flying a Thomas biplane,
maae a mew ..Merican enuuiance record, car-
rylng one passenger, trom the field of Thomas
Aviation School, at Bath, N. Y., Thursday, Oct.
sist. His time was thiee hours, fitty-one min-
utes, fitteen seconds. The record previous to
this was made by wueorge Beatty, at Chicage
August 19, 1911. The time was three hours,
43 minutes, 224 seconds.

Johnson Garried aS a passenger Arthur Bla-
sair, who weigns 165 pounds, a mechanic of the
Thomas Schooi. The fight was one of endurance,
not only tor the machine, but for the men them-
selves. A strong, cold wind was blowing
throughout the flignt, and both aviator and pas-
senger sufiered intemsely; they were assisted
trom their seats on tanding.

The machine was equipped with a 65 H. P.

Kirkham six-cylinder motor. A special tank,
holding thirty gallons of gasoline, was hung

from the upper plane, on the opposite side from
the passenger. MWnough remained in the tank
after the landing to have carried them far over
the four-hour mark. Two and a haif gals. of
oil were used.

On the machine used, no provision was made
for accommodating a passenger with seat, and
Giasair was forced to sit on a board tied to the
lower plane. The record was remarkable for
the fact that it was made under such unfavor-
an.e Weather conditions and at such a late time
in the season. But for the intense cold, there
is no doubt but that Johnson would have bet-
tered the record by a full hour. The aviator
kept to a level of about 350 feet and traveled
in a circle of about two miles in circumference,
At on time did he throttle the motor, but
traveled at full speed for the entire time, cover-
ing a distance of about 235 miles.

Referring to this flight, Mr. Johnson stated:
“The last 42 minutes were a nightmare. When
I had broken the record, I expected to make it
at least four hours, but mothing in the world
could have kept me in the air longer with light
clothing and in the intense cold.”’

NEW AMERICAN 2-MAN ALTITUDE
RECORD

Harry Bingham Brown, with Miss Isabella
Patterson, of Vancouver, B. C., made a mew
American altitude record for aviator and pas-
senger, going up to 5300 feet at the Aeronautical
Society's flying festival at their new grounds
at Oakwood Heights, Staten Island, on Election
Day, Nov. 5. The previous record was made
by White, in a Nieuport, at Nassau, Sept. 30th,
1911, 3547 feet. Brown’s flight lasted 46 minutes.

MORE AMERICAN RECORDS

The following new American speed records
made by Vedrines at Clering, Illinois, September
eth, 1912, in a Deperdussin monoplane with
14) H. P. Gnome engine have been officially
passed,

5 kiloms. in kiloms. in
20 kiloms. in 6:55.95; 30 kiloms. in
40 kiloms. in 14:19.15; 50 kiloms.

1:44.21; 10 3:27.60;
10:45.71;

in” 17/51-80>

160 kiloms. in 385:40.20; 150 kiloms.
200 kiloms. in 70:56.85.

The speed record for 20 kilometers has al-
ready been certified as a world’s record.

NILES FEMS NEARLY. 5 HOURS

Charles F. Niles, in a Thomas biplane, was
forced to land with dead motor, from 7vuv0 ft.
altitude, at Bath, N. Y., November 4th, after
flying 4 hrs. 45 min. lv sec., in an attempt to
brcean the American Duration Record for aviator
aione; olcially observed.

Nunes used the Same machine and motor used
by Waiter &. Johnson in securing the Ameri-
can Duration Carrying Passenger.

Vrounie developea in motor when a bearing
gripped, and finaily burmed out. Niles kept the
machine in the air 45 minutes after he first
noticed kocking in motor—resuit, all bearings
vpuimed Out and connecting rod. plunged through
crank shaft casing.

AERONAUTICAL SOCIETY EXHIBITIONS

The Aeronautical Society formally started the
flying at the new grounds at Oakwood Heights
on October 12, when Harry B. Brown, (Wright),
Hiorace Kemmerle (Baldwin), H. Weeks (Wil-
hams), Miss. Ruth Law (Wright) and George
Beatty (Wright), all flew. Ditlon Hoffman
snot toy balloons from Brown’s ’plane and the
latter took up Rodman Law, the parachute
jumper, to a height of 5500 feet before the jump
was Made, a record height for America in pas-

in 53:18.70;

senger alvitude flying, as well as for ’plane-
parachute jumping. This was the first time
Law had been witnessed in public aftaius

around New York and his jump was the sensa-
tion of the day. A description of his apparatus
was printed in the October number of this
Journal.

The ‘plane flown by Weeks was one made by
O. E. Williams of Scranton, ra., and is of a
mcdified Curtiss type with Curtiss motor. In
this machine the aviator sits beside the engine,
on the lower surface. Weeks’ flying was very
fast and won general commendation.

The Election Day exhibition brought a still
greater crowd and the flying was incessant anu.
interesting. It was on this day that Harry B.
Biown, with Miss. Isabella Patterson, made a
new American altitude record for aviator and
passenger, going up 53vV0 feet. Other flyers wece
Charles K. Hamiiton, Miss Ruth Law, Cecil
Peoli and George Beatty. A shooting competi-
tion was held with Charles L. Calder, marks-
man, shooting toy balloons from Beatty’s
Wright and Dillon Hoffman from Brown’:
Wright; the match was won by Calder. Hom-
ing pigeons released during flight was another
feature. Peoli flew the Baldwin ‘‘Red Devil’,
and Hamilton a Curtiss.

Peoli took up his mother after adding surface

to the “Red Devil’ in the endeavor to beat
the record of Brown but owing to darkness the
attempt had to be abandoned after rising
1000 feet.

George M. Dyott had promised to come with
his Rex Bleriot monop.ane but the Pennsylvani
R. R. lost track of the car in a wreck between
Macon, Ga. and this city.

At the last minute Chas. K. Hamilton agreed
to take his place and his ’plane was shipped at
10 P. M. Monday from New Britain, Ct. and
arrived at 12.30 Tuesday and was then set up
in 2 hours.

R. G. Sharrotts, Private, U. S. Signal Corps,
was taken up by Brown and observations made

oa

November, 191 -

«PAT ENTS seouneo on tet 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. Capies of
Improvements in Airships should be protected without delay
as this is a very active field of invention and is being rapidly developed.

VICTOR J. EVANS & COMPANY

724-726 NINTH ST.,N.W. =

patents in Airships, 10 cents each.

Main Offices -

PPPPEERE Ebb PPPS EEE EEE EEE EEE EEE EEE EE hhh hhh hehe

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.

Washington, D.C.

PATEN

RICHARD B. OWEN, wey ‘acoc.

AMERICAN MONOGLIDER $95 |)

COMPLETE READY TO FLY
Wings 20'x5'. Weight 50 lbs.
Immediate Delivery Flights Guaranteed
Plans and Specifications 114 in. to 1 ft., $1.

AVIATION DIRECTORY, LAWRENCE, KAN.
Founded 1905

SUPPLIES AT REDUCED PRICES

Goods of quality at Jess than the cheaper kind
Get our 40-page catalog “EVERYTHING AVIATIC”
and a small order will tell you why those who know
send tous when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.
208 30th Avenue Seattle, Wash.

SUPPLIES

at more than interesting prices. Bleriot and Curtiss
K. D. outfits our specialty. “IMPORTED” helmets in
stock. Wheels with tires 20" x 244" $6.60, 20" x 3" $9.25.
22 page catalogue A sent upon receipt of 6 cents
New York Aeronautical Supply Co.
50 Broadway, New York

Length 16'.

—

mmr ————— | ©

AEROPLANES MADE TO ORDER

Send Drawings for Estimates on all
Special Machines

My work is first class, ask for list of satisfied customers

W. C. DURGAN

115 Brown Street :: Syracuse, N, Y.

Write for our Guide Books
Send for our

WASHINGTON, D. C.

Seobeesdedecbeteobtedecdebeetosdeseeboeebed

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.
“Ideal” Plans and Drawings

are accurate and are accompanied by
ae
ee

clear, concise building instructions,
postpaid at the following prices:
Se
aS: Nua

Wright 3-ft. Biplane, 25c. Bleriot 3-ft.
Monoplane, 15c. ‘“Cecil Peoli’’ Champion
Racer, 25c. Curtiss Convertible Hydro-
aeroplane (new), 35c. ‘“‘Ideal’’ three-foot Racer (new), 15c.
Complete Set of Five. $1.00 Postpaid
Send for our new 40 pp. “Ide al’? Model Aeroplane Supply
catalog, fully illustrated. 5c. brings it. (None free).

IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, New York

HYDRO - AEROPLANES

READY FOR POWER

WILSON

Port Jefferson :: 3 :: New York

."** MONOPLA K )
* () N

S DRAWINGS, Bleriot XI Type. 3 Sheets,
’e¢ Complicated Parts Full Size. Price $5. 00
2. The three sheets constitute the best set of mono-

” plane working drawings now on the market. There is no
KA need for the purchaser ofa set of these drawings to guess
® at anything; since all dimensions of every part of the ma-
@ chine are given, together with the thickness, and gauge
@ of every piece of wood or steel used in the construction.
24244 AERONAUTICS, 259 W. 54th St., New York

PEDERSEN OIL PUMPS

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

Write for circular

PEDERSEN LUBRICATOR CO.

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

Reed,
Tonka Rattan
for Skids 144 diameter and under any length.

Special grades of Bamboo for Aeronautic Work.
Rattan and Split Bamboo for models.

804-810 Jefferson St.,
Hoboken, N. J.

J. DELTOUR, Inc.

In answering advertisements please mention this magazine.

AERONAUTICS

November, 1912

Pebededebebefeofoofoofoofoofoofosfoctoofo oho ofe ofa of ofa oho ofe ofeofeofoofeofoofe fe cferdecdechooboeks

Coming Events

Cast your shadow towards the

King of Attractions

HARRY BINGHAM BROWN, English Pilot

Nn EE SaESeeEESSeEe

Elevating
FREDERICK RODMAN LAW

In his WRIGHT AEROPLANE to
a height of 4,500 feet, disposing of his
human freight at a dizzy height, who
descends by the aid of a PARA-
CHUTE:

Every click of the watch a
“THRILLER,” something worth
going miles to see.

No other act like it in the WORLD.

MANAGERS, Booking, will do
well to address

A. LEO STEVENS

Box 181, Madison Square, New York

PPP E Ebb hh ehh photo fool oho cfoofoofe sfoohe fo che of oho fo cfoofo fo fo sfo fo afocho fe oho foto fo fe fo oho fo che of oo focoade qfocfode ofoofe ofoofoofo oie ofoofoofoofo foofofonfocfocfocdo coo

PPP bbb eebeok fefereofecfeoheofecfoode fo cfoofeoforfe ofoofecfoofocfocfoofe

In answering advertisements please mention this magazine.

AERONAUTICS

Page 153

November, 1912

and notes written by Sharotts during flight
were dropped in tubes attached to miniature
parachutes,

AERONAUTICAL SOCIETY MOVES

The Aeronautical Society now has new quar-
ters in the Engineering Societies Building, 29
West 39th Street, New York, where a large
lecture hall is available for the public meetings.
The great library of the Engineers Club is also
open to members of the Society for reading and
research work.

DEATHS IN AMERICA

Savona, N. Y., Oct. 6. Motohisa Kondo, a
graduate of the Curtiss school of aviation at
San Diego, Cal., where he secured his pilots
license in May of this year, was killed in falling
with his machine from an altitude of 200 feet.
He was flying at an altitude of 200 feet when
he turned to the right which took him over the
highway and over a farm house and buildings,
and had made the turn, when, for some un-
known reason, he pushed his control forward,
sending his machine straight down over a barn,
He came down until within 30 feet of the
ground when he changed his control and
righted the machine but struck the frame of a
steel windmill about 10 feet from the ground.

Kondo was thrown from the machine and in-
stantly killed. His head struck on one of the
steel uprights of the windmill and crushed the
skull on the entire left side. His neck was
broken and his jaw was fractured in two places.
The impact was terrific and the windmill which
was of steel angle-iron construction, was nearly
broken in two halves, and buckled over the
aeroplane wreckage. Mr. Kondo was a native
of Osaka, Japan, and came to this country in
June, 19038. He was born in December, 1885.
He was flying a Kirkham tractor biplane with
a 70 horse power Kirkham motor, which was

a different type of machine than Mr. Kondo
had been using.
Birmingham, Ala., Oct. 8.—‘Joe’’ Steven-

son died from injuries received from a fall
October 7, in an exhibition flight, using a head-
less ‘‘Curtis-type’ of his own make. Steven-
son was well known in New York and was the
butt of many a joke on his experiences in the
air, for nearly every ‘‘flight’’ of a mile or so
ended in a wreck. Flying certainly was not a
natural art with him. A national registration
and license law would have avoided this fatal
accident. George M. Dyott, who was flying
a Rex mono at the same place, states that the
the day was windy, bad eddies and downward
air currents, machine did not climb rapidly,
got into bad eddy, sideslipped and crashed to
ground, rose first about fifty feet up.

Montgomery, Ala., Oct. 23.—Louis Mitchell
was killed making a spiral dive in his Wright.
Mitchell was known as the “heaviest aviator,’’
weighing about 225 pounds.

OFFICIAL FINDINGS ON ARMY DEATHS

1. The Board of Officers appointed to investi-
gate the cause of the accident to Lt. Rockwell
and Corp. Frank Scott reported as follows:

Immediately after the accident, the
Board proceeded to examine the wrecked
machine, and upon this examination
found that the control wires were all in-
tact. From the testmony of eye-witnesses,
the Board is of the opinion that the ac-
eident was caused by the aviator mis-
judging his height from the ground and
his failure to bring the machine out of the
glide in sufficient time to clear the ground,

NEW COMPANIES

Harry N. Atwood Private School of Aviation,
Ine., Boston, $10,000. Harry N. Atwood, L. R.
Soule, S. S. Atwood.

Batson Air Navigation Co. and the Batson
Aircraft Co., of Springfield, Mass., inc. under
laws of N. J., cap. stock of each $500,000.
B. S. Mantz, S. A. Anderson and C. H. Jarvis.

American Aviators Promoters Ass’n, Okla-

homa City, Okla., $10,000; C. E. Bishop, Howard
Pendleton and James S. Watson.

The Flying Machine Improvement & Parcel
Post Delivery Co., of America, Kittery, Maine;
$500,000; H. Mitcnell, H. A. Paul.

AERO CLUB ADOPTS “AERONAUTICS!”
PLEA

Seven flyers successfully passed the 1912 re-
quirements for the Aero Club’s ‘‘expert avi-
ators’ ’’ certificate. These are as follows:

Max Lillie

Glenn L. Martin

2nd Lieut. T. de W. Milling, 15th Cavalry
2nd Lieut. H. H. Arnold, 29th Infantry
Capt. C. de F. Chandler, Sigmal Corps.
Capt. P. W. Beck, 17th Infantry.

Ist Lieut. B. D. Foulois 7th Infantry

Expert certificates are granted without trials
to U. S. A. aviators who have passed the special
army requirements and have been certified by
the Secretary of War as entitled to the grade
of “Army Aviators.’’

The army requirements differ somewhat from
those of the Club but are fully as difficult, and
in some respects more so. The tests for army
aviators have been printed in AEKRONAUTICS.

The plan of giving superior certificates to
real flyers to distinguish them from any old
grasshopper who fulfills international conditions
was first urged by AERONAUTICS. The Club
is to be complimented on this most sensible
step.

be

“1D Ol CO

NEW PILOTS

The following are the international licenses
which have been granted since the issuance of
the October number:—

174—H. C. Richardson, at Hammondsport, N. Y.
Aug. 20, 1912 (Curtiss hydro); 175—Charles L.
Wiggins, at Cicero, Ill., Sept. 12, 1912 (Wright);
176—Cord Meyer, at Hempstead, L. I., Sept.
28, 1lvl2 (Wright); 177—John S. Schaefer, avr
Cicero, Ill., Sept. 1 and Oct. 1, 1912, (wright);
178—Robert Elliott, at Cicero, Ill., Oct. 1, 191.
(Wright); 179—P. H. Reid, at Hempstead, L. I.,
Oct. 18, 1912, (Deperdussin); (Mr. Reid’s
license has been granted him’ subject to
approval of the Royal Aero Club of the United
Kingdom). 180-—-John S. Sverkerson, at Cicero,
Ill., Oct. 15, 1912 (Wright).

177 John S. Schaefer, Cicero, Ill., (Wright),
Oct. 23, 1912.

178 Robert Elliott, Cicero, Ill., (Wright),
Oct. 23, 1912.
179 P. H. Reid, Hempstead, (Deperdussin),

Oct. 23, 1912.
180 John S. Sverkerson, Cicero, IIl., (Wright),
Oct. 23, 1912.

_181 Charles F. Niles, Syracuse, N. Y., (Cur-
tiss), Nov. 6th, 1912.
182 Horacio Ruiz, Hempstead, (Moisant), Nov.

6th, 1912.

183 William Anthony Lamkey, Hempstead,
(Moisant), Nov. 6th, 1912.

184 Glen M. Tait, Bath, N. Y., (fhomas),
Nov. 6th, 1912.

185 Ralph Myron Brown, Bath, N. Yes

(Thomas), Nov. 6th, 1912.

BEACHEY AND FISH SUSPENDED

On October 29th, 1912, the Contest Committee
of the Aero Club of America suspended the
licenses of Mr. Lincoln Beachey, aviation pilot
No. 27, untit 12 o’clock noon, July ist, 191e,
for violation uf Resolution passed by the Board
of Governors on March 27th, 1912, when he
flew over Michigan Avenue, Chicago, at the
time of the Chicago Meet and Mr. Farnum T.
Fish, aviation pilot No. 85, until 12 o’clock moon.
July 1st, 1913, for violation of Resolution passed
by the Board on November 13th, 1911 when he
flew over the Vanderbilt Cup Race at Mil-
waukee, Wis.

WRIGHT-CURTISS SUIT

The Wright-Curtiss suit has again been post-
poned to Nov. 18th, when lawyers for both par-
ties will argue before the Court at Buffalo.

AERONAUTICS

Page 154

November, 1912

With the Trade

Aviation is rapidly getting to be a poor man’s
sport. Just because this sport has made a lot
of poor men, or a lot’ of men poor, is no reason
for ealling the sport poor. Even the poor man
can now learn to fly. The Thomas Brothers
are cataloging: their course at $250, using two-
man machines with duplicate control.

Your cooperation has been of great value to
us, which is very much appreciated. Success
to your truly aeronautic journal. f

—An advertiser

An eight cylinder 72-horsepower “Vv” type air
cooled motor will shortly be placed on the
market by the Kemp Machine Co., of Muncie,
Ind., the makers of the Gray Eagle. A club
bas been started in Muncie, with a field, and
the Kemp people offer free use of their motors
to experimentors at that field, subject to pur-
chase if motors prove successful in their ma-
chine.

The Chicago meet was a very Satisfactory
one for the Hall Scott Compamy, as they sold
eight motors within three weeks in Chicago.
H. F. Kearny was a big attraction up to the
arrival of Lincoln Beachey, and then Kearny
pnd Beachey gave some demonstrations of
fanev flying which were wonderful from a snec-
tacular point of view. Kearny used a Hall
Seott 10 H. P. motor, flying throughout the
meet with it. and used it for something over
nine hours, getting second place in endurance.

Arnold Krueckman, formerly Secretary of the
Aeronautical Society, has become affiliated with
the Sloane Aeroplane Co., of New York, and was
elected its Secretary. Mr. Kruckman will be
in charge of the Los Angeles activities of the
Sloane Aeroplane Co. The Service Bureau
which he instituted is one of the most success-
ful departments of the Aeronautical Society.
It has enabled many persons to avoid falling
into the clutches of fraudulent school promo-
ters and fake exhibition promoters. It has also
brought many aviators and mechanicians in
contact with good positions.

Harry B. Wise, on the staff of the Sloane
Aeroplane Co., has been appointed Superin-
tendent of Equipment and Construction, in con-
nection with the activities of the Company at
Los Angeles. Mr. Wise is am expert aeronaut-
ieal architect, engineer and motor specialist.
He was for many years in charge of the ac-
tivities of the Christv Motor Co. When Charles
K. Hamilton began to tour the country with his
aeroplame Wise was in charge of the mechan-
ical end. Later he was in charge of the aero-
planes and motors when the Moisant Company
sent the Internaticnal Aviators on their tour
around the United States and Mexico.

The Burgess Military 1912 machine has been
entirely rebuilt by the U. S. Signal Corps and
equipped with a Sturtevant motor, completely
muffled. The navy has iplaced an order for a
Sturtevant muffled motor to go on their Wright
machine, the installation to be done by the
Burgess Company. The new military hvdro-
aeroplane under order from the Signal Corps,
U. S. A. is now being assembled. It will be
equipped with two hydroplane boats of a new
type built of a combination of materials mot
heretofore used.

It contains many new features in detail con-
struction looking towards quickness in assem-
bling and dissembling, accessibility of all metal
parts as well as the exposure of vital members
to easy inspection.

Lieutenants Ellyson and Cunningham of the
United States Navy completed their training
last month. Among the men now training at

Marblehead are found Lieutenant L. H. Call of
the U. S. Army, Mr. Frazier Curtis of Los An-
geles, Calif., and Mr. H. L. Brownback of Nor-
ristowm, Pa. Lt: HKilington of the U. S. Army
is expected immediately on his return from a
furlough.

The new flying boat type with the Renault
motor for the U. S. Navy is now in the design-
ing room.

The Italian, Japanese and Russian govern-
ments have been supplied direct with Curtiss
flying boats, or will be supplied when completed.
The German government has been sold through
am agent. In England, the big engineering
firm of Vickers Sons has the agency; this con-
cerm will in the future build Curtiss ’planes on
royalty and buy the Curtiss motors. Louis
Paulhan, who obtained some notoriety in Amer-
ica a couple of years ago, is building the ma-
chines on royalty in Framce and will shortly
manufacture the motors as well.

At the Tamise, Belgium, hydro meet, Barri
won first with a Curtiss; also obtaining the
first prize for best starting device.

The Gyro Motor Co. promises a 7-cylinder
motor of 80 H. P. and a 5-cylinder of 60 H. EF.
The latter may be on the market at such a
figure as to compete in prices with any other
aeronautical motor on the market and be supe-
rior in performance.” The company reports
that the German Government tested a 7 cylin-
der Gyro motor in a 5 hour’s block test and
reported a steady reading of 46 H. P. ‘‘Inas-
much as a revolving cylinder motor never shows
up as well in a block test as when in the air,
we think that the result of the German Govern-
ment test has been highly complimentary.”’

The Washington Aeroplane Company is now
building a new “Columbia”? racing and fiying
boat which will be equipped with an 80 H. }.
self-starting Gyro motor and a three-bladed
Simmons propeller, and will have all the latest
wrinkles and frills knowm in aeronautics. The
same Company has retained aviator Oscar Allen
Brindley for testing their aeroplanes. Brindley
is now flying the ‘‘Columbia.’’ The flying boat,
when finished, has already been spoken for anu
practically bought by a well Known aviator.

The new altitude record made by Legagneaux
on the 17th of Séptember was made with a
Morane monoplane, powered with a Gnome
motor, and Bosch equipped ‘‘of course.’”” The
altitude record of 4950 meters, which was made
by Garros and was superseded by the above men-
tioned record, was made with a Bleriot mono-
plane, powered with a Gnome motor and Bosch
equipped. It also is worthy of note that Ved-
rines’ Deverdussin monoplane, which won the
Gordon Bennett Trophy, was Bosch-equinvped.
Practically world records are held by Bosch
magnetos.

“T am going to build the best ’plane that can
be built, and I am going to stand behind this
’plane, and the buyer; so that when the big
business comes our product will be so good,
and our name so well known that you will
have confidence in us because of work well
done.’”’ -—Tom W. Benoist.

This paragraph appears in the new Benoist
catalogue. It is a good paragraph! Benoist is
already well and favorably known and his
promise only bears out what is already known.
Tony Jannus started November 6 on a trip
down the Mississippi River from Omaha to its
outlet, using Roberts-motored Bemoist hydro-
aeroplane. The distance is over a thousand
miles. ins

AERONAUTICS

November, 1912

cAero -Mart

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

GNOME FIFTY—who wants it? Has been
used by Charles F. Willard. Perfect condition.
Make offer. Address, ‘““GNOME,’’ c/o Aero-
nautics.

MOTOR WANTED—New or second-hand 4
cycle, 50°h. p.. or thereabouts. Aero motor
wanted. Send full details of condition, age,
service and lowest cash price. Address, LAKH,
c/o Aeronautics, 250 W. 54th St., New York.

FOR SALE. 50 H. P. French Gnome Motor,
ecst $2,600, in Paris and 45%. Duty, $1,170.
The machine it was purchased for was not a
success so will take $2,000 cash for the motor,
R. V. Jones, Hotel Nelson, Seattle, Wash.

FOR SALE—Fox De Luxe, 60 h. p. motor,
brand new, with radiator and propeller. Com-
plete, ready for investigation. wargain. Wm.
Sylvester, Oakwood Heights, S. I., N. Y.

RARE BOOKS—Oceasionally it is possible to
secure copies of Wise and Astra Castra. These
are very scarce and are two of the absolutely
necessary books for an aeronautical library.

ASTRA CASTRA, by Hatton Turnor. Cloth,
London. 1865, mamy fine plates. $10.

A SYSTEM OF AERONAUTICS, Comprehend-
ing its Earliest Investigations and Modern
Practice and Art, Designed as a History for the
Commom Reader and Guide to the Student of
the Art, by John Wise. S8vo., cloth, Phila., 1850.
$10. Aeronautics, 250 W. 54th St., New York.

ASSORTMENT of complete power plants, in-
eluding: Curtiss 25 h. p., 4 eyl; Clement-Bayard
30’s; Kirkham 60: Hendee (Indian) 7 eyl. 50.
Bargains at 50% \below cost-

Immediate delivery of genuine Bleriot and
several antiquated but successful aeroplanes of

unexcelled workmanship ‘‘for a song.’’ Address,
Assortment, c/o Aeronautics, 250 W. 54th St.,
INS YS Citys:

BLERIOT—with 70 Gnome, extra pair of

wings and other mew parts. Two-place ma-
chine, latest type. Cost, with duty, over $6,000.
For a very few hundred dollars, broken propeller
and rudder can be replaced. Any reasonable
offer accepted. Property of the late Miss Har-
riet Quimby. Address, Estate of Miss Quimby,
c/o Aeronautics, 250 West 54th St., New York.

FOR SALE—Bleriot Monoplane, without pow-
er plant, in first class condition. Would be a
bargain at $600.00. First check for $400, takes
it. 30 H. P. Detroit aero motor guaranteed in
first class condition, $125. One 6'%ft. dia. by
41%4ft. pitch, Detroit propeller $20.00. One 7ft.
dia. by 5ft pitch, Gibson propeller, $30.00. The
above are bargains and you will have to act

queck to) get them: J. Horat, 827 Main St.;
Lafayette, Ind.

SPECIAL GOOD BAKGAINS—1 Gnome
engine, 50 h. p., complete with mountings for

biplane, everything ready to run. Can demon-
strate. Nearly mew. Fine condition. $2,000.

Complete set of parts for Gnome 50, enough
to assemble complete engine; all kinds socket
Wrenches and tools for same; mounting frames,
controls, ete.

Bleriot type momoplane for Gnome _ engine,
Two Bleriot types with Anzani engines. Sets
of jparts.

All these from well known concerns. Every-

thing can be seem before purchase. Cheap for
cash. Address MONO, c/o Aeronautics, 250 W.
54th Street, N. Y. City.

ENGINE FOR SALE—S8-cyl. “V,’ list price,
51,500, new, never used. The one who buys
this motor gets one of those few real bargains
that aren’t picked up every day. Thoroughly
tested by maker who desires to sell the last one
in his shop. Complete with propeller, $800. Ad-
dress. “Eight Cy..nder,’ c/o Aeronautics, 250
W. 54th St., New York.

WANTED—Magneto for 8-cyl. motor, Bosch
preferred. C. Ford, 164 Oak St., Binghamton,

INiepe Yee

WANTED TO BUY—Curtiss biplane complete

except motor. Must be cheap. What have you

to offer. George Schermerhorn, Eyota, Minn.

FOR SALE—1 Roberts 4-X Motor 50 H.P. new.
Guaranteed to be in perfect condition. Price, $550.00.
M. F. H., Gouverneur, Wilmington, N. C.

BALLOON ASCENSIONS

Pittston, Me., Oct. 30.—Jay B. Benton amd
William Van Sleet in the ‘Springfield’? from
Pittsfield, leaving there midnight. Duration

7 hrs. 30 min. Dist. 225 miles.
Indianapolis, Oct. 27.—Capt. G. L. Bumbaugh,

passenger Andrew Farrell, in the ‘‘Cole” te
Lynn, Ind. Duration 18 hrs. 42 min. Dist. 65
miles. <A circular tour of the state was made

before the balloon finally landed.

For records, add also the 8
Americans in the International
gart.

AVIATOR WINS PRIZE FOR FLIGHT
WITHOUT A MOTOR.

The prize offered by M. Bernard J. Dubos to
the first aviator who, without the aid of a
motor, should succeed in flying a distance of
more than one metre at a height of not less
than ten centimetres, »was won Oct. 19, at the
Pare des Princess, by M. Sigmar Rettich. The
successful experiment was made in the presence
of M. Dubos and M. Emmanuel Aimé the first
named acting as official time-keeper of the
Aero-Club de France.

After a number of failures, M. Sigmar Ret-
tich finally flew a distance of three metres, on
two occasions, in opposite directions, as re-
quired by the ecemditions under which the prize

trips made by
race at Stutt-

is awarded. His machine was an _ ordinary
bieyele with two ‘planes, each a metre and a

half long, attached to the handle bars.

IMPORTS AND EXPORTS
Imports and exports of aeroplanes and parts
for the month of August, are as follows:
Imports, 5 valued at $31,116.
For § months previous, 10 at $42,720.
Exports of domestic, 4 at $138,630.
For 8 months previous, 22 at $82,795.
Exports of foreign make, none.
For 8 months previous. 9 at $28,753.
In warehouse August 31, 8 at $41,296.

Double Hydro Floats, weight, 55 Ibs. each. pair. $250-
Running Gears, Farman or Wright, complete. $42.50-
} Hubs, knock-out axle or to fit, 1", 144", 144", or 149".

AEROPLANE WHEELS

J. A. WEAVER, Jr., Mfr., 132 West 50th Street, N_ Y
Wheels, 20" x 214", complete, $6.00 — 20"x 3". $8.25,
with Curtiss or Farman type stock Hub, 6" wide.
We make any size or type of wheel. Send for list.
Compare my prices with all others.

AERONAUTICS

ELBRIDGE ENGINES

So simple anyone can operate
them

So strong nobody treaks
them

So cheap anyone can buy them

Made in a dozen sizes, to suit all
types of machines.

The most generally successful
engine known to aviation, for both
amateur and professional work.
Catalog or folder on request.

Elbridge Engine Company
10 Culver Rd. Rochester, N. Y.

WELLES & ADAMS
MOTORS——

One of the few moderate-priced motors that has actually
made good.

50 H.P. 4 Cycle

Weight 200 Ibs.—Valves in head—Cylinders cast sep-
arate—Every moving part oiled automatically.

Let us send you our illustrated catalogue showing
Fred. Eells’ great flight over the city of Rochester in
biplane equipped with this motor.

If you wish to do something better than ‘‘Grass-Cutting”’

Consult

WELLES & ADAMS, Bath, N.Y.

In answering advertisements please mention this magazine.

November, 1912

Our California School

Opened November 15th at the famous Dominguez
Field near Los Angeles. This ideal location for an Aero-
plane School is adjacent to splendid living accommoda-
tions: a short ride from the ocean and twenty minutes
from the heart of Los Angeles. All the most attractive
and romantic points of interest of this storied region are
in eye-shot from an Aeroplane over our Field. We are
able to secure special rates for the accommodation of our
pupils at hotels and in private homes. We will gladly
make all reservations.

Four Deperdussin Monoplanes,
Two Caudron Monoplanes, One
Sloane-Bleriot Monoplane and

One Speedy Biplane Will Be
Our School Equipment

W. LEONARD BONNEY, one of the pioneer American
Aviators, assisted by two notable flyers will constitute
the teaching faculty. We teach exactly according to the
methods used on the Plains of Champaign near Rheims,
France. We use the same kind of machines with which
Vedrines, the Deperdussin Flyer, won the World’s Cham-
pionship at Chicago. We have the most perfect imported
Aeroplanes, use the most perfect Field and Shop teaching
methods and are located on the most ideal spot in Amer-
ica. Our faculty and oui equipment are sufficient to han-
dle almost any number of pupils with thoroughness and
expedition. Our pupils on Long Island have become avi-
ators of notable skill in an average of six weeks. The
cost is

$300 For The Complete Course

The pupil in our school is not discharged from the class
until he has secured his pilot’s certificate. There are noextra
charges for anything. The pupil is also obliged to put up a
guarantee of $250 for breakage in addition to his tuition fee.
This small bond covers his use of the machine when he
flies for his certificate. When the pupil is discharged from
the school the $250 guarantee is refunded and he is given a
rebate of 10 per cent. of his tuition fee if he completes with-
out breakage.

We are arranging to carry passengers ona series of Aero-
plane Cross-Country Tours over California. Bookings are
now being made.

Make your arrangements for the School and the Cross-
Country Tours as soon as possible. Only a limited number
of persons will be accommodated in order that the work may
be done right.

WIRE WRITE *PHONE

SLOANE AEROPLANE CO.

210 Merchants Trust Bldg. 1733 Broadway
Broadway & 2d St., Los Angeles, Cal. New York City
*Phone Main 3674 *Phone Columbus 5421
National Aeroplane Co.
606 S. Michigan Ave. Chicago, Ill.
W.E. Boughton, Washington., DC,

AERONAUTICS

THAT NATIONAL LAW

HE death of Joe Stevenson is an-
T other example of the need for a
national registration and license
law. Had there been such a Stat-
ute in force, Stevenson would not have been
permitted to contract to give exhibition
flights to his own danger and that of thou-
sands of spectators. Stevenson, despite two
years of attempting to fly, never succeeded
in becoming an accomplished aviator. A law
with almost any old conditions for license
would have barred him from public flying.
If the clubs of this country would spend
some of their energy now devoted to the
“control” of aeronautics, in the encourage-
ment of regulation of the movement along
obvious lines, what might not result?

FRONT COVER

HE cover illustration shows two of the
al aeroplane in the first race of the kind
new Curtiss flying boats and a hydro-
ever held. The race was arranged for the
students and visitors at the Curtiss avia-
tion school at Hammondsport on the after-
noon of October 28. All who witnessed the
race are unanimous in the opinion that
yachting with the flying boat is destined to
be the greatest of sports.

The sight of three machines jockeying for
position was inspiring, while the close finish
of the return trip would stir the blood of
any sportsman. The three machines were
all fitted with the same engine power, but
the flying boats proved speedier in the air
and faster in making turns on the water, a
rule of the contest being that the machines
must round the buoy on the water and
could fly only between the starting and fin-
ishing points, excepting on the third lap,
which was the finish.

VOLAMEKUM, Handbuch fiir Luftahervon
Ansbert Vorreiter und Hans Boykow; published
by J. F. Lehmann’s Verlag, Munchen, Germany,
at 4 M. 8 mo, cloth, 168 pp., illustrated, tables
and charts.

Das vorliegende Taschenbuch soll die Luft-
fahrer namentlich bei der Navigation unter-
stiitzen. Daher sind alle neuen Methoden be-
sprochen und die notwendigen Instrumente kurz
beschrieben. Ferner soll das Buch dem Luft-
fahrer bei der Landung in fremden Landern als
Sprachfiihrer dienen.

Da neben dem Ballon jetzt auch Luftschiffe
und Flugzeuge in Bewegung sind, ist auf die
Verhaltnisse dieser Luftfahrzeuge Rticksicht
genommen. Die erste Ausgabe wird sicher noch
Mangel aufweisen; um diese zu beseitigen, bitten
wir erfahrene Luftfahrer, die dieses Taschen-
buch benutzen, uns ihre Erfahrungen mitzu-
teilen und Verbesserungsvorschlage Zu ma-
chen.

Mr. George H. Arnold is at the present time in College
Park, Md., demonstrating the Moisant monoplane, ard
has made splendid flights there. Miss Mary C. Sims has
recently signed a contract to enter our school and has
already started her tuition at Garden City.
Mr. J. H. Worden is now flying for the Mexican Govern-
ment for scouting purposes. Reports state he made a
beautiful flight over the rebels for 120 miles without
stopping, returning to the headquarters of General
Huerta with valuable information. One more officer,
Mr. Salazar, of the Mexican Government, arrived a few
davs ago at the Moisant Aviation School, at Hempstead,
L. I., for the purpose of taking a course there.

Novenber, 1912

Published
Aeronautics Press, 250 West 54th Street, N. Y.
CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS
A. V. JONES, Pres’t — — _ ERNEST L. JONES, Treas'r-Sec’y
ERNEST L. JONES, Editor = M. B. SELLERS, Technical Editor
SUBSCRIPTION RATES

UNITED STATES, $3.00 FOREIGN, $3.50

ADVERTISING REPRESENTATIVE:
E. F. INGRAHAM ADV. Co., 116 NASSAU ST., NEW YORK

No. 63 NOVEMBER—1912 Vol. XI, No. 5

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 onthe 25th. :: : AA 3: n i

@ Make all checks or money orders free of exchange

and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. 2:

STATEMENT OF OWNERSHIP

In compliance with Postal Order 6531, the fol-
lowing statement is furnished the Postmaster
General by AERONAUTICS: EDITOR, Ernest

i. Jones; MANAGING EDITOR, Ernest L.
Jones; .BUSINESS MANAGER, Ernest L.
Jones; PUBLISHER, Aeronautics Press, a cor-

poration, more than 1 per cent. of the stock in
which is owned by Ernest L. Jones. There are
no security holders save as above—no bonds or
mortgages.

ERNEST L. JONES, Editor.

Sworn to and subscribed before me this 26th
day of October, 1912.

CHARLES NETTER, Notary Public (N. 30381).

WHAT HAS BECOME OF
Glidden’s New York-Boston airship line?
Flying by A. C. A. members of the Club’s Nieu-
port?

The Auto Club of America’s thousand
motor competition?

That Christmas flight to Washington?

The A. C. A.’s hydroaeroplane race to Boston?

That transatlantic aeroplane prize?

New York’s municipal aviation field?

Ditto ‘Isles of Safety?”

The Aero Exhibition Co., of Chicago?

Fowler’s Flight to New York?

The Hendee rotary motor?

The Curtiss cup defender?

The Parseval airship that
over New York?

Amherst’s aerial signs for balloonists?

The great Springfield aero park?

Tillinghast?

Many of the aero clubs which have been formed
and of which nothing more was heard?

The Wright aeroplane to have been purchased
by the A. C. A. for members’ use?

The Baldwin airship that went to Germany?

Brucker’s transatlantic airship voyage?

Ditto, Martin’s across-the-ocean flight?

The Aeronautical Reserve.

That aerodynamic laboratory?

The Wright memorial?

The Queen Aeroplane Co.?

The Lamson-Wright suit?
Wright-Curtiss suit?

The Walden-Dyott Co.—and
too?

The ‘‘Popular Aeronaut,”’ and the other two aero
magazines whose name we have forgotten.

t

dollar

was to sail nightly

>

For that matter, the

dentist Walden,

AERONAUTICS

Page 156

November, 1912

U. S. Patents Gone to Issue .

Copies of any of These Patents may be Secured by
Sending Five Cents in Coin to the Commissioner
of Patents, Washington, D. C.

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

It would take an entire issue of the maga-
zine to abstract in a full and clear manner the
claims of the majority of the patents issued. In
a great many cases it is even impossible to give
in a few lines what sort of an apparatus the
patent relates to. In most instances we have
used merely the word “aeroplane” or ‘‘helicop-
ter’ if such it is. Where it is impossible to
indicate the class, even, in which the patent
belongs, 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.

Where patent seems to have particular inter-
est, the date of filing will be given. —A#ditor.

ISSUED SEPTEMBER 24

*1,039,181, Roy M. Palmer, Washington, D. C.,
AUTOMATIC STABILITY: ailerons are oper-
ated electrically, using magnets and a shifting
fiuid column, ete. Filed June 16, 1911.

*1,039,228, Jesse S. Vogt., Long Green, Md.,
AUTOMATIC STABILITY: Warping or ailerons

operated by compressed air. Swinging of a
pendulum opens main valve to cylinder with
pistons, ete., Feb. 14, 1912. .

1,039,240, Bruno Zobel, Chicago, Ill., HELI-

COPTER.

1,039,251, Frederick Brackett, Washington, D.
Cy ALR SHITE:

1,039,295, John Kratofill, Chicago, Ill, PARA-
CHUTE attachment for aeroplanes.

1,039,345, Claes Eric Winterros, Takoma Park,
D. C., AEROPLANE.

1,039,384, William L. Green, Monroe City Mo.,
FLYING MACHINE.

1,039,456, George Percy Bragg Smith, Mit-
cham, England., AEFROPLANE, with top plane
at a dihedral angle and bottom plane curved up
to meet ends of upper plane.

*1,039,457, Thomas Noah Smith, San Angelo,
Texas. AEROPLANE: rear edge of wing sup-
ported in both directions by springs to impart
resiliency in wind, etc.

1,039,530, Aubrey C. Harry, Portsmouth, Ohio,
FLYING MACHINE.

1,039,625, Frank D. Willis, Burlington, Ver-
mont., STABILITY: means for increasing angle
of incidence in flight when the machine strikes
a “hole in the air.”

1,039,679, Harry Hardgrave, Dalhart, Texas,
FLYING MACHINE of the heating wing type.

ISSUED OCTOBER 1

1,039,716, George H. Feller, Beach City, Ohio,
FLYING MACHINE.

*1,039,889, Lucien Brianne, Paris, France. <A
device for supplying power from the ground to
axperimental machines, or models.

*1,040,089, Eugene Yeamans, Collegeport,
sexas. AUTOMATIC STABILIZER, employing
the gyroscope as the actuating means.

1,040,136, Nat Elmer Brown, Grand Haven,
Mich. HELICOPTER, comprising extendin:
arms supporting lifting planes, the whole ro-
tating about a stationary axis; a ‘“‘gyroplane.”’

*1,040,241, Louis J. Rouchleau, Arlington, Cal.
PARACHUTE for use in connection with
aeroplanes. ‘she device is attached to aviator
or passenger. The parachute is forced into
an open state by using compressed air from
a tank. ‘his, with the other patent mentioned
last issue, may be found of interest in view of
the jumps now being made with parachutes
from aeroplanes.

ISSUED OCTOBER 8&8

1,040,484, Laurence O. Schopp, St. Louis, Mo.
STABILITY; planes capable of moving about
central longitudinal axis; body with motor hung
below.

*1,040,533, Robert

Hsnault-Pelterie, Billan-

court, France. AEROPLANE, in which the
wings are rotatably mounted on a transverse
shaft located at the entering edge. The rear

of the surface is spring connected so that sud-
den gusts of wind automatically decrease the
angle of incidence. Forward end rear elevators
interconnected with rocking main wings.

1,040,600, Valentine Wojciechowski, Brockton,
Mass. AEROPLANE capable of being disposed
in a parachute form.

1,040,608, Horace G. Baker, Harlan, Iowa.
Automatically tilting SUPPORTING SURFACE,
operatable by wind currents (or manually) to
an ascending position.

1,040,695, Julius Koiw,

Port Arthur, Texas.

PROPELLER; feathering blade paddle wheel
arrangement.
1,040,785, August Seaver, Mortague, Mich.

STABILITY; pendulum system for lateral bal-
ance.

1,040,.45, Ernest H. Andrae, wWallas, Texas;
STABILITY; sliding surface increases lift on
low side.

ISSUED OCTOBER 15
1,041,181, Robert E. McBride, Mullen, Nebr.

AEROPLANE; wing ends curve upward; fixed
tail set at dihedral angle.

1,041,136, Lawrence P. McKeone, New York,
N. Y. STABILITY; multiple resistance Vanes
hinged umder the main surface.

1,041,620, Thomas D. Greer, Norton, Kans.
STABILITY; pendulum device.

1,041,630, Marie Jasccgme, Paris, France.
SURFACE curved laterally with convex face

downward; oscillate about extreme front edge.

ISSUED OCTOBER 22

1,041,759, Edward J. Elsas, Kansas City, Mo.
AEROPLANE.

1,041,779, Helix Gregoire, St. Jean Baptiste,
Man, ‘Canadas, (Oct 22, 92. Combination
Autoboat and Aeroplane.

1,041,781, David Hacker, New York, N. Y.,
FLYING MACHINE.

1,041,825, Charles-J. Low, Chelan, Wash.
PROPELLER.

1,041.876, William S. Romme, New York, N.

Y. AEROPLANE; circular in plan, with open-
ing in center.

1,041,942, Franz H. Albert, FLY-
ING MACHINE.

1.042,082, Joseph Canty, Coneord, N. H. BAL-
ANCING mechanism using a suspended weight.

1,042,311, Paul Behrens, Tacoma, Wash.
STEERING means; shiftable body position;
movable propellers; eliminating rudders.

1,042,327, Joseph J. Costanzo, Alexandria,
Egypt. Life-Saving GARMENT for aviators,
composed of plurality of inflatable spring sus-
pended chambers.

Lodi, Cal.

1,042,338, Frederick W. Goyette, San Fran-
cisco, Cal. FLYING MACHINE.
1,042,349, Leslie L. Hill, Los Angeles, Cal.

“Airship LIFE-PRESERVER;” parachute de-
vice. ,

WRIGHT ESTATE $279,298

Am aceounting of the estate of Wilbur Wright
by Orville Wright, Executor, showed a total
value in personal property and real estate of
$279,.2°8. In the distribution of the estate that
remained after the payment of all just debts,
Reuchlin, Katherine and worin Wright each
received $50,000. Milton Wright, the father,
was given $1,000.

AERONAUTICS November, 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 80h.p., 8-
cyl., on exhibition at Wittemann’s. All motors guar-
anteed. 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 November, 1912

“GRAY EAGLE MOTORS”

Liberal three months terms to test

out and pay for a Gray Eagle
Motor. The proof of the motor is the
actual flying test. Is this not a fair
proposition? Full particulars and
terms on request.

Model E-6 50 H. P.
Model D-4 35 H. P.

- - Muncie, Ind.

<-BENOIST <=

Hy droplane was biggest

winner at the Chicago
Hydro Meet. The Benoist
Tractor Biplane made the only
record during the complete
meet. Carrying aviator and 3
passengers. The Benoist gets
results and costs no more than
other ’planes.

BENOIST AIRCRAFT CO., °8,fsuBv. sa"

LEARN ‘on a THOMAS—— PUTT ON 2250

Write to-day
No Additional Charge for Breakage FESR

«4 THOMAS WON all speed events at the =
N. Y. State Fair.—A THOMAS will win next

year. We have more speed. The result of 4 \
years’ experience. @THOMAS PLANES :

have proved that their design was correct from

the first. Write for description of our new model

$1800 complete
THOMAS BROS., Bath, N. Y.

PROPELLERS ARE STILL ON THE MARKET
WAITING FOR THE AWAKENING
The “Worcester” Type Surpasses all Standard Propellers
OUR STANDARD PROPELLER CLEARANCE SALE AT 1-4 LIST PRICES

Our Standard Propellers cannot be surpassed except by our “‘WORCESTER”’ type

GIZSON PROPELLER CO. - - Fort George Park, New York

In answering advertisements please mention this magazine.

AERONAUTICS

November, 1912

SPE EEE EEE EEE EEE PEEP EEE EEE

¢C, & A. Witteman

AERONAUTICAL ENGINEERS

hy

Manufacturers of

ebededefectocte of

Biplanes Monoplanes

Hydro-Aeroplanes
Gliders Propellers Parts

Special Machines and Parts Built
to Specifications

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

Your Opporruntry—One single covered Biplane
for immediate delivery. Slightly used, with
8 cyl. 60 H. P. Hall-Scott Power Plant.

FLYING AND
TRAINING GROUNDS

MOTORS

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

Oe Joofe oho ofa ofa fo fo ofo ofe of oho oe ofe ofo ofe of of fo ofo of of oe fo ofo eGo of oo fo ofp of ofrafo ao fo of afo ofoafo

Established 1906 Tel. 717 Tompkinsville

SESSSEE SEES EEE EEE SESE EE ES HG
IIIA III IIIA IIIS IISA SAS SASSSSASACSNC

8 Cylinder — 60-70 H. P.

tote tecke Beebe obo food oof fe oho oho oho fo oe ofp op ofocfoafosfosfo fosfore oooh pooh

Aecbeoh

FRONTIER

FLIGHTS |

Aerial Sight-seeing Tours
Arranged on Demand

THE EIGHT CYLINDER MOTOR IS
THE LOGICAL AEROPLANE MOTOR

T is non-gyroscopic ; it does not use power to
rotate a heavy mass; it can be kept in shape
by any automobile mechanic; it is most

easily adapted to stream-line bodies. All this,
and more, is susceptible of proof.

Piloted by
FAMOUS AVIATORS

Instruction and Licenses

Used Material, Motors,
’Planes, etc.

UR motor hasa conscience and we merely
ask the opportunity to prove to you our
claims. If you are in the market for a

good motor, you owe it to yourself to give usa
chance to make good our statements. The in-
tending purchaser owes us an investigation.

EORGE W. BEATTY is flying his Wright
with our motor at Hempstead field, and
is prepared to demonstrate same on

request.

RITE us and make appointment for flight
and inspection. If you purchase an
engine from us, we will refund your

transportation within a radius of 250 miles.

Give us an opportunity to show you what we
have.

‘““AKRONAUTICS’”’
250 West 54th St., New York

Phone, Columbus 4833

FRONTIER IRON WORKS
BUFFALO :: :: NEW YORK

TOURS

JOO Cy

FoI PDI DIDI DAA AA AAA SDAA AAA ADA AAA AAD AAD AAA III

This is the advertisement of

a real motor

IO

In answering advertisements please mention this magazine.

AERONAUTICS

November, 1912

Roy Francis in his HALL-SCOTT powered,
tractor biplane

HALL-SCOTT:

The equipment for altitude work

Douglas, Wyoming,
September 28th, 1912.

Hall—Scott Motor Car Co.,

San Francisco, Cal.
Gentlemen:

Have had grand success in
this high altitude, filling
dates in Loveland, Colo., Ft.
Morgan, Colo., Sidney, Nebr.,
and here.

My next flight will be in
Denver, where I fly with Beachey,
from the Fifteenth to the Seven—
teenth of October.

Yours truly,
(Signed)
Roy N. FRANCIS, Aviator.

Hall-Scott Motor Car

Company,

Backed by the HALL-SCOTT
guarantee of EXCELLENCE,
RELIABILITY, FLEXIBILITY
and POWER, to a greater degree
that can be found in any other
motors (with equal number of cyl-
inders and size in bore and stroke).

Francis and Bryant made a re-
cord for altitude flying at Goldfield,
Nevada, last 4th of July. 5,000
feet altitude to start from. All
flights successful. $4,000.00 paid
them in full for three days flying.
Hall-Scott Type A-2 Equipment
used.

“SURE SHOT” KEARNY,
who never disappoints, never fails
to fill flying dates as contracted
for, who is doing more flying than
any other aviator in the country.
SECOND in endurance at Chicago
Meet with HALL-SCOTT 80h.p.
equipment. HALL-SCOTT IS
THE ANSWER.

If you want the best write for catalogue today

SAN FRANCISCO,
CALIFORNIA

frice 25 Cents

bh
co
6
Zz
s
=
oO
NY

: LLL
y

N
at
oa
poe
OA
Lr]
m4
=
fx]
O
fx]
Q

GREETINGS

TRISTMAS

Published by AERONAUTICS PRESS, 250 West 54th Street, New York

December, 1912

Kirkham Motor
Wins Again

J.

W. T. THOMAS, M. E., A.C. G.I. O. W. THOMAS, M. E., A.C. G. I
PRESIDENT VICE-PRES. AND SECY.
QUALIFIED AEROPLANES
wiatons THOMAS BROTHERS ““™
Seater a MECHANICAL ENGINEERS asi
PROPELLERS
Ete DESIGNERS AND BUILDERS of AEROPLANES =
INSTRUCTED HYDROAEROPLANES
Cc. B. KIRKHAM, BATH, N. Ye September 17, 1912.
Savona, N. Y.
Dear Sir:—

You will doubtless be interested in hearing of the latest success we have achieved with
your motor which we are using in one of our standard exhibition biplanes.

At the Aviation Meet, held at the New York State Fair, at Syracuse, New York,
September 9-14th, our Mr. Walter E. Johnson, with one of your 65 horse power motors made a
clean sweep of the speed events, as the following official times indicate :

10-Mile Race. Monday, September 9th.
1st. W. E. Johnson, 65 H. P. Thomas Model 10AX. Total time; 10’424”
2nd. B. Havens, 75 H. P. Curtiss. Total time, 14’ 10’
3rd. W. B. Hemstrought, 60 H. P. Curtiss. Total time, 14’ 153’’.

15-Mile Race, Saturday, September 14th.

Ist. W. E. Johnson, 65 H. P. Thomas Model 10AX. Total time, 16’ 113’
2nd. C. H. Niles, 75 H. P. Curtiss. Total time, 16’ 265’’

3rd. W.B. Hemstrought, 75 H. P. Curtiss. Total time, ———

4th. B. Havens, 75 H. P. Curtiss. Total Time, ———

From the above figures you will see that our machine, driven by your engine, proved
itself SECOND TO NONE.

We wish to express our complete satisfaction with the faultless manner in which the
engine ran throughout the races and the regular time with which the machine ticked off each lap
of the course. ¥

It is worthy of notice that the Model 10AX, above mentioned, has been in active use
throughout two whole seasons making exhibition flights, and the planes were in poor condition.

FACTS ARE TRUER THAN FICTION.
Wishing you continued success, we are,
Yours very truly,
THOMAS BROTHERS,
By O. W. Thomas.

YOU want this motor in YOUR plane if you expect to fill your contracts on time

Better investigate to-day New Catalog sent on request

CHARLES B. KIRKHAM “ferr® ~—s- Savona, N. Y.

PTET TT £1 55555555H5455555SSSSSSSSSaADSSALAASAAAA AAAS LAELIA SAAALL ALAS SAASSSA DSSS

FOOSE SOS CEOLS FOS OS COSHH OSOSESESHEOOPESOOSS SOS SOSOS OS HOSES SHO SSS OS OS SSEOSS SOSH OSS HS OOP POSH PSO SHPO SS OSO POOL OP OO OOO OOOD 8 05455444554555455554455bb55555b5b555b5h5b55555bs 6$$55545555555555H5555554

In answering advertisements please mention this magazine.

AERONAUTICS Ps December, Vn?

The Only
IMPROVED

Propeller

The Only
PATENTED

Propeller

TRADE MARK
PATENTED MARCH 14, 1911; JULY 25, 1911; OCTOBER 17, 1911: OTHER PATENTS PENDING

PARAGONS bold a special grip on all who strive for the highest and best—those
who appreciate the maximum of strength, safety, service and efficiency as exemplified by
the modern, highly developed and improved propellers known as Paragons.

Paragons are made and carried in stock in three grades:

Grades A and B are the strongest, most perfect, most beautiful and most efficient propellers
in the world. Their durability is so great we can afford to insure Grade A against all accidents of
any kind while on the machine,—even at these prices—$45 to $58, according to pitch, for the 7} ft.
size. Other sizes accordingly. Grade B has all the strength of Grade A and nearly the toughness
at a cheaper price. Grade C is made of beautiful hard Cherry throughout. In strength, durability
and efficiency there is no other propeller equal to them (excepting our Grades A and B) either in
the United States or abroad. Only $31 to $41 for the 74 ft. size. Other sizes accordingly.

We are furnishing many Three-Bladed Paragons for Naval and Military Machines at one
and one-half times above prices. For hard service Paragons are pre-eminent, they never split.

Get our Information Blank, our Descriptive Matter and our Suggestions gratis, and be wise
about PARAGONS. Visit our new factory. Inspect our goods, our specially designed machinery
and other equipment. Seeing is believing.

With every Paragon, furnished upon full information as to the engine and machine, as provided
on our printed form, we give an absolute and unqualified guarantee not only that the propeller will be
perfect in itself but that it will be perfectly adapted to the requirements of the machine that it is to drive.

AMERICAN PROPELLER COMPANY, 243-249 East Hamburg St., Baltimore, Md.

BURGESS
HYDRO
TRAINING
PRACTICAL }

at no extra cost to become thoroughly familiar with the construction and design of the very
latest types of air and water craft. We are now building hydro-aeroplanes, aeroplanes and
flying boats for the U. S. Army and Navy. We assume all risk of breakage and provide
hydro-aeroplane for license test. QBoth the U.S. Army and Navy send their officers to the
Burgess school for training. :
Chief Instructor: Frank T. Coffyn, Licensed aviator

@Aeroplanes and hydro-aeroplanes for sporting and exhibition purposes ready for prompt
delivery. Booklet with full particulars on request. Flying at Marblehead until January.
Winter school located at Palm Beach, Fla., where training of U.S. Army officers will be con-
tinued. Applications for instruction should be made out at once for dating.

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

Licensees under the Wright Patents

EASON IONIAN HHI HIS HH HH I HH HI II TRIES

In answering advertisements please mention this magazine.

NEB IS MIMICS KRAMER EASE ARR EAR”

,
;
4
4
QUnequalled facilities are provided for instruction in the operation of the marine flyer over
Marblehead Harbor. The proximity of our manufacturing plant offers pupils an opportunity

UCCESSFUL manufacturers, those
that discriminate, are aware that the
efficiency and reliability of their engines de-
pend on the quality of the accessories.
No other ignition system has ever reached
the degree of perfection, has ever been con-
structed of such excellent material as Bosch
Magnetos and Plugs.
Specify Bosch and insist upon having it—
the excellence of the system has been proven
by its tremendously extensive use, over
A Million and a Half satisfying their owners.

Write for
“Locating the Spark Plug”

an interesting and instructive booklet

Be Satisfied—Specify Bosch

Bosch Magneto Company
223.225 W. 46th STREET, NEW YORK

AERONAUTICS

Page 157

December, 1912

Aviation Today and A National Aero-

dynamic Laboratory
By CAPTAIN W. IRVING CHAMBERS, U. S. Navy

The status of aviation in the world today
may be summarized as follows:

The work of established Aerodynamic
Laboratories has transported Aeronautics gener-
ally into the domain of Engineering, in conse-
quence of which Aviation has reached a stage of
development wherein the methods of scien-
tific engineers have replaced the crude
efforts of the pioneer inventors.

The development of Aviation for marine
or naval purposes has naturally been some-
what delayed, but, inspired by the early
demonstrations of our Navy, the naval
powers of the world are now devoting large
sums of money to this phase of development.
It may be asserted that although the aero-
plane has not yet arrived at the state of
perfection required by all the work con-
templated for it in naval warfare, yet it is
sufficiently advanced to be of great service
in many ways, should it be required for use
in emergency, and its satisfactory develop-
ment for extensive use is fairly in sight.

Those who are engaged in the develop-
ment of aviation for war purposes do not
pretend that it is going to revolutionize war-
fare, but it has been fully demonstrated that

of two opposing forces, the one which
possesses superiority in aerial equipment
and skill will surely hold a very great

advantage.

What is Being Done Abroad

France leads the world in aviation ana
all that she does is worth noting. A short
time ago in response to an inquiry by the
Minister of War over 3000 officers signified
their desire to learn aerial navigation.
Germany leads in aerostation, but is making
great progress in aviation also. France
has eight dirigibles, Germany thirty. The
number of aeroplanes actually possessed by
each is a rapidly increasing quantity, but
France will probably possess about 350 ‘be-
fore the end of the year, the ultimate aim
being to possess 1,000 as soon as the requis-
ite number of pilots can be taught to use
them.

It is significant of German foresight that
one of the first steps undertaken, when it
was decided to construct a large aeroplane
fleet, was to found an Aerodynamic Lab-
oratory. This is at Gottingen, where the
best Known course of instruction in aero-
nautics is ably conducted by Professor
Prandtl.

The following statement, while it does not
include all large sums that are being spent,
will suffice to compare our own activity with
that of some of the principal powers:

GOVERNMENT
POPULAR

a ee 1 | SUBSCRIPTION Ce
iran c Game eases ese $6,400,000 $1,000,000 $7,400,000
Genmany, 2-2... | 1,500,000 750,000 2,250,000
Russia 5,000.000 | ? 5.000,000
Great Britain...... | 2,100,000 | ? | 2,100,000
Mt aNlivp ce esseecreusres: 2 000,000 100,000 | 2.100,000
WaDaNtinnn.seeoseee ee | 600,000 ? | 600,000
United States......| 140,000

| 140,000

Exact details are lacking of the progress
in many other countries, but all progressive
powers are bent on keeping abreast of the
times, especially the British Colonies, Rus-
sia, Japan and Austria. The latter country
has produced one of the very best aero-
planes in existence, the Etrich, and is also
developing the hydroaeroplane.

Development in the United States Navy

When Congress appropriated $25,000 for
the development of Naval Aviation last year,
three officers had been ordered to aeroplane
factories for instruction, in anticipation of
three machines which were finally pur-
chased, two Curtiss and one Wright.

At that time a land aerodrome was nec-
essary for practice and a hangar was ac-
cordingly built on Greenbury Point, An-
napolis, Md., where a sufficient area of flat
land was prepared for an aerodrome by the
leveling of some trees and the partial filling
of a swamp. This served its purpose until
the Navy machines had all been provided
with hydroplanes and we had demonstrated
the practicability of carrying on instruction
entirely over water. The aerodrome is now
held in reserve for the housing of spare
machines, for the exercise of the land attach-
ment of the hydroaeroplanes and for any
other emergency use.

It was originally contemplated to establish
an Aviation School in conjunction with the
Naval Engineering Experiment Station,
where experiments could be expedited, but
it soon became apparent that the desired
number of officers and men could not be
spared away from their regular duties for
a sufficient period and that the progress of
instruction would be seriously delayed until
the machines had been suitably developed
and equipped for issuing to ships of the
Fleet, where practical instruction could pro-
ceed, with ample resources, in a systematic
routine way. Incidentally, it was recognized
that to get good service from these machines
in the Fleet constant practice would be
required and the personnel be made as

AERONAUTICS

Page 158

December, 1912

familiar with them as with other articles
of equipment.

This was the first object in favoring the
hydroaeroplane attachment.

Today it is recognized the world over that
hydro-aviation offers one of the most promis-
ing fields of development, for the reason
that a water aerodrome is nearly always
available, is safer in landing, is less ob-
structed and the aerial currents over water
are less treacherous than over land. A ship
provided with aeroplanes will thus become
the hangar and will be surrounded usually
by an ideal aerodrome, i.e., by water suffi-
ciently smooth for practice.

Last December the three machines with
their aviators were transferred to San Diego,
Cal., where a camp was formed.* * * *

After a season of winter work at San
Diego, the camp was transferred again to
Annapolis and located nearer the Hngineer-
ing Experiment Station on the north shore
OL ther Severn Rivier. ss) 2) shite

INSTRUCTIONS AND TESTS

Many officers, interested in this work, have
applied for instruction, but, as before men-
tioned, it has not been possiblle to detach
from their regular duties, even temporarily,
all who desire the experience. Hight officers
have qualified.

At the end of August, 1912, a total of 593
flights had been made by the four instruc-
tion aviators in the three machines. The
record stands as follows:

Lieutenants Ellyson and Towers made 402
flights, carried 211 passengers, flew 4,262
miles, with duration figured at 77 hours, 32
minutes, using Curtiss machines; with the
Wright machine Lieutenant Rodgers and
Ensign Herbster made 191 flights, carried
61 passengers, flew 2160 miles, with time in
air of 48 hours, 48 minutes.

During flights over water the aviator can
usually count on a safe place to land. For
this reason most of our hydro-flying has
been done at an altitude of about 500 feet.
But, as scouting and reconnaisance work
will require flying at an altitude of about
3000 feet, Lieut. Ellyson has demonstrated
that there will be no difficulty in flying the
hydroaeroplane at 3000 feet or over. On one
occasion he ascended to 2850 feet in 23 min-
utes and 25 seconds. On another occasion,
in testing a lower grade of gasoline, he
ascended 3200 feet, but it required 44 min-
utes to reach the first 2500 feet. Investiga-
tion of the different grades of gasoline
shows that the difference in efficiency is
considerable.

The longest flight yet made with passen-
gers anywhere, in the hydroaeroplane, is
that made by Lieutenants Ellyson and
Towers jointly, from Annapolis, Md., to
Hampton Roads, Va., and return, and this
flight simply demonstrated three things, (1)
the suitability of the “hydro” as a type for

long flights, (2) the practicability and util-
ity of the dual system of control, and (3)
the necessity for greater improvement in
motors. The return flight was enlivened,
in very cold weather, by a series of minor
mishaps to the motor. In making such
flights it is still advisable to follow a shore
line convenient for landing in case of motor
trouble.

Lieut. J. H. Towers, U. S. N., has recently
made a flight of 6 hours, 10 minutes and 20
seconds, with the standard Navy Curtiss
hydroaeroplane. This was made in due
course of regular work but it stands as a
world’s record for flight in a hydroaeroplane.
And any American endurance record in any
kind of a machine. A performance of five
hours only would have been satisfactory.

As a part of the instruction and a fruitful
means of informing us concerning necessary
improvements, many repairs have been made
by the aviators themselves and the enlisted
mechanics detailed for the purpose have
received instruction in this way. A new
Wright machine has also been built in this
way from spare parts purchased from the
Company.

It has not been possible, under the circum-
stances of a meagre appropriation and few
officers, combining instruction with experi-
mental work, to establish a thoroughly sat-
isfactory system of instruction as yet. The
idea would require each aviator student to
obtain a course of study in aerodynamics
and meteorology up to date, of about four
months, such as that recently established at
the Massachusetts Institute of Technology,
the theory preceding the practical work, if
possible. Such a course would be best at-
tained by the establishment of a school for
aviators in connection with the lectures ata
National Aerodynamic Laboratory.

Experimental Work. The work of instruc-
tion has been handicapped by a practically
continuous series of experiments, with the
result that long delays in repairing have ren-
dered work in both particulars slower than
was anticipated. On the whole, this method
of experimentation for the solution of prob-
lems other than the improvement of minor
structural details and the test of navigating
instruments is very unsatisfactory. Impor-
tant experiments involving physical _ re-
search should be relegated to an aerody-
namic laboratory and its aerodrome annex,
Other important experiments, such as the
development of wireless, requiring frequent
changes, should be made at an aircraft fac-
tory where extensive repairs and reconstruc-
tion are facilitated. Special facilities already
exist for doing such work at the Washing-
ton Navy Yard.

Some experimental work has been done
on different methods of installing the wire-
less plant, but intermittently, owing to the
absence of the expert officer whose sugges-
tions were being followed. Although the

AERONAUTICS

Page 159

KZ

December,

work is unfinished, it has given promise of
realizing a range of 50 miles at a sacrifice
of 50 Ibs. only in weight.

Most of the experiments have been de-
voted to improving mechanical details of
the motors and to trying different models
of hydroplanes, the result of laboratory in-
vestigation at the Model Basin.

Much useful information has been gained
thus about hydroplanes and many uncertain
but alluring ideas have been eliminated.
There are seven different types of hydro-
aeroplanes now in France, but our efforts
have been confined chiefly to two distinct
American types, the single boat with balanc-
ing pontoons and the catamaran type with
two pontoons. Both types have given great
satisfaction, but the single boat, which has
been used on both the Wright and the
Curtiss machines, seems best for our pur-
pose. It is superior in rough water and it
is the father of the flying boat, towards
which our ideas have always been inclined.

The Flying Boat was discussed in the ear-
ly days, about 1905, between Mr. Glenn H.
Curtiss and representatives of the Bureau
of Equipment. The first real flying boat was
made and tested at Hammondsport, N. Y., a
year ago last summer, and flown last winter
at San Diego, Cal. After several alterations
in the location of the motive power, the
Curtiss flying boat tested this summer, with
great satisfaction, by Lieutenants Ellyson
and Towers, is regarded as a decided ad-
vance in hydroaeroplane design and gives
promise of extended usefulness in rough
water.

Catapult. Tentative experiments with a
compressed air catapult for sending aero-
planes in flight over the shortest possible
track have been made and their early com-
pletion is expected to avoid requiring a ship
to carry a demountable platform. * * * * * *
Lieutenant Ellyson has successfully per-
formed the daring experiment of showing
the possibility and facility with which a hy-
droaeroplane can be sent in flight from a ship
in smooth water over an improvised single
wire cable, but I would not recommend the
use of this device on a ship with rolling
motion. Lieut. Ellyson also eagerly sub-
jected himself in a hydroaeroplane to the
extreme shock of the catapult device in
order to test the effect of such a shock, not
only on the aviator but on the motor attach-
ments and other fittings. This crucial test
was entirely satisfactory in its revelations,
although the aviator and machine got a
ducking, and it will probably never be re-
MuIredsacginey 8 eek Foe eos Fe

A simple and convenient self starter is a
practical necessity to the hydroaeroplane
before issuing it for ship use. Several me-
chanical devices have been tried with vary-
ing success, but other more promising de-
vices are about to be tried and there is rea-
son to believe that the very best will soon be
in use on all of our machines.

Instruments. Aviators and manufacturers
have been slow in making use of instru-
ments which not only make flying safer, but
which may be made to relieve the aviator
of much of the nervous tension and strain
of long flights and flying in uncertain weath-
er. A constant increase in the number of
disasters has disturbed the people of France
for some time, with the result that special
attention has been given to the problem of
safety; special efforts have been made not
only to improve inherent stability and struc-
tural strength, but to provide means for con-
trolling the equilibrium automatically. * * *
Simple and reliable automatic control de-
vices which may be added without sacrifice
of too much weight are now being eagerly
sought and some that may be rigged to work
automatically, semi-automatically or not at
all, at the will of the aviator, are being
made.

The Air Compass. Much important work
for which the aeroplane will be useful in
the Navy will not necessarily require the
air pilot to navigate in a fog or at night or
out of sight of his base, but in sea scouting,
which I think is destined to be one of his
principal spheres of usefulness, the pilot
may be caught in a fog, he may be obliged to
navigate at night and will have to lose sight
of his base frequently. It must be possible,
therefore, to navigate as accurately in air
as it is to navigate a ship by dead reckoning
at sea.

Motors. Improvements have been con-
fined principally to the correction of small
defects which have been made as soon as
discovered. Much more could be said about
what is still needed. When anything goes
wrong or when trouble begins in a flight
that promises well, some trifling detail of
the motor is usually at fault; a small pin
here, a pump connection there, but nearly
always something new and unexpected. It
was so with the early motors of automobiles
and this thought inspires confidence in the
perfection of aviation motors, although the
demand is still greater for increased power
or speed rather than reliability and dura-
bility.

A weight carrying aeroplane such as a
hydroaeroplane necessarily needs a motor
with considerable range of speed and the
same kind of motor is needed to reduce the
danger of alighting. This is not the kind
of a motor and combination of motor and
surfaces that now wins the speed contests
such as that for the Gordon Bennett Cup.
I think aviation would be improved if the
terms of future speed contests Were ar-
ranged so as to require each contestant to
go over the course twice, the second time
at an average speed 20 per cent. lower than
his highest average.

Requirements. A year ago our manufac-
turers requested specific information as to
the conditions to be satisfied in adapting the
aeroplane for naval use. The answers at

that time were necessarily indefinite, but
with the benefit of a year’s experience we
have been able to issue a set of “general
requirements” sufficiently broad in scope
to permit a wide latitude for ingenuity and
improvement.

These requirements cover not only the
peculiar conditions to be satisfied in Naval
Aviation, but, for the first time, require our
builders to show that their machines are
designed in accordance with up-to-date prac-
tice. Builders are required to provide tech-
nical data which will eliminate from com-
petition all who depend on haphazard meth-
ods. Complete stress diagrams under differ-
ent conditions of load and all the fundamen-
tal characteristics, a knowledge of which
is indispensible to an intelligent compari-
son of designs are demanded. The stamp
of approval is given to the introduction of
improved methods for the automatic con-
trol of equilibrium and our builders are en-
couraged to attain a high degree of efficien-
cy, to improve the factors which govern
safety and nothing is demanded that may
not be readily accomplished under the limi-
tations of the art as it is generally under-
Stoodsaty pre Semitecs tat ene etka e

Influence of Foreign Laboratories

Little more than a year ago our knowledge
of the effect of air currents upon aeroplane
surfaces was almost entirely a matter of
theory. The exact information available
was so meagre that aeroplanes were built
either as copies, slightly modified of other
machines, or else by way of haphazard ex-
periment. This state of affairs obtains to
some extent in the United States to-day
although in Europe aeroplane construction
is now largely based on scientific data ob-
tained at notable aerodynamic laboratories.

The intuitive, hasty and crude methods of
the pioneer can not succeed in competition
with the accurate and systematic methods of
the Scientific Engineer, and it is beginning to
dawn upon our perceptions that through
lack of preparation for the work of the scien-
tific engineer, i.e. through delay in establish-
ing an aerodynamic laboratory, a waste of
time and money, a decline of prestige and
an unnecessary sacrifice of human life has
already resulted.

Students of aviation do not need to be
informed of the practical necessity for aero-
dynamic laboratories. They have repeat-
edly pointed out, in aeronautical publica-
tions, the immense commercial advantages
to be anticipated from the establishment of
at least one in this country and they have
naturally expected that some philanthropic
patriot of wealth and _ scientific interest
would come to the rescue with a suitable
endowment fund that would enable such
work to be started in short order without
government aid. The fact that no patriot
has responded is disappointing, in view of
the large private donations that have done

December, 1912

so much for aviation in France, but in my
opinion, it simply indicates something lack-
ing in the manner of disseminating informa-
tion concerning the importance of the sub-
ject. I am not willing to believe that our
people will refuse to establish one when
they are fully acquainted with the advan-
tages to humanity and to sane industrial
progress and when a reasonable concrete

proposition is advanced for their con-
sideration. I have submitted such a
proposition which follows in general

outline, the ideas advanced in an address
to the Fifth International Aeronautic Con-
egress by one of the greatest authorities in
the world, the Commandant Paul Renard,
President of the International Aeronautic
Commission.

A National Aerodynamic Laboratory

Before considering the character of the
work to be done and some details of the
needed plant, it will facilitate matters to
show what should not be done at such a
laboratory.

There are those who dream of supplying
the laboratory with all the instruments
known to mechanics, to physics and even
to chemistry, in order to have a creditable
and complete national institution. They
would concentrate in one locality all the
scientific instruments and acumen available
with the false idea that economy would re-
sult. This would be a grave error.

The financial resources, however great,
are sure to be limited and a too ambitious
or a superfluous installation would squander
the sources of power and indirectly menace
the initiative of other industries. The
Bureau of Standards and Measures and
other Government branches in Washington
(and various civil bodies) also offer facili-
ties which it would not be wise to duplicate
imasuch a, laboLratonye me

TWO DISTINCT CLASSHS OF WORK

An aerodynamic laboratory should be de-
voted to (1) experimental verification, (2)
experimental research. The first is con-
cerned with testing the qualities of exist-
ing appliances, propellers, sustaining sur-
faces, control mechanism, ete. Usually
these tests are made at the request of in-
terested parties (as is now the case with
water models at the Navy Yard Model
Basin). A constructor or a designer will
bring, for example, a propeller and will wish
to know its power or thrust at a given speed
on the block or on a moving appliance under
the conditions of flight, or he may bring
several propellers to compare their perform-
ances and to ascertain what power they
absorb at different speeds.

One of the very successful appliances de- |
voted to this work at St. Cyr is a movable
car in which an aeroplane may be mounted
and tested at speeds, in perfect safety, as
to its strength, its efficiency and the suita-

AERONAUTICS

Page 161

Poi 10 e 2

bility of its control mechanism. This device
is specially adapted to make actual service
tests of sustaining surfaces—in other words,
to try out, in perfect safety, the relative
efficiencies of finished aeroplanes. It is a
most important adjunct, as it supplements
and rounds out the important research work
on models in the closed laboratory.

Tests of this character, i.e., verification
tests, constitute, so to speak, standard work.
They are performed at the request of manu-
facturers, clubs, independent investigators
and other interested parties on condition
of payment for the actual cost of the work.
They, therefore, contribute to ioe support
of the establishment. * * * Ee
The research work, which Sa asia con-
tinuously and patiently systematic, thorough
and precise investigation of new ideas, or
of old ideas with new applications, with the
specific intention of discovering laws and
formulae for advancing the progress of aeri-
al navigation, is of greater importance, be-
cause it is the short cut to substantial effi-
ciency, economy, improvement and prestige.

This work is concerned with developing
adequate methods of research in all branch-
es of aerial navigation and in furnishing
reliable information to all students, engin-
eers, inventors, manufacturers, pilots, navi-
gators, strategists and statesmen. The
knowledge thus gained should be disseminat-
ed regularly through publications, lectures,
open-air demonstrations and by exhibitions
of apparatus, instruments, materials and
models—in fact, by all the facilities of the
aerodrome, the showroom, the library and
the lecture room.

An exact knowledge of aerodynamics can
best be acquired in such a laboratory by
experimentation with standard scale models
in air tunnels such as those used by M. Hiffel
and others. In this way reliable data is
obtained of the air resistance to be encoun-
tered and the efficiency at various velocities,
the amount of lift, the effect of varying im-
pact at different angles of attack on the
stability, in fact all the exact data which,
reduced to curves and diagrams, enables the
engineer to design a machine in a scientific
manner. From such data the performance
of a new machine can be closely predicated.
The performance of the finished product can
be verified, later, as before described.

Much of the research work will be prose-
cuted at the request of technical men out-
side of the institution to whom the labora-
tory should offer, gratuitously as far as
possible, its material and personal resources.

THE COUNCIL AND ORGANIZATION

To obtain benefit from those researches
it will be necessary to know that they are
worth the time and expense, and a body of
men—a “Council” or a “Board of Governors”
—should be authorized to accept or reject
requests for this work. This will be a
delicate task, but the principal duty of the

council should be to establish and correct,
from time to time, a program of the research
work to be executed by the Director and
his Staff and to co-ordinate the work to the

best advantages within the limits of the
money available. “* *-* '* *
ENDOWMENTS, PRIZES AND REWARDS

If the laboratory should obtain, in addi-
tion to the funds required for prosecuting
researches by its staff, any endowments
of financial aid in excess of immediate needs
(and I am confident it will eventually), it
would accomplish useful work by offering
prizes and granting rewards for important
results achieved outside of the institution.

The complete role of an ideal aerodynamic
laboratory can be summed up in a few
words in the natural order of establish-
ment: (1) Execution of verification tests
by means of nominal fees; (2) Facilities to
technical men for prosecuting original re-
searches (3) Execution of researches in ac-
cordance with a program arranged by the
Council; and (4) Reward of commendable
results accomplished outside of the labora-
tory.

ATURE OF THE PLANT

Researches and tests can be made on
either a large or a small scale, preferably
on both. The use of small models can be
made prolific in results because of the com-
paratively small cost, provided we under-
stand the laws governing transformation
into the full sized products.

Certain classes of tests with large models,
such for example as the block test of pro-
pellers, do not require much space. But
the conditions are altered when such tests
are made on a machine in motion. These
more difficult tests are absolutely indispens-
able and very important to the usefulness of
an official laboratory.

Experiments and tests with small models
being comparatively inexpensive, private
establishments often undertake their execu-
tion, but when we attempt to draw con-
clusions from results we are obliged to
admit that the laws of comparison with
full sized machines are debatable the world

over. Comparisons are sensibly true be-
tween small surfaces and larger surfaces

that have been extended proportionately to
the square of the linear dimensions, even to
surfaces five or ten times larger, but when
we pass to much larger surfaces, aS we
are obliged to, we are forced to adopt
formulae with empirical coefficients ave
which there is indefinite dispute. * *

The laboratory should comprise, therefore,
two distinct parts, one devoted to exper-
ments on small scale models and the other
to experiments on surfaces of larger dimen-
sions.

When we have studied separately each
element, of an aeroplane, for example, it
will be necessary to test the complete ap-
paratus. An aerodrome annex is therefore,

AERONAUTICS

necessary, or, at least, the laboratory should
be located in proximity to an aerodrome of
which it can make use. In order that the
observations may not only be qualitative but
quantitative, it will be necessary to follow
all the movements of the complete machine,
to know at each instant the speed, the in-
clination, the thrust of the propellers, the
effective horsepower, and, in fact, to con-
duct a true open air laboratory for aircraft,
after the manner of certain tests that have
been prolific of results in France.

The English have established close rela-
tions between the Royal Aircraft Factory
and their Laboratory, the function of the
former being that of the reconstruction and
repair of aeroplanes, the test of motors and
the instruction of mechanics.

LOCATION OF THE LABORATORY.

The location of the model testing plant,
the headquarters of the Administration Staff
requires comparatively small space and
there is no reason why it should be remote
from a city or from intellectual and materi-
al resources. It is advantageous to have it
easy of access to many interested people
who are not attached to it.

The location of the open-air laboratory
should obviously be at an aerodrome, as
near as may be convenient to the model test-
ing plant or headquarters. Close proxi-
mity of the two parts is desirable but not
necessary. = * * We are fortunate in
having here, at Washington, ideal conditions
for the location of both parts. The model
laboratory should obviously be located on
the site of Langley’s notable work at the
Smithsonian Institution where the nucleus,
an extensive library of records and certain
collection of instruments, are still available.
The National Museum is also an ideal lo-
cation for the historical collection of
models that will result.

No more ideal location for the annex, the
open-air laboratory or aerodrome, exists in
all the world than that afforded by the as
yet undeveloped extension of Potomac Park.
This is government property which is of
doubtful utility as a park only, but which
would be of immense utility and interest as
a park combined with a scientific plant of
the character under consideration, * * *
One of the most attractive features of this
location is the advantage it offers as an
ideal aerodrome for both the Army and the
Navy, for both land and water flying, and
the opportunity it affords for co-operation
in all branches of the work of instruction
and experimentation. Furthermore, it is
near to the shop facilities of the Navy
Yard, the accomodations of the Washington
Barracks, the conveniences of the various
government hospitals, and it would doubt-
less add to the information and interest
of the nearby War College Staff and the

Page 162

December, 1912

General Board of the Navy. Its location
would enable our statesmen in Congress and
a great number of officials in all depart-
ments to keep touch at first hand with
the progress of aeronautics, with the quality
of the work done and with the manner in
which the money appropriated was being
expended. The educational facilities af-
forded by the work and by the lectures
would be invaluable to the course of instruc-
tion for Army, Navy and civil students of
AQETONAWLCS. = we

THE APPARATUS NEEDED.

It is useless to discuss here the various
instruments and methods which have been
subjects of some dispute abroad. All have
some good feature, but time has shown
where some of the cumbersome and un-
necessary installations may be eliminated to
advantage and where others may be im-
proved. The new plant of M. Hiffel at An-
teuil may be regardea as a model for the
wind tunnel and the aerodynamic balance.
A duplicate of that plant alone would be of
inestimable: walle. (eb ke teers ee

The moving-car previously referred to for
tests of verification would be the most use-
ful open-air plant and would soon repay the
outlay required by the value of the informa-
tion obtained from its use. A miniature
duplicate of this method for preliminary
tests on models with a wire trolley would
be of value in a hall of large dimensions.
It would be useful in winter work but not
mas View Mwai bo eer et Cn eee
An ideal endless track may readily be ar-
ranged at the Potomac Park extension,
preferably of rectangular form with rounded
corners. A railway track would be prefer-
able, but excellent results could be obtained
from auto trucks run on macadamized road
beds. Good results could be obtained by the
use of suitable hydroaeroplanes or flying
boats suitably equipped with instruments. **

A COMMISSION RECOMMENDED.

Inasmuch as more definite information re-
garding the actual cost of a dignified and
creditable but modest and sufficient installa-
sion should be obtained and as the details
of the plan, the scope, the organization and
the location of such an important under-
taking should not be left to the recommenda-
tions of one man, a Commission or Board
should be appointed to consider and report
to the President, for recommendation to
Congress, on the necessity or desirablity for
the establishment of a National Aerodyna-
mic Laboratory and on its scope, its organi-
zation, the most suitable location for it
and the cost of its installation.

Eprrorrat Nore: On December 19th, President Taft

appointed a commission to report to Congress on
the subject of a laboratory.

AERONAUTICS December, 1912

++

From the “MOTORWAGEN”’ of Nov. 20, 1912

In the testing establishment of Dr. Bendermann at Adlers-

hof (near Berlin) a 7-cylinder Gyro Motor was recently
tested. In a 5-hours endurance run and at 1,000 R.P.M., an
average of 45.7 H.P. was obtained. The fuel consumed was
14.7 Kg gasoline per hour and 3.06 Kg lubricating oil, which
is more favorable than the Gnome motor of the same horse-
power. The weight of the motor was 73 Kg.

Built of Nickel Steel and Vanadium Steel throughout

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower
Under Construction: 7-cylinders, 80 H.P., 5-cylinders, 60 H. P.

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET 2: =: = WASHINGTON, D. C.
Agents for SIMMONS Propellers

SESE ESEEEEEEESEEEEEEEFEFESESPEPSSSSSOE SESE EEE bbb bce he bebe be chet he ohooh che ole oho of of fe fo fe ofo fo fo of fo fe of oho oe of oe foe fo of fo fp foo afe ado fo deaoed

i ee ee ae i ee ie a ee a

In answering advertisements please mention this magazine.

ee eee

ee 164

| esees 1912

My Voyage in the International Balloon Race

By H. EUGENE HONEYWELL

BS PON nearing God’s country
SANSA and our own shores. on
board the ‘‘Amerika’’, I will
try to give you a brief de-
scription of the pleasures
and hardships we_ experi-
enced in the “Uncle Sam”
during the Gordon-Bennett
balloon race starting from
Stuttgart, Germany, Octo-
ber 27th, 1912. An elabor-
ate social program was arranged for our
entertainment and preparations for the start
of the great race were most complete. Our
number was 22 the last contestant to leave
the earth, in the strongest contested race
ever put up; there were by far the most
competitors of any of the international races.

We had a good opportunity to observe the
movements and the course of the balloons.
The first ten or twelve balloons seemed to
get away at a fairly good speed and direction,
but the balance of them hung around the
starting vicinity. We left terra firma at 5.22
p.m. in fine shape. Ascending to an altitude
of 500 meters, we gradually pulled away
from Stuttgart with eight of our competitors
on my favored course, northeast, with Rus-
sia as the destination. About 10 o'clock that
evening we passed over three more of our
competitors and spoke one immediately he-
low us, his course being north, while ours
was still northeast. The pilot answered in
French “Number ten,” which proved to be
“Isle de France’. Shortly after midnight a
heavy blankets of clouds obscured our view
of the earth. We were traveling very fast
then, to the north and I knew what that
meant—a storm was brewing in that direc-
tion. We ascended to 700 meters which
bore us more to the east. We could hear
sweet music and singing a good deal of the
time, and caught occasional glimpses of
lights of cities through the breaks in the
low clouds. We had a beautiful moon above
the great masses of ever-changing clouds
which resembled huge snow banks,—a per-
fect night in cloudland. At 7 a.m. we
crossed the River Elba. Good old Sol came
out bright and warm, chasing the clouds
away and affording a magnificent view of
German farms, with every foot under culti-
vation. We noticed no farm houses, as in
our country, but dozens of well kept villages
a few kilometers apart dotted the earth. On
looking about. we discovered only one of our
competitors, high up and far to the East.
Mr. Lang, my faithful aid, failing to get re-
sponse to his call to ascertain our where-
abouts, turned his attention to the lime
stove and breakfast,

About 2 p.m., we crossed into Russia, a
God-forsaken country. Immediately over
one of the garrisons could see Cossacks
drilling within the enclosure. I made a pic-

ture of this scene, as I did of many interest-
ing German subjects earlier, our altitude
being 2,000 meters.

The second evening we dropped down to
300 or 400 meters and at 8 o’clock passed
over the only city we saw from the balloon
in all Russia. We took this to be Warsaw
on the River Weichsel, course northeast.
Howling dogs and wolves made music and
song that night. At 2 a.m. clouds shut out
the beautiful moon and soon after that it be-
gan to rain. ‘Hell,’ I said, and began throw-
ing sand until daylight. We were running
between two cloud stratas. At about 6 a.m.
we decided to slide down on expansion and
ascertain, if possible, our position and direc-
tion; no sooner had we passed through the
lower clouds when it began to sleet and
snow. It was very cold and our gas bag re-
sembled an iceberg. The gas contracted
causing us to descend rapidly, and we both
began throwing sand by the sack. This was
in vain; all we had went overboard, but
this was not enough. The balloon crashed
into some dead trees with a great noise,
tearing many large holes and the hurricane
finished it in short order. The bag was a
total wreck.

Despite the early hour hundreds of peas-
ants, some with guns and axes, gathered.
None could read their own language, much
less talk ours. We drew a picture of a horse
and wagon. They shook their heads. We
then rubbed our stomachs, chewed our
thumbs and pointed up and down the rail-
road track. One long haired fellow pointed
west, holding up five fingers, by which we
understood “five verstes to town.” We gave
him some luggage and motioned him to lead
the way. We floundered through the deep
ice and snow after him, bringing up at the
station two hours later, about 9 a.m.

There we met an English-spoken lady, who
proved to be a good samaritan. Learning
our location, Sapadsen-Dwina, we secured
breakfast and a place to sleep in her house;
no hotels or the likes in that country. About
noon we secured a hand car and plenty of
willing help went after what was left of the
balloon. Most everything was stolen from
the basket and the foot ropes cut off from the
netting, we picked up what was left, leaving
the balloon, and headed back for the station.
That evening at 7:30 we boarded a train for
Eydtkuhnen, a German border town. At 2:30
in the morning we were dragged off the train
at Rieschitsa and locked up until 7 a.m.,
when we were placed on an east-bound train
and taken back to Weliki Luki, near where
we landed, and hauled before the Prefect
of Police who stripped us of most of our
clothing, searched us for maps, etc., which
were confiscated, together with our films.
We were even refused the privilege of wir-
ing our Consul at St. Petersburg. We were

(Continued on Page 175)

ok?

AERONAUTICS

Page 165

December, 1912

Resumé of the 1912 Aero Show at Paris

By LIEUT. RILEY E. SCOTT

N point of decoration, ar-

eee rangement and complete-

ness, the 1912 Aeronautical

I E Salon was far ahead of any

of its predecessors. The

os immense hall of the Grand

ISS) reais oe ere nour

poor ands of vari-colored stream-

IIIS) ers mingled with stands of

RIE SN) the tricolored flags of

France, beneath which re-

posed scores of various types of aeroplanes

—affectionately called “les oiseaux de

France’’—with glittering motors and immac-

ulately finished parts, made a picture long
to be remembered.

Yet, to one reasonably familiar with the
basic principles of the aeroplane, it was
scarcely necessary to make more than one
tour of the stands to realize that, so far as
principles are concerned, the aeroplane
stands to-day virtually where it stood when
Wilbur Wright made his memorable flights
at Le Mans in 1908. Aeroplanes are safer
and faster to-day because motors are more
reliable and more powerful and because of
structural refinements, but, beyond that, im-
provements have been “nil.” This assertion
searcely needs argument when we stop to
consider that the most successful makes of
the present depend, for their stability and
direction in the air, upon the wing-warping
(or ailerons) and the vertical and horizontal
rudders of the primitive aeroplane. In fact,
it may be truthfully said that the improve-
ment of the internal combustion motor—
the invention and development of the Gnome
motor, in particular—has been a greater
factor than any other in the development of
the aeroplane. Much has been said and
written about automatic stability, but the
writer has seen nothing in Europe that leads
him to believe thatt this all-important pro-
blem has been practically solved.

In completeness of exhibits, the 1912 Salon
led its predecessors by a wide margin, All
the standard makes of France were well
represented—and there are more than a
score of them—as well as several new-
comers and a few foreign makes. Of motors,
propellers and accessories, there was a con-
fusing variety, not to mention free balloons,
toy aeroplanes, demountable hangers, field
tents and the annual Michelin exhibit. The
old timers, such as the Farmans, Blériot,
Astra, Sommer, Nieuport, Deperdussin,
Breguet, Morane-Saulnier, Borel, Hanriot
REP, Savary and Voisin, occupied one or
more stands each and, in most instances,
exhibited a machine which had performea
some remarkable feat during the year. lor
example, I noticed the Maurice Farman with
which Fourny flew 13 hours 18 minutes

without landing; the monocoque Deperdus-
sin with which Vedrines won the Gordon-
Bennett Cup the Nieuport hydro with which
Weymann won the race from St. Malo to the
island of Jersey and return; the Blériot
with which Garres broke the world’s altitude
record, and several others.

Most of the old constructors have re-
mained faithful to their classic types, with
few changes and variations. The use of
steel, however, has greatly increased, sev-
eral constructors showing practically all-
steel machines, the most striking of these
being an all-steel Hanriot monoplane. This
machine is construced entirely to steel tub-
ing, even the entire wing structure and land-
ing chassis. A novelty is also the hinged
fuselage, the rear portion of which folds over
framework is also detachable.

Among biplanes, the Maurice Farman
seems to be better designed and constructed
than any other French biplane, and unques-
tionably leads all other in performance and
records. It is of robust construction, care-
fully put together, beautifully finished, and,
mounted with the reliable 70 H.P. renault
motor, stands a model of aeronautical design
and construction. Among monoplanes, there
seems to be little to choose between several
makes, especially the Nieuport, the Deper-
dussin and the Hanriot. These machines
resen ble one another in their main features,
are equally well construced, are all Gnome
motored and have many enviable records
to their credit. The monocoque Deperdussin
holds, for the moment, the world’s speed
record and was easily the most popular
machine exhibited, on account of its having
brought to France the long-coveted Gordon-
Bennett Cup. We should not forget, how-
over, that it was the Nieuport that took the
Cup from England to America, and while no
special speed machine was built this year,
I have been told by one high in the coun-
cils of the Nieuport company that this ma-
chine will not be missing next year in the
defense of the Cup. The Hanriot, a later
machine, shows most excellent design and
construction and excited much interest
among French and foreign military officers
during the Show. In fact, the little esca-
drille of Hanriots made a remarkably good
showng during the recent French man-
euvres, having covered several thousand
kilometres without a single breakage. This
monoplane will undoubtedly make a name
for itself during the coming year.

Of course, the Blériot stand was complete
and popular, the “piéce de résistance” being
a new military two seat monoplane, pro-

AERONAUTICS

Page 166

December, 1912

tected with light armor and mounted with
a machine gun. There was also exhibited
the famous one seat type with which Garros
won the Grand Prix of the Aero Club this
year. While the workmanship on these
machines was excellent, the writer hesitates
to put them in the same class with the three
monoplanes above mentioned, on account
of the great number of accidents that have
happened to this make and, particularly, on
account of specific cases of bad construction
that the writer has examined personally.
However, out of some seventy aeroplanes
that took part in the recent maneuvres,
twenty-three are said to have been Blériots,
which indicates that this maker is still in
favor with the military authorities.

Among the less well-known machines,
there is one, the Moreau monoplane, that
deserves particular mention. This machine
can be pronounced by far and away the most
ingenious and original in the Show. In gen-
eral construction, it is somewhat on the
Train principle, in so far as the pilot’s seat
is placed immediately under the wings,
whilst the motor—a 70 h.p. Gnome—is placed
in front on a level with the latter. The note-
worthy point, however, is the automatic lon-
gitudinal stability device, which from the
results obtained, constitutes the greatest
progress yet made in this direction. Briefly,
the invention comprises an oscillating seat,
on which the pilot and passenger are placed,
and which, when in flight and only when so
desired, is mobile in the longitudinal direc-
tion, thus forming a pendulum. This pen-
dulum remains, under every condition of
flight, perpendicular to the ground, and by
its weight automatically actuates, through a
connection of jointed steel tubes, an im-
mense tail surface of some seventeen square
metres, either depressing or elevating the
same without the pilot’s intervention. This
does not affect lateral stability, which is ob-
tained by ailerons in the usual way. Mon-
sieur Moreau states that he has flown by
ailerons twenty minutes without touching
the controls, and, in calm weather, can rise
or move about without affecting the stabil-
ity of the machine.

One of the most interesting features of
the Show was the appearance for the first
time of the hydro-aeroplane, which has been
introduced into Europe during the past year.
America stole a march on France in the
development of the hydro and, in my opin-
ion, still leads in this important branch of
aviation. The principal water planes exhib-
ited were the Farman, Nieuport, Sanchez-
Besa, Astra, and Donnet-Levéque. All of
these consist of standard types with floats
attached, with the exception of the Donnet-
Levéque, which, like the latest Curtiss, is
built directly upon a boat-like float. The
hydro-aeroplane is being taken up by prac-
tically all the principal French constructors,
but the St. Malo races, with their many acci-
dents and numerous repairs to floats, plainly

showed that the hydro is not yet an every-
day, rough-weather machine.

Several new motors were exhibited this
year, namely, the Burlot, Favata, Esselbé,
Laviator, Le Rhone, mostly radial and
rotary. However, a general survey of the
machines on exhibit showed that the Gnome
rotary, the Salmson radial water-cooled and
the Renault V-shaped air-cooled motors
reign supreme. The Anzani firm, which was
among the first to put aviation motors on
the market, also exhibited several very inter-
esting new types, all radial.

To a military man, the most interesting
and instructive exhibit was that of the
French War Department. In the military
stands could be seen over a score of mach-
ines of various types, some having made
famous raids, others new, the gifts of vari-
ous persons, business houses and cities dur-
ing the recent national subscription for mili-
tary aviation. But the most interesting of
all was the exhibit of military automobile
trucks for the transportation and repair of
aeroplanes in the field. Over a dozen such
trucks, dust covered from participation in
the recent maneuvres, were on exhibition,
showing the automobile adapted to various
uses, such as a travelling store house for
motors and spare parts, commissary and
mess trucks, complete repair shops, etc.
The most striking of these, however, was
the ‘‘camion-atelier Crochat’” (Crochat’s
workshop truck). This consists of an im-
mense automobile truck with electrical trans-
mission, equipped with a Brasier motor of
90-140 h.p., capable of transporting 41% tons
of useful load. It really affords a roomy
workshop, with several machine tools and
a complete outfit of ordinary tools, vices,
anvils, a forge, etc. It is well lighted by
electricity, which also supplies the power
for the machine tools. In completeness and
practical arrangement, I have seen nothing
approaching this field workshop. Its ser-
viceable qualities are proven by the fact that
it went through the hard service of the man-
euvres, was then sent to take station on the
eastern frontier and was afterwards recalled
to Paris for the Aero Show. It is only one
of the features, however, of the wonderful
equipment and organization by means of
which France has attained and maintains
supremacy in the air. Many official delega-
tions and hundreds of individual officers of
foreign armies swarmed around these mili-
tary exhibits, studying and profiting by the
progress that France has made in military
aviation, but, among them all, the United
States seemed to be unrepresented, at least
officially. It has often been said that the
Civil War would have lasted less than a year
had the government been prepared for war,
and everybody knows that, at the beginning
of the war with Spain, we were fortunate
rather than formidable. The neglect of Con-
gress with respect to military aviation, upon
which other nations are spending millions

(Continued on page 175)

AERONAUTICS

1912

December,

:—-—-

The Harlan Military Monoplane

“)\HE up-to-dateness of German

= he constructors is exemplified
ee) . in the Harlan factory

0 ye) (Harlan Werke G. m. b.
S H., Johannisthal, near Ber-
= lin, Germany). It is next

to impossible to secure de-

a

tailed drawings, jor the
a SOISQSAS ’
. Soe data for same, from any
Fa ME) Pas SQN) manufacturer. Makers ob-

ject, as a rule, to having
published even plan and elevation draw-
ings of their machines with general dimen-
sions only. Such data must, naturally, be
obtained either from the makers them-
selves, or by magazines and individuals
from the machines themselves in the hands
of good-natured private owners. The Har-
lan company is more broad-minded and has
sent, on request, three sheets of scale draw-
ings printed from plates at rather great
expense. ‘These are reproduced in this is-
sue.

This machine holds the four—and five—
world endurance records and has won many
prizes, one has been used about Constanti-
nople.

The general construction of the appara-
tus may be seen from these drawings. The
body is of trapezoid cross-section using
selected wood. The struts and cross-pieces
are fish-shaped.

The machine is furnished as desired,
either with or without covered body, or
with a windshield in front of passenger,
which hardly interferes with the observer’s
view below. With the latter arrangement
the radiator is furnished in extra small
size leaving enough room to right and left
of it for unobstructed downward view.
It is this arrangement that is particularly
recommended for military purposes; while
the completely covered body is adapted for
sports on account of its elegant appear-
ance and less head resistance.

By mounting 4 wheels instead of 2 on one
axle, the apparatus is able to land on very

rough ground. The added wheels also in-
crease the running surface, so that the
apparatus sinks less deep in plowed ground
and needs less starting spaze

Into tubular steel fastenings, welded to
the connections of the body, are fastened
four running gear supports made out of
fish-shaped ash. (‘The two front supports
slant towards the front so as to receive
landing shocks perpendicularly and are con-
nected through laminated springs with the
steel armored ash skids. The latter are
curved up so as to protect the propeller
in landing. These laminated springs miti-
gate partly any very hard shocks resulting
from an awkward landing on rough land-
ing place. The wheels are movable to the
right or left. The axle itself is provided
with rubber rings.

In the duplicate steering gear double con-
trol wires are all conducted over pulleys. A
patent on a connecting device through
which the two ean be instantly disconnect-
ed by a touch of the pilot in the rear, has
been applied for. Through this device the
pilot is enabled to disconnect his passeng-
er in front of him from the steering appara-
tus if they disagree in a perilous situation,
or his pupil, if he makes any grave Mmis-
takes. This device is so constructed that
any steering system can be connected in
this manner. This is of importance to
those pilots who have been trained to a
different system of steering.

The carrying ability of the wings has
been considerably added to througb experi-
ments with an extensive number of wing

shapes. At the same time in spite of their
proven solidity the wings of ail models
have been considerably strengthened. The
wings which span 13.8 meters, are open
in the rear. This aperture is for the
purpose of letting out, though the rear
edge of the wing, any air which may be

found between the coverings through some

AERONAUTICS

Page 168

December, 1912

hole in same, which might cause unequal
pressures on the wings.

The fabric is rubberized cloth, treated
in addition for strength, insusceptibility to
climatic changes and to make cleaning of
the surface possible,

‘The blocks between the ribs of the wings
are not solid wood, as in common practice,
but consist of three layers of wood glued
together crosswise. This results in obtain-
ing extraordinary strength and permits the
screws which connect blocks and ribs to be
screwed into the wood against the grain
instead of with the grain where they hold
poorly. A big proportion of the wood fibre
of the block runs parallel with the rib
which permits a strong gluing together.

The flexible wing has great advantages
over the stiff type, because it acts as a
stabilizer. It is common practice to con-
struct the elastic wing ends of bamboo. The
Harlan company use double spruce strips,

laid over one another, which when they
have obtained a certain limit of elasticity
become stiffened against each other and

thus preventing a_ strip from becoming
strained past the breaking point. This is
accomplished through a thin plate on one
strip with a slot through which a pin glides.
This pin moves in the opposite slot within
the limits prescribed by the length of the
slot, thus preventing the bending of the
rib to the breaking point.

Defects in the materials of important
parts of flying machines have resulted in
falls. To avoid this the wires, bolts and
connections which transfer the pull of the
wings to the body are, therefore, arranged
in such manner that even with a defect
in material and resulting break of a wire,
connection or bolt, an accident is out of
the question because of the double con-
struction. Each of two wires running from
point to point along side of each other is
fastened in two eyebars. Each wire, or
other part has a multiple factor of safety
and has been retained at this strength
although two may be used where formerly
one only was deemed ample.

The main “frame piece of the wing being
of such dimensions in the new machines
of big carrying capacity that it is impossi-
ble to prove its faultless quality, is cut
apart. The resulting pieces, each of which
is computed of sufficient strength to carry
the entire load alone, are shifted and then
glued together, so that here too any defect
in the material would not mean danger to
the occupants of the machine.”

All connections are fashioned out of forg-
ed steel. Steel has even been used where
a break seemed to be excluded; while all
other parts, on account of effecting repairs
under warlike conditions, are made of
wood.

The skids as well as the motor-bridge,
consist of wood armored with steel.
Through the wood on one side and steel
bands on the other a high elasticity of
these much used parts is obtained.

A large gasoline tank is provided with
a pressure gauge. The machine is also pro-
vided with .a tachometer, ignition and
carburetor levers, a barometer and a roll-
ing map device. The gasoline pipes are
of flexible tubing in places exposed to vibra-
tion. To prevent unnecessary running of
the apparatus on unfavorable ground a
brake is provided.

The stabilizing planes as well as the rud-
der are not curved and do not form any
angle with the line of flight.

By pushing forward on a lever, the ma-
chine is headed down, and vice versa. The
lever can be locked in position, leaving the
hands free. By pushing a foot lever down
on the high side, low side is lifted and the
high side depressed, and vice versa. The
vertical rudder is operated by a wheel in
the same way as in an automobile.

An Argus, Bosch-equipped, 100 h.p. 4 eyl.
motor drives a 2-bladed tractor of 2.7
meters diameter.

The engine shaft, exactly balanced, is
made out of high grade chrome nickle steel,
hollowed out by boring, and provided with
ball bearings to take up the aerial thrust
of the propeller. The connecting rods are
made “I”? shape out oi chrome nickle steel.

The carburetor is regulated automatically.
The consumption of gasoline and oil is ab-
normally low in the Argus motor, because
it consumes at its highest efficiency of
from 102 to 106 h.p. only 21.5 kg. of gaso-
line and 38 to 4 of oil. With a working
load of 250 kg. the machine climbs about
100 meters per minute. The area of main
Wings is about 30 sq. meters. It has been
assembled in 63 minutes and dismounted
in 24 minutes by unskilled men. In setting
up, the wings are mounted correctly avoid-
ing necessity of measuring. The speed is
measured at 112.5 km. per hour.

Scale Drawing of

Harlan Military Monoplane

AERONAUTICS

Page 170

December, 1912

New Developments in Aeronautics

Fig. 1

NAVY AEROPLANE CATAPULT

The Navy Aeroplane Catapult is a simple
device for getting aeroplanes away from a
ship in the quickest manner and over the
shortest track, the object being to avoid
carrying on board ship any more _ para-
phernalia than necessary to accomplish the
object.

It has been demonstrated several times
that an aeroplane can leave a ship by its
own power over a suitable platform that is
long enough and can even alight on such a
platform, under favorable circumstances,
but it is desired to avoid the encumbrance
of a platform.

The Catapult is so small that it occupies
little space, it can even be mounted for use

f
|
{

] - eT

on top of a turret, it can be transported to
any location on the ship and it can be read-
ily dismounted and stowed away clear of
the guns.

Compressed air is used for the power, as
all ships carrying torpedoes are supplied
with air compressors. When preparing the
apparatus for use the air is pumped, to a
suitable pressure, into a receiver which is
connected with a small cylinder conven-
iently located on deck. The piston of the
cylinder has a stroke of about 40 inches and
the piston rod is connected with a small
wooden car by means of a wire rope pur-
chase which multiplies the travel of the
piston to any desired extent or to any limit
fixed by the travel of the car on its tracks.
F Y ye

AERONAUTICS

SESE EE EEE EEE EEL EE EEE EE ELE ET

C. & A. Wittemann

AERONAUTICAL ENGINEERS

+

Manufacturers of

Biplanes Monoplanes
Hydro-Aeroplanes

Gliders Parts

pence Machines and Parts Built }
: to Specifications

Propellers

i

aw

Large stock of Steel Fittings, Laminated Ribs,
and Struts of all sizes carried in stock.

Hall-Scott Motors, 40-60-80 H. P.

Your Opportruntry—One single covered Biplane
for immediate delivery. Slightly used, with
8 cyl. 60 H. P. Hall-Scott Power Plant.

FLYING AND
TRAINING GROUNDS

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

Established 1906

hehe Bode food Bote he che ohooh fo oho ofp fe fo cho ofo oho fo food ofoofoofe ofp feof ofp af ofocfo ogo ofe of ofoofoafp

Tel. 717 Tompkinsville

ADAMS-FARWELL
REVOLVING MOTORS

HAVE BEEN IN
DAILY USE FOR
TEN YEARS.

ofp fo fo oo of of fe of of of of ofe of ofe of ofe of oho of fe of of of oe oho ofe oho af of ole fo ofp ofp ofo-afo oho of fe fo ofoofe oo ohooh

eb}

f
:
nt
ni
i
net

This is our
72.HUP

M
450 Ibs. thrust
with 9-ft. pro-
peller of 6-ft.
pitch.

Ask for our
Circular No.16A
OMPANY

21 ATHOL STREET, DUBUQUE, IOWA, U. S. A.

BUILD YOUR OWN

HYDROS ==

Over 100 complete
1
$8.00

drawings
Loree: some ce size
AERONAUTICS,

ONLY ‘COMPLETE PRINTS
EVER SOLD
250 West 54th St., New York

TTI TM YM
} a c
Yj Yj
YY fijf

17 North La Salle

1912

December,

|

PKI II II II II II III I IAI III IIIA

FLIGHTS

Aerial Sight-seeing Tours
Arranged on Demand

Piloted by
FAMOUS AVIATORS

Instruction and Licenses

Used Material, Motors,
’Planes, ete.

“AERONAUTICS”
250 West 54th St., New York

Phone, Columbus 4833

PAL nS

OOOO a

JOA OOOO I ag
PPR TRA IRDA ADDI IIIA IAI A AIA AA AAA AAS SASASIAAADS.

aur

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

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

EL ARCO RADIATOR COMPANY

Broadway and 57th St., New York City

Also Manufacturers of Automobile Radiators of all types

THE AERO WHEEL CO.

Builds all Kinds of Wheels for Aeroplanes

and Monoplanes
Standard or Special Sizes at Very Low Prices

782 Eighth Avenue New York

(Bud) MARS, now # esate season 1912.

Have never been connected with the American
Aeroplane Mfg. Co. and School of Aviation.

Street, Chicago, Ills.

In answering advertisements please mention this magazine.

AERONAUTICS

December, 1912

Aero

RATES: 15 centsa line, 7 words to the line
Payment in advance required.

GNOME FIFTY—who wants it? Has been
used by Charles F. Willard. Perfect condition.
Make offer. Address, “‘GNOME,” c/o Aero-
nautics.

RARE BOOKS—Oceasionally it is possible to
secure copies of Wise and Astra Castra. These
are very scarce and are two of the absolutely
necessary books for an aeronautical library.

ASTRA CASTRA, by Hatton Turnor,
London, 1865, many fine plates. $10.

A SYSTEM OF AERONAUTICS, Comprehend-
ing its Earliest Investigations and Modern
Practice and Art, Designed as a History for the
Common Reader and Guide to the Student of
the Art, by John Wise, 8vo., cloth, Phila., 1850.
$10. Aeronautics, 250 W. 54th St., New York.

Cloth,

ASSORTMENT of complete power plants, in-
cluding; Curtiss 25 h. p., 4 cyl.; Clement-Bayard
30’s; Kirkham 60; Hendee (Indian) 7 cyl., 50.
Bargains at 50% \below. cost.

Immediate delivery of genuine Bleriot and
several antiquated but successful aeroplanes of
unexcelled workmanship ‘‘for a song.’’ Address,
Assortment, c/o Aeronautics, 250 W. 54th St.,
ING Ye Cully.

SPECIAL GOOD BARGAINS—1 Gnome
engine, 50 h. p., complete with mountings for
biplane, everything ready to run. Can demon-
strate. Nearly new. Fine condition. $2,000.

Complete set of parts for Gnome 50, enough
to assemble complete engine; all kinds socket
wrenches and tools for same; mounting frames,
controls, ete.

Bleriot type monoplane for Gnome engine,

two Bleriot types with Anzani engines. Sets
of parts.

All these from well Known concerns. Every-
thing can be seen before purchase. Cheap for
eash. Address Mono, c/o Aeronautics, 250 W.
54th Street, N. Y. City.

ENGINE FOR SALE—S8-cyl. ‘‘V,’’ list price,

$1,500, new, never used. The one who buys
this motor gets one of those few real bargains
that aren’t picked up every day. Thoroughly
tested by maker who desires to sell the last one
in his shop. Complete with propeller, $800. Ad-
dress. ‘Hight Cylinder’, c/o Aeronautics, 250
W. 54th St., New York.

LATERAL STABILIZER—Wish $300 to com-
plete lateral stabilizer. Have experimented suc-
cessfully in actual flight with crude mechanism.
Entirely eliminates periodic oscillation. Address
“Stabilizer,’’ care Aeronautics, 250 W. 54, New
York.

AN UNUSUAL OPPORTUNITY for big profits
in Aviation School connected with. established
aeroplane factory. Well located. Fine prospects.
Investment of $5,000 admits investor as director
of corporation with brilliant future. Investigate.
Address, J. B. c/o Aeronautics.

FOR EXCHANGHE—Wanted to exchange one
5-passenger EMF - 30 automobile, in fine shape,
for an aeroplane motor or complete aeroplane.
Theo. Brode, Plaquemine, La.

THIS MONTH—Ford ‘‘22’’, will fly light ’plane,
only $60. Six cyl. high tension magneto, A-1,
$20. Radiators, $25. Model supplies.—H.
Gleason, 16 Bellevue St., Worcester, Mass.

Mart

WANTED an aviator with some experience
that can furnish a motor to help me fly my
machine for an interest in my patents. I have
a machine complete ready for the motor that
will interest you and it will cost you little to
write me for cuts and deseriptions of my in-
vention, which is covered with patents and
then if you can’t see anything in it, you
needn’t go any further, for if I can’t convince
any thinking man that I have the completest
aeroplane that has been patented, to date, I
don’t expect him to take any interest in it
whatsoever; but if you feel that an interest
in the best machine patented, to date, would
interest you, write to G. W. Thompson,
Kingston, Okla,

FOR EXCHANGE—Will exchange 22 H. H., Buick
automobile, in good running order, for aeroplane motor,
R. Vosatko, Box 38, Uvalde, Texas.

U. S. Patents

(Continned from Page 179)

ISSUED DECEMBER 3

1,045,850, John Jirasek, Newark, N. J., AERO-
PLANE and means for tilting main planes
and ailerons.

1,046,025, Francois Rilleau, Los Angeles, Cal.,
PARACHUTE capable of sustaining, sufficient
for the purpose, aeroplane and passengers.

*1,046,028, Ludwig Schmidl, or W. Neustadt,
Austria Hungary, AEROPLANE in which the
lateral extremities of the wings may be
“reefed’’ or folded.

1,046,219, William Phillips,
ING MACHINE.

1,046,372, Linton T. Bassett, Newburgh, N. Y.,
PROPELLER.

1,046,385, Herbert E. Hawes, New York, N. Y.,
PROPELLER.

Chicago, Ill., FLY-

ISSUED DECEMBER 10

1,046,682, Otto Trossin,
FLYING MACHINE.
1,046,721, James H. S. Bartholomew, Occidental,
Cal.. and Eugene F.. Heath, Santa Rosa, Cal.,

BOAT, for aeroplanes.

1,046,820, Davis L. Marry, Idabel, Okla., FLY-
ING MACHINE.

1,046,895, Bernard B. Stubblefield, Nashville,
Tenn., FLYING MACHINE.

Hamburg, Germany,

1,047,010, Gustave F. Eklund, Dracut, Mass.,
FLYING MACHINE.

1,047,088, John R. Gammeter, Akron, Ohio,
AEROSTAT in which the envelope is com-

posed of a fabric of woven metallic ribbons,
etc.

1,047,098, Walter G. Madison, Ames, Iowa, FLY-
ING MACHINE.

Double Hydro Floats, weight, 55 lbs. each, pair, $250.
Running Gears, Farman or Wright, complete, $42.50.
Hubs, knock-out axle or to fit, 1", 14g", 144", or 144".

AEROPLANE WHEELS

J. A. WEAVER, Jr., Mfr., 132 West 50th Street, N. Y
Wheels, 20" x 214", complete, $6.00 — 20"x 3", $8.25,
with Curtiss or Farman type stock Hub, 6" wide.

We make any size or type of wheel. Send for list.

Compare my prices with all others.

AERONAUTICS

Page V7 1

December, 1912

The aeroplane of course rests upon the
car and, when a flight takes place, both
are projected from the tracks together in
about 1%4 seconds, the pressure being auto-
matically and gradually accelerated through-
out the stroke. The car drops into the
water when free from the tracks and is
hauled on board by a rope attached to it.

The device, as used at the Washington
Navy Yard, Nov. 12, 1912, was mounted on

Figs.

hydroplane was not more than two feet above
the water. When discharged the hydro-
aeroplane gradually arose in a steady beau-
tiful flight, as soon as it left the tracks,
without any tendency to seek the water.
(see Fig. 2 in which the car is seen just
dropping clear of the hydroplane.)

During a previous trial, at Annapolis, the
device was mounted rigidly on a wharf.
The car and machine were both free to
lift from the tracks during any part of the
stroke and after the aeroplane motor had
been started full speed, the full pressure of
290 lbs. was turned on at once. On this
occasion the machine reared at about mid-
stroke and, as a cross wind was blowing,
the right wing was thrown up and a cork-
screw dive into the water resulted. Lieut.
Ellyson, the aviator who managed the ma-
chine on both occasions and whose iron
nerves were relied on to stand the shock,
was fully satisfied, by this extreme test, that
the shock ought not to deter any good
aviator. It was also gratifying to note that
no part of the machinery or fittings was
ruptured or showed any signs of weakness.

When tried at the Washington Navy Yard,
November 12th, the float enabled the appar-
atus to be pointed towards the wind, which,
however, was nearly calm at the time. The
car was held down to the tracks by reverse
flanges and extra wheels and the balanced
valve of the cylinder was arranged to be
gradually opened to full power by a simple
wedge shaped cam attached to the travel-
ling block on the piston head. The aero-
plane was also held down to the car by an
iron strap, the ends of which were tripped
automatically at the end of the stroke by
studs on the tracks.

Several preliminary tests of the device,
with sand bags to represent the weight of

3 and 4

a float (see Fig. 1) so that the bottom of the
the aeroplane, were made before the final
test of Nov. 12th and curves of speed and
pressure were obtained in each case. These
curves are reassuring and demonstrate the
possibility of getting, by this method, the
curve of velocity to follow any trajectory
desirable within practicable limits.

Figure 3 represents the car weighted with
sandbags for a test at the Navy Yard and

Figure 4 shows the car with its sandbag
burden just leaving the tracks. It is inter-
esting to note in this picture some of the
heavy sandbags and the block to which
the holding down strap was attached sus-
pended in midair, while the comparatively
light car is dropping away from them.

The picture Fig. 4 also shows the airflask,
the cylinder, the piston rod and the cam.

EEVWERSMEVE SHIEED

The eye and nose shield recently market-
ed by the Sanitary Sales Co., of Bradford,
Pa., ought to appeal to air motorists. The

shield is very light and gives clear vision
on all sides, which is not accomplished by
the usual goggles. A bit of gauze protects
the nostrils from flying dust. Harry B.
Brown has been flying with it and announces
it a success.

AERONAUTICS

BLONDIN LATERAL CONTROL

The description of a new system of lateral
control designed to obviate the use of warp-
ing or ailerons has been sent to AHRONAUT-
ICS by Joseph A. Blondin, of Los Angeles,
Calif. He wishes to have this system of his
invention given publicity in order to forestall
any attempts to monopolize it in any way.

The system carries vertical “keel-rudders,”
adapted to the skid frame design, the rudder
portions of which normally form part of the
keel. These rudder portions are restrained

from swinging inward and operate, one at a
time, only in an outward direction.

eee BL DIN LATERAL CYTAY, *°

Considering that comparatively widely
separated skids be used, Mr. Blondin says:
“Losing lateral balance, the machine begins
to ‘toboggan’ in the directions of the low side
(See Fig. 2). This action is resisted by a
resulting air pressure against the keel (1’)
covering the skid. Gravity then acting inside
the point of resistance will tend to lower
the high wing and will be aided by the oper-
ation, outward, of the keel rudder on the
high-wing side, (2’). This rudder will de-
compose the air pressure then acting against
it in two forces: one, tending to ‘right’ the
machine through a side pressure exerted
under the center of gravity of the machine,
and the other (3’) tending to turn the ma-
chine toward the high side, by reason of the
rudder’s drift-resistance on that side; which
later action is, in reality, the sole power at
the disposal of aviators flying all existing
types of aeroplanes. So, in addition to this
last named power, the ‘Blondin system’ sup-
plies two others; one of which is automatic
and, the writer believes, capable, in itself,
of restoring balance under most ordinary
conditions of flight. * * * The system com-
prises the use of the usual vertical steering
rudder, although it is conceivable that the
latter might very well be eliminated follow-
ing a series of development of the system in
question.”

CAPDEVILA CONTROL SYSTEM

A locking control device has been invent-
ed, (and patents are pending in the United
States), by F. Capdevila, of 248 West 45th
Street, New York. In a general way, the
arrangement resembles the Curtiss type of
control, pillar and wheel. In use, all oper-
ations are normally locked. Pressing one

Page 172

December, 1912

small lever on the wheel releases the rudder
control: another releases the elevator for
operation, and a third, the stability. A foot
pedal releases all but the warping (or
aileron control. Having reached the desired

elevation and direction, the controls may be
locked to save the pilot from fatigue, or
they may be locked for the purpose of mak-
ing notes or taking photographs.

The elevator is operated by moving the
pillar and wheel toward or away from the

pilot. Direction is obtained by turning the
the pillar about its vertical axis, and the
stability is secured by turning the wheel
only. The outfit, which is placed on the
market, lists at $150. Its weight is 28
pounds, seat included. The device has all-
ready been tried in flight by aviator Fitz-
simmons.

You ask me if I am satisfied. I should say,
“Yes”. Your paper is all right in every way,
and I am waiting for every one of your maga-
zines that comes out.—P. H. S., New Jersey.

T like the magazine very much and think it
is worth the money. Wishing you success,—
M. D. C., Mississippi.

IT hate to miss any number of your excellent
magazine, which is the best of its kind that I
know of.—S. B., Penna.

-

eee

_ December, 1912

SS SS

Another Record for the

CHARAVAY

PROPELLER

American Passenger Altitude:—5,006 feet — 1 hour, 6 minutes
SLOANE AEROPLANE CO.

Agents :— Eames Tricycle Co., San Francisco;

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 with

Curtiss Seats - = = 5.50) | every, $50.00
der f
5-Gallon Tanks - = 6.15 Neconautienl
Aviator Caps - - - 1.25 HDDS
Outrigger Fittings - - .29 DINED AVI-
Oval Post Sockets - - .17 | ATOR CAP.

Aluminum pulleys with brass bushings:
2" 25¢e, 24" 30c, 3" 40c.
Wheels and Tires complete, Eclipse Hub:
20x23" $6.75 20x38" $9.50
E. J. WILLIS COMPANY, New York City
85 Chambers Street (Telephone 3624 Worth) 67 Reade Street

ALBATROSS ENGINES

Made in two sizes

50 H.P. 6-cyl. Air-cooled,

PRICE, $650.00 Complete

100 H.P. 6-cyl. Water-cooled, {sight
PRICE, $850.00 Complete

Weight
250 lbs.

Agents Wanted

ALBATROSS COMPANY

DETROIT, MICH.

Catalog Free

National Aeroplane Co.

1733 Broadway, NEW YORK CITY

, Chicago ; W. E. Boughton, Washington, D. C.

DETROIT ARO POWER PLANT
compLete $300 reaoy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO,
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS.

‘S GUARANTEED to

21OLBS. MIN.STATIONARY THRUST
158 LBS MAX.WEIGHT(COMPLETE) “pea
36 HOURS DELIVERY fe

LIFT AND FLY

CURTIS BYPLANES
BLE RIOT XI MONOPLANES
DEMOISELLE MONOPLANES
OR CRAFTS OF SIMILAR MAKE

DETROIT AROPLANE CO.

MICHIGAN

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.

AERONAUTICS

New and Enlarged Edition, Commencing January, 1913

The Leading British Monthly
Journal Devoted to the Technique
and Industry of Aeronautics.
(FOUNDED 1907)
Yearly Subscription One Dollar,
Eighty-Five Cents Post Free
Note:— A specimen copy will be mailed

free on receipt of 15 cents.

HEAD OFFICE: _—_"=
3 London Wall Buildings, London, England
American Office: 250 West 54th Street, New York

SESE EEEEEEE TEEPE EE

:

In answering advertisements please mention this magazine.

~,

AERONAUTICS December, 1912

Free Instruction in the Operation of the

CURTISS FLYING BOAT

WILL BE GIVEN
To Those Taking a Regular Course of Training at the

Curtiss School of Aviation
SAN DIEGO, CAL.

FINISH OF HYDROAEROPLANE RACES AT HAMMONDSPORT, N. Y.
David McCulloh in his ‘‘Flying Boat’’ leads; he is accompanied by Mr. Curtiss, Lincoln Beachey is second,
accompanied by Lansing Callan, while Francis Wildman, instructor at Hammondsport
School, is third with the Standard Hydroaeroplane.

Among the men who have learned aviation at Curtiss Schools are:

Lieut. T. C. ELLYSON, now in charge of the aeroplanes of the U. S. Navy.

Lieut. J. H. TOWERS, who just established a new World’s Hydroaeroplane Record of 6 hrs., 10 min., 38 sec.

H. ROBINSON, who recently introduced the Hydroaeroplane in Europe and is now instructor in a Curtiss School.

C. C. WITMER, now in St. Petersburg demonstrating Hydroaeroplanes to the Russian Navy and Army.

Lieut. J. W. McCLASKEY, instructor in a Curtiss School.

LINCOLN BEACHEY, “The World’s Greatest Aviator.”’

S. C. LEWIS, now instructor in the Morane School in France.

J. LANSING CALLAN, now an instructor in a Curtiss School.

FRANCIS WILDMAN, now an instructor in a Curtiss School.

BECKWITH HAVENS, now a demonstrator.

W. B. ATWATER, now demonstrating to the Japanese Government.

Besides, a score of men who own their own machines and fly in contests and exhibitions and a dozen others have
taken positions with either manufacturers or exhibition concerns.

UR SAN DIEGO, CAL., AVIATION TRAINING GROUNDS, situated on North Island, in San Diego Harbor, are

the finest in America, if not in the world. North Island is leased by us exclusively for Aviation purposes, and

comprises one thousand acres of flat, level sand, unobstructed by rock, tree or building, thus offering every
advantage as a flying course. The island is entirely private, yet within a few minutes of San Diego, one of the
most progressive and attractive cities on the Pacific Coast.

THE FIRST CLASS BEGINS INSTRUCTION DECEMBER Ist.
THE SECOND CLASS WILL START JANUARY Ist, 1913.

A $100.00 deposit will reserve a place for you in this class. Mail or wire it to-day.
Our Booklet “‘TRAINING” mailed upon request.

THE CURTISS AEROPLANE CO.

HAMMONDSPORT, N. Y.

In answering advertisements please mention this magazine.

AERONAUTICS

Page 173

December, 1912

TESTING MOTORS AND PROPELLORS

An interesting engine and propeller test-
ing device has been described in a German
periodical by a Herr Scheit. The aeroplane
is pivoted on a stand, Fig. 1, the pivots
being located on an elongation of the motor
axis, so that the torque or turning effort,
which rotates the propeller, strives to turn
the machine around the axis, much as a

pendulum would swing. This torque 1s
equal to the torque of the motor and is
measured by putting a weight, W, on the
scale pan so that the balance keeps even
and the aeroplane remains horizontal later-
ally. To calculate the horsepower delivered,
let R equal the length of beam to the axis,
N the observed r.p.m. of the motor, W the
weight in pounds. The effective power can
be found by applying the formula—

W X 27R X N
PS ee
33000

The principle used here is the same as is
frequently adopted in automobile factories
in this country for testing engines for power

and endurance. It has an advantage, in
that no cooling devices are necessary on
the brake or power absorbing device.

To test the tractive power of a propeller
the base of the stand may be mounted on
pivots F. The wire M is connected with a
weight G, which is placed on the scales, If
the motor is running, the propeller will
raise the weight G,. The tractive power is
measured by putting on the scale-pan N
another weight, G., until it balances. The
formula then is—

G, — G, = Tractive Power
With the same apparatus, one could sub-

stitute a spring balance for the weights G,
and G, and read the tractive power direct.

SINGLE BURGESS FLOAT

A single float or pontoon has been attach-
ed to a converted Wright biplane for the
Navy by the Burgess Co. & Curtis. A 4-
cylinder Sturtevant muffled engine is used
and no sound can be heard at a height of
250 feet.

The single boat is a new Burgess type
hydroplane having two steps, center step
located at about the longitudinal center of
pressure and having bottom lines extending
at a distinct angle upwards, concave in form
at the step running aft to a flat surface.
The step is ventilated.

Extensive experiments justified the de-
sign. At rest the boat is practically hori-
zontal with the water. As the speed in-
creases it climbs on the forward step until
it planes on this step alone.

The slightest inclination of the elevator
then throws the weight back onto the rear
step and at the same time presents the
wings to the wind at a satisfactory climp-
ing angle enabling the boat to leave the
water easily and without suction.

The landing is easier and effected with
less splash than with the older type hydro-
planes. The material used for the sides is
the best Spanish cedar planking, reinforced
by trusses; the bottoms are of copper rein-
forced with small longitudinal keels and the
tops are copper. Air tanks are attached un-
der each wing-end.

AERONAUTICS

Page

December, 1912

THE ANDREWS SURFACE SYSTEM

INCE the publication, in the Nov-

ember issue, of the article on a

system of surfaces experimented

with in models by Mr. R. D.
Andrews, readers have contributed many
interesting remarks.

Writing from San Francisco, Mr. Allan F.
Bonnah says that for years he has been con-
structing models with automatic stability as
the objective, working through the placing
of the surfaces. “Mr. Andrews has reached
a result very similar to those of my experi-
ments but entirely different in form,” states
Mr. Bonnah, and he says further—

“Mr. Andrews uses tandem
equal surface but placed at a fore and
aft dihedral angle. My system has a
tail plane having a negative angle to the
line of flight and a negative camber.
Models having this fitted to them have
flown with perfect longitudinal stability.”

Later Mr. Bonnah is to try out his ideas
in a tractor biplane now building. During
a visit at Mr. Andrews’ home Mr. Earle L.
Ovington saw flying model examples of the
Andrews system and is convinced that the
latter “has hit upon an arrangement which
will be of the greatest practical value to the
Science of aeronautics.” He concludes by
expressing that “it would be of advantage
to manufacturers of aeroplanes to experi-
ment along the lines which Mr. Andrews
has laid down.”

William A. Brewer, N. E., of Pittsburgh,
another of the many who are interested, has
been issued a patent on a system which he
says is closely comparable with Mr.
Andrews’ own description.

planes of

GYROSCOPIC ACTION

N the letter of Earle L. Ovington,
published last issue, replying to
the Theories of Thomas P.
Brooke, a_ typographical error
was made regarding the speed of the
Brooke model gyroscope, stating it erron-
eously as 4,000 feet a second. Obviously,
“minute” should be read for “second.”

The article also states in the fifth paragraph,
*“*The gyroscopic effect is proportional to the
square of the speed of rotation.’’ This should
be, ‘*The gyroscopic effect is proportional to the
square of the radius of gyration.”’ eee

SELF STARTERS

HE advent of the hydroaeroplane
and the flying boat will create, in
the interests of safety, a demand
for engine starting devices. It

is obviously impossible for an aviator to re-
start by the present method after being
forced to descend into the water for some
minor adjustments. It is unquestionally
dangerous for the mechanic, or the inexperi-
enced bystander, to “crank” an engine by
the turning of the propeller. With magneto
ignition only, as is the general custom, it is
no fun trying to start a cold motor.

Published Ane Be
Aeronautics Press, 250 West 54th Street, N. Y.
CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS

A. V. JONES, Pres't — — __ ERNEST L. JONES, Treas'r-See'y
ERNEST L. JONES, Editor — M. B. SELLERS, Technical Editor

SUBSCRIPTION RATES

UNITED STATES, $3.00 FOREIGN, $3.50

ADVERTISING REPRESENTATIVE:
E. F. INGRAHAM ADV. Co., 116 NASSAU ST., NEW YORK

No. 64 DECEMBER—1912 Vol. XI, No. 6
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 onthe 25th. =: BA 2

@ Make all checks or money orders free of oir ee
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. se

The necessity for an aeroplane engine
starter of some 100% efficient type is appar-
ent. Captain W. Irving Chambers has not
overlooked this feature in his report on the
needs of aviation.

AVIATION IN THE UNITED STATES
ARMY
AJOR SALTZMAN of the Signal
Corps, U. S. Army has recently

reported to the Adjutant General

that in his opinion the Govern-

ment should purchase certain French built
aeroplanes in preference to American aero-
planes. In other words Major Saltzman
recommends that because the Government
has in the past failed to encourage Ameri-
can manufacturers of aeroplanes as it might
have it should now withdraw support com-
pletely from such manufacturers and by its
patronage assist in developing further the
aeroplanes built by our possible opponents
in Hurope. Such a policy would seriously
throttle the aviation industry in this country.
French military aeroplanes are built on
distinctly different lines from the commer-
cial aeroplanes. The military type can be
constructed only for Government service.
Without generous support from the Govern-
ment such a type would not have been
developed in France and will not be devel-
oped in the United States. Consequently
if the United States is to remain abreast
of its Huropean rivals it must be prepared
to provide generous support for those
American aeroplane manufacturers who
are both willing and competent to build
aeroplanes equalling, if not surpassing, the
best now to be found in the Huropean
market.

AERONAUTICS

Page 175

December, 1912

A YOUNG MAN OF CORNELL

YOUNG man of Cornell has the
preposterous idea that AEFRONAD-
TICS is a philanthropic institu-
tion. His subscription expired
with the April issue, 1911. Through some
oversight his card and address plate was
not cancelled at the non-receipt of a re-
newal, and copies of this alleged vaiuable
journal have been going to him for the
twenty months subsequent thereto. He now
discovers that he has received these and
writes that in 1910 and 1911 he enjoyed the
publication and has no doubt but that “it
is even better at the present time;” but dur-
ing these twenty months, he says, he has
not had time to read a single article in the
numbers which were sent “gratuitously.”

Though the unfortunate student had been
duly notified of the expiration of his sub-
scription, and no doubt received, as have
others, stamped and printed return en-
velopes with request for advice as to de-
cision regarding renewal, it took twenty
months for the principles of common, cour-
tesy and business custom to penetrate the
dense fog which serves him in lieu of brains
and ripen into an idea

The best course in psychology is that
obtained by conducting an aeronautical
periodical; the longer the course the less
the understanding of human nature. But
if a dwindling estimation of our own pre-
ceptive powers is any claim to wisdom, we
are sorry, Mr. Cornell, to have you for the
eye opener.

The Paris Show

(Continued from page 166)

of dollars, not to speak of the refusal to
increase the navy, would indicate that we
are ignoring the lessons of the past, which
is to invite disaster. The present plight of
Turkey shows the awful cost of unprepared-
ness, the price that a people must pay who
put politics above patriotism.

The principal lesson taught by the 1912
Salon is that constructors must look more
and more to governments for the sale of
their products. In fact, the military aspect
has become altogether dominant, with the
result that construction is subordinated to
military and naval requirements. Military
types were the rule rather than the excep-
tion, and of the scores of machines sold dur-
ing the Show, I am informed that very few
were sold to private individuals. As a mat-
ter of fact, the aeroplane is too dangerous
to become a general vehicle of sport; and.
as soon as the novelty wears off, its use by
private owners will become rare. No one
at present doubts its great utility in warfare,
Where danger is a part of the game, and
present indications are that governments
will become the principal, if not exclusive,
purchasers of aeroplanes.

The striking features of the 1912 Salon
may be summed up under the following
heads:

General refinement and standardization of
construction.

Tendency to subordinate construction to
military and naval requirements.

The military exhibit.

Development of the hydro-aeroplane.

Absence of freak machines and freak con-
struction.

Forty-five complete flying machines were
exhibited and all but four had Bosch mag-
netos. In the entire show there were 167
motors shown of which 128 were Bosch
equipped. Five had no ignition. The bal-
ance of 34 motors was divided between 5
other ignition manufacturers.

Balloon Race
(Continued from page 164)

however, allowed to eat in the station res-
taurant if we paid. We were also allowed
and forced to sleep on a desk in the room
where we were locked each night. We pro-
tested, but to no use.

On the third day a wire came from St.
Petersburg releasing us and we were then
hustled on the train and out of their country.
Thank God we got out and are home once
more!

We returned by way of Stuttgart to ascer-
tain our position and found we took third
prize, which I think was doing very good,
considering that I had an inexperienced aid
and in a foreign country.

DEATH OF KEARNEY AND PASSENGER

On December 14th Horace (‘‘Sure Shot’)
Kearney and his passenger Chester Law-
rence, a well known California newspaper
man, lost their lives on an attempted flight
from Los Angeles to San Francisco over the
Pacific Ocean in Kearney’s hydroaero plane.
Kearney was an experienced exhibition flyer
and was known all over the country. He was,
however, not an expert with the water ma-
chine as he had only lately started in with
this type. No trace of the lost machine and
its occupants has been found by the motor
boats and vessels which have been searching
for wreckage, save a part of a float which
was found near Redondo Beach.

NEW WORLD ALTITUDE RECORD
At Tunis, December 11, Garros made the
new high mark of 5801 metres (19,027 feet)
ina fichit of hrs ism:

AERONAUTICS

Page 176

December, 1912

eneal =

IMPORTS AND EXPORTS

During the month of September, 5 aeroplanes
and parts were imported, value $17,358; domestic
exports, 3 "planes and parts, $6033; exports of
foreign make, 5 at $29,259: in warehouse Sep-
tember 30, 4 at $17,128.

Some can not, others will not, I must not do
without AFRONAUTICS.—H. B. N., Calif.

I want to say that you and your people are as
white as they make them.—J. N. S., Illinois.

A campaign joke.—A Massachusetts subscriber
was written regarding his overdue subscription.
Some of his family evidently opened the letter,
for it has been returned to AERONAUTICS with
the following unsigned inscription: ‘He said
that if Wlson was elected he would leave the
country; and he has.”’

For details of everything in the flying ma-
chine business AERONAUTICS has it on them
all.—M. P., Ohio.

AERONAUTICS is the only American maga-
Zine published on the subject that is of any real
value and I can’t afford to be without the littl.
book.—H. L. W., North Carolina.

I have had AMRONAUTICS since January
1910 and would regret being without it.—A. R.
New York. ,

NEW PILOT LICENSES ISSUED

186—H. Roy Waite, Atwood Park, Cliftendale,
Mass., Nov. 10, 1912—Burgess-Wright.

187—Samuel J. Crossley, Cicero Flying Field,
Cicero, Ill., Oct. 1, 1912—Wright.

188—Ruth Bancroft Law, Oakwood Heights,
Staten Island, Nov. 12, 1912—Wright.

189—Lieut. C. Nakashima, North Island, San
Diego, Cal., Nov. 12, 1912-—Curtiss.

190—George B. Dalwigk, North
Diego, Cal., Nov. 12, 1912—Curtiss.

191—David Edelman, Hempstead
Field, Nov. 23, 1912—Moisant.

COMPETITION OF AEROPLANE PARTS

A competition of parts is to be held in
Vienna in 1915, organized by the k.k. Oester-
reichischen Flugtechnischen Verein.

At this competition there will take part pri-
vate constructors and industrial firms: = iit, is
open to all nations. It comprises any article
divided in three groups as follows: :

“Group 1: Parts of conjunction between the
carabins, ete. sroup II. Conjunctions serving
as well as straining organs as hooks and eyes,
carabins, ete. in organic connection with strain-
ing locks. Group III. Fittings serving alone for
Straining of organs of traction as straining
locks etc. There will be prices for: High-bear-
ing-craft, high blow work, least opposition to
air light and quick fitting up and cheapness
Of (cost=”

There will be distributed prizes totalling 2000
Marks.

Entries are to be addressed to the Secretary
of the k.k. Oesterreichischen Flugtechnischen
Verein, I Aspernplatz-Urania, Vienna TI, till
February 15, 1913. Each construction is charged
with Kr. 10 as nominal expense. Detailed rules
are dispatched free on demand.

INTERNATIONAL BALLOON RACE
NEW WORLD DISTANCE RECORD
H. Eugene Honeywell, the balloon builder of
St. Louis, and his aide, H. F. Lang, in Honey-

well’s balloon “Uncle Sam,’’ won third place in
the international balloon race from Stuttgart on

Island, San

Aviation

October 27th, landing at Sapadnaja, Russia,
after a journey of 1800 kms. (1118 miles).

The winner of the contest was Maurice
Bienaime (France), in the ‘‘Picardie,’’ who
touched the earth at Rjasan, in Russia, 2191 km.
His duration was 46 hrs. The second prize went
to Alfred Leblane (France), in the Ile de
France’. Leblane made 2001 kms. in 45 hrs.
These distances are according to official figures.

Both Bienaime and Leblane broke the world
distance record in this race.

The American balloon ‘‘Kansas City II,’’
pilot John Watts, aide Arthur T. Atherholt,
burst at the start from over-inflation and the
Germans, who are lovers of true sport and
treat foreign competitors with fairness, cour-
teously loaned them the ‘Dusseldorf II,’’ in
which the aeronauts traveled to Pescow, in
Russian Poland, a distance of about 1600 km.
The third American entry, the ‘‘Mill. Population
Club.”’ (John Berry and Albert Von Hoffman),
descended at Stettin, Germany, going 700 .km.;
placed fifteenth.

There were 20 actual starters: America 3,
Belgium 2, Denmark 1, Germany 2, England 1,
France 3, Italy 2, Switzerland 3, Austria 3.

The ‘Dusseldorf II’? was unplaced as it
started out of its order and the last of all the
contestants with the possible advantage of uni-
form temperature and colder gas, due to the
accident.

Honeywell earned in prizes 6625 marks, plus
a valuable trophy and a share in the entrance
fees and forfeits which amounted to about 800
marks. The winner received a total of 10,000
marks, cup valued at 2,400 marks, and the fees
amounting to 2,400 marks.

Honeywell’s experience is told by him in this
issue.
LOS ANGELES MEET

The fourth aviation meet here closed Dec. 1.
It was entirely successful and was held at Ascot
Park, on five cent ear line, thirty minutes
from the center of the city.

There was perfect flying and the program was
run off without accident. Beachey, Kearney,
Tom Gunn, Francis, Bryant and Irving partici-
pated. The policy of restricting the entries to
emough experienced flyers to fill the program
with novelties worked admirably. Gunn flew to
the mountains and successfully found a forest
fire. Kearney carried a military observer, dis-
covering infantry ambushed in the hills. Francis
took a passenger daily for parachute drops
from biplane. Aviators got their money daily
and all bills were paid by opening day of meet.
This is the second meet here which made profit.
The affair was ‘‘unlicensed’’.—Geo. B. Harrison.

WRIGHT-CURTISS SUIT

A hearing was had on November 18 in the
Circuit Court at Buffalo in the Wright-Curtiss
suit. The lawyers for both sides argued the
case, using models, and briefs were presented
for the Court’s digestion. An opinion is not ex-
pected before another month.

LAMSON VS. WRIGHT
The suit of Charles H. Lamson vs. the
Wright Bros’. company, of Dayton, alleging in-
fringement of Lamson’s patent on improve-
ments in aeroplane construetion, is to be tried
in the United States District Court during May
term at Dayton.

eee

SLOANE
RECORDS

60 H. P. ae Devedacca

Holder of the American Passenger Altitude
Record — 5,006 feet— Time, 1 hour, 16 minutes

PN VU SE A TOUR

CALIFORNIA
SCHOOL #2"

Angeles. We use
the best field, the best methods and have the
finest equipment in America. At our school you
are instructed by the most advanced methods

and by most capable instructors. Write us for

terms.
WE SELL AND USE

Deperdussin Monoplanes which hold most of the
world’s records and are the safest machines built.
Caudron Monoplanes are the most efficient and
fastest of French Machines.

Sloane Monoplanes—the best and most success-
ful American Machines. See them in our school.
Anzani Motors—the best Aeronautical Motor

made. Successful in both French and English
Military Trials. Holds American passenger

Altitude Record.
Gnome Motors
motors made.
Parts for both motors and aeroplanes we have
always in stock—Kepair work on delicate motors
a speciality. All our work guaranteed.

are the best French rotary

Aeroplanes and motors built to order in
America’s finest shop.
WIRE WRITE "PHONE

SLOANE AEROPLANE CO.

210 Merchants Trust Bldg. 1733 Broadway
Broadway & 2d St., Los Angeles, Cal. New York City
*Phone Main 3674 *Phone Columbus 5421
National Aeroplane Co.
606 S. Michigan Ave., Chicago, Ill.

December,

ale

Stay-Tight Fabric
For Aeroplanes

Experience has taught avia-
tors the advantages ofa fabric
that stays perpetually tight. It
means greater speed—greater
steadiness. For this reason
veteran airmen are using

GooD:

Rubberized Aeroplane
Fabric

This fabric not only stays tight,
but it possesses great strength.
Due to the method by which it is
impregnated with rubber, this fab-
ric is wholly unaffected by heat,
cold, dampness or moisture. It is
weather proof—won’t rot, It nei-
ther shrinks nor stretches —it
stays tight.

Used by the Wright Company, the
Curtiss Aeroplane Co., Burgess Co.
& Curtis, The Glenn Martin Co.
and other leading manufacturers,
also by nearly all veteran aviators.
The strongest proof of quality.
We make full lines of Aeroplane
Springs and No-Rim-Cut Tires.
We also manufacture Balloons
complete.

Send for interesting booklet.

The Goodyear Tire & Rubber Co,

AKRON, OH O

SYEAR

AKRON. OHIO

» MOISANT
AVIATION
CHOOL

While our con-
tracts with Foreign
Governments may require the entrance
of a considerable number of Army
Officers, we have increased our facili-
ties so as to afford ample accommodation to our
regular pupils. Enrollments should however, be
made as promptly as possible.

Winter
Headquarters

U.S. ARMY
FIELD

AUGUSTA, GA.

Write for beautiful free booklet and address
all communications to

Che

Moisant International Aviators
U. S. RUBBER BUILDING

Broadway and 58th Street, New York, N. Y.

In answering advertisements please mention this magazine.

AERONAUTICS

December, 1912

- ott me

Only One 1973 Miles

Motor Used

hout
Tee eee Omaha to

New Orleans

A Great
Victory

for the

ROBERTS é oe) 43
Exhibitions

WESTERN UNION NIGHT-LETTER

NEw Or.Eans, La., Dec. 16, 1912.
THE ROBERTS MOTOR COMPANY,
Sandusky, Ohio.
Jannus arrived today at eleven. Covered 1973 miles, gave 43 public exhibitions
on the river between Omaha and New Orleans. Elapsed flying time, 31 hours,
43 minutes, averaging more than 60 miles per hour. Carrying motion-picture
operator and machine St. Louis to New Orleans, 1192 miles, besides 50 Ibs. other
» freight. Used same six-cylinder Roberts Motor for whole trip; finished with
same pontoon. Had to replace three piston rings, besides parts of plane de-

stroyed by fire at St. Louis.
TOM W. BENOIST.

NEW EDITION

EXTRAORDINARY OFFER} Gas Engine Troubles and installation

By J. B. RATHBUN, B.S.C.E.

J) E have a limited supply of booklets ““Element-
ary Science of Aerial Navigation” which
have become a trifle soiled and shelf worn:

these regularly sell at 50c. each. We did not care to
bring them with us from Kansas City, when we re-
moved our entire plant to Garden City, N. Y., hence,
they have been left there for quick disposal.

This booklet starts at the very beginning of the
aerial discoveries and inventions, giving the history
of man’s first attempts at flights and showing
illustrations of the early models and the progress of
this wonderful me ims of transportation, to its present
day perfection.

We will send you one or as many as you want on
receipt of $.14 a copy in advance, which may be sent
In postage stamps. Address T. G. McGurrin per-
sonally, 220 Temple Block, Kansas City, Missouri.

MOTOR CAR FUBLISHING CO.

ENGINE _

Consulting Gas Engineer, Instructor at
Chicago Technical College.
GA book that shows youHOW TO INSTALL—
HOW TO OPERATE—HOW TO MAKE IMMEDI-
ATE REPAIRS and HOW TO KEEP A GAS-
OLENE ENGINE RUNNING. The language
is simple—The illustrations are clear. The
book is authentic—complete—up-to-the-
minute, written by an expert who is em-
ployed daily as a Consulting and Demon-
strating Engineer and Instructor. Nothing
has been omitted—it contains no useless
matter—just the cream of daily experience.
250 pages, 150 detailed line drawings
and illustrations.
P s FLEXIBLE LEATHER, $1.50
FIC€, CLOTH BINDING - 1.00
Send for New Edition of our
complete book cutalogue.

ee AERONAUTICS, 250 W. 54th St., New York

In answering advertisements please mention this magazine.

AERONAUTICS

INCORPORATIONS

Thomas Bros. Aeroplane Co., Bath., N. Y..

$10,000. William Thomas, Walter E. Johnson,
M. Cox.
FLYING BOAT FOR ARMY
The new “flying boat’’, built by Glenn H.

Curtiss for the War Department, has completed
the official tests before the Board of Army
officers appointed to observe the trials.

The climbing test, which required a climb of
150 feet per minute, was accomplished when the
machine rose to an altitude of 1200 feet in 64%
minutes.

The speed trial was the first to be under-
taken and was accomplished successfully. It

figured put 54.8 miles per hour. There was a
ten mile wind blowing at the time, diagonal to
the course. In a calm the speed would have
been several miles per hour faster, but the
machine is well above the requirement, which is
45 miles per hour.

In the two hour test, a total weight of 900
Ibs. was carried. Aviator Wildman was accom-
panied by John D. Cooper, another Curtiss
Aviator, on this trial. J. Lansing Callan was
a passenger on the speed and climbing trials.

The aeroplane is of the latest ‘‘flying boat’’
type and has many features especially designed
for Military requirements. The engine is fitted
with a starting device so that it may be stopped
and started again while the machine is in the
water.

ANOTHER LOS ANGELES MEET
The Aero Club of California, at Los Angeles,

will hold its ‘Fourth International Aviation
Meet” during the month of January, 1913.
Application has been made for sanction. The

dates for the Meet have not as yet been defin-
etely decided upon but it will probably be held
about the middle of January.

It is planned to hold the Meet on a strictly
competitive basis, offering as prizes, a percent-
age of the receipts. No guarantees or advance
money will be paid.

The United States Aerial Navigation Co., of
Hempstead, N. J., is building a biplane similar
to the Wright Machine in the main wings, with

Curtiss ailerons and a closed body. It will be
equipped with a Frontier motor of 65 horse
power.

They have eliminated nearly all the wires,

and have a stronger, lighter and more elastic
construction,

Page 177

December, 1912

MOISANT WINTER SCHOOL

‘ The Moisant Aviation School will remove from
Garden City, L. I. the early part of next week
to Augusta, Ga., at the Army Aviation Field,
for the winter season. There will be five
Anzani and two Gnome Motor 50-H. P. ma-
chines in the school for the exclusive use of our
pupils.

There are about twenty-five pupils in the
school during the summer and eleven pupils
have obtained their licenses this year. Mr. §. Ss.
Jerwan, Chief Instructor, will be assisted by Mr.
Geo. H. Arnold, during the winter.

NEW SLOANE FACTORY

; The Sloane Aeroplane Company has moved
into a new, large fireproof factory in Long
Island City. This building is located within

short distance of Bowery Bay so that they will
have every facility for hydroaeroplane work.
The factory is situated on a plot 100 x 100 and
gives ample space for the assembling of ma-
chines and repairing of machines and motors.

The Panier Aerial Motor Works which is con-
trolled by the Sloane Aeroplane Company will
occupy the same building with their complete
machine equipment. This will give the Sloane
Aeroplane Company the most complete aeroplane
equipment in this part of the country. They
will be in a position to turn out aeroplanes and
motors in the shortest possible time and will be
able to attend to all kinds of repair work. The
Panier Company has made a speciality of repair-
ing high grade aviation motors and supplying
duplicate parts for them. This department is
to be kept up and enlarged.

The Sloane Company carries in stock a full
line of spare parts for Anzani and Gnome
Motors. Deperdussin and Caudron Monoplanes.
Some of the aeroplanes now in use in their
school were built by them. One type with a 3
eyl., 35 H. P. Anzani Motor is being sold for
$3500.

The Sloane School of Aviation is in active
operation on Dominguez Field, Calif. It made
a very successful debut November 23rd and has
been very active since then. The machines and
equipment have caused a great deal of interest
and comment all over the Pacific Coast. It is
considered that this is the finest equipment
ever seen in that part of the country.

On Thanksgiving Day John Guy Gilpatric, the
young graduate of the Sloane School, made a
new passenger-carrying altitude record in the
big 60 H. P. Military Type Deperdussin. This
machine was equipped with an Anzani Motor
and Charavay propeller. He was in the air an
hour and sixteen minutes and attained an
altitude of 5006 feet. The motor was perfectly
cool and everything was in fine condition at the
end of the flight.

AT THE BURGESS SCHOOL

Flying has been especially good since the
middle of November. Among pupils training
at Marblehead, Lieutenant Loren H. Call of the
Coast Artillery and H. L Brownback have
completed their training and are flying the
hydro-aeroplane alone. Lieutenant B. L. Elling-
ton of the Cavalry is in the midst of his
training which should be completed within a
few days.

The winter school will be located at Palm
Beach, Fla., and will probably be in charge of

Frank Coffyn. The U. S. Signal Corps has
arranged to have an Eastern hydro-aeroplane
winter station at the Burgess Camp. Lieuten-

ants Call and Ellington will probably be detailed
for this service.

It is noteworthy that the English Michelin
Cup was taken this year by the Burgess aero-
plane which did such good work for Mr. Sop-
with at the Nassau Boulevard Meet last year
and which has since been in constant service
in England.

Burgess machines have recently been pur-
chased by George A. Gray, of Boston, a Wright
pupil of last year, John F. McGee of Pawtucket,
R. I., and Harry M. Jones of Providence, R. I.

AERONAUTICS
JANNUS FLIES FROM OMAHA

TO NEW ORLEANS
On December 15, Antony Jannus, in his Benoist

tractor hydroaeroplane with Roberts 2-cycle
motor, arrived at New Orleans, the end of his
long journey down the Mississippi River, the

longest journey yet made by a hydroaeroplane.
He carried with him letters for the mayors en
route, a moving picture operator and apparatus,
baggage and a case of beer between St. Louis
and New Orleans. The distance, following the
river, is around 1500 miles. He left Omaha
on Nov. 6. Oxhibitions were given at nearly
every stopping place and numerous passengers
Were carried into the air on short trips.

The trip was not a race. Some days were
lost by rain and the weather was bad the whole

trip. Other davs were spent in hunting. At
St. Louis the ’plane caught fire at the start
and repairs had to be made which consumed

two days.

Jannus says: “It has not been necessary to
undergo half the hardships, nor even the dan-
gers that a trip of this length by automobile
would have necessitated anywhere in the United
States. The first 771 miles was made in ex-
actly fifteen hours and thirteen minutes flying

time. At times when the wind was in the right
quarter, I could make as high as eighty and
ninety miles an hour, but at other times of

course was only able to make about fifty miles.

“IT find it possible to fly a hundred miles
at a time, at no time getting more than ten
feet above the water. In this way, one gets
the fascination of speed which is so noticeable
in an automobile, and cannot help but feel the
absolute safety of its craft, in case of anything
happening to the machine. All these things
together, when realized by the automobile en-
thusiast, and those who have any sporting blood
in their veins at all will add a great impetus
to the manufacturer of hydroaeroplanes: or fly-
ing boats, and of course this great increase in
interest is bound to redound to the profit of
the manufacturer, who will strain every nerve
to increase the efficiency of his machines to

Page 178

December, 1912

get the business, and thereby duplicate the great
strides made in the automobile business from
1900 to 1906.

“Difficulties have consisted in muddy landing
places, current, and inability to obtain supplies.
The weather, except rain, is of practically no
consequence as a hydro can always find safety
near the water. Of course there are many
places where motor failure would make a great
deal of trouble but as there has been no motor
failure the exact results are not known. How-
ever, during the early part of the trip, I had
some very annoying times on account of spark
plugs. On one oceasion I could not remove
the plugs, having no tools, so I continued on
three cylinders. On a six throw two-cycle
engine, each three cylinders, front and back,
are balanced so that I proceeded without any
unusual vibration. By teasing the machine
along, I was able in twenty minutes to climb
some two thousand feet circling down from this
height at Nebraska City. The weather was
ideal, and near sunset as it was, conditions of
lift were exceptionally good. However, I have
always found it possible with our hydros to
continue flying on three ceylinders regardless
of weather conditions, but usually have all I
can do to keep off the water.’’

“Do not forget,’ the builder of the motor
states, ‘‘that this trip was made with one
Roberts Motor with practically no adjustment,
and Jannus wrote us from Vicksburg that all
he did to the motor was to polish the valve,
take up the pump packing and clean carbon.
I am willing to bet a year’s salary that no four-
eyele motor could have gone through this trip
without any replacements or frequent repairs.’’

BENOIST FLYING BOAT
The Benoist Aircraft Company, of St. Louis,
is now building a “‘flying boat,’’ of which scale
drawings and full details will be publshed in

the next issue. This has a number of novel
features but in the main follows the well
established lines of the Benoist machines.

-MONOPLANES
AND BIPLANES

THEIR DESIGN, CONSTRUCTION and OPERA-
TION. THE APPLICATION of AERODYNAMIC
THEORY WITH A COMPLETE DESCRIPTION
AND COMPARISON of THE NOTABLE TYPES
By GROVER C. LOENING, B.Sc., A.M., C.E.

TABLE OF CONTENTS
PART I. The Design of Aeroplanes; Historical Introduc-

tion; Aerodynamic Theory; Aeroplane Calculations

Chapter I. Introduction. If. The Resistance of the Air and
| the Pressure on Normal Planes. Ill. Flat Inclined Planes.
1V. The Pressure on Curved Planes. V. The Frictional
Resistance of Air. VI. The Center of Pressure on Flat
and Curved Planes. VII. The Effect of Depth of Curvature
and Aspect Ratio upon the Lift and Drift of Curved Planes.
VIII. Numerical Example of the Design of an Aeroplane.

| PAR THI. Detailed ‘Descristiontefaithe
|

Notable Aeroplanes

Chapter IX. Introduction. 2X. Important Types of Mono-

planes. XI. Prominent Types of Biplanes.

| PART III. Com@urison of Types; Controlling
| Systems; Accidents; The Future

| Chapter XII. Comparisons of the Prominent Types. XIII.
| Controlling Apparatus. IV. Accidents. Sate Flying
Limited by Wind Conditions. XV. The Variable Surface

Aeroplane. Index.

12mo. (6x8!4 inches) 340 Pages, 278 Illustrations. Cloth.
Price $2.50 Net, Postpaid

AERONAUTICS, 250 W. 54th ST., NEW YORK

WELLES & ADAMS
MOTORS——

One of the few moderate-priced motors that has actually
made good.

Phe ccm

50 H. P. 4 Cycle

Weight 200 Ibs.—Valves in head—Cylinders cast sep-
arate—Every moving part oiled automatically.

Let us send you our illustrated catalogue showing

Fred. Eells’ great flight over the city of Rochester in

biplane equipped with this motor. Ms ie
If you wish to do something better than “‘Grass-Cutting

Consult

WELLES & ADAMS, Bath, N. Y.

AERONAUTICS eee 1912

"GRAY EAGLE MOTORS”

Liberal three months terms to test

out and pay for a Gray Eagle
Motor. The proof of the motor is the
actual flying test. Is this not a fair
proposition? Full particulars and
terms on request.

Model E-6 50 H. P.
Model D-4 35 H.P.

- - Muncie, Ind.

<-BENOIST =

Hydroplane was biggest

winner at the Chicago
Hydro Meet. The Benoist
Tractor Biplane made the only
record during the complete
meet. Carrying aviator and 38
passengers. The Benoist gets
results and costs no more than
other ’planes.

| BENOIST PUIRCRART CO,, 2028 2 elmer Blvd:

== THOMAS SCHOOL

== NOW OPEN ==

Tuition, $250
RELIABILITY - SPEED - ENDURANCE

Result of four years experience

A Thomas holds the American Endurance Record
with passenger

Popular priced machines — Write for booklet

THOMAS BROS. AEROPLANE CO. Bath N.Y.

PROPELLERS ARE STILL ON THE MARKET
WAITING FOR THE AWAKENING
The “Worcester” Type Surpasses all Standard Propellers
QUR STANDARD PROPELLER CLEARANCE SALE AT 1-4 LIST PRICES

Our Standard Propellers cannot be surpassed except by our “WORCESTER” type

GIBSON PROPELLER CO. = “ Fort George Park, New York

In answering advertisements please mention this magazine.

AERONAUTICS December, 1912

—- i.

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 Wittemann’s. All motors guar-
anteed. 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

Page 179

December, 1912

U. S: Patents

Copies of any of These Patents may be Secured by
Sending Five Cents in Coin to the Commissioner
of Patents, Washington, D. C.

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

It would take an entire issue of the maga-
zine to abstract in a full and clear manner the
claims of the majority of the patents issued. In
a great many cases it is even impossible to give
in a few lines what sort of an apparatus the
patent relates to. In most instances we have
used merely the word “aeroplane” or ‘‘helicop-
ter’ if such it is. Where it is impossible to
indicate the class, even, in which the patent
belongs, 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.

Where patent seems to have particular inter-
est, the date of filing will be given. —KXditor.

ISSUED OCTOBER 29

1,042,594, William E. Pearson, Boston, Mass.
HELICOPTER.

1,042,758, Joseph E. Bissell, Pittsburgh, Pa.,
AEROPLANE. Combination of main frame

and extensible auxiliary frame pivoted to main
frame, propeller rotating in auxiliary frame
and means for effecting variation in exten-
sion of extensible frame to accomplish a vari-
ation in relative speed of propeller and its
shaft; directing rod through hub of propeller
with stability plane attached to said rod.
*1,042,808, Augustus F. W. MacManus, Pine Bluff,
Ark., STRUT.
1,043,004, David Alma Flanigan,
Utah, HELICOPTER.
ISSUED NOVEMBER 5
1,043,079, Ernest F. von Dreden, and Herbert R,
Hoffman, New York, N. Y., AEROPLANE.
1,043,147, George W. Schultz, Wayne, Pa., FLY-
ING MACHINE.
1,043,222, Alois Goebel,
FLYING MACHINE.
*1,043,376, Melvin Vaniman, Deceased, Atlantic
City, N. J.; Ida L. Vaniman, Administratrix,
EQUILIBRATOR composed of meshing cyl-
indrical buckets in longitudinal alignment, ball
and socket connection between buckets.
1,043,473, Alburt A. Shilleutt, Little Rock, Ark.,
FLYING MACHINE.

Springville,

Marble Falls, Texas,

1,043,538, Thomas Ernest Raymond, Liverpool,
England, apparatus for controlling aerial

vehicles by wave transmitted electricity.

1,043,636, Fred L. Smith, Salt Lake City, Utah,
LONGITUDINAL |STABILITY system in
which elevators are operated by carriage and
pilot acting as a pendulum.

1,043,668, Erwin C. Chase and Arthur B. Chase,
Seattle, Wash., LATERAL STABILITY using
motor ete. as pendulum with means for cor-
recting oscillation.

1,043,781, Peter Levins, Deceased, late of San
Francisco, Cal., Grace L. Levins, Administra-
trix, FLYING MACHINE.

ISSUED NOVEMBER 12

*1,043,830, Spencer Heath, Washington, D. C.,
SCREW PROPELLER and method of manu-
facture of the same. Propeller made of blank
of sheet metal folded longitudinally, blades
with reinforcing portions bent over them,
forming hollow shell like central portion.

1,043,836, William A. Hodge, Milford, Conn.,
PARACHUTE.
1,043,949, John Marshall, Klinhurst, England,

ORNITHOPTER.

1,043,969, Christopher Peterson, Stockton, Cal.,
MULTIPLANE.

1,044,064, Christain Lorensen, Harrow, England,
HELICOPTER.

Gone to Issue

*1,044,161, Johan Richard Froberg, Richmond,
Cal., ATTACHMENT for holding an aeroplane

while testing or starting, ete., with instant
release.
1,044,375, John Peter Glover, Leeds, England,

FLYING MACHINE.

*1,044,382, Ernest B. Harris and Adolph Zamr-
sky, Fort Stevens, Ore., UPPER SURFACE
which is flexed automatically (or otherwise)
by variation in pressure.

1,044,466, Eugene H. Kelly, Deceased, 3uffalo,
N. Y., W. Darwin Phelps, Temporary Admin-
istrator. AEKROPLANE.

ISSUED NOVEMBER 19

1,044,600, Giulio Silvestri, Vienna, Austria Hung-
ary, HELICOPTER.

*1,044,635, Halvor Olsen Eiane, San Diego, Cal.,
STABILITY system in which warping or
ailerons may be actuated automaticaily by
Swinging vertical surfaces.

1,004,691, George M. Robinson and Jesse O.
Parker, Los Angeles, Cal., AEROPLANE in
which outer sections of planes are hinged to
swing up or down.

*1,044,914, Byron C. Riblet, Spokane, Wash.,
LAUNCHING AND LANDING PLATFORM

FOR AEROPLANES.

1,004,945, Rene Tampier, Paris, France, DEVICE
for transmitting the power to either the prop-
eller or running gear by clutch and gears.

1,044,997, Long Dan, Portland, Ore., AERO-
PLANE.

1,045,080, Alexander Horton, Portsmouth,
land. ELEVATOR PLANE.

1,045,035, Arthur Johnston, Johnstown, Pa.,
STABILITY system employing suspended
weight for operating the balancing means.

ISSUED NOVEMBER 26

Eng-

1,045,152, Earl H. Kelsey, Bawlf, Alberta,
Canada, for housing aviator and machinery

to reduce resistance.

1,045,167, Morris Newgold, New York, N. Y.,
FLYING MACHINE.

1,045,209, Thomas C. Starr, Stockton, Cal.,
AEROPLANE.

1,045,337, Charles Spilka, New York, N. Y.,

DIRIGIBLE with plurality of gas containers.
1,045,657, George M. Absalon, Caistor Centre,
Ontario, Canada, FLYING MACHINE.

*1,045,666 Louis Bleriot, Neuilly-Sur-Seine,
France, AEROPLANE in which the body is

comprised of a girder divided in two elements
so connected that their angle of inclination
may be modified in accordance with the load,
the lower face of girder being flat and the
depth greatest at a point rearward of the front
end of body and then quickly decreasing to
comparatively small figure which is maintained
substantially constant to rear end of body;
tail surfaces connected to sides of body and
merged into upper and lower faces of the
body; longitudinal cross and peripheral laths
supporting the tail covering, etc.

1,045,696, Chauncey M. Gould, Collinsville, Conn.,
PARACHUTE ATTACHMENT for flying
machines,

1,045,708, Sydney V. James, Chicago, Tlls.,
AEROPLANE in which the greater dimension
of main plane is in fore and aft direction, with
under surface bulged downwardly for major
portion of fore and aft dimension, deflected
downwardly in a fore and aft direction at a
rear part through a minor portion of fore and
aft direction, and bulged downwardly trans-
versely to fore and aft dimension, and sub-
stantially throughout fore and aft dimension.

1,045,746, Earl M. Ralls, Sacramento, Cal.,
STABILITY; cut-out portions of planes with
flexible planes secured under cut-out portions,
warped by swinging weights.

(Continued opposite Page 171)

AERONAUTIC

Page 180

December, 1912

Index for Volume XI

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
started with the July, 1910, issue. Volume VIII
started with January, 1911, number. Volume
IX with the July, 1911, issue. Volume X with

January, 1912 and Volume XI with July, 1912.
Only principal articles are indexed. News

notes in general, and smaller mentions are not
indexed.

JULY 1912
On the Deakin Of WValou WariSt 2 ccle eos er ere 1
Aviator Factories and Their Methods...... 4
Columbia Mon oplamen sila rete os clsiereeie cere) cis 6
Notes on Eiffel Experiments, by M. B. Sellers 7
The “Fallacy” of the Dirigible, by Carl

Dienstbach and T. R. MacMechen......... 10
Mattulath Patent Application, by Lee S.

SUTTUSE hepe ateke eeeks eset svel cre seers ee etsvaiie taehaheterstel stole 12
Concentration of Weight in Flying machines

and its Effect on Stability, by Albert A.

VIC TeTGUEEY seireer orciere te vaie Petal one verieeoe ict sactek caer avateteretaret eres 14
Cy Ee sratersone Biplane ac. -ts)-rosisc aici trelcicls a
The Gressier ‘‘Canard’’ with scale drawings.. 17
Ramsey Composite Monoplane................ 18
Aer Vaw eC aC INC Var Us MOM © e-weyce eres elerenetereteleics) leleyels 19

Twining Monoplane, with scale drawings.... 20

Duplicate Control System, by Archibald

See lcm clever ction aera ciate wo each Teucis Sion io ieteaiae eats 23
Composite Hydroaeroplane, by R. F. Patter-

SOM avaiclaeSCALe taal wAMlES ware cecmascoucneh erences eielenere 24
Practical Aids to Aviators, including Aileron

Equalizing Means, Burgess Starting Device,

Lewkowicz Angle Indicator, Curtiss Propel-

Verma Viacom Mas ChimMer we vccttencroniucelacheteryaver. 34-36
News in General, including: Wright Damage

Suit, Aeronautical Society’s Staten Island

field, Imports and Exports, Death of Welsh

and Hazelhurst and others, New Pilots, 37-40
Safety in Flight, by Capt. W. Irving Cham-

ID CES As are crortatsyarete iebore trae eicepebe saishoMtcleke Ghats wezetanevens 41
CATEMUSHMUES SUC mirecs crckeroresiel cues cuca ha cvsdeye ele rslalatsvoncts 43
DSA O tem ULSS a CTIA iy amyeverenenon= te nsieacievereucieneueeanenet srs 44

AUGUST, 1912

Analysis of Flight, by George A. Spratt, Jr... 45
Grant-Morse Monoplane, with scale drawings. 47

Curtiss wMlyine WB Oates fon cise cis crolelste tole iar cuntoke il
Donnet-Levecque Flying Boat, with scale -
CUED WATE Stam peeiedece ote epee Garacacssleveeote icicts jetonec icheceuetete 52
Sturtevant Engine in Burgess Plane ....... 55
Burgess-Gill Twin Engine Water Plane, with
ScCaleidmakwalmiesi ier. alasexctcncocteberstete: «lave hocioneversiecars 56
Benoist Tractor Biplane, with scale drawings. 61
SO StOMMAVICE Lars stoner perce ata taster seers reremeicie cveisusisteyers 64
On the Death of Miss Quimby, symposium.. 67
10-Hour Test of Sturtevant Motor .......... 68
News in General, including: Boston Meet, Im-
ports and Exports, Balloon AScensions...... 70
SEPTEMBER, 1912
Simple Computations Relating to Aeroplane
Desien by wVAanthropus. EORtOnis cme se cere 7
Remarks on Analysis and Comparison of
EEN EMIS, lope JEG sy leainotelete. 5 ooh onadaagsod 74
Aviation’s Wakes and Makirs ..........22..% 77
An Analysis of Flight, by George A. Spratt,
Je oisrccaoheswoaese eae vaWahe tens cdetone okenaheoteaeahahobanecaretahete tohelle 78

Burgess Cup Defender, with scale drawings... 82

Demountable Rib, Smith Tractor and Curtiss
Student Control

Etrich Limousine and Swallow, by Fritz
Edelstein, with scale drawings.......... 86-87

Somerville Auto-Stable Biplane, with scale
GEAWANES Hose cietarecsy Movies Gecteiteteronnieie che ereesroaetts 89
Mhomais: “MractormMsip lame weryeveitsrsiseiicier sete 91
Sopwith Tractor Biplane, with scale draw-
DIVES) 15 osehs eieireitrete aucketeve ohare cfodete corer epsee Eneloteie ie teveucteleters 92
News in General, including: Scott Wins
Michelin, Imports and Exports, National

Balloon Race, Balloon Ascensions, New
PAT OLS Meeks OUR s ee oho ee ne ee ee 94-96
Patents: ISSued) sec aes oe a eee 97
Aviation in U. S. Army Manceuvers........ 98
OCTOBER, 1912
Relative Constancy of Wind above Mt.
Weather; by Prof. Alfred J.. Henry <+.... 99
Amateur Aeroplane Builders, by Earle L.
OQVAME TONE Ressioveneers ceyeyd costes os) al ere eterna et meno 101
imp OrtsfaniG GE OCS) sees metas ele eee 102
An Analysis of Flight, by George A. Spratt,
CDI sir recuse apertions tavisn ade rebel ayatte nolexe Gieheue isle kor ORR Io 103

Caudron Monoplane, with scale drawings .. 107

Viaicu Monoplane, by Fritz Edelstein, with
Scaler drawings” thes scidieer- seenrewieke een 109
Deperdussin Gordon Bennett Racer.......... 112
Long Distance Ballooning, using liquid hy-
ATOR. ST A a evcesvi ra waters sere sooo a ca eralieee poate taeneremecenets 114
New Developments in Aviation, including:

Lewis Aeroplane Gun, Stevens ‘‘Life Pack,”’
Stream Line Gas Tank, Test of Sturtevant
Motor, Patterson Demountable Socket .115-117
News in General, including: Details of Scott’s
Winning Michelin Bomb Prizes, Gordon
Bennett Aviation Race, New Pilots, Deaths

of Gill and Peck and Walsh, Chicago
IMIG OEP resaysicin erste oleratch a rss ehepale levee eran rele oepateete 118-122
IPAcentS)viSSUIEG!s fasc% alos ne its ee eee 125
Balloon ZAscensSions= «oacce- kite ieee 126
NOVEMBER, 1912

Gyroscopie Force and Aeroplanes, Symposium
by M. B. Sellers, Orville Wright and Earle

Ess SOMIMNE COM. coi ccantherecnesthevel oer storetecehom Fone ee eee 127
The Andres System for Supporting Surfaces,
Wikhs Oe) iy; Mis IS aS elilensieeyaeiieneiereeete chelate 130
Experiments on the Fiesse Surface, with
notersby Ms Be Sellers! ae dec crete ene 1381
An Analysis of Flight, by George A. Spratt,
Dies cit seed eon SE POE ee ene 133
Symposium on Screw Standardization ...... 136
U. S. Army Aeroplane Specifications ........ 1388
Two-Passenger Deperdussin, with scale
GMAWINES: |“ cro.s tee lacie wieiedcraleranayoncuarecere ehoter eter narenene 39

Burkhart Biplane, with scale drawings .... 142

New Developments in Aeronautics, including:
Sturtevant Motor Starter, Frontier Motor
in Wright Machine, Horsepower Ratings,
Control Cheeks, Military Aviation in France,
Hlevator Action of Rudder, German Motor
Valve Construction, Pitch of Model Propel-
lers, Curtiss Surface Testing Device, Gage
Tractor, Thomas Biplane, Best Strut Shape,
Pitot Tube Speed Meter, Turntable for

Eby dros). Kelloees tControll Mies mient-ser-ke 145-150
News in General, including: New Records,
Aeronautical Society Exhibitions, Deaths
in America, New Pilots, ‘‘Special Certifi-
Gabe 322M hn sna eye teious ance ae eee ooo hale aevo Roane 151-155
Patents Mssuledi aaa ceieiveitencrie ei ertre renin 156

DECEMBER, 1912

Aviation Today and a National Aerodynamic
Laboratory, by Captain W. Irving Cham-

Des ie. Re R eS Se Hee enn as eee cte ererer acieneeeerete 157
My Trip in the International Balloon Race,
by H. E. Honeywell <..:...:.2.. ake 164
The Paris Show, by Lieut. Riley E. Scott....165
The Harlan Monoplane, with scale draw-
TIVES | oS hove ava netelteys teyenabemepenenooeneyon Cie mons ne ION Rone eee ene asrateners 167
New Developments, including: The Cham-
bers Navy Catapult Launching Device,
Flyer’s Eye Shield, The Blondin Control

System, Capdevila Steering System, German
Motor and Propeller Testing Device, Bur-
ess Singles Moats iereretestlcisere kena 170-173
News in General, including: Imports and
Exports, Death of Kearney, Jannus’s 1500-

Mile Flight, Garros’s New Altitude

TROCOLG icieieslcrcreletove ctateterelaperertiererscohelee arene rere taiere 175-178
Patents! TSSued! kr. ..c ce ce aeorstencvele rere eiewelstercieietehopeks 179
TNA exse COV AViguTTes SNe eras eccterstenelte petelte eirel ne peaten etre etrsmeite 180

AERONAUTICS December, 1912

er

ofrofoeeofe oho nfo ofe ofo nfo fo nfo nfo nfo oho chooks of So oLe fo ole oo ofeofe ofoole ole ofaofe ofeofe efeoteofs shoots

; {
Coming Events

Cast your shadow towards the

King of Attractions

HARRY BINGHAM BROWN, English Pilot

Elevating

FREDERICK RODMAN LAW

In his WRIGHT AEROPLANE to
a height of 4,500 feet, disposing of his
human freight at a dizzy height, who
descends by the aid of a PARA-
CHUTE.

Every. click. ofthe watch sa
“THRILLER,” something worth
going miles to see.

No other act like it in the WORLD.

fo ofoo fo ofenfenfoofesfoofeofoofofoofeofeofonfonfoofofehoahenfoofoce ofealoohe oof ofocfo che che afe cfedocfodfofoge ofecfocfoooofoofe feofoofoofoofoctoctoctostofocdocte te ctoctose ete ste te hh ee te

MANAGERS, Booking, will do

well to address

A LEO STEVENS

Box 181, Madison Square, New York

Serb bob bebe feeble be ode shook oke ofeotorde

oF eof ofe forte nfo ofecte ole ole fe ofoodeofeofeofeofeofeoke fe eseoierseoherhe ebook obo efe ohooh foto oe

Se — =
In answering advertisements please mention this magazine.

AERONAUTICS

«PAT ENT S stcureo on Fee ReTuRNep

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
_Improvements in ne should be protected without delay
as this is a very active field of invention and is being rapidly

VICTOR J. EVANS & COMPANY

724-726 NINTH ST.,N.W. -=

patents in Airships, 10 cents each.

Main Offices -

December, 1912

Write for our Guide Books
Send for our

eveloped.

WASHINGTON, D. C.

fo forge fo fo cho fo ofo fo fo cho che fe fo ofe conf

Oe ee a a a ee ee a a

PAT N TS

HONEST ADVICE AND REAL PATENTS
Patents and patent causes. Specialist
in Aeroplanes and Gas Engines.
JOHN O. SEIFERT
50 Church Street New York, N.Y.

PATENTS

AMERICAN MONOGLIDER $95

COMPLETE READY TO FLY
Wings 20'x5'. Weight 50 lbs.
Immediate Delivery Flights Guaranteed
Plans and Specifications 114 in. to 1 ft., $1.
AVIATION DIRECTORY, LAWRENCE, KAN.
Founded 1905

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the cheaper kind.
Get our 40-page catalog “EVERYTHING AVIATIC”
and a small order will tell you why those who know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.
208 30th Avenue Seattle, Wash.

Length 16'.

—
oa

SANE A f ANT Tn.
—— —

© SUPPLIES
at more than interesting prices. Bleriot and Curtiss
K. D. outfits our specialty. “IMPORTED” helmets in
stock. Wheels with tires 208 x 2145 $6.60, 205 x 35 $9.25.
22 page catalogue A sent upon receipt of 6 cents
New York Aeronautical Supply Co.
50 Broadway, New York

util Ute

AEROPLANES MADE TO ORDER

Send Drawings for Estimates on all
Special Machines
My work is first class, ask for list of satisfied customers

W. C. DURGAN

115 Brown Street :: Syracuse, N, Y.

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.
**Ideal’’ Plans and Drawings

b are accurate and are accompanied by
} clear, concise building instructions,
postpaid at the following prices:
Wright 3-ft. Biplane, 25c. Bleriot 3-ft.
Monoplane, 15c. ‘‘Cecil Peoli’’ Champion
Racer, 25c. Curtiss Convertible Hydro-
“‘Ideal”’ three-foot Racer (new), 15c.

zeroplane (new), 35c.

Complete Set of Five............... $1.00 Postpaid
Send for our new 40 pp. “Ideal”? Model Aeroplane Supply
(None free).

82a West Broadway, New York

catalog, fully illustrated. 5c. brings it.

IDEAL AEROPLANE & SUPPLY CO.,

HYDRO - AEROPLA

READY FOR POWER

WILSON

Port Jefferson :: 2

ES

Fa

be

=" MONOPLANE

x
y

¢

DRAWINGS, Bleriot XI Type. 3 Sheets,
Complicated Parts Full Size. Price $5 00

The three sheets constitute the best set of mono-

plane working drawings now on the market. There is no
need for the purchaser ofa set of these drawings to guess
at anything; since all dimensions of every part of the ma-
chine are given, together with the thickness, and gauge
of every piece of wood or steel used in the construction.

@2224 AERONAUTICS, 250 W. 54th St., New York

PEDERSEN OIL PUMPS

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

Write for circular

PEDERSEN LUBRICATOR CO.

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

~
J

ws

*
A

ave'e'e".
KOK KK OK

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.

In answering advertisements please mention this magazine,

AERONAUTICS

December, 1912

Wright Hydroaeroplane School
now open at Glen Head, L. I.

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. Reliability means dollars to
the exhibitor.

Wright Schools 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. 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 Schools at Dayton and New York are 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

Wright ivan

Hotel Cumberland

NEW YORK
Broadway at 54th Street
“Broadway” cars from Grand Central Depot in 10 min-

utes, also 7th Avenue cars from Pennsylvania Station

Headquarters for
Aviatorsand Auto-
mobilists.

New and
Fireproof

Strictly first class.
Rates reasonable.

$2.50
With Bath

and up

Send for booklet

Ten Minutes’ Walk to Thirty Theatres

H. P. STIMSON

Formerly with Hotel Imperial

.

Sh eee deel sb abe oh eheehe Ge oferde ofeefonge fe oheege Poche ofoete efor

NAIAD
Aeronautical Cloth

Manufactured Especially for
Aeroplanes

Light, Strong

Air-Tight and
Moisture Proof

ie

bebobebebeb-

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS

101 Franklin St., New York
€ PRD Hebe fe foooofefocforse foefo eof de feehe fore doe Hy >

FRESE PEP PP PEG Fe Fe rlerh iohe he choofo no ce ho oho ofe shoefe cp fs
ake todo ode Hooke oho fo oho fondo cfe ocho cho ofe ofe of> eLe chooks oho oho ofocdohe oh efor fe eh

In answering advertisements please mention this magazine.

AERONAUTICS December, 1912

H
A
L
L

m= AVIATION POWER PLANTS

Again show their supremacy, in EXCELLENCE, RELIABILITY and EFFICIENCY

Ath International Meet, Los Angeles

60% Entrants had machines HALL-SCOTT
equipped.
H. F. Kearny, (Sure Shot Kearny +)
Tom Gunn, (Head of Chinese Gov’t Aviation Corps)
Roy Francis, (Flying with Irving, Parachute jumper)
100 % Entrants used HALL-SCOTT equipment,
before close of meet.
Lincotn BEacHeEy, (Greatest of all aviators) used
HALL-SCOTT, 80 H. P. equipment for his sensa-
tional Dror or DEATH.
John Bryant, purchased HALL-SCOTT, 80 H. P.

equipment, before close of meet.

Could you ask for any higher endorsement of HALL-SCOTT EQUIPMENT

HALL- “SCOTT MOTOR CAR COMPANY

= BESS eee Eee eee Oe eee eee eee see
SERS Se eee ee ee OS eee eee eee

In answering advertisements please mention this magazine.

ar .
Thor f

RN Daan

ae i ae
be Mee i
ge,’ 2! ee MTom

UNAS Mena e

Saale
HN Se
ya

, Ah
wal yawn
va

ah L-&
A a a r 7 r 3 J * Lae ’ yo
Aare i Ta ee y ad yt . . i, rye tp

ia
iN Att
S euhe

’ wy
Le they
Lat
tei

*
; Jat
At yee Fy.

4 hi

et
Pu eA ae
De ayia! ra

yey

ite

a

os te
nents
pre

i. ee)
‘ night

Price 25 Cents

g
Wy by Ya

Ki

2 y yy” 4

U7

1 Lda
Y]}

i}
ae IIIT <j
|

a
In

iN
y

Tne

\

iN
Yd

\
LIIccs

\

\
iN)

|

Serial No. 65

S
ct
~
oe
<
—
Zz
<
=

Vol. XII, No. 1

ine

THE FABRE HYDROAEROPLANE
The First Successful Water Flying Mach

Published by AERONAUTICS PRESS, 250 West 54th Street, New York

AERONAUTICS Page 2 January, 1913

r ERMAN NMOMHHONNHHNMMHNNMINMNIEI I N MONON IHN
4

v4

y

¥

y

y

y

y

4

y

%

y

y

,

y

y

y Ree lee

: te

4

Z C-4 Model, 4 Cyl. 45 H.P. C-G-6 Model, 6 Cyl. 75 H. P.
4 C-6 Model, 6 Cyl. 65 H.P. C-8 Model, 8 Cyl. 110 H.P.
J =SSS—S—SSSSSS—SSa=_—_=_=== \\

, These 1913 models have been thoroughly

if tested for over six months. An AC-6 model

y now holds the American duration record for

y pilot and one passenger—3 hr., 51 min.,

Z 15 sec. ok Sie ca ene

4 SSSSSSS=_Z ===

,

y Notwithstanding the exceptional reliability shown by 1912 model motors
Z those for 1918 must pass as a part of the regular routine of manufacture a
4 more severe test than any American motor has ever before been subjected
¥% to. That is, every 19138 motor before leaving factory must pass a six hour, full
¥ load, full speed test, with a speed variation of not more than 5% throughout
Z the run. During this test they will be required to equal or exceed their
4% rated horse power. This assures you of SERVICK UNQUESTIONABLE, yet
% they are reasonably priced.

# Catalog and full data on request.

‘

,

, CHARLES B. KIRKHAM, SAVONA, N. Y.

FE OO hh FFI IO OOS

In answering advertisements please mention this magazine.

AERONAUTICS “ese 3 January, 1913

The Only
IMPROVED

Propeller

The Only
PATENTED

Propeller

TRADE MARK
PATENTED MARCH 14, 1911; JULY 25, 1911; OCTOBER 17, 1911: OTHER PATENTS PENDING

PARAGONS hold a special grip on all who strive for the highest and best—those
who appreciate the maximum of strength, safety, service and efficiency as exemplified by
the modern, highly developed and improved propellers known as Paragons.

Paragons are made and carried in stock in three grades:

Grades A and B are the strongest, most perfect, most beautiful and most efficient propellers
in the world. Their durability is so great we can afford to insure Grade A against all accidents of
any kind while on the machine,—even at these prices—$45 to $58, according to pitch, for the 74 ft.
size. Other sizes accordingly. Grade B has all the strength of Grade A and nearly the toughness
at a cheaper price. Grade C is made of beautiful hard Cherry throughout. In strength, durability
and efficiency there is no other propeller equal to them (excepting our Grades A and B) either in
the United States or abroad. Only $31 to $41 for the 7} ft. size. Other sizes accordingly.

We are furnishing many Three-Bladed Paragons for Naval and Military Machines at one
and one-half times above prices. For hard service Paragons are pre-eminent, they never split.

Get our Information Blank, our Descriptive Matter and our Suggestions gratis, and be wise
about PARAGONS. Visit our new factory. Inspect our goods, our specially designed machinery
and other equipment. Seeing is believing.

FOR WRIGHT-TYPE MACHINES

New Process Paragons twisted under moist heat and pressure. Seamless and _ jointless
blade faces. Weight 9 to 12 lbs. Tested to 400 lbs. bending strain. Approved and _ pur-
chased byU . S. Navy Aviators. Sold strictly on approval. Get prices.

AMERICAN PROPELLER COMPANY, 243-249 East Hamburg St., Baltimore, Md.

ANNOUNCEMENT

Mr. Frank T. Corryn, Pioneer Aviator, License No. 26, 1910, the first
to fly double-hydroplanes—well known on account of his famous Hydro flights
about New York Harbor last winter—has been engaged to take charge of the
Burgess Schools.

Thorough training in aviation requires three things:

First: Opportunity to study construction in an actual manufacturing plant.
Seconp: Thoroughly reliable double control aeroplanes.
Turirp: A teacher of long experience.

Burgess Schools meet these requirements,—hence the Government has
selected the Burgess School for training its officers, both Army and Navy, in
the hydro-aeroplane.

Particulars concerning winter courses furnished upon request.

We are clearing our stock of new and used aeronautical motors at one-third
value, 25 to50 H. P. Great opportunity to secure a good motor cheap.

BURGESS COMPANY AND CURTIS

MARBLEHEAD ; ; ; : : : MASS.

In answering advertisements please mention this magazine.

AERONAUTICS Page 4 January, 1913

All Those New,
-& World’s, Records, ,

were. made with

BOSCH

EQUIPMENT

HE Bosch Magneto will be
found on all those aeroplane
engines which are known for their
record-breaking performances or their

consistent and unfailing service.

The Bosch Plug is ‘as good as the

Bosch Magneto, of course.

Be Sure Specify Bosch

Bosch Magneto Company
222 WEST 46th STREET, NEW YORK

In answering advertisements please mention this magazine.

AERONAUTICS

The

Wright Experiment of 1907.

Isis

January,

4

The History of the Flying Boat

WERE TRANGE as it may seem, the
oi SANS =< latest type of aeroplane,
+

* the water flying machine
ee 2

developing into the air
SD) 5) boat, is really the oldest
= = form. Early experiments,

those made by Voisin, Ble-

Ka gta oravorovors riot and Archdeacon in
NRE) 1905 and 1906, after Or-
0) LODE) ville and Wilbur Wright

blazed the way, and still
earlier by Wilhelm Kress, of, Vienna, in
1898-1900, were conducted on the water,
doubtless with a view to safety. Santos-
Dumont attached wheels, as did Hlleham-

mer, in Denmark, and Vuia, in France, and
Ellehammer was able to fly 162 feet in Jan-
uary, 1906, the first European flight.

From

fig l
The First Curtiss Hydroaeroplane.

that time on wheels were used by all ex-
cept the brothers Wright.

The Wrights, though it is not generally
known, essayed to fly from the surface of the
river at Dayton in March, 1907, using the

propellers, the transmission plant of the
1905 flyer and an old motor that had not
been used for several years. The maximum
power used in the tests was 14 H. P,,
though the motor should have developed 20.
The weight of the craft was a little over
1,200 pounds, which corresponded closely
with what the aeroplane was expected to
weigh when equipped with light pontoons.
As will be seen from the illustration, only
the pontoons, with a sort of deck frame,
were employed in the tests. The intention
at the time was to make a long cross-coun-
try flight, following some stream, such as
the Ohio, and possibly appearing at the
Jamestown Exposition. On the night of
March 21, however, the dam broke and left
the water flyer without any water.

The greatest credit should be given to
Henri Fabre for producing the first hydro-
aeroplane to fly. The machine was abso-
lutely unique in every respect. His first
flight, the first from water in all the world,
was made near Marseilles, France, March
28, 1910.

Though Armand and Henri Dufaux are re-
perted to have flown on August 28, 1910,
with a biplane, the second really successful
water machine was built by Glenn H. Cur-
tiss and flown by him. After unsuccessful
experiments with twin canoe-shaped pon-
teens fitted to the old “June Bug” (Janu-
ary, 1909), delays occurred, and it was not
until January 26, 1911, that actual flights
were made at San Diego. A system of twe
floats, arranged tandem, was employed,
these being in the place usually occupied by
the running gear. Then a single long boat
was tried and found more adapted to the

Page 6 January, 1913

= Te Nee Leet
UN ee

ee APR

LY

i
i

ee a WY YY
vy /, “if mY Yf Yyf

Yi) Wy} yy Je: Z “ip
MWY

WW
i, M Uf
Yy

yy,

= CAV DROA 2 1913
ee EI a ‘ CLAY (P(S®S ©G §@ss

PA Pa

AERONAUTICS

Page 7

Januarv, 1913

purpose (February, 1911). Both of these
types flew successfully. Various minor
changes were made, until, in January, 1912,
a twin tractor machine was tried, but be-
cause of chain transmission troubles Curtiss
went back to the direct drive. This machine
had the engine set in the hull of the boat,
which resembled largely the present Cur-
tiss flying boat. [See AERONAUTICS for
April, 1912, for full details and scale draw-
ings. |

In 1911 several flights were made by An-
tony Jannus in the Farman-type biplane of
BK. R. Brown, of Baltimore. This machine
had 3 floats and 3 wheels.

The Burgess Co. & Curtis attached pon-
(cons to their machines and scores of flights
were made in October, November and De-
cember of 1911, and in January of 1912
Brookins and Webster did passenger carry-
-ing with a Burgess-Curtis hydroaeroplane in
Florida.

Frank Coffyn had a pair of floats built for
Russell Alger’s Wright and made flights in
October, 1911, and in New York harbor in
February of 1912. During the same winter
of 1911-1912 Captain Hugh L. Willoughby
experimented with floats in Florida.

The Wright Company, as a company, has
not thus far produced any hydroaeroplanes,
though Wright machines have been fitted
and flown with twin floats by Coffyn and the
Burgess company.

In the summer of 1912 Howard Gill and
the Burgess company built a hydroaeroplane
with two engines driving two independent
sets of propellers for the Gould prize, which
was not awarded for reasons which readers
of AERONAUTICS know.

The Burgess-Curtis of 1912.

In the Fall of 1912 the Benoist Aircraft
Company fitted a single large float to their
biplane, and it took part in the Chicago
meet. In November, as everyone knows,
Jannus used his Benoist tractor hydroaero-
plane in his 1,835-mile flight from Omaha to
New Orleans, the longest continued journey
made by a water flying machine. The Cur-
tiss army machine holds the world’s record
for longest non-stop flight with a water
flyer—over 6 hours.

Of the twin-float system, a departure has
been made by the Burgess Co. & Curtis in
the design of floats which they have fitted
to the army’s new coast defense machine,
tests of which have been made by Frank
Coffyn, now with the Burgess company, in
January, 1913. AKHRONAUTICS publishes
herewith the first picture of this new ma-

chine. The 6-cylinder Sturtevant engine is
entirely within the “fuselage,’ which is
closed in with linen, varnished. In other

respects the machine may be called an en-
larged Wright. The sketch of this machine
will show the novel shape of the floats. It
represents a distinctive type of construc-
tion, meeting the special demands of mili-
tary use for recognizance and scouting pur-
poses. It has been called the ‘Coast De-
fense” machine.

The operators are located in an enclosed
nacelle well forward of the main planes and
with no obstructions of any kind to their
view. At the same time they are well pro-
tected from the weather by the location of
their seats within the enclosed body, as will
be seen in the drawing.

The planes are of a new type of construc-
tion, of very much greater strength than

= pa
xf ae am

SS

aL ((ULY
u(t {UI \

\
rt
we

DR. HVBNER

FUPERS OF LO8e

AERONAUTICS

January, 1913

aero

The Coffyn Hydroaeroplane.

has heretofore been used. The hydroaero-
plane is powered with a 60 H. P. Sturte-
vant 6-cylinder motor, amply muffled, as are
all Burgess power plants, with a hand-start-
ing device for starting the engine without
leaving the plane. [Description of this de-
vice has appeared in a previous issue. |

The aeroplane is supported in the water
by two hydroplanes of a new type recently
designed by Messrs. Burgess and Curtis.
They are of the two-step variety, the two
planes being set at widely varying angles
to one another, so that the aeroplane as it
increases its momentum rises on its forward
step and almost automatically falls back
upon the rear of the boat as speed increases,
throwing the planes at a very efficient angle
for leaving the water. The rear step is con-
cave in form and ventilated by a large air
tube. The boat is built of copper and
braced with Spanish cedar. Patents cover-
ing design are applied for.

The tail is very similar to that of the
Burgess military weight-carrying tractor
aeroplane which was delivered to the Signal
Corps during the last season. The hydro-
aeroplane as a whole is built to conform to
the regular army specifications.

The design of a new hydroaeroplane, or
“flying boat,’ was completed immediately
upon Mr. Burgess’ return from the Aero
Show in France, and he has been able to
supplement his own ideas from the very
careful study of the development in Europe
during the last year. This machine is to
be powered with a 70 H. P. Renault motor,
and will be delivered early in the year.

G. C. Loening has experimented with a
Bleriot copy monoplane, using a boat-shaped
body in the summer of 1912 and others here
and there about the country, individuals, at-

tached floats to their machines with indif-
ferent success.

Abroad, Voisin took up Fabre’s work and
brought his own machine to success in
May, 1911. Others followed. The water-fly-
ing meet in 1912 brought a Curtiss hydro-
aeroplane of the standard type, one adapted
from another, and nearly every French
maker was experimenting with water ma-
chines. In England also a considerable num-
ber of flights were made, but none of the
European or British machines attained the
success of the American hydroaeroplane.

Beginning 1913, the “flying boat’? may be
picked as first choice of the card. From an
aeroplane adapted to start and land on the
water we come to the motor boat equipped
to fly in the air.

The Curtiss and the French Donnet-Le-
vecque appeared at about the same time—
these typify the expression, “flying boat.”
For the coming year we must add the Be-
noist and a little later the Burgess “flying
boat” in America—and abroad there are
several examples of this class.

Preparations for a wonderfully active year
are noted by the New York Aeronautical Supply
Company, which is at present working double
shifts to keep pace with its orders for im-
mediate and future delivery. It is a pleasure to
examine a catalogue so marvelously complete
as issued by this company. The catalogue
lists “everything from a turnbuckle to an aero-
plane in knock-down form.’ The turnbuckle
and wire tightener department is especially
well represented with types and sizes. Over
750 individual parts and fittings are described
and priced, and anyone interested can obtain a
copy by sending 10 cents in stamps to that
concern. The sale of two military Curtiss
types and one Bleriot XI monoplane—all in
knock-down form—to a South American army,
to be used for scouting purposes, is reported.
This company handle the “ROOLD” military
helmet,

AERONAUTICS Page 10

January, 1913

The Gill-Burgess Twin Engine Gould Prize Machine.

GUEEIN | “AROS OAT

G. C. Loening’s Aero Boat.

AERONAUTICS Page || January, 1913

GOVPY TALL FISAT

———————

THE GERTI4

DARTOS

SSS SESS

TYPES OF 1912

1476

January, 1913

BREGUET \ We

AN
ti, \e
fi ML. NZ)
q

OTe
iC

Is SSSSS77
NRY rearing

AERONAUTICS

PoE LOAT OF
STANDARD
CVRTISS 1912-1913

ME PIRST €VRTISS TO FLY

Janvery (VW

ISgbs§@ig

AERONAUTICS Page 14 January, 1913

> tp VOISIN

FABRE FLOAT
ON ‘VOISIN

\

\\\\)

\\
\\

NIEVPORT
BROWN “11

CYP
K@euts 1@a2

AERONAUTICS

TMEJE BIBS ON ALL FOUR S/DES C ‘DRAINAGE PLUGS CC’ 3” RIB
+4
ees 75a" —_—_—+-——

3” RIB”

yes

“iy

es Ting Mie

Scale Drawing of Coffyn Floats.

ee oe

January, 1913

The Benoist Flying Boat

COE EENS HE new “flying boat’ of the

+ Benoist Aircraft Company,
%) in St. Louis, is the second
y of its type in the States to
be placed on the market.
While it resembles most of
all the French Donnet-Le-
vecque, it has the Deper-
dussin style of control,
using a wheel to operate
ailerons and a push and
pull on same wheel to elevate or lower and
steer with a foot bar. A novelty is the

unique radiator placed below the upper pro-
peller shaft.

The planes are standard Benoist surfaces,
the same as used in the tractor machines, of
5-foot sections, 46-inch chord, with a camber
of 2 inches. The rudder and elevator is also
standard, the elevator measuring 10 feet by
28 inches and the rudder 2 feet by 8 feet.
Both the elevator and rudder flex for con-
trol, using springs with oak strips in place

of ribs. The spread over all is 42 feet 2
inches. The distance betwen planes is 5
feet. Goodyear fabric is used for covering,

double surface.

No vertical surface is used at the rear.
Steel tubes of % inch and 14 inch diameter
guy the rudder and elevator post.

The control wires are in duplicate and
run exposed (through tube guides on ele-
vator and rudder beams) to the side of the
boat, where they enter through guides.

The boat is en of spruce, 5-16 inch thick
on the sides and % inch on bottom, unlam-
inated. Horizontal and cross ribs are 6
inches apart. A *%-inch keel of spruce runs
the length of the boat. The bow has a
metal and wood frame, over which canvas is
stretched, and fastened by a strip of wood
the length of the boat. The rear half of
the boat has a rounded top surface simi-
larly constructed. There are three steel
shod. runners, 1 inch square, running the
length of the bottom to protect the hull.
There is an oak skid at the extreme rear and
a small wooden rudder for turning in the
water. This is connected with the air rud-
der. A 38-inch step is located under the

center of pressure on the wings and fitted
with air tubes to relieve suction. The hull
has three compartments, with check valves
in each. The boat measures 23 feet 10
inches long by 2614 inches at widest part.
The motor is a 6-cylinder 75-H. P. Roberts
2-cycle, Bosch equipped, driving by Diamond
roller chain (1-inch pitch, 54-inch wide) at
crank-shaft speed, a Benoist 8-foot 6-inch di-
ameter propeller, by 5-foot pitch, the
sprocket shaft being a 11%4-inch hollow steel
tube. Ball thrust bearings are placed in con-
tainers at the front and rear ends. The

engine itself is located on two beams, 1 inch
by 8 inches of spruce, which rest on the
bottom of the boat, and built integral. The
lower plane is open in the center section
and an aluminum hood covers the motor.
The exhaust is carried outside the boat, but
not muffled.

A 14-inch steel tube distance rod extends
from the engine sprocket to the propeller
sprocket. At the top end the inside is
threaded to receive the ball-bearing housing,
and, therefore, is capable of adjustment for
tightening or loosening chain.

The propeller shaft is housed in a steel
tube riveted to the bearings. The sprockets
have 18 teeth and are 6 inches in diameter.
New Departure ball bearings, 5-inch balls,
are used.

The passenger is placed behind the oper-
ator, directly in front of the motor, the same
as the regular Benoist tractor. The con-
trolling system is dual, allowing passenger
to control machine if it is desired. The
machine has a carrying capacity of three
passengers, besides the pilot, the same as
the standard Benoist plane, which now holds
the American record with three passengers
and pilot, made at Chicago during the last
international meet by Tony Jannus.

The machine will also be capable of land-
ing on land by being equipped with wheels,
which may be raised or lowered by oper-
ator at will by means of a lever.

The weight of the machine is 1,004 pounds
empty. All wires are stranded Roebling
cable.

The outfit is listed at $4.150, including
extra propeller and 2 extra sections.

AERONAUTICS

Page 17

January, 1913

cAero -/Mart

15 cents a line, 7 words to the line.
Payments in advance required.

RATES:

MOTORS FOR SALE.

FOR SALE—New “Wolverine” motor, 25-30
h. p., 220 lbs. thrust, $350, will sacrifice for
cash. Also for exchange runabout auto, 2-3 cyl.
marine engine of 10 h. p. Address Post, 1020
McBride, Syracuse, N. Y.

FOR SALE—6 eyl. ‘“‘Aero Special’ Elbridge
2 cycle. magneto, radiator, complete, new, sam-
ple. Original price $1,800, will sacrifice at $800

Also 4 cyl. used, good shape, with mag-

cash.
neto, at $450. Address at once, Two-Cycle, c/o

AERONAUTICS.
————————

ROBERTS—New Roberts 4-X motor, 50h. p.,
weight 165 lbs. Radiators, propeller, ete. 390
lbs. thrust. Address Wilson Southard, 1827

Pulaski St., Baltimore, Md.
eee
ANTOINETTE AERO MOTOR FOR SALE—
70 h. p. water cooled, practically unused, fine
condition, regular price $4,000; going for $400.
Also 4 Bosch magnetos, and a quantity of en-
gine fittings. Address ‘Antoinette,’ c/o Aero-
nautics.—Mar.
—
FOR SALE-A few Model D-4 Gray Eagle
motors, slightly used, that have been taken
in trade for larger motors. In first class con-
dition, and guaranteed, at bargain. prices.
Kemp Machine Works, Muncie, Ind.—T. F.
eee ee eee SS ES ee
GNOME FIFTY—who wants it? Has been
used by Charles F. Willard. Perfect condition.
Make offer. Address, “GNOME,” c/o Aero-
nautics.
paisa oe
ENGINE FOR SALE—S8-cyl. ‘V,” list price,
$1.500; new. never used. To one who buvs
this motor gets one of those few real bargains
that aren’t nicked up every day. Thoroughly
tested by maker who desires to sell the last one
in his shov. Complete with proneller, $800. Ad-
dress, “Hight Cylinder,” c/o Aeronautics, 250
W. 54th St., New York.

MISCELLANEOUS.

SACRIFICE—A Curtiss-tvpe biplane, flown by
one of America’s most famous aviators, with
8 evl. Hall-Scott 60 h. p. motor, all in Al con-
dition, for $1,800 cash, subiect to demonstration
to bonafide purchaser. Shipping boxes, pro-
neller. crates, completely equipped for the road.
Free instruction in flioht to purchaser at well-
known flying field. The best bargain of the
season. Opportunity knocks but once at every
man’s door. - Address “Sacrifice.” c/o Aeor-
nautics, 250 W. 54th St., New York.

GET MORE POWER—Send 25 cents for de-
tails of valuable combination device, for prim-
ing, cleaning carbon from cylinders and obtain-
ing greater power through increased r. Dp: mk
Easily attached to any motor; inexpensive. No
changes in motor need be made. Address Beier,
c/o Aeronautics.
eee ee

FOR EXCHANGE or sale—Uncovered Ble-
riot-type wings and rear fuselage. Would like
to get one man dirigible gas bae. What have
you? Grotzinger, P. O. Sta. D, 3altimore, Ma.
ee ee

RARE BOOKS—Occasionally it is possible to
Secure copies of Wise and Astra Castra. These
are very scarce and are two of the absolutely
necessary books for an aeronautical library.

ASTRA CASTRA, by Hatton Turnor, Cloth,
London, 1865, many fine plates. $10.

A SYSTEM OF AERONAUTICS, Comprehend-
ing its FHarliest Investigations and Modern
Practice and Art, Designed as a History for the
Common Reader and Guide to the Student of
the Art, by John Wise, 8vo., cloth, Phila., 1850.
$10. Aeronautics, 250 W. 54th St., New York.
—_— a

ASSORTMENT of complete power plants, in-
cluding: Curtiss 25h. p., 4 cyl.: Clement-Bayard
30’s; Hendee (Indian) 7 cyl., 50. Bargains at
50% below cost.

Immediate delivery of genuine Bleriot and
several antiquated but successful aeroplanes of
nexcelled workmanship “for a song.” Address
Assortment, c/o Aeronautics, 250.W. 54th St.,
NEY SaCitys :

SPECIAL GOOD BARGAINS—1 Gnome
engine, 50 h. p., complete with mountings for
biplane, everything ready to run. Can demon-
trate. Nearly new. Fine condition. $2,000.

Complete set of parts for Gnome 50, enough
to assemble complete engine; all kinds socket
wrenches and tools for same: mounting frames,
controls, ete.

Bleriot type monoplane for Gnome engine,

two Bleriot types with Anzani engines. Sets
of parts.
All these from well known concerns. Every-

thing can be seen before purchase. Cheap for
cash. Address Mono, c/o Aeronautics, 250 W.
o4th St, N.Y. City:

FOR SALH—Curtiss type biplane equipped
with 50 h. p. Gnome motor. Everything in ex-
cellent condition. Shipping crates. Must be
sold at once. Best offer takes it. Address
Curtiss, c/o Aeronautics.
eee eee

FOR SALE—1912 genuine Curtiss aeroplane
with hydroaeroplane attachment. Model “D”
exhibition type. Brand new Curtiss Model “0,”
8 cylinder, 80h. p. motor. Extra parts, crates,

ete. The ideal high powered exhibition ma-
chine. Quick sale necessary. If interested
write at onee. Address Curtiss Hydro, c/o

Aeronautics.
ee

TIRES—Double the service of your aero-
plane tires by using Security Reliners. Make

your double tube tires good as new at slight
expense. Security Reliner Sales Co., 250 W.
54th St., New York.
———— EE ee eee
WANTED—Motor for use with Curtiss hydro-
aeroplane; also Curtiss hydroaeroplane or San-
tos Dumont aeroplane, less power plant, in
good condition. Bryce Rea, 347 W. 57th St.,
New York.

WE BUY wrecked aviation motors, repair and
sell Albatross and Detroit Aero. Save stamps.
A. J. Hartman Co., Silverleap Av., Burlington,
Towa.

RENTON’S COMPLETE CATALOG—Get it
for stamps. Chicago Aero Works, 143 N. Wa-
bash Av., Chicago, Ill.

Double Hydro Floats, weight. 55 Ibs. each, pair. $250.
Running Gears, Farman or Wright, complete, $42.50.
Hubs, knock-out axle or to fit, 1", 144", 1144", or 145".

AEROPLANE WHEELS

J. A. WEAVER, Jr., Mfr., 132 West 50th Street,N Y
Wheels, 20" x 214". complete, $6.00 — 20"x 3". $8.25,
with Curtiss or Farman type stock Hub, 6" wide.

We make any size or type of wheel. Send for list.
Compare my prices with all others.

January, 1913

Mims
4002

THE BLAOIST \ |//
FLYIAG BOAT _\ize

Scale Drawings, Benoist Flying Boat.

AERONAUTICS Page 19 January, 1913

CPESEPEEEEE SEP EP EEE EEE EEE ESS S SY
= SS | eS
From the “MOTORWAGEN” of Nov. 20, 1912

+$$$$4+++4

In the testing establishment of Dr. Bendermann at Adlers-

hof (near Berlin) a 7-cylinder Gyro Motor was recently
tested. In a 5-hours endurance run and at 1,000 R.P.M., an
average of 45.7 H.P. was obtained. The fuel consumed was
14.7 Kg gasoline per hour and 3.06 Kg lubricating oil, which
is more favorable than the Gnome motor of the same horse-
power. The weight of the motor was 73 Kg.

Built of Nickel Steel and Vanadium Steel throughout

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower
Under Construction: 7-cylinders, 80 H.P., 5-cylinders, 60 H. P.

Send for Catalogue

THE GYRO MOTOR COMPANY

774 GIRARD STREET 32 - - WASHINGTON, D. C.
Agents for SIMMONS Propellers

SESEEEEES EEE EEE EEE EEE SEES ESSE S EEE E POF PEE FES4 EFS 444464544 F4bb bbb EE EEE EES ESE EES

SPEEPEE EEE EEE EEE EEE EEE EEE EEEEEEEEEEPEEES EEE ESET ESSE SED

In answering advertisements please mention this magazine,

AERONAUTICS

Page 20

January, 1913

On Aeronautical Motors
By A. HYATT VERRILL

EDITOR’S NOTE: The following consists of
excerpts of a very plain talk by A. Hyatt Verrill
before the Aeronautical Society on November
21. The entire lecture is not printed on ac-
eount of its length.

In the talk he describes the essential details
of several foreign motors as well as_ three
unique types of American motors, the two Tre-
bert engines, which have already been de-
scribed in AEFRONAUTICS, and the Mercury 8-
eylinder ‘‘V’’ which has been in use in speed
motorboats.

It is barely
not be entirely

possible that the remarks may
applicable to American motor
manufacturers; yet, they too, recognize that

there undoubtedly is plenty of room for im-
provement in some of our home-built engines.
the broad-minded welcome all intelligent dis-
cussion, so the following is well worthy of
notice by engine designers.

; Le oe", rj f motors
KR eee N my comparison o
a PAMSANS = abroad and at home I shall
vas eS

comings of our engines and
the necessity of American

1) manufacturers’ and design-
KAA VSAAZ ers’ producing new and
ROSES eS L S
W,)\ ¥, W)\ 5% 2)\ a : : 3 on
SOs MEME) * * F * & F * * Any motor
Oselese) foe) Over that is light enough and
HAHA )6powerful enough for aero-
plane use and will stand up day after day
speed boat use will prove dependable for
flying, for in the former case the engine is
subject to many demands and requirements
entirely absent in aeroplane propulsion.
pean motors my statements may not please
some of my hearers, if they happen to be
manufacturers or dealers in American
motors; for in nearly every case the Amer-
its European prototype but I believe in stat-
ing facts as you find them and not as you
would wish to have them,—a fault with
many manufacturers by the way. And
a few remarks regarding their methods.
Before doing so, however, I wish it clearly
understood that I do not refer to all manu-
facturers or to all American engines for it
efficient motors that are in daily use and
that a large proportion of these men are
honest and painstaking and use every en-
deavor to produce the best motor possible.
in the least for the quality or efficiency of
their motors so long as they can dispose of
them to amateurs and others and while
boldly advertising their engines as “capable
cannot back up their statements with facts.

Such motors are often ‘“‘guaranteed to fly
any properly built aeroplane” or are “guar-
anteed for life’, etec.; and yet in every case

Criticism is good even for the optimists and

‘ wf) try to point out the short-
more up-to-date engines. *

under the severe strain and constant load of
In my comparisons of American and Euro-
ican motor will suffer in comparison with
speaking of manufacturers, I wish to make
is an indisputable fact that they do produce
A certain number, however, do not care
of flight” and as having actually flown they
a loophole will be found which enables the

maker to crawl out of the guarantee. Such
guarantees are like a “Mother Hubbard’ —
they cover everything and touch nothing.

Another matter in which our manufac-
turers, or their advertising managers, err
is in exaggerating. I have in mind one par-
ticular motor which is really an excellent
engine and it is used ir a great many
‘planes; it is the standard power plant of
several with records; yet the catalogues of
this motor company contain statements
palpably false and misleading. They state
that their motors “have never failed,’ that
“not one user of their motors has ever aban-
doned it for any other,’ that ‘‘no accident
has ever happened” that could be laid to
their motor, and that one of their engines
has been “flying continuously” for over a
year with less than ten cents worth of re-
pairs; while finally the statement is made
that there are more of their motors in actu-
al flying use today in the U. S. than any
two of its competitors. If this statement
refers to actual competitors in the same
class—two-cycle, vertical, this may be true,
but if intended to apply to all competitive
motors it is absolutely ridiculous on its face.
Their other claims are as absurd; for no
motor made has “never failed’’; no two-cycle
motor ever produced has been run “contin-
uously for a year” without requiring new
bearings or readjustments of bearings which
alone would cost more than ten cents; and,
certainly, if it has been ‘‘flying continuously’’
for that time it has set a wonderful new
endurance record for flight. Moreover sev-
eral accidents have occurred in which _ this
particular motor figured conspicuously and
[ am personally familiar with one very ser-
ious accident that occurred near my own
home and which was directly due to motor
trouble. And last of all I could mention
several men who have used these motors
and discarded them for other makes—a thing
that is constantly being done with various
motors in the never-ceasing effort of avia-
tors to secure the best motor for their use.

Such exaggeration is uncalled for and
only serves to mislead the uninformed and
create suspicion of all statements to those
familiar with the facts. As a result of such
methods one cannot be sure of any state-
ment the manufacturers make and as a
result, when a man starts on a flight with
such a motor, he never knows where or how
his flight will end as it all depends on the
motor and, in a way the aviator is in much
the same condition as the boy with the
steer, who, when asked where he was going,
replied: “Don’t ask me, ask the steer.”

With the advent of the aeroplane many
new forms of gasolene engines made their
appearance, the object of each and every
one being to reduce weight and parts to a
minimum without loss of power or efficiency.

‘Langley’s

AERONAUTICS

Page 21

Le 19 I 2

a <a

THE AERONAUTICAL BOOKSHELF

Epitome of the Aeronautical
Annual By JAMES MEANS

In one volume is contained the principal articles from
the three annuals of 1895, 1896 and 1897, published by Mr.
Means. Contains the theories and experiments of Cayley.
Wenham, Lilienthal, Maxim, Langley and others, written
by the mselv es. Fundamental facts ae Bive n. One of the
absolutely necessary volumes, » 224 pp., $1.12

The Problem of Flig ht

By HERBERT CHATLEY
A strictly technical book for the engineer.
Ill., 119 pp., $3.50

The Conquest of the Air

By the Late Prof. A. LAWRENCE ROTCH

A popular but authoritative book on
the Ocean of Air, History of Aero-

station, Dirigible Balloon, Flying
Machine, The Future of Aerial Navi-
gation. Ill., $1.10

Aerial Navigation
By DR. ALBERT F. ZAHM

In popular terms Dr. Zahm portrays
the progress of aeronautics, leaving out
unproductiveexperiments. The pilots
of today know little of the history of
the machine they use daily. The per-
centage of those whoare familiar with
progress is small. Dr. Zahm writes an
absorbing volume which must take its
place on every bookshelf.

Ill., 486 pp., $3.00

Art of Aviation

By ROBERT W. A. BREWER

One of the best handbooks on avia- : 2 a
tion. Semi-technical. A really valuable book for the
amateur, experimentor and pilot. Ill., 266 pp., $3.50

Langley Memoir on Mechan-
ical Flight By Prof. S. P. LANGLEY

Loening’s

| Brewer’s

TION”

Hayward’s
PERONAUEICS

and CHARLES M. MANLY

In this ponde rous volume is found additions to Professor
s previous work and contains wonderful photo
graphs and scale drawings of all of the models and the
engines constructed and tested by Langley and his
assistant, Mr. Manly. The mathematician will delight
in the formulae and the practical man will find a vz ast
amount of data. One of the scant dozen “‘best books.’
Handsomely ill., 4to, 320 pp., $2.50

Curtiss Aviation Book

By GLENN H. CURTISS and AUGUSTUS POST

A popular book. Describes Curtiss’ flights, his early
life, how he planned and worked out his machine—close
view of the man. Other chapters by Lt. Paul Beck, Lt.
Ellyson and Hugh Robinson. Ill., 307 pp., $1.49

indispensable book.

Indispensable Books

Langley’s “MEMOIR”
Langley’s “EXPERIMENTS”

Maxim’s “ARTIFICIAL AND
NATURAL FLIGHT”

“MONOPLANES
AND BIPLANES”

| Means’ “EPITOME”

“PRACTICAL”

Bird-flight as the Basis of

Aviation By GUSTAV LILIENTHAL

and ei 7 ilienthal.
» 166 pp., $2.50

The Aeroplane in War

By C. Cen WHITE and H. HARPER
A book with prophecies of the future. lll., $3.00

Experiments in Aero-
dynamics By Prof. S. P. LANGLEY

This with the other Langley book forms the keystone
of the aeronautical library. Purely technical. Detai!s of
the experimental machines of Professor Langley. The
Ill. $1.50

Artificial and
Natural Flight

By SIR HIRAM MAXIM

Concise history of development of
flying machines and Maxim's own ex-
perimental work. There are but few
worth-while technical books on avia-
tion. This is one. Ills., 172 pp., $1.75

Monoplanes and

Covers the gliding work of O.

° By GROVER
“ART OF AVIA- Biplanes C. LOENING
Covers design, construction and

operation. The author has taken the
work of the best known experimentors
and analyzed the results, comparing
them and averaging. Another nec-
essary book. Ill,, 345 pp., $2.50

ila to Build an Aeroplane

By ROBERT PETIT

A handbook for the young man in school, or beginning
building for amusement. A semi-technical book, simply
written. Ilil., 131 pp., $1.50

Building and Flying an
Aeroplane By CHAS. B. HAYWARD

A practical handbook, covering construction of models,
gliders and power machines. Ill., 160 pp., $1.00

Practical Aeronautics
By CHAS. B. HAYWARD

Aeroplanes, Motors, Propellers,

800 pp., $3.50

Treatise on Dirigibles,
Practice, Future, ete. Ill.,

AERONAUTICS, 250 W. 54th St., New York

In answering advertisements please mention this magasine.

January, 1913

AERONAUTICS

As the power of any motor can be increased
only by either enlarging bore and stroke or
by adding more cylinders (provided the
speed remains constant) and as the problem
of making large cylinders of light weight
presents many difficulties, the addition of
more cylinders is the logical result.

Although two or more cylinders of the
same size will not necessarily give two or
more times as much power as the single-
cylindered motor of the same size, yet the
other results obtained in the form of even
balance, freedom from vibration, and sim-
plicity in mechanical details, more than off-
set any disadvantages. Practically all suc-
cessful aerial and automobile motors are now
of multiple-cylindered design. Two, three,
four, six, or eight cylinders are commonly
employed in the stationary cylinder motors,
while any number from three to fourteen or
more may be employed in rotating motors.
The weight of any motor is mostly con-
tained in the cylinders, pistons, shaft and
crank-case and the weight will usually be
in proportion to the cube of the dimensions.
It will thus be seen that if the cylinders are
arranged in a row vertically the weight of
crank shaft, case, etc., will be in exact pro-
portion to the cylinder capacity and the a@-
dition of every cylinder will add a propor-
tionate weight of case and shaft to the
whole fabric.

If on the other hand we place our cylin-
ders in a position which permits of the same
cylinder capacity with a reduction in size
of case and shaft, a great deal of weight can
be eliminated without loss of power or effi-
ciency.

This fact has led to the V-shaped, star,
radial, opposed and other forms of light
weight motors. With the cylinders in a row
the shaft is as long as the over-all length
of all cylinders; but if we place these same
cylinders diagonally or in a “V,’ or in an
opposed position, the length of crank case
and shaft may be reduced to about one-half
the length with the same cylinder capacity
as in the vertical form. In the diagonal or
“V” motor each pair of cylinders is coupled
to the same crank throw and even with two
cylinders at 90 degrees and by using coun-
terweights (equal in weights to the recipro-
cating parts of one cylinder) very even
operation and balance may be obtained.
The addition of any counterweight, however,
adds weight without gain in power and
hence it is far better practice to balance the
motor by using additional cylinders and for
this reason ‘‘V’ motors are usually of four,
six or eight cylinder construction. In the
opposed-cylinder motor the two or four cyl-
inders work through two cranks opposite
one another and practically result in the

true reciprocating double action impulse
found in the steam engine, and even the
two-cylinder form requires no counter-

weights and is in better mechanical balance
than the four cylindered-vertical or ‘‘V-
motors”.

Still another method of shortening the
crank case and shaft without sacrificing

cylinder capacity is the adoption of the star
or radial form, wherein the four cylinders
are arranged about a crank-case in which
but two cranks are required for attaching
the four connecting rods, or, if counterbal-
ances are used, a single crank may be em-

ployed. To overcome the objection to the
counterbalances more cylinders may be
added. By fastening three piston-rods to

each crank a six-cylindered motor results
with no additional length of shaft or case
and consequently very little additional
weight. The objection to the true ‘“star-
motor” is that the oil will invariably flood
the lower cylinders.

To overcome this, the three lower cylin-
ders may be placed on top of the case, with
the same results and length of shaft and
case as obtained in the star-shape. In a way
the radial motor is very similar to the rota-
ting motor, the only real difference being
that the rotating motor has a _ stationary
shaft and crank with the cylinders revolv-
ing about it, while the radial motor has
stationary cylinders and a revolving crank
and shaft.

Mechanically there can be but little differ-
ence as to whether the cylinders rotate
about a shaft or the shaft rotates within
the cylinder crank case; and if all struct-
ural details are equal, the only advantage
the rotating type has is the flywheel effect
of the revolving cylinders and the more
efficient cooling in air-cooled forms. These
are very minor matters, for a well designed
multiple-cylinder motor does not require a
flywheel anyway, and cooling systems are
made which are perfectly efficient in station-
ary cylinder construction.

If the actual power per cubic inch of cyl-
inder capacity in the rotating motor is
investigated it will be found less than that
obtained from non-rotating motors of equal
capacity. The excellent results obtained
from the rotating motors are probably due
more to the careful design and light, strong
construction than to any superiority of the
revolving type itself.

As far as the superiority of any one form
of stationary-cylinder motor is concerned
there is little choice. All details being
equal, a vertical motor will be as powerful,
as reliable and as satisfactory as a “V” or
star-shaped motor, aside from weight and
size; but in neither of these forms is it pos-
sible to obtain the perfect balance and alter-
nate reciprocating impulses typical of the
opposed-cylinder forms.

(To be continued)

I wish there were an automobile magazine
published that has as much detail as AERO-
NAUTICS. Fr. BE. S., Pennsylvania.

I have been taking ——————— and —————
extra besides AERONAUTICS, and they are
—w— alongside of yours.

R. J., Pennsylvania.

Enclosed please find $6 for AERONAUTICS,
the amount I neglected to pay for the best
aeronautical paper ever published.

H. B., Connecticut.

Hees ves

ea

¢C. & A. Wittemann

AERONAUTICAL ENGINEERS

Manraetnie’e of
Biplanes Monoplanes
Hydro-Aeroplanes
Gliders

Special Machines and Parts Built
to Specifications

Propellers _ Parts

Large stock of Steel Fittings, Laminated Ribs,
and Struts of all sizes carried in stock.

Hall-Scott Motors, 40-60-80 H. P.

FLYING AND
TRAINING GROUNDS

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

Established 1906 Tel. 717
SF EEE EEE EEE EEE SE EEEEEEEEE

ADAMS-FARWELL
REVOLVING MOTORS

Tompkinsville

TalZ 2 clk 2

Ask for our
Circular No.16A

HAVE BEEN IN ~ |
DAILY USE FOR wc “4
= This is our
TEN YEARS. : isis
i Vl d AVIATION
TOR
a 450 Ibs. thrust
with 9-ft. pro-
: peller of 6-ft.
oe x pitch.
Cc

THE ADAMS

OMPANY,
-21 ATHOL STREET, _ DUBUQUE, IOWA, U. S. A. |

BUILD YOUR OWN

Over 100 4 OXeF 100 complete
drawings. S iNet
todcor, ‘some ull size

HYDROSS=

$8.00

ONLY ‘COMPLETE PRINTS
EVER SOLD
New York

AERONAUTICS, 250 West 54th St.,

17 North La

ee 23

EEE EEE EEE TEEPE

enue 191 3

‘WELLES g ADAMS

a) ORS —

One of the few moderate-priced motors that has actually
made good.

50 H.P. 4 Cycle
Weight 200 Ibs.—Valves in head—Cylinders cast sep-
arate—Every moving part oiled automatically.

Let us send you our illustrated catalogue showing
Fred. Eells’ great flight over the city of Rochester in
biplane equipped with this motor.

If you wish to do something better than “‘Grass-Cutting”’

Consult

WELLES & ADAMS, Bath, N.Y.

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

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

EL ARCO RADIATOR COMPANY

Broadway and 57th St., New York City

Also Manufacturers of Automobile Radiators of all types

THE AERO WHEEL CO.

Builds all Kinds of Wheels for Aeroplanes

and Monoplanes
Standard or Special Sizes at Very Low Prices

782 Eighth Avenue New York

Have never been connected with the American

Aeroplane Mfg. Co. and School of Aviation.

Street, Chicago, Ils.

Salle

AERONAUTICS

Wake Up, Congress

MERICA, where the first successful
A aeroplane was produced, now ranks
last among the great world powers,
as far as aviation is concerned, whether mili-
tary or civil. While Great Britain, France,
Germany, Russia and Austria are spending
millions in developing military aeronautics,
building and buying machines, training hun-
dreds of pilots, offering prizes and testing
safety devices, constructing aerodynamical
laboratories, and encouraging inventors and
constructors in every possible way, the
American government is doing practically
nothing. Even Brazil and Chile have adopted
aeronautical programs that will put them
ahead of us before the end of the present
year.

Why are these governments spending mil-
lions of dollars on military aeronautics?
Why is France, whose military technicians
are the best in the world, bending every
energy to remain mistress of the air, spar-
ing neither money nor lives? Is it that
these governments are gambling on chance,
taking things haphazard? No! It is simply
because military authorities the world over
are now agreed that the aeroplane has be-
come one of the greatest military aids yet
invented or discovered. As an instrument
of reconnoissance alone it will undoubtedly
change the whole field of military tactics.

Why, then, is our government woefully
neglecting aviation? Let us drop all senti-
mental reasons and ask the question only as
a matter of cold business policy. While we
are adding millions upon millions to our
pension bills, why we are absolutely neg-
lecting a new military aid--the French actu-
ally call it “the fourth arm’’—which the best-
informed authorities say will be of un-
doubted value in warfare? Has it ever oc-
curred to the men in Congress whose duty it
is to safeguard the interests of our beloved
country, that these enormous pension bills
might never have been necessary had past
Congresses kept our military defenses in the
proper state of preparedness? Why have we
sent no officers abroad to study the won-
derful progress of other nations? Why have
we offered no prizes for devices giving
greater safety in aeroplanes? Why has the
government neglected to encourage the art
in any way?

Here is our answer to these questions—
a little cold-blooded, perhaps, but we leave
it to our unprejudiced readers to say
whether or not it is true. It is simply this:
In our government there is entirely too
much party politics; the average Congress-
man is too busy building and repairing po-

litical fences to give much attention to the
defenses of the country. He is neither an
authority on the questions of defense that
come before him nor willing to follow the
advice and opinions of those who specialize
in military and naval warfare, unless such
opinions follow the lines of party policy.

. Why did the last Congress refuse to carry

out the established naval program of the:
country, even under the strongest protests of
those whose duty it is to preserve the navy
with their services and their lives? It was
simply a matter of party policy! This is
putting it a little strong, perhaps, but when
self-interest, politics and graft throw their
vulturelike shadows over our national de-
fenses it is up to somebody to say some-
thing. The editor of this magazine is not
afraid of Congressional retaliation; most
members of Congress never take the trouble
to read an aeronautical magazine, anyway,
and could not distinguish a biplane from the
binominal theorem.

WHAT WE WANT: Congress to wake
up, to appropriate a million dollars for mili-
tary and naval aeronautics, to give us four
battleships this year, to put our army in
condition to protect what we've got, in-
cluding the Philippines, Hawaii and the
Panama Canal. Now is the time to save the
cost of an expensive war, thousands of lives
and hundreds of millions in pensions. The
nation which is prepared usually determines
whether war shall take place or not. Will
we get what we want? NOT UNLESS
CONGRESS WAKES UP!

What’s the Matter with Aviation?

NE of the largest manufacturers of
O aeroplanes in the United States esti-
mates the total number of aeroplanes
produced in this country in 1912 for domes-
tic consumption and for export, by manufac-
turers and individuals, as 64. Another
smaller maker judges the number to be one-
third of the 1911 figures. An actual count
of aeroplanes was made by AERONAUTICS,
and the figure, 750, published in the Janu-
ary, 1912, issue, was found to be the total
output for 1911.

Discouraging as the year 1912 has been,
much of the lack of interest must be
charged to the aeronautical trade itself.

The perfectly good aeroplane companies,
the real manufacturers, of whom there are
but few, have exhibited little of the pro-
gressiveness displayed in the selling cam-
paigns of automobile builders and motor-
boat makers. To the majority of the engine
builders may be applied the same criticism.

The failure of overoptimistic individuals

AERONAUTICS

Page 25

January, 1913

Another Record for the

CHARAVAY

PROPELLER

American Passenger Altitude:—5,006 feet — 1 hour, 6 minutes
SLOANE AEROPLANE CO.

Agents :— Eames Tricycle Co., San Francisco;

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 with
Curtiss Seats - - - 5.50 overs Ue
5-Gallon Tanks = - 6.15 Aeronautical
Aviator Caps - - - 1.25
Outrigger Fittings - =Hbeco
Oval Post Sockets - - .17 | ATOR CAP.
Aluminum pulleys with brass bushings:
2" 25c, 24" 30c, 3" 40c.
Wheels and Tires complete, Eclipse Hub:
20x23" $6.75 20x38" $9.50

E. J. WILLIS COMPANY, New York City
85 Chambers Street (Telephone 3624 Worth) 67 Reade Street

Supplies
FLEECE-
LINED AVI-

ALBATROSS ENGINES

Made in two sizes

Weight
250 lbs.

50 H.P. 6-cyl. Air-cooled,

PRICE, $650.00 Complete

100 H.P. 6-cyl. Water-cooled, }ysish
PRICE, $850.00 Complete

Catalog Free Agents Wanted

ALBATROSS COMPANY

DETROIT, MICH.

Peps
Farman Running Gears Complete, as above - $47.50
AERONAUTICAL SUPPLIES

Send for
List of

AERONAUTICS, 250 W. 54th St.,

AERO
BOOKS

New York

National Aeroplane Co., Chicago;

1733 Broadway, NEW YORK CITY
W. E. Boughton, Washington, D. C.

DETROIT ARO POWER PLANT
compete $30Q Reavy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO.
OIL PUMP-CABLE -SWITCH -MOUNTING BOLTS.

'S GUARANTEED 70

210 LBS. MIN.STATIONARY THRUST
158 LBS MAX.WEIGHT(COMPLETE)
36 HOURS DELIVERY ps

LIFT AND FLY
CURTIS BYPLANES
BLERIOT XI MONOPLANES &
DEMOISELLE MONOPLANES
OR CRAFTS OF SIMILAR MAKE

DETROIT AROPLANE CO.

nas MICHIGAN

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.

AERONAUTICS

New and Enlarged Edition, Commencing January, 1913

The Leading British Monthly

Journal Devoted to the Technique

and Industry of Aeronautics.
(FOUNDED 1907)

Yearly Subscription One Dollar,
Eighty-Five Cents Post Free

Note:—

A specimen copy will be mailed
free on receipt of 15 cents.

HEAD OFFICE:
3 London Wall Buildings, London, England
American Office: 250 West 54th Street, New York

He Be decd fe defo cde cfe oho ofe oho cfe fe ogo nfo oho oho oho fo fe cocde che
PEPE E SEES EEE ESEEEET EET

In answering advertisements please mention this magasine.

to make good on exhibition contracts with
experimental machines, or poorly con-
structed copies; the forfeiting of contracts,
the attempts at faking flights by crooked
aviators, among whom are a few quite re-
newned pilots; the low-priced offers made
by capitalless and makeshift outfits, have
almost made profitable exhibitions flights of
the past.

The scores of deaths, both here and
abroad, have led the public to believe flying
an extravagantly dangerous sport, but aero-
nautical organizations have done nothing to
disabuse the public mind of this impression.

Another ailment is the invention disease.
Shrewd but senseless ones evolve a weird
flying machine and by the odd luck which
sometimes leads the adventurer money is
spent prodigally by E. Z. Mark, the wealthy
head of a great manufacturing plant, the
banker, the soap king or the club man, upon
flying umbrellas, soaring multiplanes or
aerial liners, while legitimate enterprises
suffer for the lack of even meagre backing.

Unsuccessful wanderers found in aeronau-
tics a new field and proceeded to make hay
while the sun shone. These men left the
most varied callings—clerks, alleged news-
paper men, promoters, cold-chisel mechanics,
printers and dentists—all sought the fresh
erazing. Some started with honest inten-
tions, others with dishonest ones. All were
without capital.

From good beginnings the dentist started
in to bamboozle, the mechanic to graft, the
promoter to cheat, the typesetter to swin-
dle and the magazines which had aroused
the interest and fostered the art, or were,
unfortunately, directly responsible for
bringing to some of these petty larceny
crooks the first real money they had ever
seen, were not even paid for the question-
able but well-intended services they ren-
dered in encouraging these knights of the
air. The aeronautical magazines are the
first to be condemned and the last to be
paid. Aviation has been the only industry
which enabled a man to start with nothing
and build up something of a business on
nothing and pay nothing for the advertising
which made his business.

These dentist - printer - mechanic - ne’er-do-
well, diminutively petty larceny artists have
brought such discredit on the most wonder-
ful art of history that the public considers
an aero club member a fool and the man
who has a real interest in aeronautics a
knave.

The conscientious amateurs who built
copies, bought genuine machines or pur-
chased supplies for copies found themselves
unfit for exhibition work, ran short of money,
or grew discouraged for other reasons. A
few sportsmen, men with red blood in their
arteries, bought machines while enthused
with the sight of famous flyers piercing the
sky, but their enthusiasm quickly subsided
when they found they were about to lose
their life insurance and when their friends
urged them to drop the alleged dangerous

Page 26

January, 1913

sport. The capturers of easy money, the
benafide exhibition flyer who made good, the
rascals who had to have some kind of a
machine and motor to keep up appearance,
the few dyed-in-the-wool scientific experi-
menters—all these made a ready market for
engines, fabric, parts, wheels, and so forth.
Mcre and more engine factories entered the
field, and the future looked bright. Busi-
ness was encouraging, and the fakirs were
undiscovered or were overlooked in the gen-
eral prosperity.

All this was a year ago. During the past
year the industry has been weaned. The
adventurers are almost all out or are going
out now. The weak members have suc-
cumbed to a financial stricture. The boom
has passed, and we now look around and
take stock.

The bonafide concerns with ample back-
ing are stronger than ever before, some
younger firms have pulled through the
Slough of Despond and are in the field to
stay.

If an “optimist is an ass,” we beg pardon
and venture that aviation is on a fairly firm
basis right now and that progress will be
real in the future. Let us now bend our
efforts toward encouraging the idea of
safety and reliability in the aeroplane, prose-
lyting among the motor boat and the general
sportsmen for converts to the flying boat
and among less active club men for’ sub-
scribers to the balloon voyage.

“AERONAUTICS” IN ENGLAND
ENLARGES.

UR esteemed contemporary, “Aero-
O nautics,’ in London, commences a
new series with their January, 1913,
number. Like American AERONAUTICS, it
was founded in 1907, and is the oldest paper
in England. The paper has gradually pro-
gressed with the increase in the science and
art of flying, the forward movement of which
the paper has chronicled from the begin-
ning of the practice of the art. The British
industry has grown to an enormous extent,
compared with progress in America, which
makes it possible for “Aeronautics” to in-
crease its size and scope. The scale draw-
ings are a special feature, and the earnest
endeavor of the editor to publish only ac-
curate data deserves the support which
doubtless he expects to continue to receive
in increasing volume. AHRONAUTICS in
America extends its congratulations and best
wishes.

Harry M. Jones flew a Burgess on January
from Boston to Providence with a cargo of
30ston baked beans in parcels.

9
a)

Application has been made by John @G. Gil-
patric for the official two-man altitude record,
by reason of his flight in the Deperdussin at
the Sloane School in Los Angeles on November
28 last.

AERONAUTICS De ieee 27 January, 1913

ASK MEN WHO KNOW

what they think of

ROBERTS MOTORS
Hugh
Robinson +

Veteran
Aviator

Me i =
<< Sy Wrote Us

Site OUNS! UMNO =DeCr cL mLONer

Recently

THE ROBERTS MOTOR CO., Sandusky, 0.

Gentlemen:—"The motor Jannus used has certainly a record to be proud
of, and I want to say that for power compared to weight, your motor has
everything skinned a mile that I have ever been connected with."

HUGH ROBINSON.

““Standard Equipment, Paragon Propellers.’’ SEND FOR COPIES OF OTHER LETTERS
1430 Columbus Ave.
The Roberts Motor Co. "s.r Shc

ies]

=
Learn to Fly at the

Curtiss Winter School

The best grounds
The best equipment
The best climatic conditions for practice

47 Graduates for 1912
Greater opportunities than ever before
Get our proposition

CURTISS AEROPLANE CO.

Dept. Y
HAMMONDSPORT, N. Y.

z=

eee ‘ pilot’s license trial at Curtiss

Hieut. eee U. S. A;

In answering advertisements please mention this magazine.

AERONAUTICS

New Developments in Aeronautics

TEST OF GYRO MOTOR.

Seekers for facts will be interested in the
test of a Gyro motor made by the “German
Institute of Aeronautics,” in Adlershof, Ger-
many, on October 23 and 24.

The Gyro motor, having 7 cylinders of 4.3
inches bore by 4.75 inches stroke, is, with
the Adams-Farwell also, unique by reason
of the fact that the compression may be
varied at will. Using a direct-connected pro-
peller of 2.5 meters diameter, the motor was
started on the test. After a few minutes
the run was interrupted on account of freez-
ing the carburetor. After making the in-
take to the carburetor larger, the motor was
again started at 12:20 P. M., and the motor
ran without interruption for 5 hours. Dur-
ing this time the motor ran very quietly
and without vibration, and the speed of ro-
tation remained nearly constant. Again
trouble was had because of the carburetor
freezing, but this was obviated by occasion-
ally removing the frost with a stick.

The power absorbed by the motor, the
revolutions and the gas consumption may
be seen on the chart. A Morell tachometer
was used and the turning moment was meas-
ured by scales. Two corrections must be
made on the turning moment figures:

(1) There must be added the turning mo-
ment of the propeller shaft. In this motor,
especially, this figure will not be material.

(2) From the total measured turning mo-

ment of the motor there must be deducted
the turn moment which is consumed by the

N? /48/ 4 2

resistance of the air of the crank case.
These corrections have not been made.

The average speed of revolution was
992.5, the average horsepower without any
corrections 45.43 H. P. The gas consump-
tion for the five hours was 69 kilos; oil,
14.46 kg.; the consumption per horsepower-
hour of gas is 0.304 kg.; oil, 0.0638 kg. The
weight of the motor was 84.42 kg., and the
weight per horsepower is 1.86 kg. These
figures are not absolute, on account of
above-noted corrections.

On the 24th the motor was tested, start-
ing at 2:15, with the shaft at an angle of
15 degrees. In this position the motor was
run 15 minutes. The average speed was 990
R.P.M. Afterward the angle was changed
to 10 degrees, and in this position the en-
gine ran 15 minutes more at 1,000 R.P.M.
In both positions the motor ran very quietly,
and without stopping.

The motor was then disassembled and
each part was closely examined. There was
no blemish on the intake and exhaust valves
and no wear could be noticed on the bear-
ings. No carbon could be found in the
cylinders. The air cooling was proved ef-
ficient and no evidence of overheating could
be found. Castor oil was used for lubrica-
tion, and the gas was about 76 grade.

Die Deutsche Versuchsanstalt fur Luft-
fahrt, E. V., at Adlershof, near Berlin, is a
semi-official testing station, which was se-
lected by the government for testing a large
number of motors made in Germany which
were entered for the Kaiser Wilhelm prize
of 50,000 marks.

23 L192.

3O
20

70

ve
*

F SStat,
——> Lee.

AERONAUTICS

60 H. P. Anzani Deperdussin

Holder of the American Passenger Altitude
Record —5,006 feet— Time, 1 hour, 16 minutes

BN USE AT OUR

CALIFORNIA
SCHOOL fees:

Angeles. We use
the best field, the best methods and have the
finest equipment in America. At our school you
are instructed by the most advanced methods
and by most capable instructors. Write us for
terms.

WE SELL AND USE

Deperdussin Monoplanes which hold most of the
world’s records and are the safest machines built.
Caudron Monoplanes are the most efficient and
fastest of French Machines.

Sloane Monoplanes—the best and most success-
ful American Machines. See them in our school.
Anzani Motors—the best Aeronautical Motor
made. Successful in both French and English

Military Trials. Holds American passenger
Altitude Record.
Gnome Motors are the best French rotary

motors made.

Parts for both motors and aeroplanes we have
always in stock—Repair work on delicate motors
a speciality. All our work guaranteed.
Aeroplanes and motors built to order in
America’s finest shop.

WIRE WRITE "PHONE

SLOANE AEROPLANE CO.

210 Merchants Trust Bldg. 1733 Broadway
Broadway & 2d St., Los Angeles, Cal. New York City
*Phone Main 3674 *Phone Columbus 5421

National Aeroplane Co.
606 S. Michigan Ave., Chicago, Ill.

———— oo

Page 29

January, 1913

NOISELESS AIRSHIP
IN DRAB WAR PAINT

WASHINGTON, Oct. 30.—Suecess-
ful experiments witha noiseless motor
are being conducted by the army
signal corps at the aviation field at
College Park, Md. Lieutenant Harry
Graham is directing the tests, which
promise to make the aeropiane a much
more effective engine of destruction
and more useful for scout duty.

Thearmy aviators also are preparing
to experiment with a new. color
scheme for the machines which, it is
expected, will make them practically
invisible either by day or night at a
height of 250 feet.

The above clipping from the New York Globe refers
to one of the several

DS S&S
PAT: OFF.

Aeronautical Motors

in use by the Army and Navy Aeronautical Corps.
—The Sturtevant Aeronautical Motors are the first to
operate satisfactorially with an effective muffler.
—The sane design and sturdy construction commend
them to anyone wanting a thoroughly high grade, de-
pendable Aeronautical Motor.

Catalogue No. 2004 gives full information
B. F. Sturtevant Company ,'¥de Park

oston, Mass
and all principal cities of the world

EXTRAORDINARY OFFER

JE have a limited supply of booklets ““Element-

W ary Science of Aerial Navigation’? which

have become a trifle soiled and shelf worn;

these regularly sell at 50c. each. We did not care to

bring them with us from Kansas Ci y, when we re-

moved our entire plant to Garden City, N. Y , hence,
they have been left there for quick disposal.

This booklet starts at the very beyinning of the
aerial discoveries and inventions, giving the history
of man’s first attempts at flights and showing
illustrations of the early models and the progress of
this wonderful me ins of transportation, to its present
day perfection.

We will send you one or as many as you want on
receipt of $.14 a copy in advance, which may be sent
in postage stamps. Address T. G. McGurrin per-
sonally, 220 Temple Block, Kansas City, Missouri.

MOTOR CAR FUBLISHING CO.

NEW EDITION

Gas Engine Troubles and fastallation
By J.B. RATHBUN, B.S.C.E.

Consulting Gas Engineer, Instructor at
Chicago Technical College.
@A book that shows youHOW TOINSTALL
HOW TO OPERATE—huUW 10 MAKE IMMEDI-
ATE REPAIRS and HOW TO KEEP A GAS-
yO p-yeemereeemes §=OLENE ENGINE RUNNING. The language
eee vaeeat).m@ is Simple—The illustrations are clear, The
~~] book is authentic—complete—up-to-the
} minute, written by an expert who is em-
ployed daily as a Consulting and Demon
strating Engineer and Instructor. Nothing
has been omitted—it contains no useless
matter—just the cream of dailyexperience.
250 pages, 150 detailed line drawings
and illustrations.
P : FLEXIBLE LEATHER, $1.50
FIC€, CLOTH BINDING - 1.00
Send for New Edition of our
complete book cutalogue.

AERONAUTICS, 250 W. 54th St., New York

ray nLii 8 ay e

iI
°
\
iH?
>|
\
|
t
(|)

In answering advertisements please mention this magazine.

AERONAUTICS

A COMPRESSED AIR STARTER

A starter which could be used without
change, on land and water machines is that
made by the Wilson Motor Starter Co., of
Franklin. Pa. The regular system could be
employed or, instead, to lighten weight, in-
terchangeable air tanks could be used, such
as are obtainable at garages and auto supply
stations in every city. Two tanks could be
carried, with a third “‘spare’’, giving 70 or 80
starts.

Just think of making a flight with your
“hydro”, or aeroplane, without leaving your
seat. Suppose, that at some time one were
to land where the assistance of others is out
of the question, the starter would be all the
assistance needed when it come to ‘‘starting”’.

It would be an easy matter to attach this
model of starter to any motor, providing the
crank shaft extends through the crank case.
The foot valve, which is used to operate the
starter, can be located any place where it is
convenient to push with the foot, and the
air tank, which is 7” by 30”, can be placed
whereever it is out of the way. The pres-
sure gauge should be placed where it can
be conveniently read. The starter, tank and
foot valve weighs about 50 Ibs., but can be
made much lighter for aeroplanes. It would
not be necessary to put the air pump, which
furnishes air for the starter, on the air craft,
but could be arranged to run by an electric
motor which could be left at the shed or on
the field.

In operating the starter, all that is neces-
sary is to set the spark and gas as though
one were going to start the motor by the
propeller, then push the foot valve with the
foot. This can be repeated in five seconds
if necessary, on the magneto or battery.

Referring to sectional diagram of Starter,
which will be placed on crank shaft; dash
valve on a portion of dash: ‘and pump,
which is a compound compressor, is to be
dirven by lay shaft of transmission, cam
shaft, or geared from any moving shaft,
running only at the will of the operator.

In operation, the operator presses button
A down, which due to lever O raises valve
N permitting air to pass from the supply
tank through line C to D down to starter
and where a piston causes a rack to revolve

Page 30

January, 191 3,

a gear which in turn engages a clutch to
motor’s shaft, causing the motor to spin
around with the gear as the rack passes
over it. As the motor starts the starter
is freed from same, due to a clutch arrange-

ment. If the operator has removed his
Sei
A _— DASH VALVE CONTROL
a ot )
ZA : |
Ye ane : AIR GAUGE
Ya ~___ CONNECTION FOR
A FILLING TIRES
c
Cc Sy PUMP ENGAGING
EZ - FOOT TREADLE

SAFETY VALVE

a
AIR PUMP

WLSON STARTER (462

pressure from button A the rack returns

automatically ready for another start, The
complete operation is done as quickly as
the button is pressed and released. The

air back of the piston is exhausted through
a pipe K, through orifice L and also at the
bottom of the stroke of the piston through
holes. Exhaust valve M and supply valve
N cannot be opened at the same time. A
valve in the starter cuts the supply before
piston reaches end of stroke, so that opera-
tor cannot waste air by continuing to press
on button A. Trouble from a backfire is
provided for.

There is a gauge on dash to show pres-
sure on the system, also a connection for
filling tires. The pump is engaged at the
will of the operator at any time the motor
is running by pressing down and engaging
foot treadle. By disengaging the foot
treadle the pump stops. In from 8 to 18
minutes running of this little pump (de-
pending on speed of engine) it furnishes
enough air to start from 30 to 35 times.
Should the operator forget to stop the pump
a safety valve on tank releases all pres-
sure over 305 lbs. The piping is only 5-16
inch flexible copper tubing and is used with
a special compression coupling at joints,

The “Vice Consul General in Charge” at Hong
Kong, China, issued last June an ordinance
passed by the Governor and Legislative Coun-
cil, by which it is unlawful for anyone to go
up in a balloon, airship or aeroplane without
permission in writing from the Governor; nor
having ascended elsewhere, to travel over any
part of the Colony or to descend without per-
mission in writing. A fine of $500 or im-
prisonment for three months is the penalty.

oa

MOISANT
AVIATION
SCHOOL

While our con-
tracts with Foreign
Governments may require the entrance
of a considerable number of Army
Officers, we have increased our facili-
ties so as to afford ample accommodation to our
regular pupils. Enrollments should however, be
made as promptly as possible.

Winter

Headquarters

U.S. ARMY
FIELD
AUGUSTA, GA.

Write for beautiful free booklet and address
all communications to

“he

Moisant International Aviators
U. S. RUBBER BUILDING

Broadway and 58th Street, New York, N. Y.

January, 1913

Durable Fabric for Aeroplanes

Goodyear Rubberized Aeroplane Fabric—known to Avi-
ators as the “ Stay-tight fabric’’—is the most durable
and satisfactory fabric obtainable. It is weather-proof.
Used by Max Lilly on a Wright Machine, this fabric
gave service for two years, and under all weather con-
ditions. Compare such service with that of any other

~~ Goon “YEAR

Rubberized Aeroplane Fabric

Most desirable because of its great and dependable
strength. Due to way rubberized, this fabric is utterly
unaffected by heat, cold, dampness or moisture. Won't
shrink, stretch, or rot. It stays tight and it lasts.

The highest standard of quality, Goodyear fabric is used
exclusively by the Wright Co.. The Curtiss Aeroplane
Co., Burgess Co. & Curtis, The Glenn Martin Co. and
other well known manufacturers and aviators.

We also make Goodyear Aeroplane Springs and No-Rim-
Cut Tires, the most serviceable aeroplane tires in exis-

tence.
WRITE FOR BOOKLET
We are headquarters for Balloons. Built Complete and

Guaranteed as to Construction and Quality.

The Goodyear Tire & Rubber Co.

AKRON, OHIO

THE AVIATOR’S

Because of

-PRICE—EFFICIENCY

The Military MAXIMOTOR Gives

1.—The utmost power from a given cylinder
capacity.

2.—Extreme gasoline and oil economy to provide
for long flights.

3.—Ample robustness for the hard knocks of
cross country work.

Write for Catalog

O

FRIEND

In 50 to 150 H.P. units

GMIMEER. MAKERS
DETROIT

In answering advertisements please mention this magazine.

AERONAUTICS

January, 1913

NS, Geneal-

AMERICAN MILITARY AERONAUTICS,

The plan proposed by the Secretary of War
in his report to Congress includes an appropria-
tion of $1,000,000, of which $600,000 would be
used for the purchase of 100 aeroplanes, $200,-
000 for maintenance, spare parts, ete, and
$200,000 for auxiliaries, including sheds, motor
trucks, ete. In addition to this, $1,000,000 is
asked for the establishment of training schools,
known as centers o faviation, on the Atlantic.
Pacific and Gulf coasts, on the Great Lakes and
at interior points. with as many auxiliary cen-
ters as possible, preferably one in each State,
for the training of officers of the regular army
and the militia.

Unfortunately, one can scarcely entertain the
hope that Congress will take such a liberal
view of the situation.

President Taft, on December 19, appointed a
commission to report to Congress on the sub-
iect of a national aerodynamic laboratory, im-
mediately following the report made by Captain
W. Irving Chambers, U. S. N., which revort was
pbstracted in the December number of AERO-
NAUTICS.

The commission consists of the chairman. Dr.
R. S. Woodward, president Carnegie Institute
ef Washington; Charles D. Walcott, secretary
Smithsonian Institution. S. W. Stratton, di-
rector Bureau of Standards; Professor William
J. Humophrevs. consulting physicist, United
States Weather Bureau; Brigadier General
James Allen, U. S. A., chief signal officer; Maior
Samuel Reber, chief signal officer Eastern Dis-
timct Captain Weel Chiamberss: We iSaaNe. on
charge of aviation; Naval Constructor David W.
Taylor. U. S. N., in charge of naval model
basin; M. B. Sellers, Technical Committee, Aero-
nautical Society, New York City; Hevry A.
Wise Wood, Aero Club of America; Bion 1.
Arnold, engineer; Professor W. F. Durand,
scientifi engineer. Leland Stanford Tiniversitv,
California; Professor Richard C. MacLaurin,
Boston, Mass., president Massachusetts Insti-
tute Technology; Charles M. Manly. New York
City; Harold M. Sewall, Bath, Me.: Representa-
tive Herbert Parsons. New York City; Colonel
frederick N. Smith, Peoria, I1l.; Revresentative
Frank West Rollins. New Hampshire, and as
recorder, Dr. A. F. Zahm.

As chronicled on another page in this issue,
Congress is being asked for $400.000 to nur-
chase a government aviation field at College
Park.

WAR DEPARTMENT MAY BUY COLLEGE
PARK.

A bill has been introduced in both the House
and the Senate authorizing the acquisition of
the aviation field now leased by the Army at
College Park, Md., and the property adjacent
thereto, enlarging the field to about 1,000 acres.
This field, as is well known, has been used for
several years now by the Signal Corps and is
the only available near the Capital. The bill
provides for the use of $400,000 out of unex-
pended Treasury funds for the purchase of the
property.

A permanent field for the Army is much to
he desired. All foreign governments have
fields under their direct control and the great-
est progress is being made in the development
of military aerovlanes and in their use as en-
gines of war. Thus far, College Park has been
free to all and the Army has no aerial home
of its own. The drawbacks of a public field are
obvious.

Germany has at Doberitz a field as big as
one of our counties. To it the Kaiser has built
a magnificent speedwav, bordered with trees
and flowers, from Berlin thirty miles to the

field. Here are military aeroplanes and other
aeronautical apparati by the score. The visitor
is stopped by guards before he gets anywhere
near the center of activity.

MAXIMOTORS DEMONSTRATED IN FLIGHT.

The Maximotor people will inaugurate, dur-
ing the season of 1913, a novel advertising and
demonstrating stunt, in which prospective buy-
ers and visitors to the factory will have an
opportunity of seeing the Maximotor in actual
flying operation. They have secured two pas-
senger-carrying hydroaeroplanes to give their
prospective customers a real treat in actual
flight. Thev feel that this is the quickest and
surest way of convincing their patrons that
theirs is the motor flyer’s want for 1913.

The new catalogue will be sent to anyone
who is really interested in a medium-priced and
up-to-date aeronautic power plant.

The Maximotor factory now lists 4 standard
models-—2 fours of 50 and 60-70 H. P., and 2
sixes of 70-80 and 80-100 H. P.

Besides these, the company is prepared to
build on special order a 4-cylinder, 100 H. P.
of 6-inch bore by 6-inch stroke and a 6-cyl-
inder, 150 H. P. of 6-inch bore by 6-inch stroke.

A military Maximotor was first shown at

the New York Aero Show last May, and at that
time attracted a good deal of attention. on ac-
count of its compactness and businesslike ap-
pearance.

The make-up of the new “military” is of the
same high standard. Three ball-bearing crank
shaft in the 4-cylinder and 4 in the six.

The oiling system is also unique, consisting
in a submerged oil pump, which is placed in
the bottom of the oil reservoir, which holds 2
gallons of lubricating oil. The oil pump, pump-
ing the oil through a glass tube, surrounding
the intake pipe, serves 3 purposes: First, as
a sight feed; second, the hot oil heats the in-
coming gas; third, the cool air rushing through
carburetor cools the hot oil, making a three-in-
one combination.

The ignition is by Bosch or Mea magneto,
as may be specified by purchaser. Double sets
of spark plugs are provided. Half-way relief
valves are arranged so as to facilitate cranking
and starting of motor. Maximotors are all ar-
ranged in such a way so that the pilot can
start his own motor from seat.

The cooling system consists of a centrifugal
pump and a specially designed radiator. By an
original intake valve arrangement moderate
compression and ample water space surround-
ing the cylinders are valve-pockets, it is al-
most impossible to overheat the new motors.
The makers fully guarantee their new product
against overheating, providing proper care is
exercised in handling the motor,

-CONSTRUCTORS SY LSHION, address

AERONAUTICS Page 33 January, 1913

“KEMP MOTORS”

are now being manufactured in four sizes
to meet the demands for smaller and larger
motors. Nothing but first-class material,
equipment and workmanship used through-
out. Why not consider a reliable power-
plant at a reasonable price for your ’plane?

Model G-2 16 H. P.
Model I-4 35 H.P.
Model H-6 55 H. P.
Model J-8 75 H. P.

- - Muncie, Ind.

PLANES hold the following records :

World's long distance hydro record with
one passenger.

World's long distance hydro record with
two passengers.

American endurance record, aviator and
three passengers.

Have more world’s records than all
other manufacturers combined.

The first successful Tractor Biplane built

in America.
BENOIST AIR CRAFT CO: ie se RE, Sk superior efficiency.
Why not get an efficient machine while

6628 DELMAR BLVD. 22 =: ST. LOUIS, MO. you are about it ?

| FRENCH AEROPLANES

Learn on Ice!

ENGINEERS TAKE NOTICE! No Field
| NVENTO RS For all photos, des-
ee a ee Suinbons datenews;
r - etc., re-
SATORS garding FRENCH Designed

elow:

Scientifically

Etudes Acronautiques

ALEX. DUMAS, Engineer, E.C.P. Thomas Bros. Aeroplane Co.
20 Rue Ste. Marie, Neufchateau (Vosges, France BATH. N. Y.

PROPELLERS ARE STILL ON THE MARKET
WAITING FOR THE AWAKENING
The “Worcester” Type Surpasses all Standard Propellers
QUR STANDARD PROPELLER CLEARANCE SALE AT 1-4 LIST PRICES

Our Standard Propellers cannot be surpassed except by our ‘“‘WORCESTER”’ type

GIBSON PROPELLER CO. - : Fort George Park, New York

In answering advertisements please mention this magazine.

AERONAUTICp —

REDUCED TARIFF ON FOREIGN MOTORS.

If Jerome S. Fanciulli, who has besieged the
Ways and Means Committee of the House of
Representatives, succeeds in obtaining the plac-
ing of aeronautic motors on a separate list in
the new tariff, with the duty not more than
10 per cent ad valorem, instead of 45 per cent,
it may result in the importation of foreign
motors for sale at the prices comparable with
those in this country.

EXPORTS AND IMPORTS.

For November last exports of domestic aero-
planes and parts amounted to $10,408, for 4
machines. Two foreign machines were ex-
ported, valued, with parts, at $6,783 There
were no imports. For the 11 months past 17
foreign machines were exported at a valuation
of $69,886, while 16 domestic machines went
abroad; value, $62,876. Five foreign machines
remain in warehouse; value, $19,516.

AUTO CLUB MOTOR PRIZE.

Announcement of the winner of the Automo-
bile Club of America’s thousand-dollar motor
prize is expected around the first of February.
Out of a total of 21 engines started but 4
have undertaken the 38-hour test, details of
the requirements of which have previously been
printed in AERONAUTICS. Three others out
of the total made preliminary runs and were
withdrawn by the manufacturers for one rea-
son or another before starting on the test run.

The 4 engines which started the official test
were the Wright, Kirkham, Roberts and Her-
reshoff. Entries closed on December 26, 1912
on which date the test of the last motor entered
was begun.

The list of engines entered are as follows:
Roberts, Wright, Kirkham, Gnome, Herreshoff,
Anzani, Renault, Albatross, Cooke, A. M., De-
troit Aeromotor, Fitzpatrick, Frontier, Harri-
man, Champaign, Max Ams, Maximotor, Requa,
Springfield, Trebert, Willard.

Each engine entered must be complete, with

ignition, oil and gas and tanks, radiator and
piping, ete., ready to run. The motor.to be
eligible must weigh not more, with all its

equipment, than 10 pounds per B. H. P., which
H. P. it can develop continuously for 3 hours.

In entering his motor each manufacturer
agreed not to use as advertising matter ex-
cerpts from the clubs’ report without express
written permission from the club’s Technical
Committee. No objection is made, of course, to
the publishing by any maker of the complete
report of the test of his motor.

1,835 MILES, OFFICIAL DISTANCE OF
JANNUS.

According to the published reports of the
Missouri River Commission (1893) and a re-
port by the Mississippi River Commission for
1910, the distance between Omaha and St. Louis
is 678 miles, and from the latter city to New
Orleans is 1,157 miles. Presumably these dis-
tances are taken along the main channels of
the rivers. This makes a total of 1,835 miles
made by Jannus in his Benoist tractor hydro-
aeroplane, 6-cylinder 2-cycle Roberts motor.
The railroad time tables along this route give
something like 1,900 miles, so that the former
figure is no doubt correct. These figures give
an atmosphere of officialdom and put a stamp
of completeness upon the wonderful flight.

Jannus flew alone from Omaha to St. Louis;
from there he carried a passenger, a moving-
picture operator,

Total flying time, 31 hours 43 minutes.

Longest day’s trip, 181 miles.

Public exhibitions, 42.

Gas consumption, 249 gallons.

Oil consumption, 21 gallons.

Bosch magneto throughout and Bosch plugs
last half.

Replacements of motor—11 spark plugs, 3
piston rings, 1 oil cup, outside of parts re-
placed due to the fire at St. Louis. All replace-
ments to engine and ’plane complete cost less
than $20.

January, 1913

Total duration of trip, 41 days, of which 6
were lost by rain, 5 waiting for new tank, 7
days by fire at St. Louis, and 2 days for other
causes.

PROSPECTS BRIGHT IN MOTOR TRADE.

The Kemp Machine Works write: ‘‘We wish
to report the future prospects very encouraging
and are expecting an excellent business in the
early spring.’ This company has changed the
name of its motor from “Gray Eagle’ to
“Kemp,’ as the former conflicted with two
other marine engines. Two models will be
added to the list of 1913, to include various
improvements over the previous models, and
the price will be slightly increased.

AVIATOR SAVES DROWNING GIRL.

The explosion of a motor boat on January
10 made it advisable for the one occupant, a
voung girl by the name of Miss Farrell, to
take chances in the icy waters of New York
Bay. Harry Bingham Brown was enjoying
the cold weather in his Wright when the catas-
trophe was seen by him from aloft. The para-
chute jumper Law was his passenger. Slant-
ing his machine down to within a few feet
of the water, Brown undertook to aid the girl,
who must have been frightfully wet by this
time. Law climbed down to a perch on one
of the skids, and as Brown skilfully guided his
craft near the spot, dropped into the water and
held up the girl until help arrived from other
motor boats, which arrived on the scene as
soon as possible after the moving-picture men
had run off sufficient feet of film to faithfully
record the midwinter plunge of the girl and
the daring rescue by the intrepid aviator and
parachute men.

3rown flew by searchlight on New Year’s
Eve on a 58-minute flight to obtain an advance
view of the new year. Brown and Law will be
the features of the Insular Fair at Porto Rico
in February, under the management of Leo
Stevens.

IN MEMORIAM.

Dr. T. S. C. ‘Lowe, born at Jefferson, N. E.,
August 10, 1832, died at Pasadena, Cal., Jan-
uary 16, 19138. In the war of the Rebellion Dr.
Lowe offered his services to the Union side
and operated a balloon in 1861 and 1862 for
obtaining information of the Confederate posi-
tions. In 1859 he built a monster balloon, with
the intention of crossing the ocean, but the
attempt was not made.

Frank FE. Boland, of Rahway, N. J., was
killed in an exhibition flight with his novel
aeroplane at Port of Spain, Trinidad, on Jan-
uary 23. He was making a preliminary flight,
and, returning to his tent, flying low, the ma-
chine is reported to have “suddenly dived.”
Readers of AERONAUTICS know of his novel
machine, which had unique balancing appara-
tus, which was designed to avoid conflict with
the Wright patent. Boland was the builder of
his own motor and the inventor of his ma-
chine; a fearless yet cautious aviator, who
taught himself to fly in 1908, when he began
experimenting with his type of machine. He
never had a serious accident, and had used the
same motor for three years, making almost
daily flights.

It is with regret that we publish announce-
ment of the death of George Loose, by a rail-
road accident. He was a young man of prom-
ise and well known on the Coast in aeronau-
tical circles as the designer and builder of a
monoplane. Early readers of AERONAUTICS
will remember his work.

Mrs. Cromwell Dixon is reported seriously ill.
Her young son, Cromwell, attained fame at an
early age by his airship piloting.

AERONAUTICS Page 35 Janaary,, 1913

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 Wittemann’s. All motors guar-
anteed. 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

ee ae

+
se 4

In answering advertisements please mention this magazine.

AERONAUTICS

U. S. Patents Gone to Issue

Copies of any of These Patents may be Secured by
Sending Five Cents in Coin to the Commissioner
of Patents, Washington, D. C.

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

It would take an entire issue of the maga-
zine to abstract in a full and clear manner the
claim s 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
belongs, without printing the whole patent, we
have used the word ‘flying machine.”

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

Where patent seems to have particular inter-

est, the date of filing will be given. —Kditor.
ISSUED DECEMBER 17.
*1,047,247, Ralph B. Koskul, Philadelphia,

Pa, AUTOMATIC STABILITY; using cylinders
operated by the weight of mercury flowing into
same when machine is unbalanced. Filed Mar,
19, ORR
1,047,266, Gustav Mees, Charlottenburg, Ger-
many, Turbine-Driven HELICOPTER.
1,047,581, James Smith, Oakland, Cal., AERO-
PLANE and HELICOPTER combination.
1,047,641, Gaetano Indorante, Kankakee, II1.,
BALANCING of aeroplane by flapping wings.

*1,047,759, Thos. Rodrigues da Paz and A.
M. C. de Faria e Maya, San Miguel, Azores,
LATERAL EQUILIBRIUM; electrical device,
including a circuit, electric motor, switch

mechanism and rolling balls for circuit closers,
which latter are actuated by gravity. Filed
INOw. 2225) Gall

*1,047,827, Robert L. Monroe, Sioux City,
Iowa, electrically operated BALANCING
MECHANISM comprising automatic circuit
make and break device on principle of spirit
level so that tilting will close a circuit and
couse halancing systems to operate. Filed Jan.
2 5e Oe:

i,047,865, Arthur G. Watkins, Mechanicsburg,
Pa., STABILITY device in which the carriage
or chassis is pivotally mounted to serve as a
pendulum.

ISSUED DECEMBER 24.

1,047,937, William P. Harris, Stockton, Cal.,
ABKROPLANE.

1,048,101, Edmund Roth,
many, DIRIGIBLE.

1,048,239, Henry Van
Cal., FLYING MACHINE.

Illfurt, Alsace, Ger-

Wie, San Francisco,

1,048,272, Claude Babb, San Diego, Cal., Tan-
dem BIPLANE in which front cell is pivotally
mounted with lateral axis.

1,048,338, Sheila O’Neill, London, England,

Tandem MONOPLANE in which an adjustable
plane is used capable of being moved backward
and forward, raised and lowered, and tilted,
all independent of each other.
1,048,386, Winsor A. Bartholomew,
Mich., CONTROL for aeroplanes; including re-
ciproeating planes at ends of main planes,
moved back and forth substantially in line of
fleht, guided in are-shaped grooves.
1,048,429, Belen Quezada, San
WING surface of bird-like form.

ISSUED DECEMBER 31.

1,048,509, Willard C. Durgan, Syracuse, N. Y.,
Demountable RIB; a knockdown rib, described

tavenna,

Jose, Cal.,

heretofore in AKRONAUTICS Filed June 24,
1 OZ.

1,048,600, Oscar Stein, New York, N. Y., TOY:
device.

1,048,835, Benjamin T. Babbitt Hyde, New

York, N. Y., and Andrew
N. J... AHROPLANE.

Gaul, Jr., Ridgefield,

January, 1913

(TERONG

SUBSCRIPTION $3.00 YEARL

Published Manthis ES
Aeronautics Press, 250 West 54th Street, N. Y.
CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS

A. V. JONES, Pres't _ — _ ERNEST L. JONES, Treas’r-Sec'y
ERNEST L. JONES, Editor — M. B. SELLERS, Technical Editor

SUBSCRIPTION RATES
UNITED STATES, $3.00 FOREIGN, $3.50

No. 65 JANUAR Y—1913 Vol. XII, No. 1
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 Dy the a Advertis-
ing pages close on the 25th. :: os ee ag

@ Make all checks or money orders free of exchange
and payable to AERONAUTICS. Do not send

currency. No foreign stamps accepted.

STATEMENT OF THE OWNERSHIP, MAN-
AGEMENT, CIRCULATION, ETC.,

of AERONAUTICS, published monthly at New
York, N. Y., required by the Act of August 24,
1912.

Note.—This statement is to be made in du-
plicate, both copies to be delivered by the pub-
lisher to the postmaster, who will send one
copy to the Third Assistant Postmaster Gen-
eral (Division of Classification), Washington,

Name of. Post Office Address.

Editor, Ernest L. Jones......250 W. 54th St.,
New York City.
Managing Editor,

Mires te la OMNES woiedecerertchens 250 W. 54th St.,
New York City.
Business Manager,
PME Stl OME teateerenee rere 250 W. 54th St.,
New York City.
Publisher, Ernest L. Jones...250 W. 54th St.,

New York City.
of stock of Aeronautics Press, New

York State Corporation.)

All stock owned by Ernest L. Jones save 4
shares.

Known bondholders, mortgagees, and other
security holders, holding 1 per cent or more of
total amount of bonds, mortgages, or other se-
eurities:

No security holders
only

(Owner

save as above. I own
stock—no bond or mortgage.
ERNEST L. JONES.

Sworn to and subscribed before me this 26th ©

day of October, 1912.
(Seal) CHARLES NETTER,

Notary Public No. 3031.
(My commission expires March 1, 19138.)

The C. E. Conover Company has received
an interesting letter regarding their latest var-
nish from the Moisant International Aviators,
who state, ‘the use of your Aero Varnish for
shrinking and waterproofing our aeroplane sur-
faces has given us the best of service, and we
now prefer this method of treating plain cot-
ton or linen when in place on the wings.”

Heinrich Brothers are quoted as saying: “Our
model monoplane is covered with your No. 2B
covering, and beg to advise you that same has
proved very satisfactory. The machine has —
heen covered for a year, and there is not a
sign of deterioration in the covering yet. This —
speaks well for the same, as the machine is
being flown every day weather permits.”

AERONAUTICS Page 37 January, 1913

Rkke Notice! |

oe TEE

Harry Bingham Brown
The Great English Pilot

will demonstrate to the Porto
Ricans his great flying ability by

elevating

Frederick Rodman Law

who will dive from an enormous

elevation in a “Stevens Safety
Pack,’’ at the Third Insular Fair,

San Juan, Porto Rico, February
22d to March 2d, 1913.

These two wonderful Airmen
have been engaged as a Star
Feature at the largest Expositions
and Fairs of the World.

Under the careful management of

A. Leo Stevens

Address all communications

San Juan, Porto Rico

In answering advertisements please mention this magazine.

fees ge

Paes 38

January, 1913

ws P AT ENT S secure 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.

White for our Guide Books
Send for our

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

We are Experts in Aeronautics and have a special Aeronautical Department. Copies of

patents in Airships, 10 cents each.

Improvements in Airshi ie 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.

'
'

PPPEEEEE SS hhh hhh PEPE EEE EEE EE EE PEE EEE PEE EPESETEF

PATI NES

HONEST ADVICE AND REAL PATENTS

Patents and patent causes. Specialist
in Aeroplanes and Gas Engines.

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

PATENTS

BISSELL, Box 795, Pittsburg, Pa.

AMERICAN MONOGLIDER $95

COMPLETE READY TO FLY
Wings 20'x5!. Weight 50 lbs.
Immediate Delivery Flights Guaranteed
Plans and Specifications 11% in. to 1 ft., $1.
AVIATION DIRECTORY, LAWRENCE, KAN.
Founded 1905

Length 16'.

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the cheaper kind.
Get our 40-page catalog “EVERYTHING AVIATIC”
and a small order will tell you why those who know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.

208 30th Avenue Seattle, Wash.

S SUPPLIES

at more than interesting prices. Building time is
here. Send list of wants for quotations.

22 page catalogue A sent upon receipt of 10 cents
New York Aeronautical Supply Co.
50 Broadway, New York

AEROPLANES and
FLYING BOATS

——That Won’t Tip Over
CHARLES H. BURLEIGH, South Berwyck, Me.

Po
rd o
iia | @ | Pa b=

In answering advertisements please mention this magazine.

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.
“Ideal” Plans and Drawings

S. are accurate and are accompanied by |
clear, concise building instructions,
postpaid at the following prices: _
Wright 3-ft. Biplane, 25c. Bleriot 3-ft.
Monoplane, 15c. ‘“‘Cecil Peoli’’ Champion
Racer, 25c. Curtiss Convertible Hydro-
aeroplane (new), 35c. ‘‘Ideal’’ three-foot Racer (new), 15c. |
Complete Set of Five............... $1.00 Postpaid
Send for our new 40 pp. ““Ideal’’ Model Aeroplane Supply |)
catalog, fully illustrated. 5c. brings it. (None free). |
IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, New York

HYDRO- AEROPLANES

READY FOR POWER

WILSON

Port Jefferson :: Ps FH

=" NONOPLANE

DRAWINGS, Bleriot XI Type. 3 Sheets,
Complicated Parts Full Size. Price $5 0 )

The three sheets constitute the best set of mono-
plane working drawings now on the market. There is no
need for the purchaser of a set of these drawings to guess
at anything; since all dimensions of every part of the ma-
chine are given, together with the thickness, and gauge
of every piece of wood or steel used in the construction.

RIK KK AERONAUTICS, 250 W. 54th St., New York

PEDERSEN OIL PUMPS

have positive action, are small and
light, easily applied. to any motor
Write for circular

PEDERSEN LUBRICATOR CO.

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

xs
&,

NAPA
CLEEEELELSE

Special grades of Bamboo for Aeronautic Work. Reed,
Rattan and Split Bamboo for models. Tonka Rattan
for Skids 114 diameter and under any length.

J. DELTOUR, Inc. °4;810 Jefferson St.

Hoboken, N. J.

AERONAUTICS Page 39 January, 1913

Wright Hydroaeroplane School
now open at Glen Head, L. I. Hotel Cumberland
NEW YORK
Broadway at 54th Street

“Broadway” cars from Grand Central Depot in 10 min-
utes, also 7th Avenue cars from Pennsylvania Station

==

Headquarters for
Aviators and Auto-
mobilists.

New and
Fireproof

Strictly first class.
Rates reasonable.

$2.50
With Bath

and up

Send for booklet

Ten Minutes’ Walk to Thirty Theatres

H. P. STIMSON

Wright Flyers

1912 Models

Formerly with Hotel Imperial
In addition to those features which in the past have
ade Wright Flyers famous for efficiency and reliability,

he new models can be furnished with Automatic Con- z
rol, Silent Motors, and Hydroplanes. These special eronau 1cCa 0
2atures make the 1912 machine unusually aitractive

fe AND

Aero Varnish

Exhibition Machines
We were the first in the field,

te bhy

ede defeoforte t

oh

» For exhibition work we have other models especially
dapted to high winds and small fields. It was with a
tock “EX”? Model that Rodgers made his wonderful
ight from Coast to Coast. Reliability means dollars to
ie exhibitor.

Wright Schools of Aviation

Training consists of actual fiying, in which the pupil
;accompanied by a competent teacher. No risk and
0 expense whatever from breakage. The most famous
yers in America are graduates of our school and
iclude such names as—

ieut. Arnold Drew Lieut. Rodgers
.twood Elton Parmalee
rookins Lieut. Foulois Page ‘
rindley Fowler Reynolds

and the test of time is proving

that our product is the best.

eatty Lieut. Lahm Turpin

urgess Lieut. Milling Welsh

offyn Mitchell Webster

apt. Chandler C. P. Rodgers And a score of others

Our Schools at Dayton and New York are now open
jd pupils may begin training at once if they wish. By
rolling now you can reserve date most convenient to
ou for training.

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS

101 Franklin Street, New York

Write for Particulars

‘HE WRIGHT COMPANY
EPT A DAYTON, OHIO

PEEEEEEEEEEEES FEE FE S444444444 54

PEEPLES EEE EEE EE EEE EE EE bb hy

In answering advertisements please mention this magazine.

AERONAUTICS Page 40 January, 1913

HALL-SCOTT

EQUIPMENT

BUILT BY A FACTORY THAT KNOWS HOW

epee Hall-Scott factory provides a service to customers which
cannot be equaled by any other aviation power plant manu-
factory in the United States. Motors,. propellers, radiators,
gasoline tanks, chain drives, mufflers, starting cranks and
other accessories, are built within the HALL-
SCOTT factory, adapting HALL-SCOTT
equipment for use in every type
of aero or hydro plane.

a Pe
fe a |
_. a... oa

HALL-SCOTT cquipment in
R. G. Fowler’s machine, showing power plant
arrangement for the tractor type of bi-plane.

LET US FIGURE
ON YOUR EXACT REQUIREMENTS

Catalogue sent on request

Hall-Scott Motor Car Compan

SAN FRANCISCO = 3 £ CALIFORNIA

In answering advertisements please mention this magazine.

Price 25 Cents

W7

Serial No. 66

1 Ledley
y

| dm

ee

tl
mem
‘

iN
\ ~<y

7

AY

te

erento
ey FE :

No. a4

’

\
,

\

XII

Vol

af
a:
ie
m9
&
a
73)

Published by AERONAUTICS PRESS, 122 East 25th Street, New York

AERONA UTICS Page 42 February, 1913

PSSST RDB BIBI DSB AVD AAW

y y
4 ra
j 1913
4
4
iA
o
? =
7
v4
4
y
iy
Y y
f 4
y ;
7 7
4 /
, ‘i
¢ 4
e 4
os 7
A 4
é 4
a /
J y
f
J
4
y
C-4 Model, 4 Cyl. 45 H.P. C-G-6 Model, 6 Cyl. 75 H.P.
C-6 Model, 6 Cyl. 65 H.P. C-8 Model, 8 Cyl.110H.P.
These 1913 models have been thoroughly f
tested for over six months. An AC-6 model y
now holds the American duration record for é
pilot and one passenger—3 hr. , 51 min. +» 2
15 sec. we ats ee sx J
~——LFEhhhDD=DLpDBzRNE»_>>>lS== /
4
Notwithstanding the exceptional reliability shown by 1912 model motors :
those for 1918 must pass as a part of the regular routine of manufacturea YJ
more severe test than any American motor has ever before been subjected ¥
to. That is, every 1913 motor before leaving factory must pass a six hour, full s

load, full speed test, with a speed variation of not more than 5% throughout
the run. During this test they will be required to equal or exceed their
rated horse power. This assures you of SERVICE UNQUESTIONABLE, yet

they are reasonably priced.

2 ee ERS

Catalog and full data on request.

CHARLES B. KIRKHAM, SAVONA, N. Y.

SIMI AOIOMONOVOMEMO MEMO MO MOMENI

a

In answering advertisements please mention this magazine.

LEK SEEREESARAB ED

ES

Pin

AERONA UTICS Page 43 February, 1913

The Only “Che only Propeller that is also a Hly-Wheel” The Only

IMPROVED PATENTED
Propeller Propeller

TRADE MARK
PATENTED MARCH 14, 1911; JULY 25, 1911; OCTOBER 17, 1911; OTHER PATENTS PENDING.

Tests of Two-Bladed Paragons Furnished For Flying Boats
Report of Curtiss Aeroplane Company, Feb. 8, 1913.

Make of Bamensions Revolutions Speed of Climb in ft. Slip of
Propeller : per minute machine per minute screw
Curtis 8 ft. dia. x 5 ft. pitch 1225 54.5 mi. per hr. 139 21.70%
Paragon 8 ft. dia. x 5 ft. pitch 1244 56.5 mi. per hr. 140 20.07%
Paragon 8 ft. dia. x 4.50 ft. pitch 1335 56.0 mi. per hr. 155 18.97%

Weight of machine 1335 Ibs. Load carried 565 lbs. Total in each case 1900 lbs.
Nearly four percent gain in horizontal speed. Nearly twelve percent gain in climbing speed. Note the re-
duced slip. Paragons score on all counts. ,
Reports on Three-Bladed Propellers will follow.
It is one thing to make friends; another to keep them. Paragons do both.

FOR WRIGHT-TYPE MACHINES

NEW PROCESS PARAGONS twisted under moist heat and pressure. Seamless and jointless blade faces.
Weight 9 to 12 Ibs. Tested to 400 Ibs., bending strain. Approved and purchased by U.S. Navy Aviators. Get prices.

AMERICAN PROPELLER COMPANY
243-249 East Hamburg St., Baltimore, Md.

Our Aeroplanes and Hydroplanes Have
Become the American Standard

Our tractor type with enclosed nacelle introduced by us last season is being copied
by builders.all over the country this year.

Our Coast Defense Hydro equipped with mufiled, six-cylinder Sturtevant Motor,
flying over the ocean off Marblehead in mid winter, passed the Government tests and was
accepted in two days—ONE TRIAL FOR EACH TEST.

We are prepared to build for prompt delivery aeroplanes especially adapted to
exhibition, sporting and military use. The purchaser has choice of motor. The
Sturtevant leads all American types. Crank starting and fully muffled.

An assortment of aeronautical motors at greatly reduced prices is offered.

Burgess Winter School

is located at Palm Beach under the charge of Frank Coffyn, Hotel Ponciana, Palm
Beach. Special winter rates upon application.

Do You Know What a Scooter Is?

BURGESS COMPANY AND CURTIS
; MARBLEHEAD, MASS.

In answering advertisements please mention this magazine.

AERONAUTICS Page 44 February, 1913

WINS --- OF COURSE
[s the German National Contest for

Aeronautical Motors, the winners
employed Bosch Magnetos and Bosch
Plugs, of course.

Ist Benz - - Bosch Magneto and Plugs

2nd Mercedes Bosch Magneto and Plugs
3rd N.A.G. - Bosch Magneto and Plugs

HE Bosch Magneto will be found on

all those aeroplane engines which are

known for their record-breaking performances
or their consistent and unfailing service.

The Bosch Plug is as good as the Bosch

Magneto, of course.

BE SURE YOU GET
“Locating the Spark Plug”
It tells you what you ought to know.

Bosch Magneto Company

201 W. 46th STREET, NEW YORK

In answering advertisements please mention this magazine.

a

AERONAUTICS

Page 45

February, 1913

The Influence of Aerodynamical Laboratories
and the “Autostable” Flying Machine

By Captain W. IRVING CHAMBERS, U. S. Navy

The remarks of Lieut. Colonel Espitalier disclose
a curious state of mind among critics, i. e., the jeal-
ousy of established and prospective manufacturers or
rather a fear that the researches of the technical
laboratories will lead to something radical that may
diminish the importance or value of established pro-
ducts. The argument of the critics is that construc-
tors alone are competent to judge in such matters.

Without following the lengthy preamble of Lieut.-
Colonel Espitalier, Captain Chambers gives his own
version of the scientific viewpoint and follows it with
a brief description of the value of the laboratory in
developing the “Autostable.”

If aerial architecture is to improve or to be fur-
ther developed it will be due principally to the in-
fluence of technical or scientific knowledge. This in-
fluence will be combatted by stubborn ignorance, but
not, of course, by those constructors who are also
scientific technicians or who bring to their aid the
information of the scientific engineer.

All architecture is art and, in art, invention plays
a distinguished function, but its very foundation is
based upon the strict laws that are discovered only
through the aid of scientific research, and its har-
monious progress depends also upon its wedding with
science.

Marine architecture furnishes an example of won-
derful progress; its art is very old but its science
1s comparatively young. Nowadays, thanks to the
science, when a ship is planned for any purpose what-
ever, m the drafting room, the architect and the
engineer are able to say exactly what she will do
when launched and in service.

Aerial architecture is yet young.
been somewhat forced.

Its growth has
Neither the art nor the

science have had time for healthy development, and
it is already
merely an

who is
scientific con-

apparent that the constructor
inventor does not possess

N La Technique Aeronau-
tique for December 15, 1912,
Lieutenant-Colonel G. Espi-
talier has an article describ-
ing the machine that was
mentioned by M. Eiffel in
his address at Auteuil, last
year, in which he stated that
M. Drzewiecki has evolved
a machine, as a result of his
laboratory researches, which

gave promise of providing a great improve-

ment in respect to inherent stability. This
statement was made at about the same time
as the publication of his discovery with re-
gard to the superior efficiency of tandem
planes, with the rear plane set at an angle
negative to that of the forward plane, and,
although several people in the United States
made a similar discovery prior to the publica-
tion of Eiffel’s second book (notably Mr.
Robert Andrews of Boston, and Mr. Grant
of Norfolk*), I have speculated much on the
actual form that M. Drzewiecki’s machine
would assume, always believing that it would
appear with the front plane smaller than the
rear plane, although in the machine flown by

Mr. Grant over a year ago the rear plane is
the smaller. But all speculation is satisfied
now by the publication referred to above.

fidence. But the science is overtaking the art and the
successful aerial architect of the future, the one
who will succeed in the march of progress, must be
also a technical engineer.

It is because Aerodynamics is yet lacking in a
sufiiciency of precise observations that we should re-
gard the science of aerial architecture as still in a
rudimentary stage.

Nevertheless, one cannot fail to be optimistic of
its future in view of the wonderful work already ac-
complished and the fact that the scientific study of
aerodynamics has already been established on a sound
basis in various laboratories and that we already
possess a precise documentation of exact observations
which enables us to design flying machines on correct
principles and by established laws.

The record of researches made at the laboratory of
M. Eiffel is alone a precious mine of dependable
scientific wealth, the influence of which is already
felt in the progress of aerial navigation.

M. Eiffel has published the mathematical charac-
teristics of such a large number of surfaces that
there is already a vast field for choice and modif-
cation. One can use any of them or any combina-
tion of them in perfect assurance of the lifting power,
the traction power required, and even the position
of the centers of air pressure at all the inclinations
and speeds recorded.

Taking a combination or group of the elements thus
recorded we are able to anticipate exactly the char-
acteristics of that combination, the effects of vary-
ing the angle of incidence or the speed and, im fact,
to predicate the conditions which are required to
produce stable equilibrium or “inherent stability.”

This has been known for some time and although
it represents an important step in progress, there
yet remains much to do in discovering the keys to
many mysterious problems.

M. Drzewiecki, a Parisian savant, seems
to have been the first to show how to make
use of M. Eiffel’s determinations in estab-
lishing a rational arrangement of surfaces
to satisfy a novel predetermined conception
and so has given an excellent example of one
of the important functions of an aerody-
namical laboratory. It is not known yet
whether M. Drzewiecki first suggested to M.
Eiffel the testing of tandem surfaces or
whether M. Eiffel’s determination of their
superior efficiency, with the rear plane set at
certain negative angles, led M. Drzewiecki to
lay down the principles governing the design
of a rational machine possessing the quali-
ties of what is now known as the “Auto-
stable.” But it is known that these distin-
guished scientists worked in harmony and col-
laborated in the development of the machine
which gives such fair promise.

The term “Autostable”’ should not be con-
founded with the term “aerostable”

For example, it is said that on the trial of
another machine, made by the Moreau Bros.
called “Aerostable,” with the wind blowing
about 15 miles per hour, the pilot kept his
arms folded throughout a flight of 30 min-
utes, using his feet only for working the ver-
tical steering rudders. This machine, how-
ever, does not possess inherent stability but

>

—————— i}

fi
MA's

The Drzewiecki Monoplane.
The monoplane designed for automatic longitudinal stability by M. Drzewiecki, as of the tail-
first type, but differs from other machines of similar type by the fact that the front plane is
nearly as large as the rear plane, and that the centre of gravity is approximately in the middle of

the fuselage.

‘ The front and rear planes are of different section; the front—of Eiff
tion—is normally at 8°, where it has a lift co-efficient =

el No. 8 sec-

0.058; the rear plane—Eiffel 13 bis,

or Bleriot XI bis, section—is normally at 5° and and then has a lift co-efficient Ky 0.041.

is automatically balanced on the pendulum
principle with the weight of the pilot used
as a pendulum. I will not speculate now on
the possibilities of safety in all weathers when
the best automatic stabilizer is applied to an
“Autostable” machine.

cnt AUTOSPABEE:?

The theory or object of the Drzewiecki de-
sign is thus announced. To so adjust the
plane surfaces that when exterior perturb-
ing forces disturb the equilibrium, a dynamic
couple is born which restores the equilibrium
immediately and automatically. This aero-
plane is supported by two tandem surfaces,
the forward surface being smaller than the
rear. This combination has appeared on other
French machines, the Canard (or duck) type,
but there is an essential difference between
the two. In the Canard the forward surface
which forms the elevator is very small by
comparison with the rear surface, in conse-
quence of which the center of gravity is nearly
under the latter. In the “Autostable,” the dif-
ference between the size of the planes is less
and the center of gravity is found near the
middle of the fuselage or body. This is
important because the horizontal position of
the center of gravity influences the nature of the
correcting couple and the value of the right-
ing moment.

The forward plane has an angle of incidence
of 8 degrees and that of the rear plane is 5
degrees, or 3 degrees negative to the for-
ward plane. The profile of the forward plane
is that of Eiffel’s No. 8, which gives, at 8 de-
grees, a lift of K’y=0.058, while the rear
plane conforming to Eiffel’s No. 13 bts
(Bleriot No. XI bis) gives, at 5 degrees, a lift
of Ky=o0.041, about. On account of the dif-
ference in area of the forward and rear sur-
faces the total lift of the forward sur-
face varies less rapidly than that of the rear
surface when the angle of incidence changes.

If then, at the instant when the two ‘lifts,
Ry=KySV?, and R’y=K’yS’V? are in balance
with respect to the center of gravity, the ma-
chine rears under the influence of a perturb-
ing force, the lifting force shifts quicker aft
than forward, forming a couple tending to
raise the tail or to restore the equilibrium.

In case of a sudden dip, caused by exter-
nal perturbing forces, the difference in the
power of the two lifts is reversed; that under
the forward plane becomes preponderant and
rights the machine.

The two wings of the forward plane can
be moved independently of each other
through limited angles around a_ horizontal
axis, by means of two levers in the hands
of the pilot. These levers are parallel and
abut against a small transverse bar which
marks the position of normal or horizontal
flight. The bar thus prevents reducing the
angle of incidence of either wing of the
front plane and its position is adjusted, before
the flight, by means of a screw attachment,
to occupy the exact position of the center of
gravity, in accordance with the trim of the
movable weights, without decreasing the 8 de-
grees of incidence for the front plane.

Lateral stability is controlled by working
the wings of the front plane, just as in other
machines it is controlled by moving the ailer-
ons. The machine can be made to ascend
either by moving both forward wings together
or by increasing the power of the motor. It
is made to descend by decreasing the number
of revolutions, or the power of the motor.

There are two small vertical rudders for
steering, one at each extremity of the rear
plane and they are worked alternately by the
feet. Turning is accomplished by checking or
moving one of the vertical rudders towards
the axial line. These rudders offer also a
means of checking the speed on landing, by
turning both sharply inward. They also offer

AERONA UTICS

a means of regulating the slope or angle of
inclination for descent, by reducing the speed,
and are thus another guaranty of safety. A
drift plane placed in the rear above the body
checks whatever tendency there may be to
roll.

The motor is installed near the middle and
in the interior of the body, the propeller being
placed in rear.

There is also an articulated landing gear
(chassis) supported on wheels and furnished
with an oleo-pneumatic brake, the cylinder
of which is placed horizontally under the body.
Revolution of the wheels, on landing, moves
the piston of the brake and this throws down
a skate or drag, thus checking gradually but
quickly the speed over the earth.

After the principle of this machine was laid
down, a reduced model, one-tenth the size,
was tested, at the Eiffel laboratory, suspended
in different positions corresponding to dif-
ferent angles of incidence. . These tests demon-
strated that inherent stability was assured.
Furthermore, the laboratory investigations of
this model permitted a vigorous determina-
tion of all conditions of equilibrium con-
nected with the circumstances of flight and to
trace the diagrams shown in Figs. 1, 2 and 3.

Fig. 1 shows the two curves Ry and R’y in-
dicating the simultaneous lift of each surface
in all positions of inclination. The sum of the
ordinates Ry+R’y gives the curve A which
represents the total lift.

7
™7m
P
Zo
/
fit Cc

Siess°475°6°7° 8-9-0 IZ7/3° For 13 bes

°
34 2 2627 ° 829 10 1°12°13°1G°15° JE" For NS

Fig. 1.

Variation of Sustentation of Wings No. 8
and No. 13 Bis., in Function of the Angles
of Incidence. A—Curve of Total Susten-
tation Ry-+ Rx. B—Curve of Sustenta-
tion of Rear Wing (Type No. 13 Bis. Eif-
fel). C—Curve of Sustentation of For-
ward Wing (Type No. 8 Eiffel).

The two curves first mentioned, B and C,
intersect at a point which is outside of prac-
tical limits of inclination and, by reason of the
choice of profiles, the curve R’y, which cor-
responds to the forward plane surface, is, on
leaving this point for a dip, above the curve
Ry, which represents the rear surface. We
see also that Ry increases more rapidly than
R’y on rearing and decreases more rapidly
on dipping, as previously indicated.

If it be desired that the normal flight oc-
cur at a given angle of incidence, it is evi-
dently necessary that, in this position of
flight (at the ordinate 8°—5°, for example),

Page 47

February, 1913
the center of gravity must be located at such
a position on the ordinate as to make the two
parts of the ordinate inversely proportional
to the two lifts. The curve C gives precisely

that proportional division of all the ordinates;
it represents, in a way, the locus of the points
of application of the resultant forces tending

Pis.2

-32-2°-/° o° se Je 3° 4° zo 6° Zase 9°

Bigs. 2.

Variation of the Two Components Rx
and Ry of the Resistance Shown by the
Model Tested at the Laboratory of M.
Eiffel.

to right the machine when out of balance, and
for a flight to take place under incidences of
5 degrees and 8 degrees for the rear and for-
ward plane surfaces respectively, we can say
that the point of the curve R’y which is situ-
ated on the ordinate 5°—8° defines the posi-
tion of the center of gravity, but that it is
not displaced if the angles of incidence be-
come temporarily 13°—16°, for example. The
real position of the center of gravity, always
Ga
dividing the axis in the ratio —, we can rep-
Gb
resent the locus of its various positions by the
mc Ga

curve passing through G and m of =
mn Gb
The couple that is born by oscillation around
the center of gravity G is represented by m p
on the ordinate 13°—16° and by p’ m’ on the
ordinate o°—3°, changing sign on opposite
sides of G.

Fig. 2 sums up the practical tests of
the reduced model in the laboratory tunnel
and gives the values of the total lift Ry of

Rx
the resistance Rx and of the proportion —-
Ry
= tan 0, indicating the angle © made

by the resultant of the two components of the
air resistance with the vertical component.

The angle of incidence shown as abscissae
are those of the fuselage—in other words, they
represent the angles of inclination of the base
line. This base line, in normal flight, is hori-
zontal and forms an angle of 2 degrees with
the axis of the body.

AERONAUTICS

Fig. 3 represents the actual position of the
successive pressures for inclinations between
—3° and +09°, each being the resultant of Ry
with Rx and passing by the point of suspen-

390 400 410 420 430 440450 460

Fig. 3.

Curves of Stability of the Model, Show-
ing the Displacements of the Center of Sus-
tentation With the Variation of the Gen-
eral Incidence and Also the Different
Values of Rx, Ry and 9.
sion of the model when these values were
obtained. These different positions of the
pressure would suffice to determine a meta-
centric curve but this would fall outside the

U.S. Patents

1,048,932, Alexis Breurrier,
HELICOPTER.

1,048,990, Daniel P.

Montguyon, France,

McLaughlin, Chicago, TIIl.,

FLYING MACHINE.

1,049,075, Oscar Gaul, Chicago, Ill., PROPELLER
of a continued screw form inclosed in a_semi-cir-
cular shell.

1,049,117, Ernest Marek, Chicago, Ill., FLYING
MACHINE.

1,049,280, George Sturgess, Newquays, Marble-
thorpe, England, RUNNING GEAR; large wheels
with machines supported by rollers which run_ in-
side the large wheels.

1,049,315, Eli Pollak, Washington, D: ©€.,; Com-
bination DIRIGIBLE AEROPLANE.

ISSUED JANUARY 7, 1913.

1,049,486, Robert F. Huber, St. Louis, Mo., FLY-
ING MACHINE.

1,049,498, Christopher J. Lake, Bridgeport, Conn.,
AEROPLANE with stepped planes, each of which

are of triangular shape, with apex
“1,049,521, Michael A.
RUNNING GEAR.

as entering edge.

Parisano, New York, N. Y.,

Page 48

STABILIZER, in
for operating,
inders with pistons are opened by

Paris,
his well
wheel mounted thereon.

New York,
car with air
peller
chamber in car, air
ported.

February, 1913

limits of the diagram and, besides, would be
useless to consider.

The prolongation of the oblique pressures
to the axis permits of measuring the distance
to the center of gravity, 7 e., the arm of the
lever of the correcting couple which is nul
when the pressure passes through the center
of gravity. The axis of the body then makes
with the horizon an angle of +2° which cor-
responds to the incidences of +8° and +5° of

the two surfaces conformably to the conde
tions imposed.

Fig. 4.
Characteristic Profiles of ‘“Aerostable”
Wings. (From Eiffel, 2nd Vol.)

Finally, the different elements of the dia-
gram permit also of calculating the speed
for which the pressure equals the weight and
the motive power capable of overcoming the
resistance R x, thus giving complete char-
acteristics of the aeroplane.

Fig. 4 shows the characteristic profiles of
the two surfaces as represented in M. Eiffel’s
second volume.

*See AERONAUTICS for August, 1912, for
scale drawings and description of Mr. Grant’s ma-
chine; and the November issue for article on the
Andrews’ tandem system.

EDITORIAL NOTE: In the ‘hearing’ of Cap-
tain Chambers before the House Naval Affairs Com-
mittee, Jan. 9, 1913, we find a reference to his antici-
pations of a machine like the one he _ describes
above. Page 557, par. 5-10.

Gone to Issue

1,049,540, John and Edward Sharp, Cleveland, Ohio,

AEROPLANE.

1,049,571, Nat H. Freeman, Denver, Col., PRO-

PELLER:

*1,049,713, William F. Hensel, Chicago, [TIIl.,
which compressed air is_ used
warping, etc. The valves of cyl-
a ball which rolls

the row side of its own tube when machine is
tilted. Filed Feb. 17, 1912.
*1,049,820, Armand Jean Auguste Deperdussin,

France, CONTROL SYSTEM, consisting of
known ‘“V” elevator control with hand
Biled™ Jane w6: 191i

Shakir S. Jerwin and Faud S. Jerwen,
HYRO-AEROPLANE; boat-shaped
propeller in front of top, marine pro-
at rear of car at bottom, clutch for latter, air
tanks under wings, yieldably sup-
Filed March 24, 1911.

1,049,927, Edward L. Sieg, Moscow,

“1,049,865,
ING

HELI-

Idaho,

COPTER.

* These patents are of particular interest.

AERONA UTICS

Page 49

February, 1913

Tandem Surfaces and the Gliding Angle

By ALBERT ADAMS MERRILL

SIR IRIFSHEN an aviator finds him-

Te self in the air without
power, the distance he
can glide before landing
may determine whether
he lands safely or not.
Evidently, then, of sevy-
eral machines the one
which can glide the far-
thest for a given fall is
the safest.

We will call the angle between the chord
of the surface and the surrounding air stream
the pressure angle, and the angle between
the path of the machine and the horizon the
gliding angle.

For every machine flying horizontally there
is a certain pressure angle at which the
weight will be supported with the least thrust.
This angle varies according to the loading,
the head resistance, the camber and the dis-
position of the surfaces. For any given ma-
chine we find this angle. If we divide the
weight by the total resistance at this angle we
get the contangent of the gliding angle.

Of several machines the one which has
the smallest gliding angle will glide the far-
thest from a given height. If then we rate
machines according to the cotangent of their
gliding angle we will find how far they will
glide from a given height. I have done this
for monoplanes of different camber and for
monoplane, biplane and tandem of the same
camber and the results show that the dis-
position of surfaces has more effect upon the
gliding angle than the camber has.

My figures are taken from Eiffel’s tables,
whenever possible and when the tables do not
give the necessary angles I have consulted
Eiffel’s graphs. Eiffel’s constants are sup-
porting area = I sq. meter, speed = I meter
per second. I have introduced another con-
stant equivalent area for head resistance =
I-20 sq. meter. In doing this I have followed,
approximately, modern monoplane practice.

The values for the cotangent of the gliding
angle (©) at any given pressure angle (ca)
are determined from the following equation:

Ky

Wane Oni Oe, Core (S) ——-
Kx + .004
Ky and Kx are taken from Eiffel and 0.004
= the pressure on I-20 sq. meter at I meter
per second. | have solved the equation for
different values of a» for 8 surfaces and
Table I shows the rating of 6 monoplanes of
different camber. © is the smallest gliding
angle.

For any

RABE i
Surface a 8 Cotangent 98
Breguet ess -csaee 7 Ove 5,965
Camber. ines woOes 9° 34’ 5-933
Bleriot No. 11 bis. 7.5 TOme US) 5.53
Cambeten ane7i sey, 10752) 5.209
Cambere is ine7 08s Melee 42s 4.829
Mis Harman eerie: 8 MTer SO) 4.773

I have also done the same thing to three
different dispositions of surfaces all having
the same camber (1 in 13.5) and Table II
shows the rating.

TABLE II.
Surface a 8 Cotangent 9
sliandempeer saeneee 9 8° 50! 6.332
Monoplane -.....:- 6.5 9° 34’ 5.933
Bi planey teste sere 6 12300 4.455

The tandem is Eiffel’s disposition No. 2 and
the biplane has a gap equal to the chord.

Table I shows a great variety of cambers
ranging from I in 7 to the almost flat M. Far-
man surface, yet the best glider (Breguet) is
to the worst (M. Farman) as 1.25 is to I.

Table II shows that the best glider (Tan-
dem) is to the worst (biplane) as 1.42 is to I.
This shows that disposition is of more im-
portance in gliding than camber. Note the re-
lation between a and © for the tandem. Such
a relationship does not occur in any other
system and it shows the remarkable super-
iority of the tandem. This is particularly re-
markable considering ‘he fact that head re-
sistance is included when figuring the value of

8. It will be recalled that Lillienthal men-
tioned the fact that the forward tangential
pressure was what made curved surfaces su-
perior to flat ones. It is because of the large
forward tangential at 9° that the tandem is so
superior to other systems. Even with the
head resistance added, the forward tangential
does not entirely disappear.

It seems strange to me that designers.
especially in the United States, have not studied
Eiffel with more care. Had they done so they
would have seen the superiority of the tan-

dem. Eiffel’s notes on the tandem occupy
only three or four pages in his “Annexe
but the data he gives are sufficient, if prop-

erly analyzed, to convince anyone that the
disposition of surfaces now in use, 1. e., mono-
plane and biplane, are more dangerous and
less efficient than the tandem known as Eif-
fel’s Disposition No. 2.

I have reason to believe that one builder in
this country is proposing to put on the mar-
ket soon an apparatus to prevent stalling. It
is to be attached to a biplane and presum-
ably its purpose is to control the position of
the horizontal rudder so as to prevent the ma-
chine from taking too large a pressure angle.
The apparatus is to work automatically. Such

(Contenued on page 72)

AERONA UTICS

Page 50

February, 1913

How an Aero Tire is made

By E.R. PRESTON
Manager of the Aeronautic Supplies Department of the Goodyear Tire and Rubber Co.

FO date aeroplane tires have
been built in three distinct
forms. The first ones to
be made were all of the
single-tube type, and were
manufactured in exactly
the same way as the single-
tube bicycle tires, the only
difference in the tires
being that the aeroplane
tire is generally of less
tread diameter and larger cross section.

A single-tube tire is generally made as fol-
lows: First, a long pole, of exactly the
diameter that the inside of the tire is to be,
is placed in a stand. A sheet of rubber, the
length of the tire when laid out straight,
and of proper width to go around the pole, so
that the edges will lap about one-quarter of
an inch, and of a proper thickness (generally
about one-sixteenth of an inch), is placed
around this pole, and the rubber, being
green or uncured and rather sticky, read-
ily holds itself in place. Then a piece of
fabric, which has been frictioned with rub-
ber and cut from the roll at a 45-degree
bias, is rolled on the pole, the fabric being
cut wide enough, so that it will go around
the pole two or three times, according to the
thickness of the wall of the tire and the
number of plies desired. A hole is cut in

or i rin
ee
ae = Ill

Dunlop Type.

this fabric and a rubber valve stem inserted,
and then a strip of more heavily compounded

rubber is placed around the whole, which
forms the outside surface of the tire. The
center of this outside strip of rubber is

thicker than the edges, this rubber having
been run on a machine known as a tread cal-
ender, one roll of which is grooved to run
the rubber in the desired cross section. This
thickened portion of the rubber cover forms
the tread of the tire.

After the tire has been thus far completed,
it is removed from the pole, and the two ends
are brought together and spliced by inserting
a small piece of rubber tubing about the
diameter of the inside of the tire, one half
the length of this tube projecting into each

open end of the tire. The joint so made is cov-
ered with a small piece of frictioned fabric,
which is long enough to wrap the required
number of turns around the spice, to make
the wall of the tire at this point of equal
thickness with the rest. Lastly, a piece of
the tread rubber is placed over this friction,
and the tire is ready to be vulcanized.

Most of the single-tube aeroplane tires
made today are vulcanized in a mold and
the pressure obtained by expansion of air or
steam inside the tire. The method generally
followed is to put a certain amount of water
into the tire and fasten the valve stem so that
it cannot leak. The tire is then placed in
a mold of proper shape and size, and the
whole put into a steam-heated hydraulic
press, the pressure is applied to the mold,
and the steam turned on, the heat causing
the water inside the tire to turn into steam,

Clincher and Single Tube.

thus creating an internal pressure which
forces the tire evenly into the mold. The
heat in the press also causes the chemical
action between the rubber and the sulphur
in the tire, or so-called vulcanizing. The
length of time required for the vulcanizing
depends entirely on the composition of the
rubber compounds used in the tire. The
general run of stocks now used in aeroplane
tires requires an average cure of 15 to 20
minutes. After the curing, the tire is re-
moved from the mold, the valve stem fasten-
ing removed and the regulation valve in-
serted, when the tire is ready to be used.

AERONAUTICS

The next type of aeroplane tire to come
into prominence was the Dunlop type tire,
which is similar to the Dunlop type of bicycle
tire, and built in a similar manner. These
tires require an inner tube, the cases being
opened along the rim side and having wires
in the beads hold them on the rim. This
type of tire is made on an annular form, or
so-called core, as follows: First, the re-
quired number of plies, cut on the bias, are
pulled over the core, one at a time, the ends
meeting and being lapped about one-quarter
of an inch. These plies are each rolled
into place over the crown and down the
sides of the core. Next, a long length of
wire is taken and looped a number of times
and the ends soldered together, making a
hoop of approximately the same diameter
as the rim upon which the tire is to be run.
One hoop of wire thus made is placed in
each side of the tire, the fabric being placed
around it, so fastening them into place.
After the fabric and wire beads have thus
been put into place, a tread rubber is put
onto the tire and the building of the carcass
so completed.

The method generally followed in curing
this type of tire is to wrap the carcass onto
the core with a long strip of moistened
cloth. This is wound spirally around the
tire until the latter is bound firmly against
the core around its entire circumference.
The tire and core thus wrapped is placed
onto a truck and rolled into a large steel
cylinder or vulcanizer. After vulcanization
has continued for the proper period, the tire
is withdrawn and the cloth wrapping re-
moved. The vulcanized carcass is now
ready to be taken off the core. The bead
of this type of tire is inextensible, and the
cores upon which they are built have to be
made collapsible, so that they can be dis-
sembled and removed from the inside of the
tire in sections. After the removal of the
core the tire is ready to be used. This
Dunlop type of tire has to be applied to a
special rim. This is a one-piece rim, and is
rolled with a valley in the center and a
ledge on either side, upon which the tire
bead seats itself when the tire is in place.
When applying a tire the beads at one point
in the tire will set together down in the
valley in the middle of the rim, allowing the
beads at the opposite point in the tire to
pass over the flanged edge of the rim. Tires
of this type are extensively used abroad
and have recently come into prominence in
this country.

The third type of aeroplane tire is the regu-
lation clincher tire. In the regulation core
and mold construction the tire is built up in
plies of rubber-coated fabric cut on the bias,
the plies being stretched onto an iron core.
Generally these tires are built of three
strips which are made of a semi-hard rub-
ber compound, are placed in position on the

Page 5|

February, 1913

sides of the tire, then the second and third
plies are pulled on and rolled down over
these beads, after which a ply of tread gum
is put onto the tire to cover it entirely on
the outside. This tread gum is generally
run in a tread calendar to make it thicker
in the center, similar to the single-tube-type
treads described above. The building of the
tire is now finished, and, with the core still
inside, it is placed into a mold. The mold
is put into a heater press under hydraulic
pressure and the tire is there vulcanized.
After the vulcanization, the tire and core
are removed from the mold, and the tire
pulled off the core. These tires having a
bead of semi-hard rubber, can be made to
pull off of a one-piece core, as the beads
will allow for considerable stretch.

Most of the clincher aeroplane tires have
been of very small diameter and very large
section, and their manufacture has been
almost entirely confined to this country. As
yet the aeroplane tire has not come into
very great prominence in the rubber indus-
try, but the present outlook is such that
before long they may be a close second to
the motorcycle tire.

[NOTE —This article will be followed by others of
a similar nature, describing various processes in con-
nection with aeronautics. |

INVERTED AEROPLANE MOTOR

Weldon B. Cooke has built a tractor bi-
plane in which a Roberts 6-cylinder motor is
placed upside down in the fuselage, in order
to reduce head resistance. The engine is
said to operate as well in this position as in

LNVERTEP R°BERTS ASTOR

The
nishes comparative figures on exposed area of
engines, as follows:

its usual one. Roberts Company fur-

inverted @mOotom sea. emcees = .353 sq. ft.
WASHUIGEIL Snaloitofe a+ opoecinesonvcer ‘GAN SG. at:
V-type American motor ........ 1.88 sq. ft.
V-type French motor .......... 7 See sae hes
5 Hebe EP rencharotary;. ie. 40s. 272 2 Sqaate
70s wrench srotany 4... = 2162) SSqeett.

AERONAUTICS

Page 52

tee, 1913

On Aeronautical Motors
By A. HYATT VERILL

(Continued from January Issue)

UP HETHER air-cooled or
n= water-cooled motors, or
two- or four-cycle motors
are superior, are ques-
tions still open to discus-
sion and not within the
limits of my remarks but
I do not believe the two-
Mncvere motor is, in its pres-
ent form at least, perfect-
ly adapted to aeroplane
use. Personally, I am a very strong advo-
cate of two-cycle motors and have used,
studied and built this type of motor far more
than the four-cycle and have had most re-
markable success with many innovations; but
I am perfectly aware of the shortcomings of
the two-cycle motor and until these are en-
tirely eliminated this type of motor cannot
be depended upon to the same extent as the
four-cycle. In the two-cycle type the com-
pression in the base must be maintained by
gas-tight joints and this can only be accom-
plished by using tight, plain-bearings or by
a separate compression chamber of some sort.
The latter method adds materially to weight
and size while the former method eliminates
the use of ball or roller-bearings which are the
only form of bearings upon which absolute
dependance can be placed for high-powered,
high-speed loads. If, as our two-cycle advo-
cates would have us believe, the plain bearing
is as durable and free from trouble as the
ball-type, why are the ball or roller-bearings
universally used on automobiles? * * *
Next in order are the opposed-cylinder
motors. Oddly enough there are practically
no reliable or efficient opposed-cylinder motors
made in this country. While several are made
and used to some extent by amateurs and
others, yet, among professionals, and for rec-
ord flights, we seldom or never find an op-
posed motor in use. This fact is undoubtedly
due to the fact that this type has been woe-
fully neglected by American builders. It is
a well recognized mechanical fact that the op-
posed motor gives a more even torque, more
regular impulses and is better balanced than
any other form. Moreover its shape renders
it particularly well suited to aeroplane use
as it presents small head resistance and has
a low centre of gravity.

France has produced some _ exceptionally
reliable and efficient motors of this type;
notable among them being the Nieuport and
the Darracq. The latter was the make used
by Santos Dumont on his Demoiselle and

weighed but 66 pounds for 35 H. P., or less
than 2 pounds per H. P. and was water-

cooled at that

The Call motor is really the only Ameri-
can opposed-cylinder motor that can be
named in comparison with these and while
this motor has proved itself very powerful
and capable of flight yet its weight is 5 pounds
per H. P., in the two cylinder 50 H. P. motor
and 4 pounds in the four-cylinder roo H. P..—
or about twice as heavy as the Darracq. It
possesses many unique and excellent fea-
tures, however, among them being the water
circulation in which the water is forced four
times around the cylinders by means of a
helical flange cast integral with them; large
valves, 2 inches in diameter, with 7-16 inch
lift; lubrication by a chambered connecting
rod which throws the oil to both crank pins
and piston pins, and the valve-controlled
breather openings in the crank case.

The crank shaft of 2-inch solid steel makes
the motor heavy, however, and the cast
flanges on the cylinders also add to the
weight. By employing a hollow shaft of larger
diameter and flanges of thin metal on the
inside of the water-jacket instead of cast on
the cylinders, many pounds in weight could
have been saved without loss of strength or
efficiency.

This motor is very finely finished, all out-
side parts being ground, nickel-plated and
polished and with a few minor changes and
refinements it will no doubt prove a very
valuable addition to our American aeronau-
tical motors.

It is but a step from opposed to radial
motors and | have no doubt that any men-
tion of radial or star motors at once brings
the name “Anzani” to mind. So well rec-
ognized has the efficiency and reliability of
this motor become that to most people it is
the sole and only radial motor. As a mat-
ter of fact the R. E. P. and many other for-
eign motors are of this type and the Albatross
made in Detroit, is very similar.

The reason that many American motors
have not met with more success is because
our manufacturers do not take the personal
pride in the axacting detail and finish of
their product that Europeans take in theirs.
Foreign motors are built by men with an
intimate knowledge of metallurgy, mechan-
ics and aeronautical requirements and are
largely made by hand labor of the most
skilled and experienced class, while our
motors are built by men accustomed to tak-
ing someone else’s word for the metallurgi-
cal and technical part, and machines and
cheap labor replace the skilled mechanics of
Europe.

This exacting and minute attention to the

AERONAUTICS

smallest details hold true particularly of the
world-famous Gnome motor for while certain
American rotating motors, notably the Gyro,
have proved very efficient and reliable and
have remarkable records to their credit; yet
the Gnome is so much better known and
holds so many more records that it far over-
shadows all our native products. As a
matter of fact, the Gyro is mechanically
superior to the Gnome in cylinder attach-
ment, cooling methods, valve-lifting cam and
several other details.

Another great trouble with American
manufacturers is their tendency to copy and
imitate others. Certainly we have enough
originality in this country to turn out new
ideas in motors and yet no sooner does a
successful motor, either foreign or American,
make its appearance than dozens of men _ be-
gin to imitate its best features and hitch
them on to some automobile or boat engine
and advertise the mongrel product as an
aeronautical engine.

Another matter is the disinclination of
American manufacturers to listen to new
ideas or employ new talent or even pay a
reasonable salary to men of highly inventive
and practical ability. Abroad the manufac-
turer is always looking for new ideas and the
European engine builder does not hesitate
to stake a few thousands on a new invention,
a new man, or a new principle, and will try
one after the other with confidence that only
by this method can improvements and_ bril-
liant achievements be obtained. American
manufacturers on the other hand are very
loath to take up a new idea or a new man
unless of proven value or attainments and I
do not hesitate to declare that hundreds of
mighty good motors have been designed and
then abandoned by the designer merely for
the lack of capital or facilities which any
well-established manufacturer could have
furnished with scarcely any risk of loss,
while even if a loss did result the amount in-
volved would have been so small as to have
been of no consequence in comparison with
the benefits that might have resulted.

Oftentimes a motor of new design will
possess certain new or unique features of
great benefit and value which could be readi-
ly adapted to any other motor so that even
if the new engine as a whole were a failure
its features might well repay the risk of
trying it. I have already mentioned the

disinclination of manufacturers to employ
really competent and _ practical men _ at
decent salaries. If a man is_ thoroughly

practical and able to work at a bench or
lathe and carry out his own ideas, he is at
once classed—in the mind of the manu-
facturer at least—as a mere mechanic with
a salary in accordance; while if entirely
of a theoretical calibre he is considered an
office man and gets corresponding pay.

To be sure, competent men with a thor-
ough theoretical and practical working knowl-
edge of internal-combustion motors are rare
but such men do exist and are looking for
positions and only men of this stamp can

Page 53

February, 1913

ever succeed in producing the ultimate per-
fect motor. These are not idle statements for
I speak from actual experience and my own
experiences are very similar to those of others
with whom I have talked and while these
statements do not hold true of every manufac-
turer yet they do apply to the majority.

As proof of these assertions I might men-
tion the Knight sleeve valve motor which
failed to create any interest here but was
eagerly taken up in Europe, after which our
American manufacturers were mighty glad
to use it.

A lot of our American motors are good:
that is, they are constructed of good mate-
rial, are well built and for ordinary uses
would answer very well but in most cases
some minor part or detail is of inferior
design or construction and develops weak-
ness or inefficiency when subjected to the
severe test of aerial use. Such defects occur
in some of our best and most reliable aerial
motors and could be altered or eliminated
with little trouble or expense and _ with
greatly increased efficiency. A mere glance
at some of the motors now in use dis-
closes such defects in nearly every case and
in at least one instance I know that a casual
suggestion resulted in a little alteration which
changed a motor that would not fly into a
most successful aeromotor.

Only by breaking away from old fashioned
ideas and familiar and hackneyed methods
and forms can any great future progress be
made. The first suggestion of a rotating-
cylinder motor was scoffed at and yet today
they are among the leaders in the motor
world. The Knight motor was looked upon
with distrust in this country until taken up
in Europe and various other examples could
be cited. Aviators as a rule are ready and
willing to try out any new or novel motor in
their effort to obtain the perfect engine and
the matter of producing such a motor rests
entirely with the manufacturer.

Anything new in the way of motor design
is, therefore, of great interest and impor-
tance and when such motors have passed
the experimental stage and proved their eff-
ciency they become doubly interesting.

How long will it be before all our Ameri-
can motor builders wake up to the fact that
they are being left behind; that European
motors three or four years old are the equals
or superiors of many of our latest models;
that to bring America to the fore in aviation
they must exert every effort to produce new

and better engines and must use the “Yankee”
ingenuity that in other lines of mechanics

has made America lead the world. We blazed
the way for others in the early days of avia-
tion but now we take second place and are
beaten by France, both in aeroplanes and
motors and unless engineers and aviators
rouse themselves to the importance of doing
something “early and often” we will find our-
selves at the rear instead of at the front of
the procession; following and not leading the
great march of aviation.

Page 54

February, 1913

AERONAUTICS

Curtiss Military Tractor

ro RELIMINARY trials of the

es = 7 Curtiss chain-driven tractor
EM) have been made at San
Diego. The maker claims it

will assume its own gliding
angle upon motor stoppage.

The wings of this ma-
chine are practically the same
as used on the standard ma-
chines, except that they are
made in one piece each side
of the chassis, instead of the panel construc-
tion, which gives them a little greater strength.
The beams are very strong and heavy at the
inner end and taper all the way out to the
tip of the wing, giving them the maximum
of strength in proportion to the load at each
point and reducing the weight. The planes
are very rigid and quickly demountable by the
removal of four bolts, one each at top and
bottom of either plane.

The chassis with the wings removed is only
42 inches wide at the points where the wings
attach, and the over-all width of the running
gear is about 65 inches. The tread of the
wheels is 56 inches, which is standard road
guage so that the chassis may be towed along
a standard road if necessary.

The tail surfaces and elevators are the
same general shape used on the flying boat.

The fuselage is constructed of four mem-
bers of white spruce, which are tapered from
the rear beam out to the extreme end, thereby
reducing the weight in proportion to the
strain at each point.

A new system of wiring and bracing is used
which does not require any holes through
these corner members, so a lighter piece may
be used and the same strength secured as a
larger one fastened in the ordinary way with
holes through at each joint.

The lateral balance is by ailerons, separately
connected so that they can either be operated
in unison or independent of each other. It
is claimed the machine can be balanced by
either in case of accident to the other.

im === =
SEE

The tail surfaces are quickly and easily
detachable for packing up. The entire fusel-
age is covered to reduce head resistance and
the seats are placed side by side as in all
standard Curtiss construction. The field of
view from this machine is exceedingly good,
as the seats are about midway between the
front and rear beams over the lower plane
so that a good downward angle of vision is
obtained and for looking directly downward a
space of 12 inches is left alongside the fusel-
age out to the first rib on each side.

The engine is located directly in front of
the operators and the carburetor projects
through the dashboard into the cockpit where
it may be adjusted by either operator and
is at all times under observation.

The gasoline tank is placed under the seat
and has a capacity of 40 gallons. There is an
auxiliary tank on the dashboard which has
a capacity of two gallons and is kept supplied
by a mechanical pump driven by the engine from
the main tank. There is a plate-glass window
in the front of this auxiliary tank which an-
swers two purposes—the level of gasinthis tank
may be seen and also the stream of gasoline
coming in from the pump, and this being di-
rectly in front of the pilot, any failure of
the pump to work would be quickly noted. li
for any reason the pump should stop working,
it is only necessary to throw over a small lever
on the front of the tank which controls a dis-
tributing valve and give a few strokes on a
hand air pump, which is located within easy
reach of either operator, when the level in
the auxiliary tank will be maintained as be-
fore by air pressure in the main tank.

The propeller is a 9-foot by 8.5-foot pitch
three-blade Paragon, driven by roller chair
from the engine shaft. The motor is fitted
with a 22 pound flywheel and the chain used
is a 34 inch width, 1%-inch pitch Diamond
Roller, running over a 16-tooth sprocket on
the engine shaft and a 30-tooth on the pro-
peller shaft. The chain pull and propeller
thrust are taken care of by a large size

(Continued on page 72)

February, 1913

)

4
7 ee
a ;
Tit? ||
AAA, ||
pF 3
a Ww
A
4

C7

WY
\

RE | eles

MA Ai \ OT .
Vi

Za

Ce WWMM. Sen vai

ROX Ke

(ETE Ve /\ —
GO MCE MOTTE

FIRST GURTISS
TRACTOR

AERONAUTICS

Page 56

February, 1913

“Miss Columbia” Flying Boat

HE Washingte Aeropl
ee Giaeaee Hee Sodiced a

flying boat for Marshall

Reid, which will appeal to
the fastidious one who is
willing to pay for the finest
of work, elegant upholstery
and fancy fittings.
The upper plane spreads
8 feet and the lower 29
eet. The upper is in 3 sec-
tions, engine and two outer. Both wings
swing about a hinge on the rear spar so that
they fold up in line with the boat. Cotton fab-
ric with 2 coats of Valspar, is used both sides
of wings. The sections are cross-wired be-

“

bx
EH
Ee
ea
(sl

NS
S
NS
~
N
~
N
N
~

The ribs are spruce, not
cross section. The spars
are solid ash. The struts are fish-shaped ash,
solid. Bronze fittings are uscd throughout.
The chord is 6 feet and the distance between
planes 5 feet. The area is 400 square feet.

tween surfaces.
laminated, of “I”

emer

Sie
Fn z . eee ~.
oe Bi

Each section is wired with Roebling No. 10
steel wire, doubled in the engine section.

The boat has 8 compartments and is of ma-
hogany sheathing, %4 inch over white oak
ribs. Three iron-bound shoes run lengthwise
the forward half of boat to protect the sheath-
ing from the sand of the beach. Each com-
partment has a 5-16-inch copper tube going
to one central point where a bilge pump is
located to empty the water. Any one com-
partment can be emptied. The trimmings of
the boat are brass. The weight is 410 pounds.
There is a 3 inch step located far aft.

An 80 H. P. Gyro rotative motor drives
direct a 3-bladed 7.6 foot by 6 foot pitch Sim-
mons propeller.

Lateral balance is by ailerons hinged to the
rear beam of upper plane only by bronze
hinges.

The tail flexes for elevating. The control
wires run along the top of the boat, which is
decked in with mahogany varnished with Val-
spar. The rudder extends down into the
water, this part being made of wood. A skid
protects this from danger. The control levers
operate on the Wright system to suit Reid.
The total weight of the machine is 1,050
pounds empty.

A shop test was made of the new 8o H. P.

Gyro with two and three-bladed Simmons
propellers. The total weight of the motor is
207 pounds, including oil pump, tachometer
of the
The cylinders are 5%
The motor starts

and magneto. The outside diameter
motor is 34 inches.
inch bore by 5 inch stroke.
from the seat.

AERONA UTICS Page 57 February, 1913

MISS GOLVABIA

AERONAUTICS

February, 1913

Burgess “Coast Defense” Hydro

AFIS URSUANT to some special re-
i Wit quirements of the U. S. Sig-

ST] nal Corps, a departure has
IS been made in the new “Coast
hie Defense” hydro-aeroplane by
rey the Burgess Co. & Curtis,
er its builder. One main ob-

rp
allail= ef

eS ea fe ject was to eps ie the oc-
“i MATIN cupants an absolutely unob-
“te ra r structed view on all sides.
The machine fulfilled its ac-
ceptance tests, flown by Frank Coffyn, who is
officially connected with the company. Climb-
ing was accomplished at the rate of 210 feet
per minute, with 500 pounds weight aboard, in
addition to fuel and oil.

The 2-hour flight with the minimum live
load of 450 pounds was duly made with Lieut.

Call as passenger. In this flight the following
was carried: Gasoline, 120 pounds; floats, 310
pounds; pilot, 175 pounds ; passenger 160
pounds; instruments, etc., 10 pounds; total,
775 pounds. The average speed was 59.2
IV eee tele

The consumption of fuel and oil by the
6-cylinder motor was as follows: Gas.—per
hour, 44.3 pounds; per mile, .768 pounds;
per horsepower hour, .68 pounds; capacity of
tank in miles, 278.0 pounds. Oil—per hour,
5.2 pounds; per mile. .09 pounds; capacity of
tank in miles, 285.0 pounds.

The power plant is a Sturtevant Six, driv-
ing by chains, twin propellers, as in all Bur-
gess machines. The engine is completely
out of sight in the fuselage. The engine is
started by a ratchet on one propeller sprocket,
using a small bar, as described previously
in AERONAUTICS.

Credit is due to the performance of the
sosch equipped Sturtevant motor which en-
abled this plane to pass its trials so success-
fully and when the extra weight is remem-
bered, and that the motor was equipped with
a muffler and starting device.

These muffled motors are
adopted by the United States

rapidly being
Government

for both land and water flying. It is easily
realized that the muffled motor will become
one of the most important factors in future
aerial manceuvres. The penetrating “bark” of
the unmuffled aviation motor can be heard
almost before the machine is sighted. At 250
feet, the Sturtevant muffled motor is abso-
noiseless,

No change in the machine was made after
it was taken from the drawing board, save
to slightly increase the area of the rudder.

This new ‘Plane was designed late in I912
by W. Starling Burgess, of the Burgess com-
pany. ‘The chief dimensions are as follows:
Spread of the plane 39 feet 9 inches, chord
6 feet 3 inches, length overall 31 feet 4 inches.
The main plans are built up with a new type
rib, of the I-beam variety. Spruce battens top
and bottom enclose a central web piece of
wood. ‘The ribs are hinged at the front end
so that when the planes are warped no strain
comes on the spar. Both front and rear spars
are hollow, being practically hollow girders.
The rear spar is built with a solid section
through the center in the form of a web.
The planes are covered with Irish linen,
coated with spar varnish. The camber is 3
inches.

The power is delivered through extra heavy
chain guides and shafts mounted on Italian
ball bearings to two Wright-type propellers
9 foot by 11 foot pitch, especially designed by
Mr, (GS, (Curtis) | Shatt ratio; ts-30:

The fuselage is entirely enclosed. In front
and rear it is covered with cloth while at the
motor section aluminum sheeting is used.

The control is of the standard Wright -type.

The hydro-aeroplanes are of novel design,
especially made with a view of rising easily
and alighting with a heavy load. They are
constructed with mahogany sides and copper
bottoms and tops. One step located amid-
ships, concave in form, running back at a dis-
tinct angle upwards towards the stern to a
flat bottom. This type is especially designed
by Mr. Burgess and will be protected by let-
ters patent.

AERONA UTICS Page 59 February, 19 13

BURGESS=CURTIS
AIKMY HYDRO

AERONA UTICS

February, 1913

New Cooke Tractor

SADIE) ONG Bn COOKE has
launched into the con-
struction of machines
with the formation of the
Weldon B. Cooke Aero-
plane Company, of San-
dusky, where the first
‘plane has been built
under the direction of
Messrs. Cooke and E. W.
Roberts, of the Roberts

2
(90)
°
2g
0
o
g
°
o

@

C)

J
oe

o

o

2 2
©9)2@0
oO
2 g

60)0)
()

2
0)
o
oO,
69)0(0
eo
Qg,
Oo
ag
0
a
oO,
96
o
°
oad
oO o

-

°

o@d65 o[0
BOX
BOO
SOG

ee
lotor Company.

The machine is of the “baby” class, being
but 24 feet spread by 25 feet over all. The
planes have a chord of 5 feet, cambre 2 9-16
inches, spaced 5 feet apart and set at an angle
of incidence SE but 2 degrees. Of course.
the wings are double covered; unbleached
muslin, treated with a composition of glue
and spar varnish. Each surface has two sec-
tions of 12 feet each, and are braced cross-
wise between the fabric in each section and
each half is braced again between the cloth
by Roebling wire.

The ribs are built-up of spruce of %4 inch
by ™% inch in cross-section, tapering to the
rear ends. The overhang back of the rear
beam is 1 foot 9 inches. This construction
has not proved satisfactory. Each section
has three solid ribs, which retain their cambre,
but the others are inclined to flatten out. The
next set will have all solid ribs, and fewer
longitudinals.

The present entering edge is a half-round,
of wood, hollowed out, and the trailing edge
a 3@ inch steel tube.

The fuselage is constructed in the usual
manner, with straight lines, of spruce longi-
tudinals 1% inches by 1% inches cross sec-
tion, in motor section, with cross-struts of
similar wood 1% inches by 1% inches, guyed
criss-cross with wire. There are no guy
wires of any kind running from the fuselage
to the wings or tail, though on each side there

=

are two small oval steel tubes from the fuse-
lage up to the front and rear of the fixed
plane forward of the elevator. The fuselage
is in 3 pieces for convenient shipment, and
is very small, being but 22 inches by 24 inches
cross section at the widest point. Over the
framing is placed a 5-ply mahogany veneer,
about 4 inch thick, which greatly increases
the strength of this portion of the aeroplane’s
anatomy.

The second section of fuselage is of 1 inch
by 1 inch spruce, and the third of 34 inch
by 34 inch.

There is a fixed surface at the tail meas-
uring 2 feet by 8 feet, to which is hinged the
two siete flaps (3 feet by 4 feet) by 2
inch square hinges in which the pins are
replaced by cotter pins. The rudder pivots
about a steel tube rudder post (34 inch) 15
inches back from front edge. The ribs of
the rudder bend around this post joining again
front and rear in a half-inch edge. Double
independent cables control both elevators and
rudder.

The balancing is by ailerons, 6 feet by 1
foot 9 inches, hinged to the rear beam, upper
and lower, of the outer sections. Each pair
is connected by a light spruce strut, braced
diagonally with small steel tubes. A special
control has been developed by E. W. Roberts.
A wheel is used for operating the ailerons;
twisting the wheel operates the rudder and
a fore-and-aft motion operates the elevator,
which closely resembles the James Means uni-
versal control system.

The 6-cylinder 2-cycle Roberts 75 H. P.
motor is placed upside down, an absolutely
novel arrangement. The idea is to reduce
head resistance, which the scheme undoubted-
ly does, by placing the entire motor within
the fuselage. A steel hood covers the motor
and protects the passenger and pilot, who sits
behind the former, from the propeller gust.
There is also a steel pan under the cylinder

te el

ion

AERONA UTICS Page 61 February, 1913

“KEMP MOTORS”

fe So = enn Tae are now being manufactured in four sizes

to meet the demands for smaller and larger
motors. Nothing but first-class materual,
equipment and workmanship used through-
out. Why not consider a reliable power-
plant at a reasonable price for your ’plane?

He ee Aa

ea es ee. _

Model G-2 16 H. P.
e Model I-4 35 H.P.
Model H-6 55 H. P.

es ae <i i ere Model J-8 75 H.P.

KEMP MACHINE WORKS -- - Muncie, Ind.
<BENOIST <=

PLANES hold the following records:

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

ae a oe ass FS T

as The New Records indicate superior effictency.
meme | Benoist Why not get an efficient machine
on Ebene While you are about it ?
8

» BENOIST AIR CRAFT CO.

Action 6628 DELMAR BLVD. ST.LOUIS, MO.

FRENCH AEROPLANES

ENGINEERS TAKE NOTICE!

Boralitphator ides:
INVENTORS criptions, data, news, |
AVIATORS rawings. etc., re- :
——— d FRENCH
CONSTRUCTORS | AVIATION, address Designed

below:

Scientifically

Etudes Acronautiques
ALEX. DUMAS, Engineer, E.C.P.
20 Rue Ste. Marie, Neufchateau (Vosges ‘, France

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

ADAMS-FARWELL | AERONAUTICAL
REVOLVING MOTORS RADIATORS

HAVE BEEN IN aig —
DAILY USE FOR Built in capacities and types for standard
This is our and special aviation motors

TEN YEARS.

news 72 HP. Write for prices on standard makes. Send your
specifications for special designs
450 Ibs. thrust

peller of €t. | EL ARCO RADIATOR COMPANY

pitch,
Ask for our Broadway and 57th St., New York City
Circular No.16A
iT H E A DA Ss Oo MP AN Y Also Manufacturers of Automobile Radiators cf all types

21 ATHOL STREET, DUBUQUE, IOWA, U. S. A.

AERONAUTICS

heads, closing the bottom of the fuselage.
The company claims that the motor runs in
this position fully as well, and actually saves
gas and oil. The oil for lubrication of the
cylinders is mixed with the gas, and grease
cups lubricate the bearings which are nickel

babbitt. The propeller shaft center is in
line with the upper member of the fuselage
and just 1% inch below it. The exhaust is
carried off through a 3 inch steel tube, open-
ing below the planes. Although this pipe does
not choke the motor in the least, it reduces
the noise to such a degree that a conversation
may be carried on between the occupants.
It also reduces the fire risk.

The running gear is very simple, compris-
ing but a heavy leaf spring affixed to the
axles of the 20 inch by 4 inch Goodyear

February, 1913

wheels set at an oblique angle inward and
upward. The landing gear is so short it need
not be removed in crating for shipment so
that the power plant section in its crate can
be moved about on its own wheels, using
the end of the skid as a handle.

The weight of the machine empty 1s 750
pounds, for 240 square feet of main support-
ing machine, for 75 rated horsepower. The
speed has not been measured. The fuel con-
sumption is 7 gallons per hour, with 14 pints
of lubricating oil mixed therein in addition.
The Paragon propeller, driven direct, is 7 feet
diameter by 7 feet 6 inches pitch. The igni-
tion is, “of course,’ Bosch, with V-Ray plugs.

The first trial of the machine was made in
January on the ice, which unfortunately was
not strong enough and the machine broke
through.

WRIGHTS WIN TWO SUITS

As the magazine is on the press, news
comes that the U. S. Circuit Court at Buffalo
has handed down an opinion in the Wright-
Curtiss suit in which the court considers the
Wright and Curtiss balancing systems “dif-
ferent in form but alike in principle,’ and
permanent injunction is granted The Wright
Co., prohibiting the defendant Curtiss com-
pany from the manufacture and sale of in-
fringing machines, subject to a stay pending
further appeal.

Yesterday, February 26th, the Wrights won
the suit brought against the German Patent
Office by independent builders.

ASK MEN WHO KNOW
ROBERTS MOTORS

WHAT THEY THINK
OF

The Roberts Motor Co. Sandusky, Ohio:

I have flown my 6X received last February in filling 73 different engagements and have not missed a single day. Two flights
were made in Idaho at an elevation of 5240 feet, 18 at Salt Lake, at an elevation of 4300 feet, and many others in the rain, and the
motor was always on the job. It has been in the air about 40 hours without any repairs and is as good as new now.

Write today for other copies of letters from Men Who Know.

THE ROBERTS MOTOR CO., 1430 Columbus Avenue, Sandusky, Ohio

California’s

Marathon

Aviator

Us Recently

Cicero, Ill. Nov. 1, 1912.

Weldon B. Cooke.
Standard Equipment, Paragon Propellers

) MOISANT
AVIATION
SCHOOL

While our con-
tracts with Foreign
Governments may require the entrance
of a considerable number of Army
Officers, we have increased our facili-
ties so as to afford ample accommodation to our
regular pupils. Enrollments should however, be
made as promptly as possible.

ve 7B)

Winter
Headquarters

U.S. ARMY
FIELD
AUGUSTA, GA.

Write “or beautiful free booklet and address
all communications to

ie

Moisant International Aviators
U. S. RUBBER BUILDING
Broadway and 58th Street, New York, N. Y.

Page 63

February, 1913

ANNOUNCEMENT

To Our Friends--Our Patrons
and Aviation Generally

The New York Aeronautical
Supply Co. of 50 Broadway, New
York City, has consolidated with the
Cordeaux-Etter Mfg. Cor-
poration of No. | 1-13-15 Mc-
Kibben st., New York City (B.B.)
N.Y.----and in the future they will
do business under that name. A
Jarge stock of Aeroplane Sup-
plies and Woodwork is carried
Send 10 cents
for catalogue describing over 750 WR

|

mo __—1 wT «6 tn)

in stock at all times.

parts and fittings.

Cordeaux-Etter Mfg. Corporation.
11-13-15 McKibben St. New York City
(Borough of Brooklyn)

THE

Because of

PRICE—EFFICIENCY

The Military MAXIMOTOR Gives

1.—The utmost power from a given cylinder
capacity.
2.—Extreme gasoline and oil economy to provide
for long flights.
3.—Ample robustness for the hard knocks of
cross country work.

Write for Catalog

|e

AVIATOR’S

FRIEND

In 50 to 150 H.P. units

GER MANERS

DETROIT

ln answering advertisements

please

eae Hike magazine.

a
SS

Yar rovac |=
Wee 206} -!s

ce’

Tht Trent | dye
Wet titlel EU

pil
|

HCC ALAN

WHHL trl

"1

—______~+—

WELDON &. GOORE VRAGYOLE

1492

AERONA UTICS Page 65 February, 1913

ee ene

Take Notice!

Harry Bingham Brown
The Great English Pilot

will demonstrate to the Porto
Ricans his great flying ability by

elevating

Frederick Rodman Law

who will dive from an enormous

elevation in a “Stevens Safety
Pack,’’ at the Third Insular Fair,

San Juan, Porto Rico, February
22d to March 2d, 1913.

These two wonderful Airmen
have been engaged as a Star
Feature at the largest Expositions
and Fairs of the World.

Under the careful management of

A. Leo Stevens

Address all communications

San Juan, Porto Rico

In answering advertisements please mention this magazine.

AERONA UTICS

Page 66

February, 1913

New Developments in Aeronautics

THE NEW CURTISS “SIX-SIXTY”’

A new six-cylinder, vertical type motor,
rated at 60) bE (8a ALL. AVN) isso
being put on the market by the Curtiss Motor
Company, of Hammondsport, N. Y., and still
another, rated at 120 H. P. is expected for the
near future.

This new 6-cylinder, 4” by 5” motor is not
designed as a mere stop-gap, or filler-in be-
tween the 4-cylinder 40 H. P. Curtiss motor
and the 8-cylinder V-type 80 H. P., but is de-
signed particularly to meet the demand for a
motor of fairly high power with an unusually
wide range of effective speeds. Where the 40
and 80 H. P. Curtiss motors are designed to
operate normally, on the ground, at approxi-
mately 1100 R.P.M., the new “six-sixty” is
promised to run all day at 1350 to 1600 R. P.
M. The double advantages of this speed
range are in the use of large, geared-down
single tractor or twin propeller screws in
weight-lifting machines, and in direct-driven
light racing machines.

”

In a standard water brake test of several
hours’ duration recently made at the Curtiss
factory the motor developed, according to the

company, its rated 60 B. H. P. at t100
R. P. M., and maintained this power delivery
steadily for about an hour, when the speed was
increased to about 1325 R. P. M. where the
brake showed the delivery of 65 H. P. At
1500 this motor showed 70 H. P., which,
“though by no means its maximum, is the
speed at which the motor is designed to do its
best and most economical work.”

While in the principal features of its design
this motor is very similar to the Curtiss V-
type 8-cylinder 80 H. P. motor, at the same
time in some minor details changes have been
made,

Exhaust and intake valves, for instance, are,
as in the 8-cylinder Curtiss motor, on appo-
site sides of the head. but instead of work-

. motor.

ing on a single rocker arm, they are operated
by two independent rockers, which permits any
combination of timing adjustments; so that
there need be absolutely no interval between
the closing of one valve and the opening of
the other.

Lubrication is by no means of a combination
splash and force-feed system. The oil pump
is gear driven, and submerged in oil at the
bottom of the crank case, oil being forced
through the hollow cam shaft to outlets op-
posite each of the connecting rod _ bearings.
This gives a steady stream of oil on connect-
ing rod bearings, cooling and lubricating them
at the same time. Pistons are lubricated by the
splash from the rods.

Finely ground hollow crank-shafts, three-
ring pistons, and many oil grooves are em-
ployed, as in the 8-cylinder motors. A single
gear and shaft with universal joint are used
for driving the pump and Bosch dual mag-
neto, by which starting may be done by bat-
tery if desired. One set of plugs only is nec-
essary.

A safety starting crank and crank bracket
with which each one is provided. With it
the matter of one-man control is made a sim-
ple matter.

Muffled exhausts are made easily possible
through a slight change in the cylinder design,
which permits the attachment of exhaust
manifold or light independent muffler for each
cylinder.

As shown by the end view here presented
the new “‘six-sixty” is a clean-cut motor, oc-
cupying less space than the 8-cylinder V-type
Its principal dimensions are: length,
4o inches; height, 20 inches; depth below bed
stringers, 9% inches. The price of the new
motor, complete with special radiator, Bosch
dual ignition, safety starting crank, propeller,
gasoline tank, etc., is $1,600.

This motor can be set up for either clock-
wise or counter-clockwise rotation, so that
where it is used to replace a motor of less
power in a ’plane otherwise complete, no spe-
cial arrangements need be made to accommo-
date a possible difference of rotation.

You trust me for space to advertise to your read-
ers; I trust the readers for my product; I crowd
the purchaser for payment and he says he has noth-
ing and will go bankrupt if I force him; you crowd
me and I have to tell you the same story. We two
do the work, put up the money, and both get stuck.
The third party gets away with the goods.

—In a letter from an Advertiser to the Publisher.

ABREGE SUR L’HELICE et La Résistance de
Air, par Maurice Gandillet; Quarto, 187 pp., pub-
lished by Librairie Gauthier-Villars, 55 Quai des
Grands Augustins, Paris, at 10 francs. Chapters:
Resistance de 1’Air, Rendement, Epiphenomenes,
Gépale, Traction helicale, Traction motorale, Trac-
tion moto-propulsive, Helice au laboratoire, Helice en
vol libre. Questions diverses, Résumé et Conclusions.

APPRECIER UN AEROPLANE, l’améliorer s'il
y a lieu, par le capitaine du génie Duchéne. Un
volume de 60 pages. Prix: 1 fr. 50.— (Librairie
Aeronautique, 40, rue de Seine, Paris.)

Another Record for the

CHARAVAY

Page 67

February, 1913

PROPELLER

American Passenger Altitude:—5,006 feet — 1 hour, 6 minutes

SLOANE AEROPLANE CO.

1733 Broadway, NEW YORK CITY

Agents :— Eames Tricycle Co., San Francisco;

ALBATROSS ENGINES

Made in iwo sizes
50 H.P. 6-cyl. Air-cooled, J¥¢isht
PRICE, $650.00 Complete

Weigh
9 300 lbs.

100 H. P. 6-cy!. Water-coole
PRICE, $850.00 Complete

Agents Wanted

ALBATROSS COMPANY

DETROIT, MICH.

AERONAUTICS

New and Enlarged Edition, Commencing January, 1913

The Leading British Monthly

Journal Devoted to the Technique

and Industry of Aeronautics.
(FOUNDED 1907)

Catalog Free

eGo ofe ee ofe ofo ele ofooke

Yearly Subscription One Dollar,
Eighty-Five Cents Post Free

Note:—— 4

specimen copy will be mailed

free on receipt of 15 cents.

HEAD OFFICE:
3 London Wall Buildings, London, England
American Office: 250 West 54th Street, New York
fo ofe ofoofe ofe ole ofe che of afe ho ofp of cle ofe Goage oho eLoeze oho ake ate ofe ole cfefocge

Hooke focdoofoofe che ofoofenfoofe ofe ee fo ofe fe fo forge ofeofe ofoogooke

7

National Aeroplane Co., Chicago;

He Fe oFe ho che oho he of oe ohe ole obo forage ofoofe of

W. E. Boughton, Washington, D. C.

DETROIT ARO POWER PLANT
compete $300 reany To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO,
OIL PUMP-CABLE -SWITCH -MOUNTING BOLTS.

'S GUARANTEED 0
2/OLBS. MIN.STATIONARY THRUST
158 LBS MAX.WEIGHT(COMPLETE) 3
36 HOURS DELIVERY f ise
LIFT AND FLY
CURTIS BYPLANES
BLERIOT XI MONOPLANES #8
DEMOISELLE MONOPLANES
OR CRAFTS OF SIMILAR MAKE

DETROIT AROPLANE CO.

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.

KR RETZ (OmMPpaAny
Lhe
24° M Ball Bearings

250° West Fifty-fourth, New York

Have never been connected with the American
Aeroplane Mfg. C

Co. and School of Aviation.

BOOKS RECEIVED

20,000 KILOMETERS THROUGH THE AIR, by
Helmuth Hirth. An absorbing story (in German)
of the flights and records made by this famous Ger-
man flyer, his early life and his adventures in the
machine shops of the United States. His observations
and experiences during flight are recounted. Writ-
ten for the aviator and the dilettant as well. Pub-
lished by Gustav Braunbeck, Lutzowstrasse, 102, Ber-

lin, at 5 Marks.

AERONAUTICS

ELECTRIC STARTERS FOR
AEROPLANES

The almost universal adoption of the elec-
tric starter for automobiles will bring about
more rapidly the use of self-starting devices
on aeroplanes. Hand cranks are already
standard on Curtiss and Burgess-Curtis ma-
chines. Soon will come the electric and com-
pressed air self-starters.

The use of the same magneto for the three
objects, lighting, starting and ignition, in some
systems, has caused a word of warning to be
issued by Alfred H. Bartsch, of the Bosch
Magneto Company, in his monthly Bosch
magazine.

The quest for a perfect ignition system, one
combining reliability and efficiency, has long
been completed; the magneto, since its adapta-
tion to the gasoline engine twenty years ago,
has easily swept aside all other methods for
igniting the mixture.

Of the various arrangements for starting
the engine, the electrical system has proven
without a doubt the most popular, due we
may say to the fact that electric lighting has
been so universally adopted and therefore
the basis of the equipment is to a large ex-
tent already in use. It appears then that in
combining the function of ignition with light-
ing and starting, the first consideration was
none other than economy in production costs.

In making an analysis of the aeroplane we
may quite readily divide it into two distinct
parts; the engine or power plant generating
the power being one group or part, the chas-
sis and body as well as the refinements and
those luxuries which utilize the power gener-
ated forming the other group. In the latter
group we classify the electric lights, also elec-
tric horn, cigar lighter, radio apparatus, sig-
nalling devices, etc.

Reliability of service is desirable in com-
ponents of the second group, but is not ab-
solutely essential. In the first group it re-
mains that we have nothing but the engine,
the power plant, on which the reliability of
all depends. It must be absolutely reliable and
efficient, for without these essentials the en-
tire is a failure so far as service value is con-
cerned.

In consideration of this, the ignition
system must be free from _ interference,
free from the influence of those accessor-
ies which have nothing to do with the
generating of power. It should be considered
as part of the engine—just as much a part as
is a valve or piston. Obviously then, it is
absurd to risk the so much desired reliability
of the power plant on luxuries requiring an
arrangement which may be likened to the
human system, having a multitude of delicate
nerves spread over a large area and thus sub-
jected readily to exposure or damage.

FEATHERING DIRIGIBLE PROPELLER

A test has recently been concluded at Co-
lumbia University, by William T. Donnelly,
an engineer, of a feathering “paddle,” the in-

Page 68

February, 1913

vention of a Mexican, Ciro F. Mendez. The
propeller was run at 300 R.P.M., and at this
speed showed an efficiency of 88%, the effi-
ciency curve running up uniformly from 70%
at 155 R.P.M. to 300 R.P.M. The thrust at
the latter speed was 39.12 pounds, the brake
horsepower being 7.73, the effective horse-
power being 6.8. Power was derived from the
regular 120 volt current of the laboratory and
readings were made by volt-meter and an-
meter. Series of runs were made at I55, 200,
250 and 300 R.P.M. and the amount of cur-
rent and thrust recorded, and after the capac-
ity of the apparatus had been learned, a brake
pulley was attached to the propeller shaft and
readings made directly of the power trans-
mitted to the propeller. Then the coupling
in the propeller shaft was disconnected, the
brake band and brake attached and test run
at the same reading of volt-meter and an-
meter, determining the actual power delivered
to the propeller and eliminating the electrical
and mechanical efficiency of the motor, belt-
ing and shafting.

The efficiency curve was determined as fol-
lows: considering amount of work done by
propeller is its resistance against revolutions
measured by its thrust, multiplied by the dis-
tance of travel of the center of effort of the
blades.

In the device, the radius of the center of ef-
fort was 3.06 feet from the center, it being
understood that the resistance of a_ radial
surface of rotation varies as the square of its
distance from the center of revolution. The
product of these two forces divided by 33,000
expresses the work done by the propeller in
horsepower, and the reading of the prony
brake determines the actual power applied to

(Continued on page 72)

AERONAUTICS Page 69 February, 1913

Do You Trust Your Motor ?

Lincoln Beachey trusts his Curtiss; he holds the American
Altitude Record, and does things no one else would attempt.

Jealously guarded as are the Aviation appropriations of
the World’s Powers, after most severe tests, Curtiss
Motors have been adopted for Government use by the
United States, France, Russia, Germany, Austria, Italy,
Japan,, brazil.-et al.

If you are building a machine for yourself;
If you manufacture machines for others;
lt you are: interested im aero motors im any way:

Vakoibieeewn OR TOs: "CATALOG “OF “‘CORTISS MOTORS

CURTISS MOTOR CO.,

Lake Street HAMMONDSPORT, N. Y.

zs
Learn to Fly at the

Curtiss Winter School

The best grounds
The best equipment
The best climatic conditions for practice

47 Graduates for 1912
Greater opportunities than ever before
Get our proposition

CURTISS AEROPLANE CO.

Dept. Y
HAMMONDSPORT, N. Y.

2
Lieut. a U.S. A., observing «
. wer ey ee "Training Grounds, 4

pilot’s license trial at Curtiss
. Diego, Cal.

In answering advertisements please mention this magazine.

AERONA UTICS

_ HAUL

February, 1913

IU i

ED OO: RI

—

STANDARDIZED CONTROL SYSTEMS

HE time has passed when one aviator
operated but one make or type of ma-
chine throughout all the period of his

activity. Nowadays the monoplane pilot flies the
biplane, and vice versa—after changing over
the controls. The Burgess Cup Defender ma-
chine was changed to Wright control, Sop-
with changed his Wright to Farman system,
Hamilton tried to switch from the Curtiss to
the Burgess-Wright without a change and
quit after an accident, and so on.

Every bicycle has a standard system; every
automobile is approximately the same in gen-
eral respects, the motor boat control systems
are standard, as are those of ferryboats,
steamships, sailboats, ad infinitum. Who
would ever think of driving a horse drawing
one make of wagon by other methods than
those employed in driving the other make of
carriage. These operations, for instance, are
either instinctive from the beginning of civili-
zaton or have become such as a matter of
heredity—passed on from the chariot races
of antiquity and “bred in the bone.”

The Army and Navy Gazette (London) de-
mands a standardization of aeroplane control
systems. The field of discussion is at. once
large. There are scores of “accepted stand-
ards” in actual use. Mr. Means points out:

“Tt seems to me it is too early in the devel-
opment of the flying machine to pay much
attention to ‘acccepted standards’ in matters
of standardization. Many of these accepted
standards are positively bad. * * *

“There is only one way to fix upon a stand-
ard control and that is by making records of
success or failure in teaching pupils. If a
man undertakes to invent a new control, he
must ask himself just what it is that he has
to do. Certainly it is this, to provide the short-
est cut between the brain and the machine.
He will then decide whether the flier shall use
hands, feet or both; and whether or not he
shall use the shoulders.”

ONE THING A CLUB COULD DO

HE club which assumes the “control” of
aeronautics in this country might—
with profit to the art—temporarily

abandon the afternoon tea and devote a little
time and energy to practical endeavors. It
might take a page from the British club book
and investigate the manner of fatal accidents,
arrive at an approximate idea of the causes
and, upon the advice of competents, suggest
methods of repairing such discovered weak-
nesses in the future.

FEDERAL REGISTRATION

HE various States have automobile laws
providing for the registration of the
automobile, the examination of drivers

and for the punishment of reckless or danger-
ous driving.

For years, a Federal law has been urged by
automobilists to obtain uniformity in the mat-
ter of laws, license tags, and facilitate inter-
State touring.

There is no law in any State in working
order for the safeguarding of the aeronautical
movement The reckless flying of the expert,
the foolhardy “stunts” of the novice, or the
crazy antics of the hare-brained should be
toned down by knowledge of the law’s pen-
alty. There is many a good reason for the
registration of machines and for the exami-
nation of pilots. The good flyer will gain,
and so will the one who fails to fulfill the
conditions of a proper law or set of rules.

Before we have more fool State laws, let
those who have the interests of aviation really
at heart urge the adoption of a proper na-
tional statute.

SUBSCRIPTION 63.00 TEARL

Published Monthly by Aeronautics Press

122 E. 25th ST.,. NEW YORK
CABLE: AERONAUTIC, NEW YORK
"PHONE, 9122 MADISON Sa.

ERNEST L. JONES. Pres't — — THOMAS C. WATKINS, Treas’r-Sec’y
ERNEST L. JONES, Editor — M. B, SELLERS, Technical Editor

SUBSCRIPTION RATES
UNITED STATES, $3.00 FOREIGN, $3 50

No. 66 FEBRUARY 1913 ~Yol. XII, No. 2

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 2oth.
Advertising pages close onthe 25th. :: iz gs Seaames

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

COVER ILLUSTRATION

The half-tone on the cover is of the Boland
tail-less machine with which the late Frank
E. Boland has been experimenting and flying
for the past five years.

AERONAUTICS

Page 7|

February, 1913

50 H. P.
160 POUNDS

Built of Nickel Steel and Vanadium Steel Throughout

80: EP:

GYRO MOTOR och

Endurance Record to Date
4 hrs., 23 min.

From the

“MOTORW AGEN ”
of Nov. 20, 1912

In the testing establishment
of Dr. Bendemann at Adlershof
(near Berlin), a 7-cylinder Gyro
Motor was recently tested. In
a 5-hour endurance run and at
T,ooo R.P.M., anaverage of 45.7
H.P. was obtained. The fuel
consumed was 14.7 kg. gasoline
per hour and 3.06 kg. lubricat-
ing oil, which is more favorable
than the Gnome motor of the
same horse-power. ‘The weight
of the motor was 73 kg.

Send for Catalog

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

Airmen Should Be Interested In Photography

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

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

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

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

ONE DOLLAR FIFTY A YEAR

Foreign Subscription, Two Dollars

SUBSCRIBE

THE PHOTOGRAPHIC TIMES

Some of the other regular features are

Articles on practical and timely photo-
graphic topics.

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

Foreign Digest.

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

Items of Interest.

A department devoted to ‘‘ Discoveries.”

Reviews of the new photographic books.

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

NOW

A Sample Copy Free

FIFTEEN CENTS A COPY

THE PHOTOGRAPHIC TIMES PUBLISHING ASSOCIATION

135 West 14th Street,

New York

. . .
. . .

In answering advertisements please mention

this

magazine.

AERONA UTICS

CURTISS MILITARY TRACTOR
(Continued from page 54)
Schafer ball bearing and the rear end of the
propeller shaft is carried by an ordinary Hess-
Bright radial bearing. These bearings are
24 inches apart, giving ample rigidity to the
propeller shaft.

The engine is mounted low and the center
of thrust is located at the center of resistance,
which gives very good handling qualities. The
center of gravity is slightly below the center

of lift.

The radiator is mounted on the forward end
and just back of the propeller and the hood
over the engine is attached to the rear edge
of the radiator, similar to an automobile. The
air coming through the radiator and around
the cylinders is deflected out on each side and
away from the operators by curved metal
shield which forms the dashboard and closes
the cockpit away from the motor.

The hood over the engine has a small up-
curve which deflects the air over the heads of
the opeerators and stops the strong blast in
the face, which is common to the ordinary
tractor.

This machine 1s much more convenient for
tearing down or reassembling than the stand-
ard machine, as the power plant and running
gear stay intact when packed for shipment.

The fuselage is easily and quickly attached
when setting up, the wings being in one piece
are more easily handled so that the assembling
can be done in a very short time.

This machine is equipped with spring run-
ning gear and has been tested on some very
rough ground with the best possible results.

The rear wheels are 20 inches back of the
center of weight and the front wheel is just

Page 72

February, 1913

under the propeller and prevents any ten-
dency to “nose over” in rough landings.

This machine handles exceptionally well on
the ground and may be turned around with-
out outside assistance on the ground in a
very small space. It is fitted with a standard
folding shoulder yoke and dual wheel, which
gives either operator control at will. It can,
however, be fitted with a single throw-over
wheel if required for military work.

In the latest Curtiss flying boat the engine
is fitted with a starting crank. As on an auto-
mobile, the starting crank is fitted to the for-
ward end of the motor, and the starting clutch
is on the end of the water pump shaft, which
has been made heavier for this purpose. The
crank is operated by a bracket across the
forward end of the engine bed outside of the
radiator. This is cast from magnalium, and
is very light and rigid, the crank is also cast
from this same metal. It has a throw of fif-
teen inches, and is fitted with a trip cam, which
disengages the crank in case of a kick back.
When the machines were first fitted with these
cranking devices, both magneto and batteries
were used, but after employing these for some
time, it was found that the engine started so
positively on the magneto that the batteries
were not required. The batteries are now
furnished only on special orders, as when us-
ing the standard Bosch magneto, considerable
more weight is saved, and also the complica-
tion of wiring necessary to a dual system.

General dimensions follow:

Spread of top plane, 37 feet 4 inches;
Spread over all, including ailerons, 38 feet
4 inches; chord, 61 inches; distance between
planes, 66 inches; length, 24 inches; approxi-
mate weight, 1050 pounds; approximate speed,
60 miles; approximate climbing speed, 200 feet
per minute.

FEATHERING PROPELLER
(Continued from page 68)

The apparatus is arranged to change the
direction of the thrust while in motion. By
revolving the cam which controls the feather-
ing of the blades it is possible to apply the
thrust to drive a dirigible ahead, backward,
or cause it to descend or ascend without
changing the speed or action of the engine.

TANDEM SURFACES
(Continued from page 4g)
a mechanism is necessary on a monoplane or

biplane because as the pressure angle in-
creases (tending to produce stalling) the

movement of the center of pressure is for-
ward and tends to increase still more the pres-
sure angle. Hence the horizontal rudder has
to be used to offset the dangerous couple pro-
duced. Pulling down the horizontal rudder
raises the tail and prevents stalling. With
the tandem, however, no such dangerous pres-
sure angle can occur because as the pressure
angle increases, the center of pressure rushes
back and this of itself raises the tail and pre-
vents stalling. To put it another way; with
the increase of the pressure angle the lift of
the rear surface increases faster than the lift

This propeller would largely take the place
of elevating planes, as while the rear pro-
pellers of a dirigible were thrusting directly
forward, the action of the forward propellers
could be modified as to act both forward to
any degree upward, lifting the head of the
dirigible. The diameter of the test propeller
was 8 feet.

of the front surface and this checks any fur-
ther increase of the pressure angle. How
much safer then, this system is, than one
which has to use a mechanism for moving an
auxiliary surface.

The Doutre stabilizer is another, more or
less complex mechanism for maintaining a
constant pressure angle by the movement of
an auxiliary surface. Such mechanisms are
entirely unnecessary with the tandem system
because this disposition of surfaces holds the
plus and minus variation of the pressure
angle between such limits that neither stalling
nor steep diving can occur.

If it ever is safe to draw conclusions rela-
tive to practice from laboratory experiments,
Eiffel’s notes indicate unquestionably that tan-
dem surfaces can be made more efficient and
safer than either monoplane or biplane.

AERONA UTICS

Page 73

February, 1913

cAero -/Mart

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

MOTORS FOR SALE

FOR SALE—A few Model D-4 Gray Eagle
motors, slightly used, that have been taken in

In first-class condition, and
Kemp Machine Works,

trade for larger motors. —
guaranteed, at bargain prices.

Muncie, Ind.—T. F.

FOR SALE—6 cyl. “Aero Special’’ Elbridge 2-
cycle, magneto, radiator, complete, new, sample.
Original price $1,800, will sacrifice at $800 cash.

Also 4 cyl. used, good shape, with magneto, at $450.
Address at once, Two-Cycle, care of AERONAUTICS.

ENGINE FOR SALE—8-cyr. “V,” list price,
$1,500; new, never used. The one who buys this
motor gets one of those few real bargains that aren’t

picked up every day. Thoroughly tested by maker
who desires to sell the last one in his shop. Complete
with propeller, $800. Address, ‘‘Eight Cylinder,”
care of ABKRONAUDICS, 122 E. 25th St., New
York.

ANTOINETTE AERO MOTOR FOR SALE—

70 H. P., water cooled, practically unused, fine con-
dition, regular price $4,000; going for $400. Also
4 Bosch magnetos, and a quantity of engine fittings.
wo “Antoinette,” care of AERONAUTICS.—
far.

30-40 H. P. engine with 7-foot propeller, $250. We
buy wrecked aviation motors. Repair and sell. Alba-
tross and Detroit Aero. Save your stamps. A. J.
Hartmann Co., Silverleaf Ave., Burlington, Ia.

ROBERTS four-cylinder with radiator and_ pro-
pelle Used very little. Price, $850. Address
Roberts Four, care of AERONAUTICS.

MISCELLANEOUS

SACRIFICE—A Curtiss type biplane, flown by one
of America’s most famous aviators, with 8 cyl. Hall-
Scott 60 H. P. motor, all in Al condition, for $1,800
cash, subject to demonstration to bonafide purchaser.
Shipping boxes, propeller, crates, completely equipped
for the road. Free instruction in flight to purchaser
at well-known flying field. The best bargain of the

Opportunity knocks but once at every man’s
Address ‘“‘Sacrifice,” care of AERONAUTICS,
, 25th St., New York.

GET MORE POWER—Send
of valuable combination device, for priming, clean-
ing carbon from cylinders and _ obtaining greater
power through increased R. P. M. Easily attached

25 cents for details

to any motor; inexpensive. No changes in motor
need be made. Address Beier, care of AERO-
NAUTICS.

HYDRO PONTOONS—In our stock of duplicate

parts we have a number of extra sets of pontoons
for standard Curtiss hydro-aeroplanes. These sets in-
clude the complete boat, the small pontoons for ends
of planes, all necessary braces, etc., everything com-
pleee and ready to put on. As they occupy space we
need for other uses we will sell these few sets tor less
than the cost of making the pontoons. Write today
if you want a bargain. Curtiss Exhibition Co., Ham-
mondsport, N. Y

a ee Ee ee eee

_ ASSORTMENT of complete power plants, includ-
ing: Curtiss 25 H. P. 4-cyl.; Clement-Bayard 30’s;
Hendee (Indian) 7-cyl., 50. Bargains at 50 per cent.
below cost.

Immediate delivery of genuine Bleriot and_ sev-
eral antiquated but successful aeroplanes of unex-
celled workmanship ‘“‘for a song.’ Address Assort-
ment, ‘care of ABRONAUTICS, 122 E. 25th ‘St.,

INEeYS iCity.

FOR SALE—Tractor biplane; 42-foot spread, 5-
foot chord, double-surfaced, Farman running gear,
8-cyl. 60 H. P. motor, Bosch magneto, Schebler car-
buretor, radiator, combination tank, 8-foot Paragon
and Normale propellers. Extra parts, tent, crates;
complete exhibition outfit. Would make fine hydro-
aeroplane. Price $1,500. F. Robinson, 191 Cale-
donia Ave., Rochester, N. Y.—Feb.

SPECIAL GOOD BARGAINS—1 Gnome engine,
50 H. P., complete with mountings for biplane, every-
thing ready to run. Can demonstrate. Nearly new.
Fine Condition, $2,000.

Complete set of parts for Gnome 50, enough to
assemble complete engine; all kinds socket wrenches
and tools for same; mounting frames, controls, etc.

Bleriot type monoplane for Gnome engine, two
Bleriot types with Anzani engines. Sets of parts.

All these from well-known concerns. Everything
can be seen before purchase. Cheap for cash. Ad-
Mono, care of AERONAUTICS, 122 E. 25th

Mee Gitye

FOR SALE—Curtiss type
50 H. P. Gnome motor. Everything in excellent
condition. Shipping crates. Must be sold at once.
Best offer takes it. Address Curtiss, care of AERO-
NAUTICS.

biplane equipped with

FOR SALE—1912 genuine Curtiss aeroplane with
hydro-aeroplane attachment. Model “D” exhibition

type. Brand new Curtiss Model ‘O,” 8-cylinder, 80
H. P. motor. Extra parts, crates, etc. The ideal
high-powered exhibition machine. Quick sale neces-
sary. If interested write at once. Address Curtiss

Hydro, care of AERONAUTICS.

TIRES—Double the service of your aeroplane tires
by using Security reliners. Make yeur double tube
tires as good as new at slight expense. Security
Reliner Sales Co., 250 W. 54th St., New York.

BOOKS RECEIVED

THE DYNAMICS OF MECHANICAL FLIGHT,
by Sir G. Greenhill. 8vo., cloth, with illustrations
and diagrams. Published by D. Van Nostrand &

Co., New York, at $2.50, or may be obtained from
AERONAUTICS. The volume consists of lectures
delivered in the Imperial College of Science and
Technology in 1910 and 1911. Chapters include:
General Principles of Flight, Light and Drift; Cal-
culation of Thrust and Centre of Pressure, Helm-
holtz-Kirchhoff Theory of a Discontinuous Stream
Line; Gyroscopic Action and General Dynamic Prin-
ciples, the Screw Propeller, Pneumatic Principles
of an Airship.

I CAN convince any one with $500.00
that $25,000.00 can be made in 1913 with a
monoplane. You handle your own money
and act as manager. The only chance you
take is my being killed in flight. There is
big money made. I can make it for you.
Exhibitions, over-city flights, races. Write
at once. E. F.S., care of AERONAUTICS.

GIVE YOUR SKIN A TREAT
After flving, motoring or being out inthe air, use DAVID-
SON’S DANDOLOTION the finest preparation for theskin. Soothes
and refreshes. Heals chapped handsinno time. Send for Trial
Bottle with 10 cents or 30 cents for Large Size Bottle to

W. A. Shields & Co.,

153 E. 96th St., New York City

Double Hydro Floats, weight, 55 Ibs. each, pair, $250-
Running Gears, Farman or Wright, complete, $42.50.
Hubs, knock-out axle or to fit, 1", 14g", 144", or 142".

AEROPLANE WHEELS

J. A. WEAVER, Jr., Mfr., 132 West 50th Street, N. Y.
Wheels, 20"x 24", complete, $6.00 — 20" x3", $8.25,
with Curtiss or Farman type stock Hub, 6" wide.

We make any size or type of wheel. Send for list.

Compare my prices with all others.

AERONAUTICS

Ns, Geneal-=

GOVERNMENT TO BUY MORE ’'PLANES

HE Signal Corps, U. S. Army, contemplates the
purchase of about three Military Scout aero-
planes, the general requirements for which, are

as follows. The full details may be had by addressing
the Chief Signal Officer, Washington, D.

REQUIREMENTS FOR SCOUT TYPE.

(1.) Enclosed body. (2.) Protective armor for
aviators and engine, of chrome steel, about .075
inches thick, and subject to the Ordnance Depart-
ment penetration test for small arm fire before being
placed on any machine. (3.) Instruments and radio
equipment placed on each machine by the manu-
facturers, including: Tachometer, compass, aneroid
barometer, barograph, map holder, pad and _ pencil
holder, clock, angle of incidence indicator. All in-
struments of make and type approved and furnished
by the Signal Corps. (4.) Provisions for a _ radio
apparatus shall be made on each machine. This ap-
paratus shall be furnished by the Signal Corps,
drawings and _ specifications ot which will be fur-
nished to the manufacturer by the Signal Office.
(5.) The power plant of each aeroplane may be
designated by the Chief Signal Officer, U. S. Army.
When so specified, it shall be given a six hours’
test on the block to determine its horsepower, speed,
and gasoline and oil consumption before being in-
stalled in the machine. The horsepower of the
motor will be designated by the manufacturer who
will be responsible that the aeroplane fulfills the
actual air tests when the motor is turning out the
horsepower that he specifies. The Chief Signal Of-
ficer will be responsible for the reliability and horse-
power of any power plant that it specifies or par-
chases for installation in aeroplanes. (6.) Upon de-
livery for tests the manufacturer will furnish the
following data concerning the aeroplane: (a) weight,
(b) normal angle of incidence in horizontal flight,
(c) gliding angle, (d) gasoline and oil consumption
of engine, (e) Safe increase angle of incidence, (f)
two blueprints of engine and aeroplane.

AIR TESTS LO) BESPASSED:

. Carry two people with seats located to permit
the ‘largest field of observation for both.

2. Control capable of use by either pilot or ob-
server.

3. Ascend at least 2,000 feet in 10 minutes, with
live load of 450 pounds, and fuel and oil for 4
hours. Live load does not include weight of instru-
ments and radio telegraphic equipment, which are
part of the machine. This load to be carried in all
prescribed flying tests, except test in paragraph 10.

4. Machine capable of being transported by road,
in which case width must not exceed 10 feet. The
construction must allow assembling for flight within
1 hour by 6 men.

5. Engine capable of being so throttled as to al-
low one person to start engine and make flight with-
out assistance.

6. The machine must fly continuously 4 hours,
first part, a cross-country flight of at least 180 miles
over a course designated.

7. Minimum speed not more than 38 M.P.H., and
maximum not less than 55 M.P.H.

8. Land .on and fly from harrowed ground and
long grass within 100 yards.

9. Machine must be capable of safe gliding.

10. Execute figure eight within a rectangle 500
yards by 250 yards, without decreasing altitude more
than 100 feet upon completion of the figure.

11. Manufacturers must provide a name plate for
each machine, giving necessary data, such as maker’s
type and serial number. Painting of names or simi-
lar data on any part of the machine is prohibited.

12. The manufacturers shall furnish the demon-
strators for all tests.

The system of control must be of a pattern
approved by the Board of Officers conducting the
tests.

Page 74

February, 1913

11, 12, 13, 14. Name plate must be _ provided,
also aviator for demonstrating and control system of
design approved.

15. The following desirable features will give the
machine a higher rating: (a) An effective silencer
with cut-out on the engine. (b) An actual flight in
a 20-mile wind without damage to machine. (c) En-
gine started from within the enclosed body. (d) An
efficient stabilizing device.

FANCIULLI ORGANIZES AQUAERO CO.

Organized within the past few days for the pur-
pose of manufacturing military flying machines and
marine aeroplanes for sportsmen, the ‘‘Aquaero’’
Manufacturing Company, of New London, Conn.,
capitalized at $60,000, has applied for a charter. The
plans of the new aeroplane company, as announced
by its officers, provide for the application of the
designing and construction methods employed by
the successful automobile manufactories. They state
that their company will employ a staff of engineers
to design air-craft and that while the machines, which
will be manufactured will have no radical changes
from existing models, many innovations will be in-
troduced in the construction of the machines and in
their equipment.

Heading the new company as president and gen-
eral manager is Jerome Fanciulli, well known as
the manager of the Curtiss aeroplane business for
three years. He has been prominently identified with
the development of aviation in this country for six
years, and last winter introduced the hydro-aero-
plane in Europe.

The company has acquired a factory on the Thames
River, adjoining the grounds of Fort Trumbull. The
president’s office will be established in Washington,
D. C., where all business will be transacted.

NEW CORPORATIONS

The Richmond Aeroplane and Exhibition Corp., Rich-
mond, “Va. Ji BE: “Grass; “Harvey, Baker; se
Thomas; $50,000.

Weldon B. Cooke Aeroplane Co., Sandusky, O.

Weldon B. Cooke, E. W. Roberts, Frank U. Fried,
James Flynn, Sr., James Flynn, Jr.; $25,000.
Crawford Air Navigation Co., Tacoma, Wash.

J. B. Crawford, Kate L. Crawford, W. H. Crawford,
S. C. Wheelock, of Puyallup, and J. C. Shepherd,
of Tacoma; $100,000.

The First American Passenger Sailing Airship Co.,
Inc., New York City. Capital, $20,000. Incorpora-
tors: Frank Weninger, 122 Schnectady Ave., Brook-
lyn, N. Y.; George A. Faller, 72 Schenectady Ave.,
Brooklyn, N. Y., and Tony Mundus, 495 Bainbridge
St., Brooklyn, N. Y.

Portland, Ore., $10.000.
Twitchell and Ernest

Christofferson Aviation Co.,
Silas Christofferson, Harry
Hammer.

First National Aerial Navigation Co., Los Angeles,
Cal., $75,000; already subscribed, $50. L. L. Hill,
A. D. Roy, D. T. Winne, A. B. Ward and E. Seavey.

P. A. R. Airboat Co., Milwaukee, Wis., $10,000.
Wm. Ruehl, F. E. Post, W. J. Morgan.

Huber Safety Aviation Mfg. Co., by Robert F.
Huber, 4508 N. 20th St., St. Louis, Mo.

Silver Lake Aviation Company, Jersey City, $300,-
000. Joseph F. Curtin, Lynn Comstock and H. O.
Coughlin.

|
AERONAUTICS Page 75 February, 1913

BALDWIN

Vulcanized Proof Material

For Aeroplanes, Airships, Balloons. First Rubber-
ized Fabric on the market. Lightest and strongest
material known. Dampness, Heat and Cold have no
etfece “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 Wittemann’s. All motors
guaranteed. Immediate delivery.

Experting

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

Private Flying Field

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

CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York

AEROPLANES

In answering advertisements please mention this magazine.

AERONAUTICS Page 76

February, 1913

The Overland Stores Company, Toledo, $10,000.
Walter Stewart, Royal R. Scott, A. M. Smith, G. W.
Bennett and E. L. Clapp.

The First American Passenger Sailing Airship Com-
pany, New York City, $20,000. Frank Weninger,
George A. Faller, Brooklyn, N. Y.,; and Tony
Mundus.

Aeroplanes, Motors & Equipment Company, Ince.,
New York, N. Y., $20,000. Bernard Cowen, 76 Wil-
liam Street; Max Miller, Audubon Place, and Maurice
Lazone, 88 Bleecker Street, all of New York.

Chrome Manufacturing Company, Inc., New York
City. To manufacture motors and other equipment
for aeroplanes, dirigible balloons, etc. To hold ex-
hibitions of aeroplanes, balloons, etc., $25,000. James
E. Marshall, 25 West 136th Street; William H.
Buckley, 445 Lenox Avenue; William P. Green, 21
West 134th Street, and Alfred J. Simmons, 68 West
139th Street, all in New York City.

REG. U. S. PAT. OFF.

Sturtevant Six Cylinder Motor in Army Coast
Defence Plane

In the Burgess Coast Defense Plane recently
accepted by the Government, the Sturtevant
Six Cylinder Motor with Muffler and starting
device passed every trial at the first attempt,
not only meeting the specifications, but ex-
ceeding them in every event.

The requirements were:

That the motor should climb 150 feet per
minute with a load of 450 pounds. The
Sturtevant climbed 210 feet per minute, with
500 pound load.

That motor should fly two hours without
stop with 450 pound load. Sturtevant flew
two hours six minutes with 775 pound load.

Speed with 775 pounds weight 59.2 miles per
hour. 16 gallons gasoline and 1.58 gallon oil
used during endurance test.

ASK FOR CATALOGUE 2002

B. F. Sturtevant Company

HYDE PARK, BOSTON, MASS.

TRANSACTIONS

Morok Aeroplane Co.—Schedules of the Morok
Aeroplane Co., 303 Fifth Avenue, show liabilities
$19,545, and assets $8,023. There are nine creditors
of whom the largest are Mortimer M. Sloss $17,000,
and George M. Dyott $1,700.

Georgia, Thunderbolt—Aeroplanes.—Baton Aero
Co., Capt. Matthew A. Batson, manager, Springfield,
Mo., purchased site for aeroplane factory hangars and
practice field; plans manufacturing hydro-multi aero-
planes.

AERONAUTICAL SOCIETY ELECTION

W. Irving Twombly was elected president of The
Aeronautical Society, New York, at the annual meet-
ing, February 13th. Louis R. Adams, the retiring
head, takes first vice-presidency. J. C. Yates is the
new secretary. A special program was arranged for
the evening. Ralph H. Upson, of the Goodyear
Company, talked on rubber fabrics, and E. P. Noel
gave an illustrated lecture.

AERIAL ADVERTISING

DuCasse & Co., of New York, have entered the
advertising field, employing a hydrogen balloon il-
luminated from the inside by electric lights. The
captive balloon itself is covered with an opaque fab-
ric in which designs and latters are cut. The light
easily shows through the silk of the balloon and
the letters stand out against the night far up in the
sky. Leo Stevens is making the balloons, and the
balloon can be seen in use every night along the
Great White Way of New York.

SUPPLY COMPANY ENLARGES

The New York Aeronautical Supply Co. has
merged with one or two institutions heretofore run
separately by the proprietor Walter E. Watts, and
the new name is the Cordeaux-Etter Mfg. Corp., of
A = © 11-15 McKibben St., Brooklyn, N. Y. These various

eronautica upp 1eSs industries are now under one roof and puts ‘the con-

cern in a still better position for making prompt de-

Farman Running Gears Complete, as above, $47.50

AT CUT RATE PRICES liveries of supply goods. Walter Shulman still re-
: : . : mains as his services were too valuable to be dis-
GO TUE vas Wrorane ean of Curtiss, pensed with. Business is prospering and the com-
VPC veachines maled Iree ONiteducsts pany is stocked up complete with everything from a
A FEW BARGAINS TO BE SOLD FOR CASH turnbuckle to a knock-down machine.
IMMEDIATELY > 5
Curtiss Gasoline Tank 5" x 60" ............ .... $5.50 Rarely does it happen that one manufacturer cap-

tures practically 100 per cent. of all prizes in com-

7 H.P. 2 cyl. Curtiss Aero Motor, weight. so lbs = fe 3
; ss ght, so lbs. 50.00 petition, but this is true in the case of the Bosch

Curtiss type Main Planes 5 ft. section wired up.. 100.00

3o H.P. Harriman Motor (never used) .......... 250.00 magneto, which holds practically every single world
50 yards Naiad Cloth per yard.......... acess 30 aviation record. In crossing the Swiss Alps, Bielo-
20) x2sAeroWihteelsas cet ete eae ee ia 5.00 vucic used a Bosch equipped Hanriot and in the win-
Requa Gibson Propeller 6 ft. 4 ft. Pitch....... 15.00 ning of the Kaiser prize of 50,000 marks by a Benz,
Boschi Maisineto. 4 ane sis eee eee ee ee 30.00 the winning of the Imperial Chancellor prize of
El ArcoiRadiatontsorline ee iaeek peten ee 20.00 30,000 marks by a Mercedes, the winning of the

E 3 Minister Jar pri 25,000 marks by a N. A. G.
Eo Minister of Wat prize of 25,000 ma ) é :
urther information upon request the winning of the Secretary of the Navy prize of

E. J. WILLIS COMPANY, New York City 10,000 marks by a Mercedes, and the winning of the

Secretary of the Interior prize by an Argus, were
85 Chambers St. (Tel. 3624 Worth) 67 Reade St- also Bosch winnings, inasmuch as each individual

motor was equipped with Bosch magnetos and plugs.

AERONAUTICS

Gliders Parts

Special Machines and Parts Built
to Specifications

Propellers

Large stock of Steel Fittings, Laminated Ribs,
and Struts of all sizes carried in stock.

Hall-Secott Motors, 40-60-80 H. P.

FLYING AND
TRAINING GROUNDS

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

Established 1906

AERONAUTICAL ENGINEERS
Manufacturers of
Biplanes Monoplanes
Hydro-Aeroplanes
+
;
+

Tel. 717 Tompkinsville
hp ofp oh fe Beal eff ole ele ofp oe of Be ody cp of

WELLES & ADAMS
-_—_MOTORS——

One of the few moderate-priced motors that has actually
made good.

50H. P. 4 Cycle

Weight 200 lbs.—Valves in head—Cylinders cast
separate—Every moving part oiled automatically

Let us send you our illustrated catalogue showing
Fred Eells’ great flight over the city of Rochester in
biplane equipped with this motor.

If you wish to do something better than “Grass Cutting”

Consult

WELLES & ADAMS, Bath, N. Y.

February, 1913

A Sportsman’s Flying Record

with a
Gets eh
vyiurievant

REG. U. S. PAT. OFF.

Aeronautical Motor

During the months of September and October
1912, Mr. W. E. Scripps, of Detroit, made 108
flights and carried 69 passengers in twenty-three flying
days.

His total time in the air was 24 hours, 36 min-
utes, and his longest flight was 95 minutes. He used
a Burgess Plane motored with a Sturtevant 4 cylinder
(We would be glad to furnish a de-
tail copy of this report upon request).

muffled motor.

Full particulars about the Sturtevant Aeronau-
tical Motor upon request.

Ask for catalog No. 2002.

B. F. STURTEVANT CO.
Hyde Park, Boston, Mass-
And all Principal Cities of the World.

SLOANE

conducts the
Only Caudron
and Deperdussin
Flying Schools in America

Learn to Fly Safely
at the SLOANE Aviation Grounds at Domin-
quez Field, Los Angeles
Our California Aerodrome is

the best equipped the best managed
and most complete on the American Continent
Efficient pilots insure
Safe and Thorough Instruction
Make application for instruction without delay

Buy your Aeroplane from us
We sell

Deperdussin Monoplanes, Caudron Monoplanes,
Sloan Monoplanes

Let us tell you why you should buy our Aero-
planes—Write us

Sloane Aeroplane Co.
210Merchants Trust Bldg. 1733 Broadway
Broadway & 2nd St., Los Angeles New York City
"Phone Main 3674 *Phone Columbus 5421
National Aeroplanes Co., 606 S. Michigan Ave.

hicago, Ill.

In answering advertisements please mention this magazine.

AERONAUTICS

Page 78

February, 1913

+P AT ENT S securen 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.

Write for our Guide Books ;
Send for our

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

We are Experts in Aeronautics and have a special Aeronautical Department. Copies of

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 dewtaned

VICTOR J. EVANS & COMPANY

Main Offices’ -

724-726 NINTH ST.,N.W. =

WASHINGTON, D. C.

ppb ebb pdt cpoob fedeob ope ecko odeofoeecdoodeofeoferdeofecfe fe nfeleofoofocfe shoo cfe ofa cfo fe efecto cho ofonde nfs obs oe onfete fe of cfecfe fe fone

PATENT

HONEST ADVICE AND REAL PATENTS

Patents and patent causes. Specialist
in Aeroplanes and Gas Engines.

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

PATENTS

BISSELL, Box 795, Pittsburg, Pe,

AMERICAN MONOGLIDER 95

COMPLETE READY TO FLY
Wings 20'x5'. Weight 50 Ibs.
Immediate Delivery Flights Guaranteed
Plans and Specifications 1 in. to 1 ft., $1.
AVIATION DIRECTORY, LAWRENCE, KAN.
Founded 1905

SUPPLIES AT REDUCED PRICES |

Goods of quality at less than the cheaper kind.
Get our 40-page catalog “EVERYTHING AVIATIC”
and a small order will tell you why those who know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.

Length 16'.

”

drawings. Scale 1
AERONAUTICS, 122 East 25th St.,. New York

AEROPLANES and
FLYING BOATS

HYD R (} ¢ BUILD YOUR OWN
ONLY COMPLETE PRINTS
That Won’t Tip Over

Over 100 complete
$8.00 toe
CHARLES H. BURLEIGH, South Berwyck, Me.

PATENTS

Cc. L. PARKER
Ex-member Examining Corps, U. 8. Patent Oftice
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.

“Ideal” Plans and Drawings

&. aie accurate and are accompanied by

<a

es
See
to a

clear, concise building instructions,
postpaid at the following prices:

<= Wright 3-ft. Biplane, 25c. Bleriot 3-ft.

; Monoplane, 15c. ‘‘Cecil Peoli’’ Champion

Racer, 25c. Curtiss Convertible Hydro-

aeroplane (new), 35c. ‘“‘Ideal’’ three-foot Racer (new), 15c.

Complete Set of Five $1.00 Postpaid

Send for our new 40 pp. “‘Ideal’’ Model Aeroplane Supply

catalog, fully illustrated. 5c. brings it. (None free).
IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, New York

HYDRO - AEROPL

}
| READY FOR POWER

WILSON

i Port Jefferson :: 2 2

coven
E
*% DRAWINGS, Bleriot XI Type. 3 Sheets,
‘6 Complicated Parts Full Size. Price $5 00

a
® The three sheets constitute the best set of mono-
#. plane working drawings now on the market. There is no
& need for the purchaser ofa set of these drawings to guess
®. atanything; since all dimensions of every part of the ma-
chine are given, together with the thickness, and gauge
of every piece of wood or steel used in the construction.

@@@@4 AERONAUTICS, 122 E. 25th St., New York

PEDERSEN OIL PUMPS

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

PEDERSEN LUBRICATOR CO,

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

Special grades of Bamboo for Aeronautic Work. Reed,
Rattan and Split Bamboo for models. Tonka Rattan
for Skids 144 diameter and under any length.

J. DELTOUR, Inc. 24810 Jefferson St.,

Hoboken, N. J.

a oo

AERONA UTICS

A New Wright Flyer

We will present this season a new
model, known as Model ‘‘E”’, designed
especially for

EXHIBITION FLYING

This model will be equipped with either
four or six cylinder motor, turning a single

propeller. It isso designed that it can be taken
down for express shipment and reassembled
within a few hours.

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

All models may be equipped with HYDRO-
PLANES.

The Wright School of Aviation

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

THE WRIGHT COMPANY
Dept. “A”, Dayton, Ohio
New York Office, - -

11 Pine Street

Ge I 9 I 3

Hotel Balied

NEW YORK
Broadway at 54th Street

“Broadway” cars from Grand Central Depot in 10 min-
utes, also 7th Avenue cars from Pennsylvania Station

Headquarters for
Aviators and Auto-
mobilists.

New and
Fireproof

Strictly first class.
Rates reasonable.

$2.50
With Bath

and up

Send for booklet

Ten Minutes’ Walk to Thirty Theatres

H. P. STIMSON

Formerly with Hotel Imperial

PPP eb hhh EEPh SEES S SESE ETSY

NAIAD_ ;

&

Aeronautical Cloth
Aero Geol

We were the first in the field,

and the test of time is proving

Feofeofoofeofeofe

that our product is the best.

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS
101 Franklin Street, New York
Peete teletcbsedeeb ede eee

Mp feof fo of fo ofp ofo ole of ole fo ofoofo ofe of obo of oje ofe ofe ofp ofp ofe ose efecfe ofeofesecfocte
eyes 10040050190 0ee see

In answering advertisements please mention this magazine.

AERONA UTICS Page 80 February, 1913

HALL-SCOTT

SUPREMACY

The predominance of HALL-SCOTT equipment, used
by professional aviator entrants in three recent consecutive
aviation meets, is a most emphatic and convincing proof of
their true worth as reliable and efficient aviation power
plant equipment beyond comparison with all others.

LOS ANGELES, Noy, 28th, - Dec, 1st, 1912 60%

KEARNY - FRANCIS - GUNN

SAN FRANCISCO, Dec; 25th, - “29th, "rere 50%

FOWLER - FRANCIS - GUNN

LOS ANGELES, Jan, 22nd, - 26th, 1913 50%

(4th Los Angeles International Meet)
FRED SCHUMAN - EARL DAUGHERTY - FRED DE KOR

The HALL-SCOTT factory organization, equipment
and modern business methods, is a guarantee to customers
that HALL-SCOTT equipment, when received by them
has been built to give absolute satisfaction.

Let us figure on your requirements.

HANDSOME CATALOGUE SENT UPON REQUEST.

HALL-SCOTT MOTOR CAR CO.

SAN FRANCISCO, CALIFORNIA

. Eastern Representative, CAPT. THOS. S. BALDWIN,
BOX 78, MADISON SQUARE P.O. NEW YORK CITY

Press of Stytes & CasH, New York.

WQS

a

C

Yj
g Vy

op
Mm

Uh

1 Lda 4
Y

y

i
MD

AT
We cS
|

\

\ yy
meth

i \\

CII

\\\\\ « "
\

Rc Ny

67

ial No.

Ser
Single Copy 25 Cents

wo
ound
oO
pet
a7 :
oO E
a i
<
=
o*
iS
wel E
5 2
ss
°
> .

Y

Q

s

S

a

— ee, —_

New York

$
DN
=
w
N
o
8
RQ
N
N
™~
n
DN
RQ
m4
RQ,
N
—
~
<
Zz
9
%
Ry
<
&
ey
=
oa
wa}
=
Qe

AERONA UTICS

Page 82 March, 1913

PES SOI NN UI

Se Te I > I 0 be I Ob TO OO Oe oe oH ee OL Oo oo

bbb) 2 3 0) lb __ 8 Db Db bee

1913

KIRKHAM AVIATION MOTORS

C-G-6 Model, 6 Cyl. 75 H. P.
oP C-8 Model, 8 Cyl. 110 H.P.

C-4 Model, 4 Cyl. 45 H.P.
C-6 Model, 6 Cyl. 65 H
ee
These 1913 models have been ee
tested for over six months. An AC-6 model

now holds the American duration record for
pilot and one passenger—3 hr., 51 min.,

15 sec. ee Et ig Zp
==}

q Notwithstanding the exceptional reliability shown by 1912 model motors

those for 1913 must pass as a part of the regular routine of manufacture a

more severe test than any American motor has ever before been subjected
to. That is, every 1918 motor before leaving factory must pass a six hour, full
load, full speed test, with a speed variation of not more than 5% throughout
the run. During this test they will be required to equal or exceed their
rated horse power. This assures you of SERVICE UNQUESTIONABLE, yet
they are reasonably priced.

Catalog and full data on request.

CHARLES B. KIRKHAM, SAVONA, N. Y.

In answering adverlisemenis please mention this magazine.

Ses

596 SS 96 9b Sb Sb 9S 30 oo

Fe oo oo ooo oe oo Oe ee

LDRARPRRARABARAREBEES DOSES

SE:

SMIMWAMWIWAMMWW HMMWV MIMO MIM, 4

AERONAUTICS Page 83 March, 1913

The Only

PATENTED
Propeller

The Only
IMPROVED

Propeller

TRADE MARK
PATENTED MARCH 14, 1911; JULY 25, 1911; OCTOBER 17, 1911; NOVEMBER 12, 1912; OTHER PATENTS PENDING.

U. S. GOVERNMENT REPORT ON PARAGONS
U. S. Navy Aviation Camp, Guantanamo Bay, Cuba, February 24, 1913

From Senior Aviation officer, to Secretary of the Navv, Bureau of Navigation.
SUBJ Report on tests of Paragon Propellers.
os The Paragon propellers, built by the American Propeller Company, of Baltimore, Md. have been tested
as follows:

The pair for the Wright motor were put on B-2, equipped with Wright six cylinder motor. The machine
apparently had increased speed when equipped with the Paragon propellers, but the motor was giving so much trouble
that it was impossible to determine the actual speed of the machine.

The propellers were than fitted on B-1, equipped with Sturtevant motor and a twelve tooth sprocket instead
of the usual eleven tooth drive. This allowed motor to run about normal speed and propellers seemed to be more
efficient than the Wright. They are in use on the machine at present and are giving perfect satisfaction.

The three bladed propeller was fitted on A-2 machine, equipped with motor No. 316. Previous to this the
machine while equipped with Curtiss propeller ran over a measured course, and an average of six runs showed a
speed of 56.7 miles per hour.

When equipped with Paragon three bladed propeller machine was run over same course under same
conditions and an average of 57.1 miles per hour attained. Extension surfaces were carried on machine, and the wind
was not directly down the course, which accounts for the rather low speed.

I am convinced that the three bladed Paragon gibes more thrust and more speed than any other propeller we habe had.

[Abridged Copy] (Signed) J. H. TOWERS
FOR HYDRO AND SPEED MACHINES FOR WRIGHT-TYPE MACHINES
Three Bladed Paragons more efficient than two New Process Paragons twisted under moist heat
blades. Less diameter required. Cheap in Price. | and pressure. Three ply Seamless and Jointless blades.
Unequaled in strength. Phenomenal in results. Adopted by U: S. Government Aviators.

AMERICAN PROPELLER COMPANY, 243-249 East Hamburg St., Baltimore, Md.

Our Aeroplanes and Hydroplanes Have
Become the American Standard

Our tractor type with enclosed nacelle introduced by us last season is being copied
by builders all over the country this year.

Our Coast Defense Hydro equipped with muffled, six-cylinder Sturtevant Motor,
flying over the ocean off Marblehead in mid winter, passed the Government tests and was
accepted in two days—ONE TRIAL FOR EACH TEST.

We are prepared to build for prompt delivery aeroplanes especially adapted to
exhibition, sporting and military use. The purchaser has choice of motor. The
Sturtevant leads all American types. Crank starting and fully muffled.

An assortment of aeronautical motors at greatly reduced prices is offered.

Burgess Winter School

is located at Palm Beach under the charge of Frank Coffyn, Hotel Ponciana, Palm
Beach. Special winter rates upon application.

Do You Know What a Scooter Is ?

BURGESS COMPANY AND CURTIS
MARBLEHEAD, MASS.

In answering advertisements please mention this magazine.

AERONA UTICS Page 84 | March, 1913

would learn more about

the effect spark plugs
have on the efficiency

of your motor, write
now for a copy of
“Locating the Spark
Plug.”

It tells you what you ought to know.

WRITE TO-DAY

Bosch Magneto Company
201 W. 46th STREET, NEW YORK

In answering advertisements please mention this magazine.

A
r

Z

\\
\\

\\

ANH

ct
PH

G
«
Y

A

\\\
TK

\

\\

SJ
=
~
SI
NJ
=
=
S
SS
BS
S
NS
=
S
S
FS
S
N
=
=
&
S

\\
iT
(—

Vol. XII, No. 3 MARCH, 1913 Senal No. 67

‘ua ff An,

Wright-Curtiss Litigation

The famous Wright-Curtiss patent litigation nears its final, and hastened end. There would be but one
more court to pass upon the case, and this court usually declines to reverse decisions save where a sub-
stantial error appears, but, it is not unlikely that the case wili ultimately go to another, the United States
Supreme Court, as the Curtiss attorneys feel there has been a very substantial error made. Moreover, Judge
Hazel has not passed on the present machine.

The Wright patent has been sustained, as to the combination of the warping and the rudder by the
courts in France and Germany and cabled reports state that the appeals in these foreign cases have been
won by the owners of the patent rights in the highest courts. Details of these foreign decisions will be
printed in a subsequent issue. There are Wright patents in Canada and England and it is not unlikely that
suits will shortly be brought in the British Isles. i

The effect a final decision favorable to the Wright Company will have here is problematical. There
seems to be now no universal objection to paying royalty and, at least, everyone will be relieved at last
to see the patent adjudicated.

It is doubtless true that capital has been “‘scared off’ due to the uncertainty, but time has shown that
the sporting public has not been ready for an enlarged production of aeroplanes in this country.

It is not expected that makers will object to paying a moderate royalty. The Association of Licensed
Automobile Manufacturers paid but one-quarter of one per cent. royalty on their output, while the Selden
patent was in litigation and this fund established a laboratory which did good work. Capital at one time was
shy, but later scores of independent makers started in business producing low-priced cars. No one can be
found to say that the favorable adjudication of the Selden patent would have worked any hardship. In-
candescent lamp makers combined in the paying of royalty to Edison and even continued to pay, it is said,
what amounted to the same thing even after the ‘‘death” of the patents.

The Curtiss attorneys hope, they say, for reversal in the present appeal to be taken, on the ground that
Judge Hazel did not thoroughly understand all the points brought out by the defense.

The favorable adjudication of the Wright patent in all these countries will certainly drive experimenters into

the invention of stabilizing means which do not infringe and thus will progress be made. Wilbur Wright
ofttunes said that those who were not willing to concede the Wright claim to royalty were free to invent.

OPINION OF THE COURT not entitled to a broad construction; (2)
EIEISIBIE that if it is broadly constructed it is invalid
TST TESTS in view of the prior art; (3) that if prop-

= erly construed as to its scope the defendants
do not infringe; and (4) that in any event
defendants’ mode of flying is on a different
principle from complainant's.”

N the suit of the Wright
Company, complainant,
against the Herring-Curtiss
Company and Glenn H. Cur-
tiss defendants, with H. A.
Toulmin (Frederick P. Fish

A (0 and Edmund Wetmore, of PATENT BROADLY CONSTRUED.
Tee Eel; counsel) acting for com- rhe
STM] «=plainant, and Emerson R. “The record is replete with publications
Or fh: Newell (J. Edgar Bull, of | and oral testimony showing that the prin-
= counsel) for defendants. cipal obstacle to the use of the aeroplane be-
Judge John R. Hazel, of the District Court fore the invention in suit was the inability to
of the United States writes his opinion in maintain lateral balance. * * * Indeed,
part as follows: this was the perplexing problem upon which

“The objects of the Wright patent, accord-
ing to the specification, are:
‘To provide means for maintaining or restoring “Much, indeed, prior to the Wright patent had

the equilibrium or lateral balance of the apparatus, been written on the subject of aerial machin-
to provide means for guiding the machine, both ver- " : ‘ ;

human flight depended and the one with which
the patentees had to cope. Be Ps

tically and horizontally, and to provide a structure ery, Says Judge Hazel In reviewing tne work
combining lightness, strength, convenience of con ot Langley, Chanute, Lilienthal, Maxim, and
struction, and certain other advantages which will others who had faithfully endeavored to

hereinafter appear.’

ae 3 : ; solve the difficulties and remedy imperfec-
There are eighteen claims in the patent, kx

: ms sees tions. *<t *
but claims 3, 7, 14 and 15* only are infringed. ;
* OK OK “In this situation the patentees conceived
“The defenses are: (1) That the patent is the idea of hinging * * * planes to sup-
RRR ite A PPR a ahs rs oa) ports * * * with flexible joints to per-
See right patent of May 22 9, filed March . *k Ox , pee estas ae eee ae
23, 1903. Obtainable from the Patent Office for 5 mit imparting] eS the a roplane
cents. surface a helicoidal twist * * * (and)

85

AERONAUTICS

by warping or depressing the margins of the
supporting planes at opposite ends, the aero-
plane could be controlled in its movements
and its equilibrium maintained in flying, and
the proofs show that in their earlier efforts
the inventors did not design to use either a
horizontal rudder in front of the machine or
a vertical rudder at the rear, but later, be-
fore the application for patent was filed, these
instrumentalities were added. * * *

“Means were provided for increasing or de-
creasing the angle of incidence * * * con-
sisting of a rope attached both to the vertical
rudder and to the wings or margins which en-
abled the aviator lying in the cradley to oper-
ate by the motion of his body, both instru-
mentalities for maintaining the equilibrium of
the apparatus. In the estimation of the
Wright brothers the machine was prevented
from turning on its vertical axis by the adap-
tation of the movable vertical rudder as an
auxiliary to the warping planes or ailerons
as described in the specification, and by the
conjoint use of such parts they were able to
fly, steering in either direction, and to restore
and retain equilibrium,

“To induce a construction of the claims in
controversy that will exclude defendants’
aeroplanes it is contended that the patentees
merely improved the known gliding-machine,
a ands thaty thes yates tips: ‘horizontal
rudder, and vertical rudder were old sepa-
rately and in combination. In the year 1896,
and previously, Lilienthal had flown experi-
mentally with a gliding machine which was
afterwards wrecked. Later, the Pilcher and
Chanute structures, of both the monoplane
and biplane type, were used for experimental

flying, but they also were failures, and little
success was achieved in correcting their im-
pertections.

“In a published address by Chanute * * *
there is contained a percursory review of the
aeroplane and its practicability up to the year
1897. In this address he points out the dif-
ferences between curved and flat planes with
regard to the effect of air pressure thereon,
but his descriptions were not sufficiently defi-
nite to suggest the later improvements by the
patentees. He declared that the use of a
motor to facilitate flight * * * was a minor de-
fail eeso eee and that the maintenance of
the equilibrium was the most important prob-
lem in connection with aerial navigation.
While his experimentation and publications
were helpful to the patentees, it is not con-
tended by the defendants that they were an-
ticipatory of the claims in suit, but merely
that they showed the progress that had been
made in efforts to make possible human flight.

THE PRIORSART:

“That the prior patents do not show the

patented combination of complainant’s con-
struction is evident from an examination
thereof.

[In] “the Elenson British patent) © * =

there is nothing to show that the patentee had

y¥ In the first
stomach.

machine the operator lay on_ his

Page 86

March, 1913

in mind the principle that the steering or con-
trol of the machine depended upon the tilt of
the wings in connection with the use of the
vertical rudder.

“In the Maxim British patent for an aerial
machine, * * * the function of the ver
tical rudder was essentially different.

“In the Lanchester British patent, the in-
tention of the patentee was to secure the
lateral balance of his aerial machine by auto-
matic means. * * * His machine carried a
rear rudder which was used for steering and
not for maintaining the equilibrium of the
contrivance, and the wings were immovable.

“The patents to Crepar and Johnston for
gas balloons, lighter-than-air, were provided
with horizontal and vertical rudders, but
* * * apparatus of this description, even
though provided with planes, and horizontal
and vertical rudders, bears no close similarity
to machines of the type under consideration.
* *K *

cinethic i

Harte British patent,
in my opinion, the described means
do not correspond to the combination in claim
3 of the Wright patent, and as the vertical
steering rudder of the Harte patent is not
usable to maintain steadiness or balance, the

elements of claims 7, 14, and 15 are not
disclosed.

the>* Monilland) \patenteasss net Onmmnel
glider, bears more particularly on claim 3

and is said to contain aileron portions on the
sides of the planes. * * * Bhe. speciiiea=
tion in no way indicates that Mouillard con-
sidered the problem from the viewpoint of
the patentees; nor does it show means for
simultaneously increasing the lift of one
aileron and depressing the other, or for
simultaneously adjusting the ailerons above
or below the horizontal plane; nor does it
show the use of a rudder in connection with
the depressible portions. The complainant’s
expert witnesses expressed the opinion that
the depression of one wing operated to turn
the apparatus and not to balance it.

“Much has been said by defendants of the
Boulton) British patent. *5 *) 4) Detend=
ants argue that such patent discloses the ele-
ments of claim 3 in suit, but complainant has
shown with reasonable certainty that the pres-
sure on the lateral vanes would be such as
would not only turn one upward and the other
downward, but that it would also pull the
weight * * * to one side with the result
that the apparatus would become unbalanced.
The side vanes of the patent to Boulton did
not in my opinion suggest the lateral mar-
ginals Ob thes patent: citlsistittzs cee lane e
though Boulton theoretically understood the
probable disturbances due to air pressure, his
self-acting mechanism for controlling and
safely directing his machine amounted to
little, and his assertions and suggestions were
altogether too conjectural to teach others
how to reduce them to practice, and there-
fore his patent is not anticipatory. * ee

Importance is attached to the revived Mat-
tulath application for a patent, dated Janu-
ary 8, 1900, but I think there is an utter

AERONA UTICS

Pailinee to shows thaty the = + +

*x* * Xx

structure
was complete, or that it was even
remotely possible to reduce it to practice.
* * * Even assuming that it belongs to a
prior art, the structure is not provided with
movable side ailerons simultaneously ad-
justable, or a movable rudder. * * *

“One additional publication, the Ader ar-
ticle, published in France in 1893, may be
dwelt upon. * * * As there was no con-
nection between the warping features and
the rudder by which the lateral balance of the
machine was secured, the publication is not
entitled to be considered in limitation of the

claims in suit embodying such elements.
any

“The defendants point to the Voisin ma-
chine, a structure without warping means or
its equivalent, but having a rear rudder for
steering and maintaining balance. Such de-
vice, however, is provided with vertical end
surfaces which impart lateral resistance to air
pressure, while in complainant’s and defend-
ant’s aeroplanes the ends are open, the air
passing through without resistance, and
therefore the principle of operation in the
Voisin structure is essentially different.

“The Schroeder German patent * * *
is for a gas balloon. * * * From my ex-
amination thereof, I conclude that there was
no such co-ordination between the vertical
rudder and the wings as would enable their
simultaneous movement to restore lateral
balance. At any rate, as hereinbefore stated
there is a wide distinction between a gas con-
taining; machine * * * and an aeroplane.

“No useful purpose would be served by the
consideration of other contrivances. A sum-
mary of what had gone before in aerial ma-
chinery unmistakably discloses, first, publica-
tions which did not contain descriptions of
apparatus of such clearness and definiteness
as to enable those skilled in the art to con-
struct therefrom an operative device, or
clearly suggesting ways or means to solve the
problem of lateral balance; and, second, ex-
hibit’ patents which * * + “emerged from
oblivion solely to meet the exigencies of the
occasion. * * * As the defendants have
not proven that the defects attributable to
such devices could have been removed by the
exercise of the skill and training of an engi-
neer or mechanic, | am of opinion, after com-
plete consideration of the testimony of both
sides, that the patentees by their method of
securing the equilibrium of the planes made
an important advance in the embryonic art.
anne nck

“The prior separate use of such elements
is freely admitted by the patentees, but they
assert, rightly I think, that the patented com-
bination was a new combination performing
a new and novel result. The antecedent
patents, the efforts to perfect the gliding
machine and to provide means for restoring
equilibrium, in short, the many unsuccessful
attempts to remedy existing imperfections in
aerial machinery, all bear witness to the fact
that the achievement of the patentees re-

March, 191

quired the exercise of the inventive faculty.
Having attained success where others failed,
they may be rightly considered pioneer in-
ventors in the aeroplane art. Their concept
was practical, and their combination of old
and new elements meritoriously advanced the
operativeness of aeroplanes of this type from
which astonishing flights have resulted. * * *

“And even if the patentees were not strictly
pioneers in the sense of producing an appara-
tus novel in its entirety, they nevertheless
strikingly surpassed their predecessors in de-
vising means for restoring lateral balance and
are entitled to a liberal construction of their
claims in controversy and to the application
of a range of equivalents that will include an
aeroplane appropriating substantially the same
instrumentalities and the same principle of
operation.”

PATENT NOT LIMITED IN SCOPE.

“The defendants urge that patentees’ in-
vention is without practical utility, that the
flat planes described in the specification were
never used, that the vertical rudder is use-
ful merely to equalize resistance, that the
patent fails to disclose the manner of effect-
ing the equalization of the differences of air
pressure, and argue that in turning complain-
ants machine the ailerons are warped, with
the result that the aeroplane swings or circles
toward the side on which the greater angle
of incidence was produced, that by such
manoeuvering to prevent upsetting complain-
ant’s machine has to be turned from its course,
it being impossible to further turn the ver-
tical rudder, and they argue that defendant's
aeroplane is radically different from complain-
ant’s. They also claim that it was not until
the vertical rudder was constructed to move
independently of the ailerons, as in defend-
ant’s aeroplane, that an operative device was
produced.”

Judge Hazel disposes of these points by
saying that the Wrights were covered by the
law in the wording of the patent regarding
flat surfaces; that the addition of a separate
rudder lever was not necessary to operative-
MESS tes acs ess

“There was much discussion at the bar as
to claim 3 which does not include the ver-
tical rudder as an element. The important
feature thereof is that the lateral marginal
portions of the planes must be capable of
movement to different angles relatively to the
normal planes of the aeroplane .* * * to
present to the atmosphere different angles of
incidence. It was argued that without the co-
operation of the vertical rudder the claim was
wholly impracticable. The complainant com-
pany, to the contrary, rejoins that there is
shown a sub-combination which is valid and
which should be sustained. There is evidence
that the marginal ends of the supporting
planes are capable of moving simultaneously
in different angular relations to the plane and
to each other without the assistance of the
vertical rudder, but the result was not satis-
factory as the machine in its flights skidded
to the side, an imperfection which has been

AERONAUTICS

remedied by the use of the vertical rud-
der in conjunction with the ailerons.

“It is not essential to the validity of claim
3 that all parts of the machine, or all parts
specified in other claims, which are neces-
sary to its operativeness should be included
therein and resort must be had to the spe-
cification for the disclosure of the parts nec-
essary to insure the practicability of a pa-
tented device. In the Wright structure a
new and novel result was obtained simply by
having the ailerons on the ends of the planes
without the supplemental feature of the ver-
tical rudder. The warping feature is, in fact,
the essential part of the machine while the
vertical rudder insuring successful flying is
a valuable adjunct without which lateral bal-
ance could not be restored. The employment,
in a changed form, of the warping feature or
its equivalent by another, even though better
effects or results are obtained, does not avoid
intningement. =) + >

“It is next contended that defendants’ aero-
plane does not infringe claim 3 as its ailerons
do not move in either direction above or be-
low the normal plane of the body portion,
but any such alteration, however, 1s imma-
terial as defendants’ planes move at different
angles relative to the aeroplane and to each
other and attain the substantial result of the
Wright patent.

“Claim 7 is for the elements of (1) an
aeroplane, (2) means for moving the ailerons

in different directions, (3) a vertical rudder,
and (4) means for operating the rudder, caus-
ing it to ‘present to the wind that side thereot
nearest the side of the aeroplane having the
smaller angle of incidence and offering the
least resistance to the atmosphere, substan-
tially as described. The description of the
modus operandi of the rear rudder plainly
discloses its object and purpose and is not
restricted to the warping ropes or wires.
Claim 14 includes the horizontal rudder with
means for presenting its under side to the
resistance of the air currents, while claim 15
specifies the location on the aeroplane of the
vertical and horizontal rudders. ‘The said
claims must be given an interpretation of suf-
ficiently wide scope to cover the appropria-
tion of the substance of the invention or the
equivalent means by which the principle is
applied to an aeroplane of the type described
in the patent in suit.

“This brings me to the final question of
whether or not there is in the defendants’
machine a tendency to spin or swerve which
is checked or counteracted by the operation
of its vertical rudder. <= =
DOES, ‘CURTISS (OPERATE “ON

FERENT PRINCIPLE?

“The evidence is that the defendants in their
machine have two slightly curvedt planes sup-
ported by rigid posts placed vertically to the
planes at the front and rear sides, the ends
thereof being open the entire length, and that
there are two ailerons or wings on the ex-

DIF-

ata present Curtiss machines the ailerons are flat.

Page 88

March, 1913

treme sides of the planes, each pivoted to
supports and cross-pieces midway between
the upper and lower planes. * * * Each
aileron has the same angle to the supporting
props as the other, and as the angles of in-
cidence of the planes change in flying the
angles of the ailerons also change, each pre-
senting unequal angles and resistance. In
consequence of such variation in the angles
of the ailerons, the speed of the high and
low sides varies whenever the planes are
tilted from the normal angle. At the rear
of defendants’ construction there is a ver-
tical rudder, and there is a sharp question
of fact as to whether such rudder is used to
assist the ailerons in recovering lateral bai-
ance by retarding the speed of the high side
and increasing the speed of the opposite side.
If it is not so used, then in my opinion the
defendants’ machine is not operated on the
principle of claims 7, 14 and 15 in suit. The
claim is that such rudder is operated in a
manner to compensate for the difference in
head resistance on the ailerons due to the
unequal angles caused by the continuous al-
teration of the angle of incidence of the ma-
chine, or, in other words, that the defendants’
rudder is turned to the high side because of
the unequal resistance exerted by the ailerons.
This mode of operation the defendants ear-
nestly deny, and there is much dispute in re-
Sande thereto snus ulG

“If I am correct in my interpretation of
claim 3 and the rule of law applicable thereto,
the ailerons of defendants’ construction and
the manner of using them are within its
scope. The witness Curtiss frankly testi-
fied that the purpose thereof is to preserve
the lateral balance ‘without the use of any
other element or part, it making no differ-
ence whether the aeroplane is in a straight
or curved flight. Each concession supports
the asserted infringement of the claim under
consideration. There is, however, other testi-
mony showing the specific manner in which
the result is attained. The witnesses for
complainant have sworn that in defendants’
construction the aviator to restore lateral bal-
ance causes the ailerons to be lowered or
raised, thus increasing the angle of incidence
of one while decreasing that of the other, by
inclining his body and moving his seat to-
wards the high wing. It is true that the
vertical rudder is not connected so as to co-
act with the ailerons, there being no direct
connection between them, but each is con-
trolled separately. According to the evidence,
a turning effect is at times produced in de-

fendants’ machine by air disturbances, to
counteract which the right aileron of de-
fendants’ machine may be pulled downward

as the other is raised, and the vertical rudder
inclined towards the raised aileron. Defend-
ants firmly deny that there is any turning
tendency or swerving which requires turn-
ing the rudder away from its central posi-
tion; and, * * * upon this point really
hangs the question of infringement.

“Curtiss * * * swears that the rear rud-
der is not used to assist the ailerons in their

AERONA UTICS

functions or to restore equilibrium, but mere-
ly for steering. The witness Willard, who
has many times flown a Curtiss aeroplane,
swears. (similarly). * * * As the ailerons
in the machine (he) used were differently
laced than midway between the planes, the
incident loses importance.

“Captain Beck, of the Government Avia-
tion Station, who has flown the defendants’
aeroplane substantially testified that there
were no deviations of the aeroplane from its
course owing to the use of the ailerons; that
the vertical rudder was not used to counter-
act any turning or swerving due to their use,
and that he had never made such use of the
vertical rudder, but he admitted that on one
occasion in climbing he tilted abnormally and
turned his rear rudder in the opposite direc-
tion to restore balance, and succeeded in do-
ing so. Lieut. Ellyson, of the United States
Navy, also testified that he noticed no swerv-
ing when flying, and that the vertical rud-
der in the Curtiss aeroplane is (not) used in
flying, except for steering purposes. The wit-
Messuaost (also so) testineds 1+) + - *

“The testimony of witnesses who have flown
the defendants’ aeroplane * * * would
ordinarily be entitled to greater weight than
the opinions of experts or the contradictory
testimony of (other) witnesses * * * were
it not that there is cogent evidence tending to
modify or qualify their denials of the use
of the vertical rudder except for steering.

“Willard concedes that the rear rudder is
turned to the high side to gain additional re-
storing power; that it is used as ‘a separate
agent to accomplish a desired result more
quickly or more positively.” In the Curtiss
letter in evidence it is substantially admitted
that the rear rudder is turned toward the
high side at times to assist in balancing the
machine by steering or turning.

“The testimony of Lieut. Milling, of the
United States Signal Corps Aviation School,
who has frequently flown in both Wright and
Curtiss machines, strongly supports the claim
that the defendants’ employ the vertical rud-
der for the dual purpose of steering and re-
covering balance under certain conditions.

(Here quotation is made from Milling’s
affidavit. )
“This would.seem to bear out the as-

sertion that the rear rudder is used to correct
the differences of resistance, and not merely
to recover from an unusual tilt due to unto-
ward causes. * * * ‘The fact is clear that
it (the rudder) does on occasion assist the
ailerons in restoring equilibrium. That it 1s
capable of action separately from the ailerons,
or that it is primarily for use in steering and
only incidentally to assist in restoring balance
when abnormally tilted, does not avoid in-
fringement.”

By the construction of the Curtiss controls,
the Judge says: “the rear rudder and ailerons
are capable of substantial co-ordination.
* * * That the vertical rudder of defend-
ant’s machine at times operates on this prin-
ciple is fairly substantiated. * * *

March, 1913

“To further differentiate their machine from
complainant’s, the defendants assert that in
their aeroplanes there is no normal difference
in the angle of incidence to the course of
travel as in complainant's, as their ailerons
are directly in the ‘stream line,’ and have no
unequal pressures which tend to cause the ma-
chine to turn or swerve, and it is argued that
the problem of the patentees was different
from the problem solved by Curtiss, in that
the machine of the former is steered by its
wing tips and vertical rudder, while that of
the latter is steered wholly by the rudder.
But, as elsewhere shown, this argument is
not entirely substantiated by the facts. * * *
With a knowledge of the principle of the
patent in suit and a familiarity with the
method of operation of the marginal ends
of the planes, it is not likely that there was
much difficulty in making the supplementary
planes of the defendants’ machine in such a
way as to avoid a difference in the normal
angle of incidence by putting the planes in
the ‘stream line. Such alterations or modi-
fications, however, in view of the latitude of
the claim, did not constitute fundamentally
different modes of operation from those de-
scribed in the Wright specification.

“The defendants are believed to have appro-
priated the substance of claim 7, and to have
infringed claim 14 inasmuch as in addition to
the essential elements of the Wright patent
and the object with which such elements are
used, they also employ in their aeroplane, as
hereinbefore shown, a horizontal rudder for
‘presenting its upper and under surfaces to
the resistance of the atmosphere. Claim 15
contains the essential elements and specifies
the location of a vertical rudder at the rear
of the machine and a horizontal rudder at the
front thereof§.

“The defendants have embodied in their
aeroplane the various elements of the claims
in suit. While it is true, as pointed out here-
in, that the defendants have constructed their
machine somewhat differently from complain-
ant’s and do not at all times and on all oc-
casions operate the same on the Wright prin-
ciple, yet the changes they have made in their
construction, relate to the form only. They
have constructed their machine so that it is
capable of restoring equilibrium in substan-
tially the same way as in complainant's ma-
chine, and the evidence is that on occasions,
depending on aerial conditions or other dis-
turbing causes, they use the vertical rudder
not only to steer their machine, but to assist
the ailerons in restoring balance.

* * * “The question of infringement is
resolved adversely to the defendants as to the
claims which are the subject of this contro-
versy.

“A decree may be entered, with
favor of the Wright Company as prayed in
the bill, but because of the importance of the
litigations and of the questions involved, a
supersedeas will be allowed upon condition
that an appeal be diligently prosecuted.”

Dated, Feb. 27, 1913.
~ §The suit was started when
standard practice in Curtiss and

costs, in

front elevators were
Wright machines.

AERONA UTICS

Page 90

March, 1913

COURT OF PUBLIC OPINION
History of Wright Suits

Summer, 1909.—Suits filed against Aeronautical Society, Curtiss and the Herring-Curtiss Co.
bill of sale of the first Curtiss aeroplane ever sold, that
Suit against the society later
1909.—Order to show cause, issued by Judge Hazel at
(AERONAUTICS for Nov., 1909.)
Judge Hazel grants preliminary injunction, but suspended until appeal decided.
This issue contains full opinion with exhibits.)

(AERONAUTICS, Oct., 1909.)
Sept. 30,
injunction should not

Aton Lo uO
NAUTICS for Feb.. 1910.
working under $10,000 bond.

suit.

issue.

to the above society,

Curtiss in
guaranteed the society against
discontinued.
Buffalo, to Curtiss why preliminary
(AERO-
The Curtiss factory continued

March 14, 1910.—Re-hearing of injunction action and case appealed.

July 1,
be dismissed and bond cancelled.

1910.—Circuit Court of Appeals reverses decision of Judge Hazel and directs that injunction

Nov. 27, 1912.—Briefs submitted and final hearing held before Judge Hazel in Wright vs. Curtiss, et al.

Feb. 27, 1913.—Opinion handed down, as printed in this issue.
(probably under bond) and
Post Office Building in New York. If decision is then
supplementary proceeding before a Master.

to the next higher court

be awarded will be determined in a

The Curtiss interests will now appeal
the case will come up probably in the fall at the
favorable to Wrights, the amount of damages to

OME R&S UIA Se uN Gees lsu SpimeANs

1909.—Suit started against Ralph Saulnier for importation of

country and exported machine.

Feb. 17, 1910.—Judge Hand granted Wrights temporary injunction against
He decided ailerons to be equivalent to general helicoidal warp.

Farman and a Bleriot.
March, 1910.)

June, 1910.—Charles H. Lamson started suit against
Still untried up to

patent 666,427, of Jan. 22, 1901.

Bleriot. Discontinued as Saulnier left
Paulhan, who was flying a
(AERONAUTICS,

Wright Company for alleged infringement of his

date.

Nov. 29, 1910.—Suit started against C. G. White, who flew a Bleriot and a Farman.

Dec. 22, 1911.—Final hearing.
of damages.

Earle L. Ovington and T. Sopwith were also enjoined. | 1 | hem
The suit agains the Moisant Company is still in the courts.

Chicago on its 1910 meet but case was settled.

Judge Hand enjoined White permanently, and he made cash settlements

A suit was started against the Aero Club of

WRIGHT SUITS ABROAD.
March 13, 1913.—The Wright patents were fully upheld in France by a decision given in the 4th Divi-
sion of the Court of Appeals, confirming a previous judgment rendered in the 3d Division after receiving re-

ports from a technical commission.

The hearing and arguments lasted seven days.

Suits were brought in France by the owners of the French Wright rights against practically all the

other makers.

In June, 1911, the French Court upheld the claims of the Wright patent both as to the

combination of warping with the rudder but as to these two elements disassociated; but, there was a string

to this, as a commission was appointed to discover, if

patent.

In Germany the Wright patent was assailed by
the claims of the

there, which finally decided that

possible,

the unlicensed

some prior art which would nullify this

makers who sued the Patent Office

Wright patent rights owners were worthless on the

ground that Chanute had disclosed the facts prior to the taking out of the patent when he said in a lec-

ture that the Wrights balanced their machine by warping the S
duplicate the Wright

enough to enable anyone skilled in the art to

Office considered this
The Wright interests

wings. The Patent
invention.

appealed to the German Courts, and, in February, 1912, the Wright patent was finally upheld as to the

combination.

BY JOHN E SLOANE

The effect that a decision favorable to the
Wrights will have on the industry we do not
care to discuss at length, but would say, we
think such a decision would certainly be a
very good thing for them. We imagine that
they would handle the matter in their usual
fair and broad-minded way.

FROM ONE WHO WISHES SECRECY
I do not want to be quoted. I want to
keep out of any controversy. I fully believe
we shall be compelled to build aeroplanes our-
selves in a very short time and in that case
I want to be in position to ask for licenses
from either Curtiss or the Wrights on any
device we may want to use. Naturally, we
are going to get out some stabilizing device,
absolutely non-infringing and at the same
time effective, and have several plans in view.

BY A PROMINENT MOTOR MAKER

We believe a moderate royalty would rather
help to develop the aeronautical business but
we do not think that the Wright Company
is progressive enough to be satisfied with a
moderate royalty. The flying art will be con-
siderably held back for years to come unless
somebody gets up an automatic warping de-
vice.

BY CAPTAIN THOMAS S. BALDWIN

In reference to the Wright-Curtiss case will
say that I do not see how it can effect the
progress of the business in any way, as those
that wish will pay the royalty and continue.
I cannot see why it would harm anybody to
pay the Wright Company a reasonable royalty.
I have always been of the opinion and do
know that if it had not been for the Wright
brothers none of us would have been flying.
There is no question but that they unlocked
the secret of flight, and I think we all owe
to them a loyal support on this point.

Of course, I am speaking as an old-timer
who has fought the aeronautical game for
over forty years. Those who have come into
the business since flying was started, of
course, do not know or care to know what
we now call ancient history in the flying game,
and, naturally, they do not see or understand
why the Wright brothers should have the
credit’ due ‘them. = * “il "see. now reason
why the Wrights should not have all that is
coming to them, and I for one, with my few
remaining years that I stay in the aeronautical
profession am in absolute accord with any
decision that may be made in their favor, and
will so govern my business to meet the re-
quirements they ask. If every manufacturer

AERONA UTICS

and flier would get together as a unit and ask
the Wrights what they want, I believe that we
would have no difficulty in coming to an
agreement or understanding that would be en-
tirely satisfactory to all concerned.

BY THOMAS W. BENOIST

Personally, I don’t think that the decision
of the Wright case, one way or the other,
will have any particular effect on the Ameri-
can aeroplane industry. If the Wrights win,
and any particular manufacturer does not
want to put up a personal fight, it looks like
all he would have to do is to talk business to
the Wright’s interests. After all it is only
a matter of dollars and cents. As the big
exhibition money has already been made, it
is only a manufacturing proposition and a
matter of popularizing the sport and getting
orders from the Government.

The old saying, “Two heads are better than
one,” still holds good, and if the aeroplane
industry in America were restricted for de-
velopment to one concern and one head, it
would never get very far; while foreign
companies, not handicapped by a monopoly,
would soon leave this country so far behind
that it could never catch up.

While if there are a great many manufac-
turers and competition, even if they were all
operating under one license, it would result
in the final development of the aeroplane to
a place in which it belongs in this country.

BY CURTISS AEROPLANE CO.

An appeal will be taken from the recent
adverse decision of the District Court, and we
feel certain the appeal will result in a re-
versal, as did the appeal from the original
decision some years ago.

Pending the final decision on the appeal
our business will continue as usual. Of
course, the importance of the technical point
involved is less now than it was when the
case was started; and we think that aviation
history of the past four years has made our
position stronger than it was when the first
decision was reversed in our favor.

During the progress of this trial the tech-
nical experts at Washington have passed fa-
vorably on the application for patents on the

Page 9|

March, 1913

methods of steering and balancing employed
on Curtiss machines, and have issued letters
patent on the same.

Scientific recognition of Mr. Curtiss’s in-
ventions have come from various bodies of

high standing. * * *
Governmental recognition has come from
Europe, Asia, South America, in the form

of patent applications allowed, and in orders
for Curtiss machines for Government use in
France, Germany, Russia, Austria, Italy,
Japan, Brazil, etc., as well as from the Gov-
ernment of the United States.

The significance of this diversified recogni-
tion and support, is such that it cannot help
but sustain us in the feeling that our posi-
tion in the case is a reasonable one, and
that the result of an appeal will be favor-
able to us.

A WELL KNOWN AEROPLANE CO.

We do not care to express any opinion at
the present time regarding the effect of the
decision in the Wright-Curtiss case, except
that we are inclined to believe that if the
Wrights are successful in establishing their
patents, it will be a very good thing for them.

BY ALAN R. HAWLEY
PRESIDENT AERO CLUB OF AMERICA,

As to the effect the decision of Judge Hazel
in the Wright-Curtiss suit may have on the
industry, it is hard at present to foresee the
developments which the suit may bring about,
since the matter depends principally on the
attitude of the parties involved by the terms
of the decision.

As to whether the decision is just or not,
would say as a matter of principle I believe
it proper to accept the verdict of the courts,
when it appears that the judge was unbiased,

and gave fair consideration to the case he-
fore him, as I have no doubt was the case
here.

This verdict is the result of nearly three
years consideration, during which time the
world’s authorities have testified for and
against. From the cablegrams received from
Germany and France the judiciary of the
three countries seem to be of one mind in

their decision.

Some Light on the Patent Situation

By LEE S. BURRIDGE

Ex-President Aeronautical Society

HE decision of Judge Hazel is to be
most highly commended for the con-

; scientious and painstaking effort to ar-
rive at sound conclusions, and there is no
question but that from the evidence adduced
before the Court, his decision would have been

reached by any other equally conscientious
judge. The responsibility is clearly felt
Dy the unusual fact that the decree

“may be entered with costs in favor of the Wright
Company as prayed in the bill but because of the
Importance of the litigations and of the questions

involved, a supersedeas will be allowed upon condi-
tion that an appeal be diligently prosecuted.’’

well de-
words:

The conclusions of the Court are
fined in the decision in the following

patentees were not strictly pio-
apparatus novel

“And even if the
neers in the sense of producing an
in its entirety, they nevertheless strikingly surpassed
their predecessors in devising means for restoring
lateral balance and are entitled to a liberal con-
struction of their claims in controversy and to the ap-
plication of a range of equivalents that will include
an aeroplane appropriating substantially the same in-
strumentalities and the same principle of operation.

AERONAUTICS

Page 92

March, 1913

The claims sued upon, of Wright patent
821,393, May 22, 1906, include numbers 3, 7,
14 and 15. Claim 3 is for the warping of the
lateral edges of the planes to different angles
of incidence, while number 7 includes this
warping in combination with a vertical rud-
der presented to the side nearest that having
the smaller angle of incidence. Number 14
is for a biplane or multiplane, as differen-
tiated from a single plane which is referred
to in the singular in the first two claims, and
the warping of the lateral edges is included,
together with the vertical rudder and with
the horizontal rudder. Claim 15 includes all
these instrumentalities in a more limited form
by referring to the location of these instru-
mentalities.

The warping was held equivalent to any
separate wing tip, aileron or flap, and prob-
ably any device that 1s manually controlled
to present a greater or less angle at the ex-
tremities will be considered an infringement
of this patent.

To depart from the scope of the patent, it
requires, therefore, some automatic means to
control or, at any rate, not manually operated
device positioned at the extremities of the
planes. For instance, it can be conceived that
if double propellers could be applied with
clutch mechanism, so placed that their thrust
was at an inclination to the line of flight, the
disengagement of one propeller from the other
could balance the machine and certainly avoid
the scope of the patent.

Of course, it must be understood that the
judge was confined to the evidence before
him and it is the privilege of anyone having
a machine with such modifications of the Cur-
tiss or the Wright machine as he may consider
avoids infringement, when sued, to present
an entirely new defense. For instance, it
would appear that the structure shown in the
Wright patent is not susceptible to making
turns because the rudder as constructed is not
operable separately (according to the patent)
and if this feature is brought out strongly it
might have its effect on the decision in any
future case, because it is one of the require-
ments that the structure shown and described
in a a patent shall be fully operative and while
this is quite true so far as what is shown, yet
it may be considered that an aeroplane that
could not make a turn is not very practical.

Should this be an oversight, a re-issue might
Be applied for, but the day is somewhat late,
seven years having now transpired. Further-
more, the prior art might be presented in a
different manner, as the decision refers only
to nine prior constructions and it is inter-
esting to note that the Mattulath revived ap-
plication which is one of the nine, is not con-
sidered an operable structure. If this can he
proved practical the fact would have its
weight upon the consideration of the Court
in another case.

The Wrights recognize they were not the
first to produce an operative flying machine,
as indicated by the following transcript from
the patent:

“Contrary to the usual custom, we place the
horizontal rudder in front of the aeroplanes at a
negative angle and employ no horizontal tail at all.
3y this arrangement we obtain a forward surface
which is almost entirely free from pressure under
ordinary conditions of flight, but which even if not
moved at all from its original position becomes an
efficient lifting-surface whenever the speed of the
machine is accidentally reduced very much below
the normal, and thus largely counteracts that back-
ward travel of the center of pressure on the aero-
planes which has frequently been productive of seri-
ous injuries by causing the machine to turn down-
ward and forward and strike the ground head-on.
We are aware that a forward horizontal rudder of
different construction has been used in combination
with a supporting-surface and a rear horizontal rud-
der; but this combination was not intended to ef-
fect and does not effect the object which we obtain
by the arrangement hereinbefore described.”

The reason that only four claims out of 18
were relied upon in the suit is that these 4
more directly apply to the Curtiss structure
if ailerons were to be adjudicated as equiva-
lent to warping. Claim 1 is somewhat broader
than claim 3 but does not so distinctly spe-
cify the warping to the different angles rela-
tive to each other as it merely includes “means
for so moving said lateral marginal portions.”
Claim 2 was not applicable because “the stand-
ards maintaining a fixed distance between the
portions of the aeroplanes which they con-
nect” when warped are not found in the Cur-
tiss construction. For the same reason claim
4 was not applicable. In claim 5 the warping
is referred to as “about an axis lying in the
body of the aeroplane perpendicular to said
lateral margins.” In claim 6 the flexible joints
are not found in the body or main structure
of the Curtiss machine. For the same rea-
son claim 8 was, no doubt, omitted; while
claim 9 calls for “helicoidal warp around an
axis transverse to the line of flight.’ The
same reason likewise applies to claim Io.
Claim 11 refers again to the flexible joints
of the struts, while claim 12 and 13 are for
a horizontal flexible rudder which is quite dif-
ferent from any rudder in the Curtiss. Claim
16 is for a single vertical rudder structure
which is not found in the Curtiss. Claims 17
and 18 include universal joints supporting the
two planes.

While any future defendant can offer new
evidence it is also the privilege of the Wrights
to include other claims in any future suit.

In conclusion, giving due credit to the
Wright brothers for being the first to pro-
duce a governable aeroplane, let us render
tribute to them; and if the toll is heavier than
we can bear, let us be public spirited enough
to all join together and acquire the right to
make their invention for the common good
—no matter what the cost may be. If, on the
other hand, there are better means of control-
ling an aeroplane, let us endeavor to find
those means. In the firm belief that there
are such means to be found, perhaps this de-
cision is a blessing in disguise, by spurring
us on to better effort. We all must appre-
ciate that we have not yet arrived at the prac-
tical and final solution, notwithstanding that
we should all be grateful and recognize the
wonderful advance brought about by the ef-
forts of the Wrights.

AERONAUTICS

Page 93

March, 1913

Wright Versus Curtiss

By ALBERT ADAMS MERRILL

Massachusetts Institute of Technology

bo ES IS well known to all stu-
SI dents of aviation the basis
of the Wright patent is the
use of the vertical rudder
to prevent a flying machine
from turning in the wrong
direction (towards the side
to be raised) under the in-
fluence of the unequal drifts
on the two tips.

With the Curtiss system it
is claimed that the drift of the tips is equal
and that, therefore, the vertical rudder does
not have to be used as an offset. However,
the decision given at Buffalo was against Cur-
tiss, and I propose to show in this article that
this decision is correct and that it can be
shown that the drifts on the tips must be un-
equal. But I shall also show that in spite of
this fact it will mot be necessary to use the
rudder as an offset every time the ailerons
are used.

In aviation we continually come to prob-
lems in which a change in the time element
alters the results which follow certain lever
movements, and this is why practical aviators
who generally have little or no theoretical
knowledge, are often at a loss to account for
observed phenomena.

For the sake of clearness I will define ac-
curately two terms:

1. Pressure Angle. This is the angle be-
tween the chord of a surface and the path
of the machine or the surrounding air stream.

Angle of Incidence. This is the angle
between the chord of the surface and the
horizon.

Pressure angle is a term I have been using
at the institute and it appears to me to be a
good term. It suggests to the mind immedi-
ately the angle which determines the magni-
tude, direction, line of action and point of
application of the resultant pressure. It is
essential to understand the difference between
these two angles, otherwise it will be impos-
sible to understand the nature of many of
the phenomena of flight. The angle of inci-
dence has nothing whatever to do with the
resultant pressure on a surface. After the
characteristics of the resultant pressure (de-
termined by the pressure angle and V) have
been found, the angle of incidence simply
gives us the H & V components of that pres-
sure,

Now the next thing which must be thor-
oughly understood is this: The lift of a sur-
face is obtained by the reaction of the air
and this action and reaction results in giving
the air at the trailing edge of a surface a
downward acceleration. This is, of course,
similar to the slip stream of a screw. There
is so much evidence on this point both theo-
retical and experimental that I shall not take
the time for a mathematical proof of this.

It follows, therefore, that the ailerons of
the Curtiss system rest in downwardly moy-
ing air. I have reason to believe from testi-
mony that in the latest machines flying at
60 M. P. H., the angle made by this air
stream with the horizon is something over
2°,

The equalizer on the Curtiss machines 1s
simply an ingenious lever system whereby the
resultant pressures on the ailerons are al-
ways equal, and, therefore, the ailerons al-
ways maintain equal pressure angles. How-
ever, the force which tends to turn a machine
about its vertical axis is not the resultant
pressure but only the H component of that
pressure and the magnitude of this com-
ponent is determined by the angle of inci-
dence, hence to prevent turning not only must
the pressure angles be equal but the angles
of incidence must also be equal and this they
cannot be when the ailerons rest in down-
wardly moving air as they do in the Cur-
tiss system. I will now take up a case, and
prove this mathematically.

In Fig. 1 the long arrow is the horizon,
OW is the downwardly moving air stream at
the rear of the surfaces and ArO is the right
aileron moved to a pressure angle of +15°.
Suppose the aileron to be flat and have an
area of I square foot, and the machine to
travel at 100 M. P. H.

From Eiffel we get at +15°

= 5.304 y = 20.4
"R= V 5.3042 + 20.42 = 21.07 resultant pressure.
At +15° the resultant pressure on a plane

surface is practically normal to the surface.
However, it is evident from Fig. 1 that the
angle of incidence of ArO is +17°, therefore,
the H component tending to turn the ma-
chine (in the wrong direction) is 21.07 x sin
7° = 6.163 pounds.

In Fig. 2 AtO is the left aileron and it has
a pressure angle of —15° but it has an angle
of incidence of only —13° hence the H com-
ponent is 21.07 xsin 13° =4.742. Therefore,
there is an unbalanced backward pressure
on the wrong side of 6.163 — 4.742 = 1.421
for every square foot of aileron when flying
ateioo MEME aE

This proves absolutely the existence of the
unbalanced backward pressure, but the ques-
tion now is, will the rudder have to be used
always as an offset? The answer is no. The
use of the rudder as an offset will depend
upon the length of time the ailerons are used.
The moment inertia of the Curtiss machine
about its fore and aft axis is less than the

moment inertia about its vertical axis, more-
over the banking force (Ky) is about six
times as large as the turning force (Kx),

therefore if the disturbing gust does not per-
(Continued on page 106)

AERONA UTICS

Paulhan’s Flying Boat.

Page 94

March, 1913

The machine described below is a later type.

Curtiss Flying Boat

boats, since Curtiss

us TE TRIER L YING

has coined the name, are
helding the center of the
aqua-aerial field. No previ-

ous description has appeared
of this most successful ma-
chine. The development of
the Curtiss “flying boat” has
been duly chronicled in past
issues. The latest machine
is equipped with wheels on
which the craft runs to and into the water
and home again to the shed after a flight.
These may be drawn up out of the way once
flight is attained. The machine described
herein is the very latest product, finished the
middle of February, in which is embodied
many new features. The boat part is in two
sections, for convenience in shipping, quickly
bolted together as shown in the drawings.
The rudder has been enlarged by adding a
wooden portion which extends into the water.
New strut sockets are employed, the old style
turnbuckles give way to those of French pat-
tern, and refinements are noticed all over.
The main planes, 5 feet 6 inches apart, are
of the usual Curtiss construction, the upper
plane spreading 37 feet, the lower 27 feet

Ce

eee
rte!

6 inches, chord 5 feet 1 inch, camber 334
inches, located 18 inches back. The angle

is 744° on the water and 6° in the air.
The c. of p. is about 20 inches back. At the
engine section the trailing edge is omitted for
the propeller. Each plane is in 5 sections,
5 feet 6 inches long. The upper overhang is
a separate section. The drop from front to
rear beam is 54 inches. The extensions are
of varying curve, each rib outward being
shorter and deeper. There is no rear beam in
these outer top sections.

These sections are each double surfaced
with Goodrich cloth tacked with copper nails
to the laminated spruce ribs, which are 16
inches apart. These are affixed to the front
and rear spars by copper straps. The sec-
tions join together by steel sockets bolted
through the spars.

The front and rear spars are I inch by 134
inches in cross-section, of a “D” shape,
laminated spruce, 52% inches apart. There
are 5 sections to each spar and 7 sections in
the upper surface. The 12 vertical struts
are 1% inches by 2% inches, fish-shaped,
laminated spruce, ending in steel nickel-plated
sockets. Roebling cable 3-32 inch and 1-16
inch, is used for guying laterally and fore-
and-aft in each section. The wires are fas-
tened with sleeve and thimble, tightened by
turnbuckle.

The elevator is in two parts and is hinged
to the rear of twin adjustable fixed triangular
tail surfaces above the level of the lower
plane. Each half is wired separately so that
either can be used if one becomes broken.
It is perfectly flat and guyed to the steel tube
mast which serves also as lever for operating.
All surfaces are double covered, as above.

There is a triangular fixed horizontal non-
lifting surface 7 feet by 4 feet 6 inches to
which is hanged the elevator. A vertical sur-
face extends gradually upward from the boat
to the rudder post. The rudder has about
IO} SQs ita vOn SUbbace ote ssDiesliap esse luldts
is guyed from a little varie steel tube
tiller from which 3-32 inch ‘cables run over
large pulleys to the steering wheels, the stand-
ard Curtiss dual control being used. Turning
either of the twin hand-wheels operates the
rudder, or either wheel may be disconnected.

(Continued on page 106)

AERONA UTICS Page 95 March, 1913

\ \GURGISS-PQTING- BOAG

AERONAUTICS

Page 96

March, 1913

New Developments in Aeronautics

GOODIER’S LAUNCHING CAR AND
TURNTABLE

Lieut. L. E. Goodier, U.S.A., of the Coast
Artillery Corps, has invented a launching way
and turntable for the Curtiss flying boats used
by the United States Army at the aviation
camp on North Island, California. The de-

vice is simple, easily set up anywhere and has
proved in daily use to be very successful.

Between the army hangar and the water,
at low tide, there is a wide strip of soft ooze,
difficult of navigation with the regular wheel
equipment of the flying boats. This strip is
now traversed by a wooden railway, which
stretches out into the water at low tide. The
flying boat sets on the combination car and
turntable, which latter is of steel so the car
will sink on entering the water. As the wheels

are deeply flanged, the flying boat can be
started from the hangar under its own power.
It runs down the rails into the water, where
the car sinks out of the way, while the flying
boat glides on without interruption.

Returning, the flying boat heads directly
for the hangar, and is stopped when its bow
touches the track. A cable attached to the
car is tautened until the car is directly beneath
the boat, which is then hauled up and easily
swung around ready to start out again. The
device was proved a great time saver in han-
dling the winged craft on soft ground.

Another ingenious device for moving the
flying boats over the “mush” at low tide is
the keg-wheeled truck shown in the accom-
panying photograph. This truck is made up
with kegs for wheels and two-inch pipe for
axles. The platform has padded cleats to pre-
vent damage to the boat when making a turn
on the beach. Clumsy as this device appears
at first sight, it answers the purpose well, and
the boats mounted on it easily run to and
from the hangars under their own power.

DR. BELL’S STABILIZER

Instead of warping wings or hinging aile-
rons, Dr. Alexander Graham Bell proposes to
use rigid wings with a vertical rudder lying
approximately in the medial fore and aft plane
of the machine, when the latter is in normal
horizontal position. This balancing rudder
is mounted on an upright axis, within the
medial vertical plane of the machine, the axis
being approximately at the centre of pressure.
When the machine is on an even keel, the
balancing rudder or device lies within the fore
and aft medial plane, but when the balance
of the machine is disturbed, the balancing rud-

der is turned about its axis by suitable means
provided for this purpose, so as to incline the
rudder to that side of the axis toward the
lower side of the machine. The effect of the
resistance offered by the air as the machine
is moving rapidly forward is to again restore
the lateral balance of the machine, whereupon
the balancing rudder is returned to its nor-
mal position. If a rudder of this kind were
placed to the rear or in advance of the center
of pressure of the machine, the effect of em-
ploying the same would be to alter the direc-
tion of movement of the machine.

The rudder could be operated by shoulder
controls or in any suitable manner. A patent
has been issued on this device.

Prospects were never better than they are now
as we have received over three hundred inquiries
since the first of the year, of which many of them
have promised their order in the spring and early
summer, and some orders have been received for later
delivery.—Kemp Machine Works.

AERONAUTICS

U.S. ARMY AEROPLANE TENTS
The latest type of aeroplane tents of the
U. S. Army aviation service are of the type
shown in the photograph. The tent has an
opening for the entrance of machines, 45 feet
by 10 feet.

The inside dimensions are 45 feet

by 45 feet. The anchors used to hold the
poles in place are screwed into the ground
with a wrench and will stand a 5,000-pound
pull if they are sunk into the ground three-
quarters of their length. The anchor rods
are 1% inch and the screw plate, 4 inches in di-
ameter. The cables are fitted with chains
and turnbuckles for the purposes of adjust-
ment. Thirty-six strand, % inch cable and
IQ Ounce canvas are used in constructing the
tents. These tents are so designed that any
two can be placed side by side and use only
3 poles instead of 4. Each tent costs about
$600. They have withstood now rains, winds
up to 50 miles an hour, and snow storms, and
have suffered no damage while all other types
of tents in the same weather have dropped or
given way. It takes about 4 hours for 6 men
to erect the tent and about 2 hours for the
same number of men to knock it down to pre-
pare it for shipment. The tent complete
weighs about 400 Ibs. This tent has been
evolved after two seasons of experimenting
at the southern winter camp.

MAKING A ‘‘DEP” BODY
A visit to the English Dep factory by a rep-
resentative of British Aeronautics, revealed
the method of construction of the ‘“mono-
cocque” body.

Page 97

March, 1913

The cockpits in which pilot and passenger
seat themselves are built up in an extremely
interesting manner. A wooden mould is first
obtained, and thin strips of wood are tacked
and glued across it diagonally. When com-
pletely covered with these strips, another set
is put across them at right angles to them,
and finally another layer, making a form of
three-ply. The “casting” is then removed from
the mould and covered on each side with spe-
cially thin fabric, fitted with lockers and var-
nished. The result is an extremely light and
rigid casing.

The new type of rudder and elevator has
been in existence for several months, and
must have been seen and noted by a great
number of people. For those who have not
seen it, however, we may as well make the
remark that in it all bracing wires are entirely
eliminated. The arm that takes the pull of
the rudder wires is part of an L-shaped mem-
ber, the longer arm of which extends about
two-thirds of the way across the rudder.
These arms are composed of ten thicknesses
of thin wood glued together, and therefore
there is obviously no chance of their break-
ing through a longitudinal strain.

PROPELLER EFFICIENCY

One meaning of the term “propeller effi-
ciency,” viz., the true efficiency, is the useful
work of the propeller divided by the power
absorbed by it. Now, the useful work is the
speed of the aeroplane, multiplied by the
thrust of propeller while driving machine at
that speed and, of course, the power absorbed
is the brake horsepower of engine at the
necessary number of revolutions (1. e., the
number of revolutions made under those con-
ditions).

Another meaning of propeller efficiency is
simply the thrust exerted by the propeller
when revolving at a fixed point, multiplied hy
the pitch velocity; and this product, divided
by the footpounds delivered to it by the en-
gine. The pitch velocity is the pitch times
the number of revolutions per minute.

M. B. Sellers.

A financial statement of the Zeppelin passenger
airship service shows a deficit of nearly $250,000.

Harry Atwood is trying out a flying boat at
Sandusky which already boasts of Weldon B. Cooke.
Sandusky hopes for two aeroplane factories.

E. Percy Noel says he made $10,000 out of Aero &
Hydro last year, and Alfred W. Lawson won’t sell
Aircraft for $100,000. A good magazine must be a
paying proposition—almost as good as the supply
business!

AERONAUTICS

SPRATT’S BUOYANCY-INDICATOR

George A. Spratt, of Coatesville, Pa., has
invented a “buoyancy-indicator,” the object
being to provide means for indicating to the
operator the approximate force of the wind
and consequently its approximate extent of
buoyancy or lifting power; the term “wind”
as here used referring to the relative speed
between air and aeroplane. This speed indi-
cator is so correlated to the weight of the
aeroplane that it shows at a glance, the sup-
porting power of the wind in terms of the

It comprises a tell-

weight of the aeroplane.
tale in the form of a bladed fan or propeller
of light construction to be mounted at some
convenient point upon the aeroplane in ad-
vance of the operator.

The buoyancy indicator may comprise a
supported shaft or spindle so mounted as
to be free to move horizontally and _ verti-
cally from a substantially definite point. Pro-
peller blades rotate on the spindle, turning
against the tension of a spring, one end of
which is connected to the spindle and the
other end to said blades. At the opposite end
of the spindle, tail vanes are employed. At
the forward end of the spindle, a weight may
be placed.

ARMY APPROPRIATION $125,000

Congress has appropriated $125,000 for army
aeronautics for the coming year, the same sum as
was allotted last year.

NAVAL AERONAUTICS.

Specifically, Congress allotted $10,000 for naval
aeronautic experimentation in its $9,000,000 total
appropriation, but the latter sum covers aeroplanes,
aeroplane machinery, boilers, boats, etc., etc., so that
up to $100,000 can be spent for aeronautics in the
Navy if requisitions are approved. But Congress cut
down the working appropriations about $500,000, so
that expenditures on aeroplanes are uncertain. Last
year the Navy was limited to $50,000 in the ap-
propriation. Captain W. Irving Chambers plans a
competition with prizes and premiums if a measure
which he is working strenuously for is passed by
the next session of Congress.

The story is told that one of America’s best known
aviators taught his first wife to fly while his second
sat on the ground and, one supposes, watched.

In conclusion would like to say that in my mind
AERONAUTICS is the best aerial magazine of the
present.—W. F. C., California.

Page 98

March, 1913

The spindle 1 is supported by a swivel cr
universal joint carried by a suitable stand-
ard 9. As shown in the drawings, this con-
sists of a yoke member 10, suspended by cords
Il within a ring 12 mounted on the standard
9 which may be secured at a convenient point.

The tension of the spring is proportioned
to the weight of the aeroplane, and the ob-
ject of such proportioning is to so correlate
the action of the blades that one complete
revolution of the same will indicate wind
or air currents of sufficient force or velocity
to provide the necesary buoyancy to sustain
the aeroplane. Proportionate movements of
the blades, therefore, will indicate the varia-
tions in such range, and whether or not the
wind or air currents are above or below the
degree of force or velocity necessary to pro-
vide sufficient buoyancy to sustain the aero-
plane.

The tail vanes can be omitted and the blades
are mounted on a spindle supported in sub-
stantially the same manner, with the excep-
tion that the blades are placed at the rear and
are sufhcient to counterbalance the weight
disposed on the other side of the support
and perform substantially the same functions
as the tail vanes.

One may also provide means for shorten-
ing the length of spring, since any addition
to the weight of an aeroplane demands a
higher speed for support. This.can be done
by fastening the spring to the spindle by
means of a running clamp having a set screw
instead of fastening the spring permanently
to the spindle. Then by revolving the clamp
once around the spindle thereby taking up one
coil of spring and moving the clamp along
the spindle, the spring would increase the
tensional resistance to represent the speed
increase demanded by a definite load added.
Means is also provided for adjusting the
weight.

Mr. Spratt’s patent is No. 1,050,573.

SANDUSKY NEW CENTER

Sandusky, in Ohio, is a coming aviation centre. It
is the home of the Roberts motor people, Weldon B.
Cooke has established himself there and is to build
aeroplanes for the market. Cooke has already rented
a plant. Harry N. Atwood is there now experiment-
ing with a flying boat, as is Dr. F. M. Bell, with his
own design tractor. There is a good field reported
fronting on the water which makes that city suitable
for land and water flying.

NAVY AVIATION AT GUANTANAMO

Just before sunset on the evening of March 6,
Lieutenant J. H. Towers, U.S.N., proceeded to sea
from Guantanamo Bay in the Curtiss Navy Flying
Boat, with Ensign Chevalier, U.S.N., as an observer,
to scout for a supposedly hostile fleet.

Conditions were bad on account of frequent rain
squalls, three of which were passed through by the
aviators.

The whole force of five battleships and two scouts
was discovered about fifteen miles distant, soon after
leaving the harbor. Observations of its location,
course and speed were made, without detection, at
an altitude of 1,150 feet, and at a distance of some-
thing over 10,000 yards.

Lieutenant Towers returned to Guantanamo Bay
as dusk reporting the facts to the commander-in-chief,
who then ordered out the destroyers and the attack
took place an hour later.

AERONA UTICS

REG. U. S. PAT. OFF.

Aeronautical Motors in

Government Service

ins september, ror2, the U5:
Government purchased a Sturte-
vant four-cylinder motor installed
in a Burgess aeroplane. This
machine was equipped with Start-
ing Crank and Muffler and dem-
onstrated to the Army and Navy
Officials the first successfully muf-
fled aeronautical motor in use in
the world.

Since that time, the Govern-
ment has purchased more Sturte-
vant Motors than any other make,
either American or foreign. With
the exception of the Curtiss and
Wright motor, with which these
manufacturers equip their planes,
the Sturtevant Motors are the
only ones of American make used
by the Government.

Send for Bulletin No. 2002

B. BF. Pe icaarit ee

Hyde Park, Boston, Mass.

And all principal cities of the world.

Page 99

March, 1913

| FRENCH AEROPLANES |

ENGINEERS TAKE NOTICE!

For all photos, des-

INVENTORS crptions; data,news,
t ’

AVIATORS garding FRENCH

CONSTRUCTORS AVIATION, address

below:

Etudes Acronautiques
ALEX. DUMAS, Engineer, E.C.P.
20 Rue Ste. Marie, Neufchateau (Vosges, France

ADAMS-FARWELL
REVOLVING MOTORS

HAVE BEEN IN
DAILY USE FOR
TEN YEARS.

This is our

mo
450 Ibs. thrust
with 9-ft. pro-
peller of 6-ft.
pitch.
Ask for our
Circular No.16A

ADAMS COMPANY
DUBUQUE, IOWA, U. S. A.

THE
21 ATHOL STREET,

SCHOOL WOW OPEN

Instruction on Land or Water

THOMAS
_AEROPLANES |

Deed Gam healle

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

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

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

EL ARCO RADIATOR COMPANY

Broadway and 57th St., New York City

Also Manufacturers of Automobile Radiators of all types

In answering advertisements please mention this magazine.

AERONAUTICS

NEW BOLAND TAIL-LESS

The Boland aeroplane with which the late
Frank E. Boland toured Caracas, Valencia,
Puerto Cabello, Maracaibo, and other towns
in South America, is of the same general
order as the previous machines of his design
which created so much talk in the East, and
like its predecessors, is tail-less, rudder-less,
aileron- and warp-less. Turning and balanc-
ing is accomplished by the resistance-making
“jibs” at either lateral extremity of the ’plane;
these are not interconnected and but one works
at a time. In the scale drawings heretofore
published in AERONAUTICS the system was
fully illustrated and explained. The weight
is all placed in the “boat” and most of the
bracing is from the bottom of the boat near
the center. The back bed rail is not braced.
The passenger’s seat is at the center of lift,
about 6 inches forward of the front bed rail.
The engine like the ’plane is built by the Bo-
land Aeroplane and Motor Co., of Marion,

INE Je

WIRE TOOL

An English firm is marketing a very good
These

tool for bending eyes in wire strainers.

could be made at slight expense by American
supply houses and would be of valuable ser-
vice to amateur builders.

Page 100

wh

Boland Tail-less Biplane.

March, 1913

AEROPLANE RELEASE DEVICE

An interesting patent has recently been is-
sued to Johan R. Froberg, of Richmond, Cal.,
on a releasing device by which an aeroplane
may be restrained until its propelling mech-
anism is exerting the necessary propelling
effect or for testing or allowing an aviator
alone to start his motor, get in his seat and
leave when comfortably seated. A plate, 4,
or bracket is fastened to some part of the
aeroplane, skid or boat.

Upon this plate or bracket 4, there is formed
a transversely projecting shank 6 which is

slotted to receive a latch 7. The latch 7 is
pivoted at 8 to the shank 6, and the free end
of the latch extends through a slot 9 formed
in the plate 4. This latch 7 is provided on its
opposite edge with a recess or notch Ir into
which is adapted to snap and rest the trip
latch 132.

The cast-off 13 in addition to its longer
arm or prong 12 which enters the latch notch
Ir also has the cast-off arm I5.

The latch 7 is normally drawn toward the
fulcrum 14 of the cast-off 16 by a contractile
spring 17, one end of which is fastened to
the latch and the other end of which is fas-
tened to the plate 4. The outer end of the
latch 7 is provided with a concavea seat or re-
cess I8 adapted to embrace the tip of the
cast-off arm 15.

In operation, the aviator or his assistant
passes the ends of the restraining cables 16
over the cast-off arms 13 and the latch 7 snaps
against the cast-off arms.

The restraining cables 16 are attached to
anchoring posts or other stationary elements.

oe

—~ Ly SF eh

wy

‘Sh pe ‘
s fk.
P AM eA
a wa ee

AERONAUTICS

ASK MEN WHO KNOW what they think of

Gentlemen:—

Having just completed my 1912 season of commercial flying with my Benoist Military Tractor Biplane No. 30 equipped with
Roberts 6-x Motor No. 181, I take pleasure in stating voluntarily and without solicitation on your part, that your motor never fail
me during the entire season’s flying from any fault of the engine or equipment connected with it. My repair bill on engine was prac-
tically nothing, and the surplus power delivered in emergency requirements astonished all who saw its performances.

do not feel that this expression of continuous performance and reliability record is needed by you because it is but the opinion of
all practical flyers | have ever known who have had experience with your product in the air. The four Roberts engines | have had
intimate personal knowledge of in the last two years but confirm the opinion | have heard often expressed: ‘‘You can come nearer for-
ea ith best wishes, sincerely yours, — « Frank M. Bell.

getting a Roberts than any other engine in the air.”

Flying Benoist§¥Military Tractor Biplane No. 30 “=

Write today for other copies of letters from Men Who Know.

THE ROBERTS MOTOR CO;; 1430 Columbus Avenue, Sandusky, Ohio

C. & A. Wittemann

AERONAUTICAL ENGINEERS

Manufacturers of

Biplanes Monoplanes

Hydro-Aeroplanes
Gliders

Special Machines and Parts Built
to Specifications

Propellers Parts

‘ Large stock of Steel Fittings, Laminated Ribs,
and Struts of all sizes carried in stock.

Hall-Scott Motors, 40-60-80 H. P.

FLYING AND
TRAINING GROUNDS

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

Established 1906

Tel. 717 Tompkinsville

bbb bbb bbb bb be ee EPS EES

Page 101

March, 1913

MDOAOCS

The Roberts Motor Co., Sandusky, Ohio-

Standard Equipment, Paragon Propellers

Aeronautical Supplies

MAKE BIG MONEY GIVING
EXHIBITION FLIGHTS.

Build your own flying machine. We supply all
parts and fittings at extremely low prices.

1913 CATALOGUE with working drawings of

3 well-known flying machines mailed on request.

E. J. WILLIS COMPANY

85 Chambers Street 67 Reade Street
NEW YORK

Telephone: 3624 Worth

STYLES & CASH Printers, Stationers

Lithographers

ESTABLISHED 1865

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

135 W. 14th STREET - - NEW YORK

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the cheaper kind,
Get our apace catalog “EVERYTHING AVIATIC”
and a small order will tell you why those who know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.
208 30th Avenue Seattle, Wash.

| ih

AERONA UTICS

ELLIOTT INSTRUMENT BOARD

In the centre of the board is an aneroid,
scaled for both barometric and height read-
ings, and supplied with a zero-setting device,
by means of which variations in air pressure
may be compensated for. Underneath this
is a dial giving the engine revolutions. The
upright scale on the left hand, calibrated in
miles per hour and operating through a pres-
sure device of the liquid type, is connected to
a “Pitot” tube, which latter may be fitted on
a strut between the main planes. The “Pitot”
tube consists of two tubes placed side by side,
one having its open end pointing forwards,
while the other has an orifice at the side into

Ra A
|

O INDICATOR oO = = 2S

Both are con-
nected to the indicator, the effect of the sec-
ond tube being to correct the reading of the
first by differentiating between the pressure
due to velocity and that due to the static con-

which the wind cannot blow.

dition of the atmosphere. In fitting a “Pitot”
tube it is naturally necessary to secure that it
is neither shielded by any part of the machine
nor subjected to any cross currents or the
like; and once fitted it should not be moved
about, nor should any alterations be made to
the machine in its immediate neighborhood.

On the right of the board is an‘inclinometer,
adjustable for slight variations in the flying
attitude of the machine. This adjustment
raises the calibrated face of the instrument
from, or depresses it into, the face of the
board.

Every possible part is made of aluminum.

The compass is to a certain extent a sec-
ondary consideration on this particular board
and can be fitted or left off as desired, as
many pilots prefer other positions for this
important instrument.—Flight.

Page 102

NEW BOMB DEVICE

“It is reported that M. Berthelot, a captain
at Vesoul, has completed the construction of
a sighting device for use in throwing bombs
from aeroplanes and dirigibles,’ says La
France Militaire. “It consists of a complicated
form of pendulum, with a truncated cone
enclosed in a cylinder.

“On account of the special arrangement and
the use of a sufficiently dense liquid, one that
will not freeze in winter, and of the protec-
tion of the pendulum from the air, giving
a little more stability, it remains constantly
vertical. The inclined positions taken by the
machine are quickly registered but vibration
does not affect it.

“At a height of 1,000 meters the field of
view has a radius of 200 meters, in front of
the vertical. It also gives lines of sight for
different inclinations, in front of the vertical.

“The field of view and the lines of sight
permit the operator to recognize his target
in advance, and tell him when to release his
projectile, correcting his speed, altitude, etc.

“While the sight lacks a special indicator
for speed, it permits its calculation by meas-
uring the distance passed, as indicated by the
part of the field of view passed over, the
height of the machine being known.

“There have been computed range tables
to avoid calculation and to permit rapid opera-
tion. The eye and the hand must act simul-
taneously, for the slightest delay causes big
errors.”

This device apparently follows closely the
operation of the Scott apparatus, which won
the Michelin prize in France last summer and
which has been fully described in AERO-
NAUTICS. The device of Captain Berthelot
has never been tried out, in fact, not even con-
structed, but exists in blue print form only.
It remains to be seen what this device, as
well as many others that have sprung up like
mushrooms since Scott showed them how,
will do in actual practice. So far, the Scott
device is the only one that has shown satis-
factory results under all conditions of weather
and at safe heights.

BOOKS RECEIVED

THE CURTISS AVIATION BOOK, by
H. Curtiss and Augustus Post, with chapters by
Captain Panl> Beck, § Us {SseAcnnya laietite ee Ge
Ellyson, U. S. Navy and Hugh Robinson. 8vo.,
cloth, illustrated, 307 pp., $1.35 from Aeronautics;
published by the F. A. Stokes Co., 443 Fourth Ave.,
New York. Here is a thoroughly human book, the
story of Curtiss’ early life written by Post, his feats
of ingenuity and mechanics. Curtiss himself tells of
his notable flights abroad and in America. Here is
a book which will appeal to the red blooded boy and
the casually interested onlooker alike.

LES AVIETTES. Etude et historique de I’avia-

Glenn

tion sans moteur par G. Houard. Une _ brochure
in-8° illustrée de photographies: Prix 1 frane. Edi-
tions scientifiques de la Revue du Cerf-Volant, 1
boulevard Henri IV, Paris.

LA THEORIE DE L’AVIATION, son application
a J2Aeroplane, Brochure) inl 82) fie. » Prix. ceeeenes
1.50; Par Robert Gastou. Préface de
man.

_ Published by Librairie des Sciences Aéronautiques,
F. Louis Vivien. 48 rue des Ecoles, Paris.

Maurice Far-

AERONA UTICS Page 103 March, 1913

Published Monthly by Aeronautics Press

122 E. 251T3 ST., NEW YORK
CABLE: AERONAUTIC, NEW YORK
"PHONE, 9122 MADISON SQ

ERNEST L. JONES. Pres't — -— THOMAS C. WATKINS, Treas'r-Sec'y
ERNEST L. JONES, Editor — M. B. SELLERS, Technical Editor
EOWARD LOBDELL, Associate Editor
SUBSCRIPTION RATES
UNITED STATES, $3.00 FOREIGN, $3.50
ee
No. 67 MARCH, 1913 Vol. XII, No. 3

Entered as second-class matter September 22, 1908, at the Easton ee New Udit under the Act of March 3, 1879.
q AERONAUTICS is issued on the 30th of each Month. All copy must be received by the 2oth.
Advertising pages close on the 25th.
@ Make all checks or money orders free of exchange and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted.

cAero -/art

RATES: 15 cents a line, 7 words te the line. MISCELLANEOUS
Payment in advance. a
CURTISS-FARMAN—Excep‘ionally well made pas-
senger biplane of Curtiss-Farman_ type. Roebling
cable, Naiad covered, 20-inch by 3-inch wheels, seam-
MOTORS FOR SALE less steel tubing, laminated ash and spruce members,

etc., $100. Buchanan, care of AERONAUTICS, 122
: Ah oa) e a E. 25th St., New York.

FOR SALE—A_ few Mode -4 xray Eagle —
motors, slightly used, that have been taken in ae RIF ee eens tybe aplene HON Dy ee
trade for larger motors. In first-class condition, and S Hoetae ae amene stones we 1 a Hall
uaranteed, at bargain prices. Kemp Machine Works, co Ne oOo CO Ue ition, for $1,
cr fee eG Dor cash, subject to demonstration to bonafide purchaser.
pes Cae Shipping boxes, propeller, crates, completely equipped
for the road. Free instruction in flight to purchaser
FOR SALE—6 cyl. ‘“‘Aero Special’? Elbridge 2- at well-known flying field. The best bargain of the

cycle, magneto, radiator, complete, new, sample. season. Opportunity knocks but once at every man’s

Original price $1,800, wil sacrifice at $800 cash. door. Address “Sacrifice,” care of AERONAUTICS,

Also 4 cyl. used, good shape, with magneto, at $450. 122, FE. 25th St... New. York:

Address at once, Two-Cycle, care of AERONAUTICS. FOR SALE—1912 genuine Curtiss aeroplane with
: hydro-aeroplane attachment. Model “D” exhibition

SRR es eee “YT? Jie Bsc type. Brand new Curtiss Model “O,’”’ 8-cylinder, 80
ENGINE FOR SALE—8-cyl. V, ESebece HP. motor. Extra parts, crates, ete. The ideal

eee iho lew. pense ne puys fa high-powered exhibition machine. Quick sale neces-
picked up every day. Thoroughly tested by maker Heder If FE ree Address Curtiss
who desires to sell the last one in his shop. Complete See Ca <_ =
with propeller, $800. Address, ‘Eight Cylinder,” FOR SALE—Tractor biplane, 42 feet spread, 5 feet
care of AERONAUTICS, 122 E. 25th St., New chord, double surfaced, Farman running gear, 8-cyl.
York. 60 H. P. motor, Bosch magneto, Schebler carburetor,
radiator, combination tank, 8-foot Paragon and Nor-
ITOIN r 4 wi male propellers, extra parts, tent, crates. Complete
BM Meee cee ie eactically vudusetl eee exhibition outfit. Would make fine hydro-aeroplane.
dition, regular price $4,000; going for $400. Also Price, $1,500. Will sell without power, or power

4 Bosch magnetos, and a quantity of engine fittings. plant separate. FF. Robinson, 191 Caledonia Ave.,

Address ‘‘Antoinette,’ care of AERONAUTICS.— TROIS Vers SING ANNE ie Bec Bales ee aia eee
Mar. HYDRO PONTOONS—In our stock of duplicate

parts we have a number of extra sets of pontoons
as = e x 3 gee for standard Curtiss hydro-aeroplanes. These sets in-
WOLVERINE—For sale, Wolverine 25-30 H. P., clude the complete boat, the small pontoons for ends

220 lbs. thrust, 130 Ibs. weight. New, good. Fac- of planes, all necessary braces, etc., everything com-
tory price $350. Best offer buys; or exchange for pleee and ready to put on. As they occupy space we
auto runabout. Also 2-cyl. 10 H. P. marine. L. B. need for other uses we will sell these few sets tor less
Post, 1020 McBride, Syracuse, N. Y.—Mar. than the cost of making the pontoons. Write today
SS if you want a bargain. Curtiss Exhibition Co., Ham-

FOR SALE—Brand new, special 10 H. P. 4-cyl. IAMS ponine Nese Venera oe ON este a
air- cooled engine, equipped with imported magneto and ASSORTMENT of complete power plants, includ-
Schebler carburetor. 3argain for $100. C. Louns- ing: Curtiss 25 H. P. 4-cyl.; Clement-Bayard 30’s;
bury, Box 3, Glen Spring Heights, Springdale, Conn. Hendee (Indian) 7-cyl., 50. Bargains at 50 per cent.
—Mar. below cost.

Immediate delivery of genuine Bleriot and sev-
BEBRIDGE “tor sale) 40-60 H..P. Elbridge motor, tal antiquated “but ‘successful aeroplanes “of ‘unex:

- : . = celled workmanship ‘‘for a song.’’ Address Assort-
Bosch and G. & A. equipped. Harrison radiator, not RSPAS ne Sa ee c
used. Motor not run 10 hours since new. Guaran- eee ae of AERONAUTICS, 122 E. 25th St.,

teed perfect condition. $450 cash, or nec a
75 H. P. motor and pay difference. Address,
illiams 5 St., Douglas, Ariz. Double Hydro Floats, weight, 55 lbs. each, pair, $250.
re et St Str Pouplas Atle Running Gears, Farman or Wright, complete, Saree
Hubs, knock-out axle or to fit, 1", 14g", 134", or 1*2

FOR SALE—At a sacrifice, one new 4-cylinder 50

H. P. Maximotor, 1912 model, complete with ee AEROPLANE WHEELS

and propeller, $400.—for immediate acceptance. H. A. w 50th S LN.Y
i 507. Majestic B ) it, Mich. J. A. WEAVER, Jr., Mfr., 132 West 50th Stree Z

Elliott, 507 Majestic Bldg., Detroit, Mich WEEE ont ou coraciete: $6.00-— 20"x8" $625.

with Curtiss or Farman type stock Hub, 6" wide.

We make any size or type of wheel. Send for list.
Compare my prices with all others.

ROBERTS four-cylinder with radiator and_ pro-
peller. Used very little. Price $850. Address
Roberts Four, care of AERONAUTICS.

AERONAUTICS

Page 104

March, 1913

A i
Pees Pe

Tae ary al

FEDERAL CONTROL OF AERONAUTICS

EXT to the Government Aerodynamical
Laboratory and an increased aero-
nautical appropriation, the great need

is for a national registration and license law
which will put aeronautics above aero club
politics.

It is obvious that once the Government, as
is proper, assumes control of the registration
of balloons, airships and aeroplanes and of the
licensing of operators, the country is free
from the custom of granting so-called “li-
censes” to aviators who merely fulfill cer-
tain ridiculous conditions while in all other
respects are absolutely unfit to be wandering
about in the air. We will not see world-
famous pilots deprived of said license simply
because they took part in a so-called “unli-
censed meet,” while others who were not
blessed with the appellation “licensed pilot of
the Aero Club” of this or that were free to
fly to their hearts’ content.

Every automobilist has wished for a Fed-
eral law. One must now get register anew
when he goes from one State to another and
then again when he gets to the next. As so
many States had their laws all on the books
it has been impossible up to the present to
get a national registration and license bill.
But there is a chance at this early stage to
avoid this situation in aeronautics.

Every individual, every club, that has the
real interests of the sport at heart will boost
for this universal plan. Opposition is proof
of private interests.

THE GOVERNMENT-LABORATORY

HE commission appointed by ex-Presi-
dent Taft to report on the feasibility
of an aerodynamical laboratory and

to make recommendations for the establish-
ment and conduct thereof has completed its
labors. It now remains for Congress to pass
a suitable bill.

Allow us to point out—and we believe that
our suggestions will be found embodied in the
result—that this is a national project, for the
benefit of all. It should not be an adjunct
to any one particular college or university,
it should not be hampered in its work by
civic or collegiate opinions and petty idio-
syncrasies, it should not be under the control
of this local aero club or that one, nor bear
the official approval-or be under the influence
of any one aeronautical organization. It must
be unlimited in scope and be under the con-
trol of the Government absolutely, beyond the
machinations of aeronautical politics.

Were it not for the peculiar situation which
exists in Aeronautics in the United States, it
would be needless to urge that personal pre-

possessions and temporary interests be not
permitted to outweigh the interests of the
United States Government and the aero-
nautical industry.

COVER ILLUSTRATION
lustration shows the new

HE cover illus
Burgess-Curtis “Coast Defense” marine
tractor supplied to the Army, in flight

at Palm Beach.

THE LABORATORY AND THE AERO-
PLANE

URING the past year the Royal Air-
craft Factory undertook a series of
experiments on _ full-sized machines,

to improve their efficiency and stability. These
were carried out in conjunction with aero-
dynamical researches at the British National
Aerodynamical Laboratory.

As a result of this work, one of the changes
to the Farman machines enabled that machine
to carry 82 pounds more load, the laboratory
calculations before the test having showed
that a gain of 80 pounds would result.

The net results of applying laboratory data
to the improvement of this machine were:

An increase of speed of from 37 M. P. H.
to. 47.5) VE Pa

An increase of range of from (35-37) M.
Pe ETO (38-4725) ie eeleaes tale

An increase in amount of load carried of
10%.

An increase in climbing ability of 100%.

A very great increase in stability and ease
of control.

A very great increase in total efficiency.

The power used was the same throughout
the tests.

Another striking result of using the labora-
tory data was the development of the Royal
Aircraft Factory Machine BE 2, which was
expressly calculated to exceed the require-
ments of the 1912 British aeroplane competi-
tion, from data furnished by the laboratory.

The conditions imposed upon competitors
were:

Attain an air speed over 55 M.

Climb at the rate of 200 feet per minute.

Fly fully loaded for 3 hours.

Glide at an angle of I in 6.

3e capable of landing at 40 M. P. H.

Range of speed 15 M. P. H.

The results achieved by the laboratory ma-
chine were: 72 M. P. H., 480 feet. pcr minute,
5 hours, 1 in 8, 40 M. P. las suis lee Jal.

The results attained were in almost per-
fect accord with the computations of the
laboratory data.

AERONAUTICS Page 105 March, 1913

“KEMP MOTORS”

=e are now being manufactured in four sizes
to meet the demands for smaller and larger
motors. Nothing but first-class material,
equipment and workmanship used through-
out. Why not consider a reliable power-
plant at a reasonable price for your ’plane?

ee Model G-2 16 H. P.
% Model 1-4 35 H.P.
my Model H-6 55) H. P.

Model J-8 75 H.P.

KEMP MACHINE WORKS - - Muncie, Ind.

PLANES hold the following records:

World’s long distance hydro record with one passenger.

World’s long distance hydro record with two passengers.

American endurance record, aviator and three passengers.

Have more world’s records than all other m’f'rs combined.

The first successful Tractor Biplane built in America.
The New Records indicate superior efficiency.

Be OnE Why not get an efficient machine

Fiy; While vou are about it?
lying

» BENOIST AIR CRAFT CO.

Action 6628 DELMAR BLVD. ST.LOUIS, MO.

SLOANE The Deperdussin School SLOANE

Will be back East for the SPRING SEASON about May Ist, 1913
The BEST Machines - - The BEST Pilots - - The BEST Field

These guarantee a thorough course and complete satisfaction

Monoplanes Water Flying
Biplanes Everything the Best

. Be up-to-date by learning
You want to learn to fly. E ; i.

Why not learn with us? to fly on our famous Caud-

Assure yourself of learn- ron and Deperdussin Mon-

jng the art of flying by at-
tending an established
school.

oplanes.

We conduct the only

oe . 2 school in America teaching
Convince yourself of the

ability and reputation of
our school by writing for
information regarding our
wonderfu! performances in
Califernia.

on these machines.
Safe machines and com-
petent imstructors are as

good as insurance.

WRITE Gilpatric and Miss Stahl starting on their record WRITE
altitude flight.

SLOANE AEROPLANE COMPANY

210 Merchants Trust Bldg. B’way and 2nd Street 1733 Broadway
LOS ANGELES CAL. NEW YORK CITY
"Phone MAIN 3674 "Phone COLUMBUS 5421

NATIONAL AEROPLANE CO. 606 S. Michigan Ave. Chicago, Ill.

In answering advertisements please mention this magazine.

AERONA UTICS

Page 106

March , 1913

Curtiss Flying Boat
(Continued from page 94)

Lateral stability is secured by the usual
ailerons hinged by pivot bolts through bush-
ings in outer rear struts. These are 10 feet
by 3 feet. These are controlled by 1-16 inch
Roebling cable run in duplicate over large
pulleys to the shoulder braces forming the
back of the aviators’ seats and may be worked
by one or both of two occupants.

The folding running gear consists of two
20 inches by 4 inches Goodyear wheels cen-
tered 9 inches back of front edge of plane.
The power plant is the standard 8-cylinder
“V” 80 H. P. Curtiss engine, driving direct
a Curtiss propeller 8 feet by 5 feet 6 inches
pitch. Bosch dual magneto, El Arco radiator.
A starting crank is employed. The fuel and
oil tanks are strapped to the engine bed, which
is supported by steel tubes and double guyed.
The thrust is 500 to 550 pounds.

The boat, made of spruce, measures 23 feet
714 inches in length, 30 inches greatest width

and 38 inches greatest depth. The bow is
hooded with a Goodrich aluminum fabric
shield. The boat serves as a fuselage and

supports the tail. Three small keel strips pre-
vent damage to the hull from the beach
From the middle the boat tapers to a point
at the rudder post. The hull has one 3-inch
step and is divided into 6 watertight compart-
ments. Two small floats are also attached
under each wing end.

The two seats, side by side, are in the hull
just ahead of the front spar. The one steer-
ing column branches into a “Y” to the upper
ends of which are attached the steering
wheels. The fore-and-aft rocking of the
pillar operates the elevator and the natural
side swaying of the pilot moves the shoulder
rests which operate the ailerons.

A small door on each side provides facility
in embarking. The fabric hood curves out-
ward around the seats to give plenty of room.

The consumption of gas per hour is 7 gal-
lons, 2% pints of oil, the engine running 1300
R.P.M., total weight empty 1,200 pounds, or
with supphes for 4 hours and operator, 1,700
pounds. Speed 59 miles, climbs 200 feet per
minute.

Wright Versus Curtiss
(Continued from page 93)

sist, the machine will be brought back to the
horizontal position before it has had time to
turn out of its course to any dangerous ex-

ie

N° 1873

tent, hence the rudder need not be used as an
offset. The machine will come back to the
level and the side resistance of the tail will
be sufficient to swing the machine back to a

straight course. Of course, in windy weather
gusts will persist and hence the turning will
persist and there will come a time when the
rudder will have to be used to prevent de-
struction.

N2 1874

What I have written above will, I think,
not only support the decision given at Buf-
falo, but it will explain why there is a dif-
ference of opinion among aviators as to just
how much the rudder has to be used in the
Curtiss system.

FEATHERING DIRIGIBLE PROPELLER

(The following, left out of the February issue, should fol-
low the last line on page 68 of that number. )

the propeller. The efficiency is determined by
dividing the work appearing from the action

of the propeller by the total power applied to
sl

BOOKS RECEIVED

BULLETIN DE WL INSTITUT AERODYNA-
MIQUE DE KOUTCHINO, Vol. IV, published by
Librairie Aeronautique 40 rue de Seine, Paris, at 8
francs. Oto volume, paper, 140 pp., with illustrations,
diagrams, tables, etc. Written in French. Reports
experiments on propellers, disposition of c. of p., re-
sistance at various angles of incidence, etc.

ENGINEERS’ HANDBOOK ON PATENTS, by
William Macomber, a leading patent lawyer and Pro-
fessor of Patent Law at Cornell.

This volume is a handbook in which are presented
the theories which underlie successful inventions and
tend to guide the inventor on successful lines, both
as to the law and theory of patents. It places in
the hands of the inventor, engineer and manufac-
turers in general, a concise, handy volume that shows
a distinct departure from the orthodox order of works
on patent laws. Legal phraseology and terminology
has been omitted to the utmost and all the matter is
stated in plain, direct words. A careful study of
the book will enable the user to avoid lines of thought
which have resulted in past failures on the part of
other inventors and will inform him of the steps
necessary to secure for himself the full benefits of
a successful invention. This is just what the aero in-
ventor needs. Published by Little, Brown & Co.,
Boston, at $2.50 in leather.

AERONA UTICS

Page 107

CHARAVAY PROPELLERS

BETTER THAN EVER

Have you seen our new price list ?

SLOANE AEROPLANE CO.,

Write for it.

- 1733 BROADWAY, New York City.

A price for everybody.

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

ALBATROSS ENGINES

Made in two sizes

50 H.P. 6-cyl. Air-cooled, 3¥sight
PRICE, $650.00 Complete

100 H.P. 6-cy!. Water-cooled, Yeish*
PRICE, $850.00 Complete

Catalog Free Agents Wanted

ALBATROSS COMPANY

DETROIT, MICH.

DETROIT ARO POWER PLANT
compcete $300 Reap To RUN

INCL.PROPELLER-CARBURETOR-BOSH MAGNETO,
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS.

‘S GUARANTEED 1°

210 LBS. MIN. STATIONARY THRUST
158 LBS MAX.WEIGHT(COMPLETE)
36 HOURS DELIVERY

LIFT AND FLY
CURTIS BYPLANES
BLERIOT XI MONOPLANES &
DEMOISELLE MONOPLANES
OR CRAFTS OF SIMILAR MAKE

March, 1913

DETROIT AROPLANE CO. Vs

AERONAUTICS

New and Enlarged Edition, Commencing January, 1913

The Leading British Monthly
Journal Devoted to the Technique
and Industry of Aeronautics.

(FOUNDED 1907) We make an extra high grade
plated finish wire for

Yearly Subscription One Dollar, : ;
aviators use.

Eighty-Five Cents Post Free

FOR FURTHER INFORMATION ADDRESS

John A. Roebling’s Sons Co.
TRENTON, N. J.

Note:— A specimen copy will be mailed

free on receipt of 15 cents.
HEAD OFFICE:
3 London Wall Buildings, London, England
4 American Office: 250 West 54th Street, New York
Socho ce of oe ofecfa ofa oe cf oe eo cin ae oe ea coal che efecto ofe ofe oe fe of fe coche ce

Sv F Z, (oO MPANY
ole & s a
coll Ball Bearings

250 West Fifty-fourth, New Yorlk

Torbecfooferfoofeofoofeofeofooge foots foots efoofe efooge ctooke efoohe fe
ao eGo he ae ofa fe of of oe oe ofa ofnate ef of ofa ofa Jo of of of ofa ofa ake

V-Ray Spark-Plugs Never Lay Down

Marshalltown, Ia.

The V-RAY CO.

TLL ef
. C. (Bud) MARS, now booking season 1913.

Have never been connected with the American
Aeroplane Mfg. Co. and School of Aviation.

AERONA UTICS

A view of the Navy aviation camp on Guantanamo
Bay, Cuba, with warships in the background. These
machines are here in a strategic position in the event
of intervention in Mexico. Guantanamo is about
1,400 miles from Vera Cruz and about 960 miles from
the nearest Central American coast. These machines

Page 108

can be quickly transported, when wanted, to any
point in the Carribbean or the Gulf of Mexico. The
aviators have been doing fine work with the fleet,
in addition to their principal job of instruction. Much
of their information must be regarded as _ conh-
dential by the War Department.

THAT AERODYNAMICAL LABORATORY

President Taft appointed a commission to inquire
into the feasibility of an aerodynamical laboratory,
investigate the advantages to be derived therefrom
and report with a definite plan of action. The com-
mission has had three meetings and several sub-
committee meetings, and has prepared a report which
recommends the establishment of a national aero-
nautical laboratory under the direction of Smith-
sonian Institution at Washington, and advised by
an aeronautical committee similar to that known as
the British Advisory Committee on Aenonautics.

Owing to the rush in Congress at the closing hours
of the last session the bill legalizing the commission
was not passed so that this body cannot make its
report to the President and to Congress, or give
publicity to it. There is a strong sentiment in Con-
gress in favor of a bill which embodies the views
of the commission and there is no opposition save
from one lone technical institution.

The Smithsonian Institution is under the control
of the United States Government and is a non-
partisan organization. Its aid to Langley, to science
in all its branches, and its contributions to public
knowledge are well known. It has funds which can
be applied at once to the equipment of the labora-
tory once the project is legally launched.

The bill for the establishment of such a laboratory
will probably come up in the first session of the new
Congress, and its provisions are as follows:

This bill was introduced in the Senate by Mr.
Stone and referred to a committee. From here it
will be reported in the new Congress.

The following is a synopsis thereof.

A BILL TO ESTABLISH A NATIONAL AERONAUTICAL
LABORATORY.

Be it enacted that a National Aeronautical Labora-
tory is hereby established under the direction of
Smithsonian Institution;

Sec. 2.—Functions of the laboratory shall be the
study of the problem of aeronautics, etc.

Sec. 3.—Laboratory shall, under regulations to be
established and fees to be fixed, exercise its func-
tions for the military and civil departments of the
Government; also for any individual, firm or asso-
ciation, provided that such individual, firm, ete., shall
pay cost of material and labor of employees in con-
nection with such exercise of the functions of labora-
tory.

Sec. 4.—Director at $5,000, appointed by the Presi-
dent with advice and consent of Senate; clerks, etc.,
to be appointed first year to be reported to Con-
gress.

Sec. 5.—Director shall have general supervision,
make annual report, and issue bulletins giving in-
formation of value for public distribution.

Sec. 6.—Board of Regents of Smithsonian may rent
temporary quarters, etc., as may be provided for by
private contributions or authorized by Congress, buy
books, equipment, etc.

Sec. 7.—Gives Regents power to accept gifts, hold
and dispose of same.

Sec. 8.—Laboratory work under control of an aero-

nautical committee composed of director of labora-
tory, Chief of Bureau of War Department, in charge
of military aeronautics, officer of Navy in similar
position, secretary of Smithsonian, Chief of the
Weather Bureau, Chief of U. S. Bureau of Stand-
ards, with not more than seven additional persons
of proper qualifications, these latter to be appointed
by the President, three of whom shall be residents
of the District of Columbia, and not more than one
of the remainder from one State. These members
serve without pay, actual expenses attending meet-
ings, however, to be paid. One member to retire
each year and appointments thereafter for a period
of seven years each.

CONCERNING THE CONNECTION BETWEEN
A NATIONAL AERONAUTICAL LABORA-
TORY AND INSTITUTIONS OF
LEARNING.

It is desirable, in connection with this laboratory,
to so co-ordinate the research work and the supply
of information as to encourage the study of aero-
nautics at many of our universities and _ technical
schools, some of which may obtain adequate facili-
ties, eventually, for original investigations in aero-
dynamics.

Under the stimulus of a central national plant lo-
cated at the Smithsonian Institution in Washington,
which is cognizant of the standards of scientific study
at all institutions of learning, each school may be
kept informed concerning the progress of original in-
vestigations at the national laboratory and all that
is accomplished by foreign laboratories in other parts
of the world, to the end that a concentration of ef-
fort by all may be focussed upon the most im-
portant problems from time to time, and that an in-
centive may be created whereby many of the bright
students and their instructors, in all parts of the
land, may be encouraged to co-operate in this new
field of exploration and, eventually, to supply a
much-needed body of scientific engineers and _ phy-
sicists well grounded in the science of aeronautics.

It might, perhaps, be possible to locate certain
facilities for independent research in aerodynamics
at one or more of these schools, by private endow-
ment, as has been done abroad in some countries,
and original plants of this sort should be encour-
aged, but they would be mere adjuncts of the col-
leges and would not be equipped with resources for
extensive open air aeronautical investigation.

The colleges would be, under the plan, provided
by the bill before Congress, co-operating branches
of the central plant to the full extent of any su-
perior facilities they might possess. There would
be created, thus, a large body from which to choose
the talent required at the national plant, and at manu-
facturing establishments generally. This body would
be too restricted if narrowed down to any one col-
lege, and the ends of justice of efficiency would not
be served should exclusive preference be given to
any particular college in the selection of such talent
for the national plant.

March, 1913

thas all

AERONA UTICS Page 109 March, 1913

- DO YOU TRUST YOUR MOTOR?

Lincoln Beachy
trusts his Curtiss

He holds the American
Altitude Record and dces
things no one else would
attempt.

Lieut. J. H. Towers, U.S.N.
trusts his Curtiss

And holds the American
and World’s Duration and
Distance record for Hy-
droaeroplanes.

Results tell the Story

No matter whether you want a
motor for power, speed, reliability,
or endurance, careful investigation
will prove to you that Curtiss Motors
are years ahead of all others.

Used by the Governments of the
United States, France, Russia, Ger-
many. Japan, Italy, Austria, Brazil,
et al. Only adopted by them after
most severe tests

There’s always
a Reason

We want to send
you the advance
catalog of Curtiss
Motors for 1913
and explain why
Curtiss: Motors
lead the world.

Ask for it to-day.

4-cyl. 40 H. P. Curtiss Power Plant.

CURTISS MOTOR COMPANY

21 LAKE STREET - - HAMMONDSPORT, N. Y.

In answering advertisements please mention this magazine.

AERONA UTICS

Page 110

March 1913

Nes, Genetal-=

NATIONAL REGISTRATION BILL

The Aero Club of Pennsylvania is sponsor—con-
gratulations—for a Federal bill to be introduced into
the next session of Congress which provides for the
registration of all aerial craft and the licensing of
all operators save those flying over aerodromes under
their own control.

Its provisions follow the average State automobile
law and time will, no doubt, necessitate improve-
ments but it is good for a starter and deserves the
hearty support of all. Let us hope that this will
be passed before we have a conglomeration of fool
State laws.

The committee of the Club which drafted the bill
consists of E. Gullman, chairman; Henry M. Neely,
Victor de Yonckheere, H. B. Hankins and M. F.
Donoghue.

AWB ies
PROVIDING FOR THE REGULATiON, IDENTI-
FICATION AND REGISTRATION OF
ALL VEHICLES OF THE AIR,
AND THE LICENSING OF
THE OPERATORS
THEREOF.

“Whereas, it is deemed expedient that the control
of all vehicles of the air, and of the licensing of
the operators thereof be under the control of the
United States of America, therefore:

“Be it enacted by the Senate and the House of
Representatives of the United States of America in
Congress assembled:”’

Section 1.—This covers the terminology of Aero-
nautical terms, defining ‘‘aviator,’’ etc.

Section 2.—That no aircraft shall be operated unless
registered in the office of the Bureau of Navigation
of the Department of Commerce and Labor.

Section 3.—Every application for registration shall
set forth, verified by oath the name and residence
of owner, description of type of aircraft, name of
manufacturer, manufacturer’s number, if any, of said
aircraft, to be registered.

Section 4.—Bureau of Navigation of Department
of Commerce and Labor to enter such application
and if all requirements Section Three of this Act

complied with, to issue a numbered certificate of
registration for a fee of $5.

Section 5.—Every registration certificate issued
must contain the facts required by Section Three

and date of registry. Registration of such aircraft
not to be valid until registration number is posted
in a conspicuous place on said aircraft; and _ the
registry shall be null and void if the aircraft is used
if the number be removed.

Section 6.—License to be valid for one calendar
year. Annual fee $5.

Section 7.—No person can use any
until licensed by the same Bureau.

Section 8.—Application for operating license shall
set forth in writing, verified by oath, name and resi-
dence of applicant, post-office address. Applicant to
be over 18 years of age. Shall submit satisfactory
proof that said applicant is duly qualified to operate
such type of aircraft as said applicant applies for
permission to operate. To application attach certificate
of physician that applicant is sound of body, with
special reference to eyesight, condition of heart
and condition of nerves.

Section 9.—It shall be the duty of said Bureau
to enter application in, if all the requirements of
Section Eight have been complied with, to order
applicant to make such tests as may be deemed neces-
sary, and if applicant demonstrates ability to manage
aircraft as provided for in rules and regulations,
en paid Bureau shall issue certificate to applicant.
fee. $5.

aircraft

Section 10.—Operating license must contain
licénsee’s name, address, date of registration, the
number of the license. Licensee, whenever operating,
must exhibit for inspection certificate at request
of such Federal authority as said Bureau shall by
its rules and regulations provide.

Section 11.—License valid one calendar year. Fee
$5.

Seciion 12.—Registration certificate or operating li-
cense shall not be transferred.

Section 13. No person holding an aviator’s license
shall be permitted to operate under said license a
dirigible balloon or spherical balloon, and vice versa.

Section 14.—Any person or persons using or
operating any hydro-aeroplane on any body of water
shall be subject to the laws, rules and regulations of
marine craft and shall not be subject to the laws,
rules and regulations governing aircraft.

Section 15.—The Department of Commerce and
Labor is authorized to establish rules and regulations
from time to time as it may see fit to do so to carry
out the purpose of this Act relating to the registry
and operating of all aircraft, and the granting of all
aviator’s and aeronaut’s license, and generally to do
and perform all things which it may deem necessary
for the carrying out of the provisions of this Act.

Section 16.—Breach of any provision of Act shall
be sufficient cause for revocation of registry of
operating license.

Section 17.—The provisions of this Act shall not
apply to novices experimenting in any aerodrome, or
under the supervision of a licensed aviator or
aeronaut.

Section 18.—This Act shall take effect thirty days
after its approval.

HILD MAKES WINTER FLIGHT

Frederick C. Hild, who is the American Aeroplane
Supply House, of Hempstead, L. I., flew his 4-cyl-
inder Roberts-Bleriot-type in a dense fog from Hemp-
stead to Blackwell’s Island, in the East River, land-
ing on the penitentiary grounds, on March 4. The
distance is about 18 miles. On trying to start in the
deep mud, he broke a propeller and finally shipped
the machine back.

The day was cold and drizzly. Hild expected to
fly to Washington. He still plans this trip.

Hild taught himself to fly in one of the machines
his company has been marketing and flew for his
certificate on February 20th, when he was up 2,735
feet. He saw a mirage of the village of Hemp-
stead at the height of 2,000 feet in the altitude test.
The village appeared to be magnified to about 20
times normal size.

BENOIST BOAT FLYING

The Benoist flying boat has had its successful
trials under the guidance of Hugh Robinson, the
former Curtiss hydro flyer, with envious water

boats chugging along through the muddy Mississippi.

REID FLYING COLUMBIA BOAT

The Washington Aeroplane Company’s new flying
boat, belonging to Marshall Reid, equipped with the
new 80 H. P. Gyro motor, made six successful
flights March 14, at a speed of about 65 miles per
hour in the air, getting off the water in about 100
feet. This boat was described in the February issue.

AERONA UTICS Page 111 March, 1913

ANNOUNCEMENT
IC?ele

To Our Friends--Our Patrons
THE AVIATOR’S CHOICE and Aviation Generally

The New York Aeronautical
Supply Co. of 50 Broadway, New
York City, has consolidated with the
Cordeaux-Etter Mfg. Cor-
poration of No. 11-13-15 Mc-
Kibben st., New York City (B.B.)

N.Y.----and in the future they will
x do business under that name. A
Model B, 4-cylinder, 60-70 h. p. large stock of Aeroplane Sup-

Weight complete 260 Ibs. 500 Ibs. thrust plies and Woodwork 1S carried

Three other models correspondingly
SIMPLE, COMPACT, POWERFUL
Write for catalog

DETROIT Cordeaux-Etter Mfg. Corporation.

11-13-15 McKibben St. New York City
1528 E. Jefferson Avenue (Borough of Brooklyn)

in stock at all times. Send 10 cents
for catalogue describing over 750 12K

@Will prepare you for a commercial future in Aviation. Graduates ready for Exhibition
Flying. Trade Demonstrators. Private Operatives.

@ An open field for pleasant remunerative employment.

@ Offers these unique advantages: A $50,000 equipment of Standard Aeroplanes,
Hydro-Aeroplanes, and Flying-Motor-Boats.

@ Classes limited to ten students under the personal supervision of Mr. Glenn H. Curtiss.

@ Opportunity to keep directly in touch with latest developments in Aviation.

a OO east
EE Re Toi,

ILLUSTRATED LITERATURE AND INFORMATION FREE. KINDLY ADDRESS

CURTISS AEROPLANE COMPANY
21 LAKE STREET HAMMONDSPORT, N. Y.

In answering advertisements please mention this magazine.

AERONAUTICS

BOSTON—-NEW YORK VIA ’PLANE

Harry M. Jones, who started from Boston, Janu-
ary 13, with a package of beans via aerial parcel
post for New York’s postmaster, on March 10 almost
completed his trip when he landed at Rye, N. Y.
He was looking for experience after purchasing his
3urgess machine—and he got it in plenty—cold, wind,
storms, and general troubles peculiar to aeroplanes.

IMPORTS AND EXPORTS

During the year 35 aeroplanes and parts of domestic
make were exported at a value of $126,427. For De-
cember, 1912, alone, 3 were exported at a valuation of
$13,286, including parts. No imports or exports of
foreign machines were made during December. For
the year ending December 31, 16 aeroplanes, with
parts, were imported, valued at $62,876. Exports of
foreign goods were 17, totaling $69,886. Five for-
eign machines remained in warehouse, valued at $19,-
516. Previous to July 1, 1912, parts of aeroplanes
were included in another division than under aero-
planes so that the total figures given are slightly under
the actual, without doubt.

NEW INCORPORATIONS

Aerial Yacht Co., San Francisco, $25,000; S. P.
Christofferson, L. Christofferson, Ernest Hammer.

National Aeroplane Mfg. Co., Oakland, $250,000;
Weirliceinvirig. Wieden Gasselman, An (Ga Mavlor.eS: IP
Post.

The Kirkham Aeroplane & Motor Company,
Savona, N. Y., $100,000; Edwin H. Skinner,
Beach, N. Y.; Charles B. Kirkham and
Vaughn, both of Savona, N. Y.

Cordeaux-Etter Manufacturing Corporation, Brook-
lyn, N. Y., $10,000; Theodore H. Klein, 273 Halsey
Street, Brooklyn; John Winne, 534 West 124th Street,

Inc.,
South
Stanley I.

and Walter Schulman, 40 West 127th Street, New
York. Takes over the N. Y. Aeronautical Supply
Co.

Richmond Aeroplane & Exhibition Corp., Box 884,
Richmond Vas bo OL0 00s si wees Grassweliie ale. ) Vie
Thomas, Harvey Baker.

Silver Lake Aviation Co., Jersey City, N. J., $300,-
000; Jos. E. Curtin, Lynn Comstock, H. O. Coughlin,
latter of New York.

The First Am. Passenger
New York, $20,000;
Fuller, Tony Mundus,
Brooklyn.

The Wright Memorial Commission, Dayton, O.;
A. M. Kittredge, E. A. Deeds, J. C. Eberhardt, F. H.
Rike,, E. E. Burkhart and O. B. Brown.

The Keystone Aircraft Company, Philadelphia, Pa.,
SLOO (000s SES IPS Brys M: iG oRyans) J. G. YJiortes, all
of Philadelphia.

Sailing
Frank Weninger,
latter, 495

Airship Co.,
George A.
Bainbridge St.,

BUSINESS TROUBLES

Receiver has been appointed for Standard Aviation
Co., of Chicago.—Chicago Tribune.

Fred Eldred, Kalamazoo, Mich., adjudged bank-
rupt with liabilities of $14,000 and no assets. Two
years ago he tried to float the Tribiplane Company of
Kalamazoo.—Grand Rapids Herald.

Aerial Navigation Co., Girard, Kan., adjudged
bankrupt March 5. E. R. Adams is Referee, 246
Wahlenmaier ,Bldg., Kansas City, Kan.

DEATH OF KRESS

Ingenieur Wilhelm Kress, of Vienna, whose early
experiments in aviation, particularly with a_hydro-
aeroplane, are common knowledge the world over
in aeronautical circles, died on the 24th of February,
aged 77 years.

WRIGHT SINGLE PROPELLER
MACHINE

A new machine is being listed by The Wright
Company, having the same approximate dimensions
as the model EX, which was the exhibition size of
the standard Wright, equipped with the four cylinder
motor driving a single propeller. A motor starter
will be included as standard equipment.

Page

2 March, 1913

MOISANT AVIATOR FLIES FOR TAFT

The Moisant chief pilot, S. S. Jerwan, delivered
a letter by aeroplane to ex-president Taft in front
of his hotel at Augusta, Ga., on March 8, by dropping
it from his monoplane. He also delivered the
Augusta “‘Chronicle”’ via. aeroplane, making a flight
of 60 miles.

In the letter, Jerwan said, in part:

“Tt is a sad spectacle that the United States, rank-
ing as it does among the most powerful nations of
the world, and priding itself upon being the _ birth-
place of aviation, should play so small a part in so
vital a matter as the necessity of an appropriation
for an aerial fleet, in keeping with the standing and
dignity of this country.”

Mr. Taft kindly acknowledged the unique letter
but declined Mr. Jerwan’s offer of a ride.
The school will move back to Garden City the

early part of May. So far, at the winter headquarters
ten pupfls have been trained. Marvin C. Wood,
one of the pupils, has qualified for his license at
the U. S. Army Aviation Field, Augusta, Ga.

The two Aldasoro brothers of the Mexican Govern-
ment are to try for their license and will then start
for Mexico, to take an active part in the war against
the rebels.

CURTISS RUNS MOTOR 40 HOURS

HE Curtiss Aeroplane Company deserve credit
for the longest non-stop engine run on record
so far as recollection serves—40 hours. Just to

make certain that the public will believe this, the com-

pany submits to AERONAUTICS a detailed state-
ment of horsepower, revolutions, etc., backed up
by sworn affidavits. These witnesses testify that

Curtiss’ motor number 323, on February 4, ran for
40% consecutive hours without a single adjustment
or the motor touched other than to supply fuel,
and that a record of the speed was made every half
hour and that at no time did the engine turn less

than 1025 R. P. M. at which speed it developed
approximately 70.4 B. H. P. and that the average
P. M. was 1040.
This same motor, as one affidavit shows, was

used for 3 months in school work previous to the
40.5 hour run, and during that time Francis Wildman
made 577 flights, covering approximately 4,616 miles,
in the air 96 hours total; also, that previous to this
the motor was used by Hugh Robinson for four
months, whose record card shows about 6,000 miles.

In all this time no repairs were made other than
grinding valves. Q
In the test the motor was loaded “with a

dynamometer fan which absorbed practically 70 H. P.
at 1025 R. P. M., all adjustments were set in ad-
vance and no adjustments of any kind were made
during the run; the motor was not touched during
the 40 hours. At the end of 40 hours, with 30
minutes added for good measure, the engine was
running alone at 1040 R. P. M.”

On a basis of 55 M. P. H., this run would have
produced a flight, non-stop, of 2,200 miles. The
company gives the mileage of the motor as 13,500.

Copies of the new catalogue, covering a 4-cyl.
40) Ee Ps 6-cyle60) Eee andr anns-cylane View eoU mie ms
may be had now on application.

KEMP RUNS MOTOR 5 HOURS

The Kemp Machine Works recently ran one of
their six vertical cylinder 55 H. P. air cooled motors
on the block for five hours, according to the report
made by the company to AERONAUTICS.

“After running the motor 15 minutes the first run,
and all was working smoothly the motor was stopped
long enough to fill the oil reservoir and gas tank
and was then started for a little limbering up in
which the motor was run for 4 hours and 40 minutes
on a trifle over 5 gallons of gasoline.

“The last hour the motor was running at full speed
and pulling to its limit in which the cooling was
excellent although we have increaed the bore of
the cylinders to 434 inches and raised the compres-
sion considerably, but the new type of cylinders and
valves and the increased radiation surface take care
of the cooling without a force blast other than that
of the propeller even with the auxillary ports elim-
inated entirely which makes the motor clean and
desirable in other ways and permits throttling as low
aS ieli7(S ue cmele eV eae

The new catalog of the Kemp Machine Works, of
Muncie, Ind., is now ready.

AERONAUTICS Page 113 March, 1913

BALDWIN

Vulcanized Proof Material

For Aeroplanes, Airships, Bailoons. First Rubber-
ized 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 Wittemann’s. All motors
guaranteed. Immediate delivery.

Experting

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

Private Flying Field

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

CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York

AEROPLANES

In answering advertisements please mention this magazine.

AERONAUTICS

Page 114

March, 1913

Correspondence

OBJECTION TO MR. VERRILL’S
ARTICLE
To the Editor:

“On page 20 of your January issue, there is an
article by Mr. A. Hyatt Verrill, the fifth paragraph
of which is such a direct slap at the Roberts Motor
and so thinly veiled that we wish to make a protest.

“Mr. Verrill’s criticisms of our statements are en-
tirely uncalled for, and show that they appear to be
based on some grouch against the Roberts Motor
which we cannot understand. We will take these
matter up seriatim and answer them.

“First, regarding the motors having ‘never failed.’
So far as our own knowledge is concerned of the
stoppages of Roberts Motors in the air, particularly
at the time this statement was made, we do not
know of any other cause ‘for stoppage’ except run-
ning out of gasoline. The writer has seen a great
many flights with Roberts Motors in various parts
of the country, probably one hundred or more, and
not in a single instance, has he seen the motor stop
running in the air.

“Mr. Weldon B. Cooke, the California aviator, who
has been using a Roberts 6-cylinder motor since a year
ago this month, and has filled during the season
of 1912 some 73 professional engagements, states
that his motor has stopped on him only once, and
then it was on account of lack of gasoline.

“Tn all our experience, we do not know of a single
accident that was caused by the motor stopping in
the air. It is possible that there have been some,
but we have yet to hear of them.

“Now so far as the motor spoken of as flying
‘continuously’ for over a year with less than 10
cents repairs, Mr. Verrill’s only chance for criti-
cism is in a typographical error of the term ‘con-
tinuous,’ which should be ‘continual.’ This motor
was the second 4-cylinder we built and sold originally
to Messrs. Hadley & Blood, of Mineola, by them to
Fred P. Shneider, of New York, and by Shneider
to the Tarbox Bros., of Washington, D. C., where
it was flown almost every good flying day during
the season of 1911. Tarbox Bros. sold this motor
to Raymund V. Morris, of New Haven, Conn. As
we were especially interested, we followed the per-
formance of this motor very carefully and our
records show that the only repair to this motor was
the replacement of a taper pin in the pump driving
gear.

“Tf Mr. Verrill knows of a serious accident that
occurred due to motor trouble with a Roberts Motor,
this is a matter of which we have no knowledge
whatever.

“The accident referred to by Mr. Verrill was per-
haps that to Raymund V. Morris, as that is the only
serious accident of which we have knowledge with

the Roberts Motor in the neighborhood of New
Haven. We have a letter over Mr. Morris’ signa-
ture stating that the accident was due to no fault

of the motor.

“As to the number of Roberts Motors in use, I
doubt very much if Mr. Verrill has any reliable
data on this matter such as we have. It might in-
terest your readers to know, as a matter of in-
formation, that in seven months we sold 61 Roberts
aeroplane motors and shipped 55. There are prob-
ably quite a number of Roberts Motors in use in the
United States in aeroplanes that Mr. Verrill has
never heard of. At the time we made the statement
that no Roberts Motors had been abandoned in pref-
erence to another make, we had no record of a single
aviator flying another motor after once using the
Roberts, except that he was flying for some one
else and was compelled to use the motor furnished
him. Since then, we have a record of just one in-
stance of this kind, and if Mr. Verrill knows of
any other, he has knowledge which we do not possess.

“We really believe that Mr. Verrill’s criticisms are un-
called for and are the result of something entirely for-
eign to the facts in the case, and we trust you will give
this letter the publicity which it deserves, under the
circumstances.

“We also wish to take exception to Mr. Verrill’s
statement that in ‘nearly every case the American
motor will suffer by comparison with the European

”?

“prototype. This would make the American motor
appear to be a copy of the foreign motor while as
a matter of fact the majority of American designs
are original in themselves, and not copies in any
sense of the word.”

Yours very truly,

THE ROBERTS MOTOR COMPANY.

Hebs 7, 1913:

EDITOR’S NOTE: Every one realizes that an
editor is not responsible for individual opinions ex-
pressed in articles by others; yet, a journal is al-
ways open to the other side. Whenever injustice
has been done, even by authors of articles, it is only
right that there should be a remedy.

Letters have been received from Fred’k C. Hild,
of the American Aeroplane Supply House, and from
Raymund V. Morris, users of Roberts motors. Both
of these correspondents are enthusiastic on the sub-
ject of their own motors. Hild flew for his pilot
“license” up to 2,735 feet, in 32 minutes. He says
he never knew any of his Roberts to fail in all his
experience, and his 4-cylinder has been in use in his
school flights all winter, flying 2 to 4 hours every
week. ‘“‘Never missed and not a single cent for re-
pairs.”’

Mr. Morris states he finds but one of the five
statements alleged by Mr. Verrill to be in the cata-
log of a certain 2-cycle engine maker (presumed to
be the Roberts company) actually in that catalog,
and takes these statements up categorically. His
4-cylinder Roberts was used over a year, he says,
without repairs, 7. e., replacements. ‘‘To tighten a
bearing is not to repair it. To repair is to restore.”’

As to the accident met with by Mr. Morris, he
states it was not due to the motor’s failing, not-
withstanding newspaper reports.

BOOKS RECEIVED

THE BOY’S BOOK OF INVENTIONS, by Harry
E. Maule. 8vo., 374 pp., fully illustrated. Published
by Doubleday, Page & Co., at $1.60 net. Of twelve
interestingly written and instructive chapters on
various mechanical and scientific subjects, three are
written on history, development and the present-day
aeroplane. For the mechanical boy’s Christmas no
more suitable book could be given. Even the older
ones who enjoy the recital of world progress will
find the book absorbing.

KATALOG DER HISTORISCHEN ABTEILUNG
der Ersten Internationalen Luftschiffahrts-Ausstellung
at Frankfurt in 1909, by Dr. Louis Liebmann and
Dr. Gustav Wahl. Large quarto vol., 513 pp., hand-
somely illustrated. Published by Wusten & Co.,
Frankfurt a. M., Germany, at 30 marks. This book
contains a description of all the objects displayed in
the historic department of the “ILA” exposition at
Frankfurt. Old relics in the way of engravings and
descriptions of famous balloons or other craft devised.
Reproductions are shown of famous drawings, medals,
autographs, letters, etc. A book for the library and
the historian.

LES HYDRO-AEROPLANES, par Pierre Riviere.
Paper, 8vo., 88 pp., ills., published at 3 fr. by
Librairie Aeronautique, 40 rue de Seine, Paris. A
short history of the hydro-aeroplane, with pictures,
drawings and descriptions of the present-day ma-
chines.

ABREGE SUR L’HELICE et La
V’Air, par Maurice Gandillet; Quarto, 3
lished by Librairie Gauthier-Villars, 55 Quai des
Grands Augustins, Paris, at 10 francs. Chapters:
Resistance de JlAir, Rendement, Epiphenomenes,
Gépale, Traction helicale, Traction motorale, Trac-
tion moto-propulsive, Helice au_laboratoire, Helice en
vol libre. Questions diverses, Résumé et Conclusions.

APPRECIER UN AEROPLANE, J’améliorer s'il
y a lieu, par le capitaine du génie Duchéne. Un
volume de 60 pages. Prix: 1 fr. 50.—(Librairie
Aeronautique, 40, rue de Seine, Paris.)

Résistance de
187 pp., pub-

AERONA UTICS Page 115 March, 1913

Take Notice!

Harry Bingham Brown

The Great English Pilot

will demonstrate to the Porto
Ricans his great flying ability by

elevating

Frederick Rodman Law

who will dive from an enormous

elevation in a “Stevens Safety
Pack,’’ at the Third Insular Fair,

San Juan, Porto Rico, February

22.0 to Marche 2d. 1913:

These two wonderful Airmen
have been engaged as a Star
Feature at the largest Expositions

and Fairs of the World.

Under the careful management of

A. Leo Stevens

Address all communications

San Juan, Porto Rico

In answering advertisements please mention this magazine.

AERONAUTICS

Page 116

March, 1913

U. S. Patents Gone to Issue

Copies of any of These Patents may be Secured by

Sending Five Cents in Coin to the Commissioner

of Patents, Washington, D. C.

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

It would take an entire issue of the maga-
zine to abstract in a full and clear manner the
claims of the majority of the patents issued. In
a great many cases it is even impossible to give
in a few lines what sort cf 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
belongs, 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.

Where patent seems to have particular inter-

est, the date of filing will be given. —Kditor.
ISSUED JANUARY 14, 1913.
*1,050,153—Louis Marmonier, Lyon, France, auto-

matic STABILIZER for aeroplanes; combination of
2 gyroscopic pendulums running in opposite directions,
with frames supporting same pivoted in another frame
and having trunnions, short shaft, quadrant, etc.,
with electric device to correct failure of synchronous
deviations between pendulums and the second frame,
etc. Filed Oct. 19, 1911.

1,050,222—Arthur M. McIntosh, Sydney, N.S.W.,
Australia, WING, curved in direction of length, also
in breadth, the front edge adjacent outer end being
curved upwardly; horizontal rudder convexly curved
in direction of width, and means to tilt.

1,050,337—Robert Carlson, Mont.,
SHIP.

1,050,415—William C. Zimmerman,
Y,. FLYING MACHINE.

1,050,462—Charles L. Hudler, St. Louis, Mo., TAN-
DEM MULTIPLANE, in which rear series of planes
tilt for elevator action.

1,050,530—Johan Richard Froberg, Richmond, Cal.,
PROPELLER of hollow blade construction and pecu-
liar shape.

1,050,566—William Saint, Dayton, Ohio, STA-
BILIZER, comprising an extensible and contractible
lever with weight at end.

AIR-

Corbin,

New York, N.

*1,050,573—George <A. Spratt, Coatesville, Pa.,
BUOYANCY INDICATOR; indicating to operator
force of wind (lift). Filed Feb. 23, 1910.

*1,050,601—Alexander Graham Bell, Washington,

D. C., STABILITY device employing vertical rudder
turning about an axis normal to the supporting sur-
face at about the c. of p. of machine. Filed Feb.

8, 1910.
1,050,654—John P. Holland, East Orange, N. J.,
FLYING MACHINE.

[ISSUED JANUARY. 21) 1913"
1,050,821—John Eddy, Riga, Mich., AEROPLANE.

*1,050,874—Willard Irving Twombly, New York,
N. Y., SAFETY HARNESS for Aviator. Heretofore
described in AERONAUTICS.

1,050,921—James_ Darche,
HELICOPTER.

1,050,980—Samuel D. Mott, Passaic, N. J., HELI-
COPTER.

1,051,004—William
TOY BALLOON.

ISSUED JANUARY 28, 1913.
1,051,429—Ralph A. Merck, Gainesville, Ga., STA-
BILITY device, including a type of ailerons and a
tail which can be shifted fore and aft to change
c. of g. by a lazy tong arrangement.

Christi,

Corpus Texas,

Pfeiffer, Walla Walla, Wash.,

1,051,659—Butler Ames, M.C., Lowell, Mass., HELI-
COPTER; comprising a series of planes having their
right line elements within, or parallel to a common
axis of rotation, and each plane of the series bear-
ing a fixed angular relation to the other plane or
planes; suitable journals for said aeroplane; and means
provided with bearings for said journals; all designed
to distribute more evenly the effort to rotate said
planes, etc.

*1,051,709—Stanley Drake, Dunnville, Ont., Can.,
PARACHUTE; safety device for use of the aviator.

1,051,783—Charles B. Thomas, Watts, S. C., STA-
BILITY device, comprising a liquid receptacle, a
weighted staff pivoted therein, reciprocating members
moved by said pendulum and connections to stabiliz-
ing planes.

ISSUED FEBRUARY 4; 1913:

*1,052,003—David, Benjamin and Louis Kohnke,
Detroit, Mich., STABILITY device, comprising ver-
tical surface over main plane pivoted at axis in line
with front edge of main planes; seat slidable fore and

att. Eiled) Sept. 205) 19125) “Sees Dir-—Bellkspatent,
1,050,601.

1,052,199—Alfred Theodor Zeise, Altona-Othmar-
schen, Germany, Manpower aeroplane with flapping

wings in addition to rigid supporting planes.
1,052,204—George B. H. Austin, Melbourne, Vic-
toria, Australia, STABILITY device comprising swing-
ing car, etc.
1,052,334—Albert L. Gettys and Alton E. Hitéshew,
Johnstown, Pa., HELICOPTER-AEROPLANE.

ISSUED FEBRUARY 311, 1913.
1,052,489—Leo. L’Home, Perryville, Mo., PARA-
CHUTE.
1,052,580—Luman L. Goodrich, Jr., San Antonio,

Texas, AEROPLANE.

1,052,623—John Wilfred Seddon,
land, FLYING MACHINE.

1,052,661—Max Geldner, New Dorp, N. Y., FLY-
ING MACHINE.

1,052,803—Fernand D’Orbessan, Ozone Park, N. Y.,

FLYING MACHINE.
*1,052,943—Harry W. Odlin, Edgartown, Mass.,

STABILITY device to which a swinging seat or car
operates ailerons or warping.

1,052,986—Joseph L. Tucker, Helena, Ala., FLYING
MACHINE.

ISSUED FEBRUARY 18, 1913.

*1,053,182—Antony Jannus and T. W. Benoist, St.
Louis, Mo., PARACHUTE carrying and disengaging
means, using members to support parachute, which
members break in response to imposition of weight in
releasing, with details.

1,053,619—Walter L. Marr, Flint, Mich., STABIL-
ITY device comprising ailerons and rudders. A ver-
tical rudder intersects each aileron in this fashion
[+], the combination being used at each wing ex-
tremity.

Painswick, Eng-

ISSUED FEBRUARY 25, 1913.
1,054,099—Sern B. Eversen and John McLarty,
Seattle, Wash., FLYING MACHINE.

1,054,374—Gustav Voight, Stettin, Germany., AERO-
PLANE.
1,054,484—John Anderson, West Mt. Vernon, Me.,

AEROPLANE.
ISSUED MARCH 4, 1913.
1,054,798—Benjamin F. Seymour, Jr., Denver, Colo.,
FLYING MACHINE.

1,054,968—Frederick A. Helwig, Chicago, IIl.,
dem AEROPLANE.

1,054,989—Heinrich Schneider and Theodor Kur-
rell, Los Angeles, Cal. AEROPLANE.

1,055,245—Jean F. Webb, of New York, N. Y., ‘‘Air
Anchor” for Parachutes.

* Patents starred (*) will be found of particular
interest.

Tan-

AERONAUTICS

50 H.P.
160 POUNDS

Built of Nickel Steel and* Vanadium Steel Throughout

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

GYRO MOTOR

Airmen Should Be Interested In Photography

March, 1913

80 H.P.
207 POUNDS

Endurance Record to Date
4 hrs., 23 min.

From the

“MOTORWAGEN ”

of Nov. 20, 1912
In the testing establishment
of Dr. Bendemann at Adlershof
(near Berlin), a 7-cylinder Gyro
Motor was recently tested. In
a 5-hour endurance run and at
1,000 R.P.M., an average of 45.7
H.P. was obtained. The fuel
consumed was 14.7 kg. gasoline
per hour and 3.06 kg. lubricat-
ing oil, which is more favorable
than the Gnome motor of the
same horse-power. The weight

of the motor was 73 kg.

Send for Catalog

THE PHOTOGRAPHIC TIMES

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

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

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

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

ONE DOLLAR FIFTY A YEAR

Foreign Subscription, Two Dollars

SUBSCRIBE NOW

A Sample Copy Free

Some of the other regular features are

Articles on practical and timely photo
graphic topics.

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

Foreign Digest.

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

Items of Interest.

A department devoted to ‘ Discoveries.”

Reviews of the new photographic books.

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

FIFTEEN CENTS A COPY

135 West 14th Street,

THE PHOTOGRAPHIC TIMES PUBLISHING ASSOCIATION

New York

In answering advertisements please mention this magazine.

March, 1913

Hotel Cumberland

NEW YORK
Broadway at 54th Street

“Broadway” cars from Grand Central Depot in 10 min-
utes, also 7th Avenue cars from Pennsylvania Station

AERONA UTICS Page 118

Headquarters for
Aviators and Auto-
mobilists.

New and
Fireproof

Strictly first class.
Rates reasonable.

$2.50
With Bath

and up

Send for booklet

Ten Minutes’ Walk to Thirty Theatres

H. P. STIMSON
A New Wright Flyer Formerly with Hotel Imperial

CPPEEEEEE ESSE E SESE SESE EEES
model, known as Model ‘‘E”’, designed

especially for NAIAD
EXHIBITION FLYING A eygnautical Cloth
ND ofe

This model will be equipped with either
A

four or six cylinder motor, turning a single
e
Aero Varnish

propeller. It is so designed that it can be taken
We were the first in the field,

down for express shipment and reassembled
and the test of time is proving

We will present this season a new

Heforfoofeoterge,

within a few hours.

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

All models may be equipped with HYDRO-
PLANES.

The Wright School of Aviation

Our School of Aviation will open at Simms
Station (Dayton) about April 1st with a corps
of competent instructors. The school will be
under the personal supervision of Mr. Orville ©
Wright, ‘Tuition for a complete course will be
$250.00. Enroll now.

that our product is the best.

ee Lebetooke oecfofoofe fede oho cfo nfo ofofo che cfeofoahhofeage

Sample Book A-6, Data and Prices on Request

Pb lob bob bob bob bob bpobebepebheefeedecfeofesfoefosorfe

The C. E. C Co.
e vu EE. Lonover UO. +
THE WRIGHT COMPANY MANUFACTURERS ;

Dept. “A”, Dayton, Ohio 101 Franklin Street, New York ;
New York Office, - - 11 Pine Street FP speteostesectesesfesestetesstecestecfebesebece obese sbedieobedb speed

In answering advertisements please mention this magazine.

> Ee

fe U cise

Page 119 _

March, 1913

PAT . N TS seoureo 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
q We are Experts in Aeronautics and have a special Aeronautical Department.

patents in Airships, 10 cents each.

Main Offices -

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. =

Write for our Guide Books
Send for our

Copies of

WASHINGTON, D. C.

Foro cfe foadoctocfocfoafoaocfoafe ocfoefe foal of

2 bb deeded che celeohe ole opoateobe efoto eaoode shy ofoedood ele oieofe ofoobs chee oeofaofe e ofs ob of of feof of ohacde ode oka chee fs ofa of of eff faa

CPA TENTS

HONEST ADVICE AND REAL PATENTS
Patents and patent causes. Srecialist
in Aeroplanes and Gas Engines.
JOHN O. SEIFERT
50 Church Street New York, N.Y.

EPA TENTS

BUILD YOUR OWN

Over 100 complete
drawings. Scale 1”
to foot: some full size

Prints 28” x 36”

ONLY COMPLETE PRINTS

$8.00 EVER SOLD

AERONAUTICS, 122 East 25th St., New York

AEROPLANES and
FLYING BOATS

That Won’t Tip Over
CHARLES H. BURLEIGH, South Berwyck, Me.

Special grades of Bamboo for Aeronautic Work, Reed,
Rattan and Split Bamboo for models. Tonka Rattan

for Skids 144 diameter and under any length.

804-810 Jefferson St.,
Hoboken, N. J.

J. DELTOUR, Inc.

AEROPLANE CLOTH

Samples and prices on request

JOHN BOYLE & CO., Inc,

112 Duane Street, New York City

PATENTS

Cc. L. PARKER
Ex-member Examining Corps, U. 8. 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.

“Ideal” Plans and Drawings

are accurate and are accompanied by
clear, concise building instructions,
postpaid at the following prices:
rw Wright 3-ft. Biplane, 25c.
Lane =

Bleriot 3-ft.

pone lane: 15e. ‘‘Cecil Peoli’’ Champion

r, 25c. Curtiss Convertible Hydro-
aeroplane (new), 35c. “STdeal”™ three-foot Racer (new), 15c.

| Complete Set of Five Postpaid

Send for our new 40 pp. ““Ideal’’ Model Aeroplane Supply
catalog, fully illustrated. 5c. brings it. (None free).

IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, New York

HYDRO - AEROPLANES

READY FOR POWER

WILSON

Port Jefferson :: 3 : New York
pom
* NOPL ANE
% DRAWINGS, Bleriot XI Type. 3 Sheets.
% C licated Parts Full Si Pri
2% ompiicate arts ru 1ze, rice
*% +The three sheets constitute the best set of mono-
KA plane working drawings now on the market, There is no
2, need for the purchaser ofa set of these drawings to guess
” atanything; since all dimensions of every part of the ma-
2; chine are given, together with the thickness, and gauge
& of every piece of wood or steel used in the construction.
+

KKK AERONAUTICS, 122 E, 28th St., New York

PEDERSEN OIL PUMPS

have positive action, are small and
light, easily applied to any mctor
Write for circular

PEDERSEN LUBRICATOR Co,

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

he

AERONA UTICS

Page 120 March, 1913

i | | te

=, | iy

Hydro-Aeroplane

Certificate, No.1 nie

Granted Aviator successfully fulfilling =e a es aed

a

a
conditions imposed by the SS ee Te ea
AERO CLUB OF AMERICA
with
HALL-SCOTT EQUIPMENT out over the waters of the Golden Gate, San Francisco, Cal.

The HAI.L-SCOTT-equipped hydroaeroplane being launched, just previous to the try

HE first hydroaeroplane certificate to be granted by the —
AERO CLUB OF AMERICA has fallen to A.G. SUTRO, ©
who successfully fulfilled all of the requirements as pre-—
scribed by the AERO CLUB OF AMERICA, in his HALL*®
SCOTT-equipped double tractor machine. It is interesting to —
note that throughout the tests the exhaust silencers were in —
position on the motor, so that only the whirr of the propellers
was audible to the spectators who thronged to the beach to ©
witness the flights. |
HALL-SCOTT mufflers are one of the many features to |
be found in HALL-SCOTT equipment, so necessary to the
comfort of aviator and passengers. |
The HALL-SCOTT Type A-4, Model 1915, 100 H. “Pa
hydroaeroplane power plant, is the only one on the market —
with necessary power for the hydroaeroplane. .
Details of this new model, also of Types A-1:40 H. P. and
Type A-2:60 H. P. may be obtained of Capt. Thos. S. Baldwin,
Box 78 Madison Square P. O., New York City, or write direct to

Hall-Scott Motor Car Company

For catalogue, C-20 San Francisco, California

Press of Stytes & CasH, New York.

Ciba ete te AERP MRE WHE ma Coe?

AERONAUTICS Page 122 April 191 3

ae

THE AERONAUTICAL BOOKSHELF

Bird-flight as the Basis of

Aviation By GUSTAV LILIENTHAL

Covers the gliding work of O. and oa Lilicotee,
» 166 pp., $2.50

The Aeroplane in War

By C. eee WHITE and H. HARPER
A book with prophecies of the future. Hil., $3.00

Experiments in Aero-
dynamics. By Prof. S. P. LANGLEY

This with the other Langley book forms the keystone
of the aeronautical library. Pur: ly technical. Details of
the experimental machines of Professor Langley. The
indispensable book. Ill. $1.50

Artificial and
Natural Flight

By SIR HIRAM MAXIM
Concise history of development of
flying machines and Maxim’s own ex-
perimental work. There are but few
worth-while technical books on avia-
tion. This is one. Ills., 172 pp., $1.75

Monoplanes and
iplanes “¢. LoENING
B pl By GROVER

Epitome of the Aeronautical
Annual By JAMES MEANS

In one volume is contained the principal articles from
the three annuals of 1895, 1896 and 1897, published by Mr.
Means. Contains the theories and experiments of Cayley.
Wenham, Lilienthal, Maxim, Langley and others, written
by themselves. Fundamental factsare given. One of the
absolutely necessary volumes, IL, 224 pp., $1.12

The Problem of Flight

By HERBERT CHATLEY
A strictly technical book for the engineer.
lll., 119 pp., $3.50

The Conquest of the Air

By the Late Prof. A. LAWRENCE ROTCH

A popular but authoritative book on
the Ocean of Air, History of Aero-
station, Dirigible Balloon, Flying
Machine, The Future of Aerial Navi-
gation. Ill., $1.10

Aerial Navigation
By DR. ALBERT F. ZAHM

In popular terms Dr. Zahm portrays
the progress of aeronautics, leaving out
unproductive experiments. The pilots
of today know little of the history of
the machine they use daily. The per-
centage of those whoare familiar with
progress is small. Dr. Zahm writes an
absorbing volume which must take its
place on every bookshelf.

lll., 486 pp., $3.00

Indispensable Books

Langley’s “MEMOIR”
Langley’s “EXPERIMENTS”

Maxim’s “ARTIFICIAL AND
NATURAL FLIGHT”

Loening’s “MONOPLANES
AND BIPLANES”

Means’ “EPITOME”
Brewer’s “ART OF AVIA.

TION” Covers design, construction and —
= 2 operation. ‘The author has taken the
rt 0 viation Hayward’s “PRACTICAL” J} work of the best known experimentors
AERONAUTICS and analyzed the results, comparing

them and averaging. Another nec-
essary book. lil., 345 pp., $2.50

How to Build an Aeroplane

By ROBERT PETIT

A handbook for the young man in school, or beginning
building for amusement. A semi-technical book, simply
written. lll., 131 pp., $1.50

By ROBERT W. A. BREWER

One of the best handbooks on avia-
tion. Semi-technical. A really valuable book for the
amateur, experimentor and pilot. Ill., 266 pp., $3.50

e

Langley Memoir on Mechan-
° ] Fli ht By Prof. S. P. LANGLEY
Cal FGM and CHARLES M. MANLY

In this ponderous volume is found additions to Professor
Langley’s previous work and contains wonderful photo-
graphs and scale drawings of all of the models and the
engines constructed and tested by Langley and _his
assistant, Mr. Manly. The mathematician will delight
in the formulae and the practical man will find a vast

amount of data. One of the scant dozen “‘best books.”
Handsomely ill., 4to, 320 pp., $2.50

Curtiss Aviation Book

By GLENN H. CURTISS and AUGUSTUS POST

A popular book. Describes Curtiss’ flights, his early
life, how he planned and worked out his machine—close
view of the man. Other chapters by Lt. Paul Beck, Lt.
Ellyson and Hugh Robinson. Ill., 307 pp., $1.49

Building and Flying an
Aeroplane By CHAS. B. HAYWARD

A practical handbook, covering construction of models,
gliders and power machines. Ill., 160 pp., $1.00

Practical Aeronautics
By CHAS. B. HAYWARD

Treatise on Dirigibles, Aeroplanes, Motors, Propellers,
Practice, Future, etc. Ill., 800 pp., $3.50

AERONAUTICS, 122 E. 25th St., New York

AERONAUTICS Page |23 April, 19 |

PARAGONS

WHAT ARE THEY ?—Paragon Propellers are a scientific product, developed and improved in accordance
with sound mathematical deductions from the best laboratory data and a wide range of actual practice.
From the beginning of flight there has been not a single propeller advance or improvement that is not
original with and embodied in Paragons. Their design and almost innumerable patented details distinguish
them from all others.

HOW ARE THEY MADE?—Paragons are made in two principal styles—one for direct mounting on the
engine-shaft and the other for geared propellers turning at less than engine speed. The former are
sawed and carved and possess great stiffness and strength. The latter are pressed and twisted—a process
that involves the least weight of material, the utmost strength and just enough resiliency to equalize
all variations of power and resistance. Both styles are made with two, three or four blades and priced
according to the number of blades. They are also made in two grades, according as they contain one
kind of wood throughout or have hardwood faces and edges with light-weight interiors. Neither style
ever splits. They cannot. The carved blades are reinforced with inserted veneer and transverse dowels.
The twisted style are three to five ply, flat laminated with cross veneering between the layers of wood.
Nothing hurts them. If a hydro is swamped the propellers will hit the water till they stop the engine.
This happened to a Navy Machine absolutely without harm to the propellers, although they had no metal
sheathing. The Navy requirement of metal covering has been found unnecessary and is suspended as
applied to Paragons.

ARE THEY -EFFICIENT ?—Ask anyone who has ever used a Paragon. There are hosts of them. Ask
any of the U. S. Navy Aviators. They are unanimous. Read the reports of our customers. The
Curtiss Aeroplane Co., for example, reported nearly four per cent. gain in speed and nearly twelve per
cent. gain in climbing, in comparative tests.

WHAT ABOUT THREE BLADES ?—We will give competent advice on this or any propeller question for
the simple asking. In general, three blades will either give faster flying or permit smaller diameters;
quite often both. Sometimes four blades are desirable. For the 80 H. P. Curtiss Hydro, Lieut. Towers
reports, “IJ am convinced that the three-bladed Paragon gives more thrust and more speed than any
other propeller we have had.’ Paragons, both two and three bladed, are the only propellers ever
officially endorsed and adopted by any Government.

WHAT ABOUT PRICES?—Here is the pleasant surprise. With all their -superiority they are the
cheapest in the world. By the use of brains plus adequate equipment, by patented methods and processes,
we save half the labor and materials required in ordinary propeller making. Get any other list and
compare it with ours. But compare prices only; not quality. Remember, even the lowest priced Paragons
are beyond comparison with the most expensive of the old-fashioned unpatented kind, whether American
imitations or imported.

ARE WE RESPONSIBLE AND RELIABLE?—Inquire of the Mercantile Agencies. We are rated.
Moreover, there has never been an instance of failure to make good our guarantee of superior service
and results. Write to us and we will try to serve you. We do not urge anyone to purchase.

AMERICAN PROPELLER CO., 243-249 E. Hamburg St., Baltimore, Md.

NEW AMERICAN RECORD

ON March 28, Lieutenants Milling and Sherman in the
Burgess Military Tractor Biplane, H34, flew from
Texas City to San Antonio, 240 miles in 3 hours, 20 min-
utes. A rate of 72 Miles per Hour. Upon arrival
they remained in the air | hour, two minutes longer, break-
ing the American Endurance Record for pilot and passenger,
with a total of 4 Hours, 22 Minutes in the Air. :: — ::

On March 31 the return trip was made in 3 hours,

50 minutes in very rough weather. —:: > = :

TRAINING SCHOOL

Our northern school opened at Marblehead on Apnl
12 in charge of Frank Coffyn. :: es - 2

BURGESS COMPANY & CURTIS, Marblehead,

In answering advertisements please mention this magazine.

AERONAUTICS Page 124 April, 1913 ‘

Bosch Plugs

AS GOOD AS BOSCH MAGNETOS
OSCH PLUGS were designed

with a degree of perfection equal
to that of the Bosch Magneto, the most
extensively used ignition source in the
world.
@ In making Bosch Plugs it is the inten-
tion to provide the best plug from every
point of view; one which would elimi-
nate every doubt as to its worth; a
spark plug that especially appeals to
post-graduate aviators—men who know,
and choose their equipment accordingly.

“Locating the Spark Plug” sent
to any aviator free. Write for it.

Bosch Magneto Company
201 W. 46th STREET, NEW YORK

In answering advertisements please mention this magazine.

)
»

if

\
Need
ty

TL.
c

\\
NN

™
A

\

N

FA

A

A

4

Z

A

a

oe
&
&

A

AA
AA
A
(OA.
A
A

ae
OVX"

Flying Boats

ELL

and Motor Boating

Is a flying boat a motor boat with wings, or is it an aeroplane with a boat attached?

Captain W. Irving Chambers argues that the

“flying boat,’ is simply an aeroplane in

which the boat part forms the body of the aeroplane; and that the simple “hydro-aeroplane”
is but an aeroplane with attachments in the shape of floats.

Will flying boats, so called, or even hydro-aeroplanes of the single float or catamaran type,
eventually come under the jurisdiction of the power boat associations or will the representa-

tive club
tried to control land flying?

There are some who say that the flying boat belongs with the motor boat.
either close to the water or moored in the water as a motor boat is maintained.

of the international aeronautic federation seek to control water flying as it has

It must be kept
While ma-

noeuvering in the water it is most likely that the fying boat will be subject to the same rules
or ones similar to those which govern motor boats as to lights, right of way, and so forth.

Perhaps the flying boat particularly, 1s more nearly in the motor boat class than in the

pure aeroplane class.
the hull is out; why not the reverse?
rules as govern.

We have motor boats whose supporting planes are in the water while
The former are motor boats and are subject to such

While in the air, no doubt, flying boats and hydro-aeroplanes will be subject to rules of

the air, if any such are in force.
lines of our national marine regulations.

Here ts the opportunity for national aerial rules along the
It is obviously ridiculous

that these amphibious

aircraft should be subject to governmental supervision while in the water, and under pri-

vate club rules while in the air.

E question was raised the
other day: “How do the
motor boat builders regard
the hydro-aeroplane and
flying boat?” The following
letters from editors of the
boating journals and officers

of power boat associations
answer this’ question § suc-
cinctly.

There is no doubt that

motor boat accessory manufacturers will find
a new field for their products and even the
hull designers themselves may be able to
find an outlet for their services in the design-
ing and building of floats or hulls for the in-
dividual or the wholesale manufacturer of
marine aeroplanes. There is, however, a new
line of work for the boat builder who attempts
this. Lightness has not been such an abso-
lutely important factor with motor boat de-
signers. But in the aeroplane hull lightness
must be combined with abnormal strength to
withstand the buffetings of the waves and the
shock of “landing” (sic) on the water. The
early products by the airboat makers of the
present day met with misfortune by the sink-
ing of their floats due to shocks.

Already the speed boat designer has been
called in consultation by established and new
aeroplane builders. Between the two, work-
ing in combination, rapid developments will
take place in marine air-craft design.

BY HERBERT L. STONE

EDITOR OF “YACHTING”

HAT the future of the flying boat

V V may be as regards its use for water

sport, | am hardly in a position to
know, though I should think that the boat
would make a distinct appeal to those who
have gone in for record-breaking hydro-
planes. I don’t believe that it will ever dis-
place the sane, conventional type of power
boat. In other words, my idea is that it might
appeal to a man who is looking for sport
pure and simple, as against those who take to
the water for the pleasures of boating.

I don’t believe that it will permanently af-
fect motor boat sport or hurt the motor boat
industry though it is conceivable that spe-
cial classes for these flying boats may eventu-
ally be recognized by some of the boat racing
associations. It ought not to be impossible

125

AERONA UTIC.
for aero clubs and motor boat clubs to work
in harmony to promote such classes, although
to my mind the flying boat is still too much
of an air machine to make a distinct appeal
to motor boat men. I do not believe that
there is any danger to the sport of motor
boat racing through the advent of this craft.

BY W. B. ROGERS, JR.
EDITOR OF “MOTOR BOAT”

BELIEVE that the flying boat as devel-

oped within very recent period will pro-

vide one of the most exciting, most spec-
tacular sports that one could desire to wit-
ness, or in which one might care to partici-
pate.

The speed possibilities of the flying boat
are very great and will probably reach a now
unthought of record within a short time.
In spite of this, flying boats can be built so
they will be safe, and so that they can be
handled by anyone who can drive a fast
motor boat or automobile.

1 believe that a harmonious association will
develop between the racing interests in fly-
ing boats and those who are now active in
motor boat racing. This will probably come
about without effort and as a natural se-
quence of things. I do not believe that fly-
ing boats will be detrimental to the sport
of motor boat racing, rather than that, it will
enhance it and add attractive events to motor
boat meets.

BY ROBERT E. POWER
EDITOR “POWER BOATING”

AKING snap judgment, I would look
upon the tlying boat as merely an ac-
cessory to the interest already estab-

lished in pleasure craft afloat. I doubt if it
will displace any of the present tendencies
either in design or use of existing types of
hulls or ordinary methods of propulsion.

Unfortunately for the racing of these
hydro-aeroplanes, the rules of all of our
largest regattas require that the propeller or
propellers work in or against the water which
bars the aerial-driven craft from these im-
portant competitions.

The few devotees of the hydro-aeroplane
whom I happen to know tell me that it is a
very fascinating sport and that it has decided
advantages over other forms of travel as far
as thrills and sensations are concerned. Even
so, I am not inclined to believe that the flying
boat will become extremely popular because
its use is comparatively limited and the com-

Page 126

April, 1913

panionship of living and moving about with
one’s friends, which is the chief enjoyment
of the power boat, are entirely lacking in the
alt, (crate

The general public does not take the aero-
plane seriously, either as a business or a sport
proposition. Putting a boat under the wings
helps some but there is still no comparison
with the power boat.

BY MORRIS M. WHITAKER
SEC’Y, AMERICAN POWER BOAT ASS’N

ITH reference to the influence of
WV flying boats on the sport and indus-
try connected with motor boats, I,
personally, do not see that it has any bearing
whatever. It is an entirely different sport
and is only remotely connected with motor
boats, the connection simply amounting to the
fact that the aeroplane is equipped with floats
to enable it to start from the water instead
of from land. The aeroplane is as inde-
pendent of the motor boat as the motor boat
is of the automobile, the only connection be-
tween the automobile and motor boat being
the fact that both are propelled with gaso-
lene motors.

Aviation as far as I can see it, will not in
any way interfere with motor boating. Some
owners of motor boats may take to flying,
in the same way that some owners of auto-
mobiles take to motor boating, or some own-
ers of motor boats take to motoring. I do
not see any connection between aero clubs
and motor boat clubs any more than between
automobile and motor boat clubs. The three
sports are entirely independent, and, I do
not see any way in which they will be called
upon to work together.

BY M. J. BATES
SEC’Y, WESTERN POWER BOAT ASS’N

As to what effect the hydro-aeroplane will
have on the motor boat game:

THINK it is but astep farther in the speed
boat part of the game and should class in
with yachting. The speedboat “bug” is

near the limit on the water and the “flying
boat” is the next step. To drive one suc-
cessfully, some knowledge of the water would
be necessary. I don’t think it will have any
effect on the motor boat as only those look-
ing for the “thrills’ would be interested.
The real “speedboat” enthusiasts are few as
yet, but the many, are those who are satis-
fied to go along from 20 to 4o M. P. H., and
they would not be affected.

Who Will Build Flying Boat Hulls?

BUILDER of flying boats gives it as
his opinion that motor boat hull de-
signers and builders are not neces-

A

sarily better fitted to design hulls for flying
boats; that they have had no experience such
as the aeroplane builders have had in the at-

AERONAUTICS

Page 127

April; 1913

tainment of minimum weight with maximum
strength through various systems of bracing
and guying; that these hulls must be so
formed as to give lift while in the air as
well as in the water.

Most of the speed boat designers who have
been interviewed on the subject incline the
other way, more or less naturally. However,
one prominent power boat racing official
holds a brief for the aeroplane builder.

He says: “The hydroplane (type of speed
boat) is too new for any builder to have very
much data to go on, and those who have gone
into the hydroplane so far have gone on the
3-B rule. They have experimented with hulls
of different forms, all based on the gliding
principle. Some of them have been fairly
good and some of them have been fizzles. In
order to have an aeroplane rise from the
water, it must have some form of hydroplane
underneath which will raise and lessen its re-
sistance as the speed increases; otherwise,
it will never get up to a speed where it can
leave the water. The hydroplane of today is
simply an application of the well-known phe-
nomenon of a skipping stone, trusting to the
reaction of the water against the bottom at
the best angle to raise it. And, as I stated
above, this is a matter, so far, of simple ex-
periment, trial and error.”

A distinction is made between the flying
boat and the float system by one authority,
a fast boat enthusiast from the Mississippi
Valley, who believes “the men who have theo-
retically and practically developed the present
high-speed hydro are the best suited to con-
struct the hulls of the new craft. This view,
however, is based on the subsequent develop-
ment of the hydro-aeroplane along ‘flying
boat’ lines; if it is to be along aeroplane lines
fitted to start and finish its flight from water,
the aeroplane builders are the ones to handle
the complete outfit.

“To my mind the great future of the hydro-
aeroplane lies on the commercial as well as
in the sporting field. This is particularly true
in regard to our inland rivers. It will be a
machine with a safe, comfortable and light
hull, in combination with aerial planes and
propellers. The (marine) screw will also be
used” (for emergencies ).

Others give it as their opinion that the ex-
pert boat builder, skilled in the building of
speed boats is best qualified to construct the
hulls of flying boats.

“Naval architects through years of experi-
ence, not only in the design of light high-speed
boats and hydroplanes, but the running of
them, have learned the best arrangement of
materials and methods of fastening, to obtain
the greatest strength with the least weight ;
they also know what is required as regards
form for minimum resistance and seaworthi-
ness.

“Several years ago, when aeroplanes were
a curiosity the writer noticed that the frame

members, fastenings, etc., were crude in form
and unnecessarily heavy. Since then they
have, of course, improved, adopting in some
cases construction long used in marine prac-
tice. If aeroplane designers can learn some-
thing from boat designers in regard to planes,
etc., why start with ancient methods for the
design and construction of the hulls for Ay-
ing boats?”

“While simply the mechanical work, 7. ¢.,
the building of a hydro-aeroplane could bet-
ter be handled, we believe, in a boat factory,”
says another, “yet the work should in all cases
be under the direct supervision of the de-
signers and builders of the aeroplane them-
selves. There is certainly more likelihood
of the hydroplane man going astray on the
aeroplane than the aeroplane man_ going
astray on the hydroplane features of the boat.”
It is not expected, however, that the hull
builder will attempt to build the complete
craft.

THE MOTOR BOATIST IN THE
FLYING BOAT

When G. M. Heckscher stepped from the
Curtiss flying boat, about the first questions
asked him were not as to how he enjoyed it,
but rather as to how the sensation of the
ride compared with those of riding in Dixie
IV, or other fast hydroplanes.

“With the possible exception of a very
fast automobile, that is unquestionably the
fastest machine I ever traveled in, and at the
same time I feel that it is safer and more
comfortable than the fast motor boats or
hydroplanes now in use. With the fast hydro-
plane there is always the danger of hitting
floating logs or other obstructions in the
water. With the flying boat you can skim the
surface just far enough above it to avoid the
shocks incident to fast travel on either land
or water.”

“More than anything else, I was surprised,”
said Mr. Heckscher, “to find that the flying
boat had really reached such a high state of
development, that it handled so easily on the
water; and surprised also to feel such perfect
smoothness whentraveling atahigh rateof speed
over pretty rough water. That was a good
reefing breeze and it kicked up fair waves
once we were out of the lea of the shore, but
there was none of the bump and pound riding
over them that one feels in riding in a fast
hydroplane. Another interesting point was to
find that unless I looked over the side of the
boat I could not tell whether we were still on
the water or sailing in the air. The actual
sensation of leaving the water I have experi-
enced in Dixie IV when, traveling at high
speed, we hit a big swell; but in that case
there was always a tremendous shock when
the hull plunged back into the water. With
the flying boat I expected more or less of a
shock when we struck the water, but it was
almost as difficult to tell when we touched the
water again, as to decide just when we left it.”

AERONAUTICS

Page 128

April, 1913

On an Article Entitled: “An Analysis of the

Forces Of Pitehnt, ~

“

By Professor HERBERT CHATLEY

MEHERE can be little doubt that ,

a knowledge of the “center
of pressure” is a most im-
portant factor in aeronau-
tical theory, and in_ his
articles Dr. Spratt has en-
deavored to show that cer-
tain general principles may
be applied to this question
which will to a considerable
extent solve the difficulties

of stability.
His principal
pressure on a circularly curved surface passes

thesis is that the resultant
through the center of curvature. 1 am not
aware if this is the first public statement Dr.
Spratt has made of this idea. If so he has
not priority, because Professor Bryan says in
his book “Stability in Aviation,” page 50: “If
the section of a surface is a circular arc of
radius C, it is clear that the resultant thrust
will pass through the center of curvature, and
if the center of pressure be shifted forward
through a ‘distance §s, * * * the direc-
tion of R will change by an amount equal to
—§s/c.”

When I read this statement about Professor
Bryan’s book about a year ago, I queried it
and am not even now, in spite of Dr. Spratt’s
corroboration, quite certain. It seems to me
that with small angles of attack the friction
plays so large a part that the departure of
the resultant from the center of curvature
may be very considerable.

I have also a doubt as to Spratt’s extension
of the idea to surfaces of varying curvature
being quite legitimate, especially if there is
a discontinuity of flow about the surface.

Dr. Spratt’s important researches are re-
ferred to in Wilbur Wright’s paper to the
Western Society of Engineers (December,
1907—Smithsonian Reprint No. 1380, page
141), and in Moedebeck’s Pocket Book, page
311, and there seems to be little doubt that

By Dr. GEORGE

ROFESSOR CHATLEY’S communica-
P tion concerning my theory is very much
appreciated, and in answering I would
like to state that my first object in attempt-
ing this work was to gain a comprehensive
view of the field, in which view, every ob-
servable result of air current flow would have
a relation to every other such result, logically
natural and harmonious.

I have attempted to briefly state this view
stripped of its physical embodiment,—a _ the-
ory,—and under “Applications” some of the
effects of physical embodiment are referred

* See series of articles by Mr. Spratt in AERoNautTics for
Sept., Oct., and Nov., 1912.

the Wrights were greatly indebted to him for
his information as to the retrogression of the
center of pressure on cambered surfaces.

I cannot, however, but express some dis-
satisfaction with the somewhat vague manner
in which he refers to the center of pressure
in these articles. There certainly is in all
cases a point on the surface (produced if
necessary) where the resultant pressure may
be considered to act and this certainly is the
“center of pressure” in the accepted physical
meaning.

That there may be another point through
which all the resultants pass, if possible, but
that point can only conventionally be termed
the center of pressure. It already has a name
which is “metacenter.”’ Dr. Spratt is presum-
ably familiar with the use of metacenters in
naval architecture and in the theory of aero-
plane stability, but he makes no reference to
it. 3

His second important statement is that a
plane moving in a curved stream behaves
similarly to (or in an analogous manner to)
a similarly curved surface in a_ straight
stream. His experiments certainly seem to
indicate this, but do not appear to be suffi-
ciently extensive (I refer, of course, only to
the report thereof in his articles) to con-
clusively decide this fact. The stream line
motion about a curved surface as yet trans-
cends mathematical analysis, and when con-
ditions of discontinuity occur it seems some-
what doubtful whether the resemblance will
be so close as Dr. Spratt’s researches imply.
I do not venture to speak definitely on this
point, but I have doubts as to the universality
ot his conclusion.

I hope to give this matter fuller attention
later and hope that Dr. Spratt’s work will
receive proper consideration. At present I
must confess I fear the way is not perfectly
clear to fully accept it as an entirely applic-
able solution of the stability problem.

A. SPRATT, Jr.

to. Construction is always a compromise be-
tween theory and matter. The value of fric-
tion, eddies, 7. e., broken stream lines, etc.,
when determined, will, I believe, serve to es-
tablish the theory. To have a clear concep-
tion of perfection is an advantage although
perfection is not attainable.

In judging the theory as a possible solution
of the problem of stability, as that problem
is presented in the aeroplane, it must not be
lost to sight that an aeroplane, by its con-
struction, is fitted to but one angle of attack;
to but one speed. Hence the adjustability of
the horizontal control vane. While it is quite
true that compromise precludes perfection,

AERONAUTICS

the demands of an aeroplane upon the theory
are limited. °

From experiments with models, gliders,
and motor-driven aeroplane, | am convinced,
beyond doubt, that the theory contains a very
practical solution of the problem of stability;
will increase safety, and will simplify both
construction and control. Models made in
accordance with this theory, when released in
any position will assume a proper poise and
descend at the predetermined angle of glide.

A satisfactory term for the point I have
called “center of pressure” has not been found.
In discussing the use of “metacenter.” “Apo-
center’ would be of like the point with Mr.
Chanute in 1905, he advised against derivation,
and possibly more precise. If it may be my
privilege to introduce the point, I am quite
satisfied to let those more versed in such mat-
ters name it. It is a center in a fuller sense
than the balancing point upon the surface so
called.

\

ae
WC
Fen !

This is illustrated in figure 1. Here, a force
equal and contrary to the resultant, if applied
at a, can establish equilibrium for but one
angle of attack. Any change in the angle of
attack will cause the resultant to depart from,
and form a couple with, the force at a. If,
however, the force a, is applied to the center
c, no couple can form with the change in the
angle of attack. The mind immediately sug-
gests letting the force at a, be represented by
the weight center.

On a shallow circularly arched surface
formed from very thin sheet metal and sub-
jected to an even and gentle current parallel
with the chord, there is no point answering to
the centre of pressure in the accepted physical
meaning of the term.

If a resisting pressure be applied at the
rear of this surface, as at A, figure 2, the
front descends; if resisted at the front as at
B, the rear ascends; such rotation occurs if
the resisting pressure is applied at any point
upon the surface. If the resistance is applied
at a point beyond the rear of the surface as
at C, however, the surface can be made to

April, 1913

poise. At D, it is explained. The point of
resistance must be applied along the resultant,
and the resultant here passes to the leeward
of the surface. Equilibrium is better obtained,

—_—_ ‘
C Dp fy o
. ' a
% ; Me
\ ie
Fig IT ;
ss
- AS ois a fee a
co —_
A B

however, by resisting the pressure at the cen-
ter of curvature, and when equilibrium is ob-
tained in this manner, the knowledge of the
location of the accepted center of pressure
is of little importance except in determining
internal strains.

The cork float experiments shown in Sep-
tember Fly, page 12 and September AERO-
NAUTICS, page 80, can be made to verify
figures I and 2,

An umbrella crudely illustrates the pressure
center outside of the surface. Grasp the
handle well up in the dome, and the top pre-
sents itself to the wind; grasp it low and it
is apt to turn inside out. If compelled to de-
vote but one hand to its management, the
hand instinctively locates a position along the
handle at which control is easiest obtained.
The umbrella, however, is a poor example of
a circularly arched surface.

As a rough-and-ready example of relative
curvatures, a palm leaf fan, if swept through
the air in various curved paths, will convey a
sense of peculiar pressure distribution.

The verifying of the theory that the lift
peculiar to the curved surface is the centrif-
ugal value of the air affected by the curva-
ture, requires measurements that my home-
made apparatus is too crude to accurately
yield. If the theory stands, however, it will
probably bring “camber” within the reach of
mathematics.

As to the present technical progress of Ger-
man aviation the report of the Potsdam
Chamber of Commerce says:

“The majority of the air-craft factories do
not consider themselves in a position to make
the construction of new types a part of their
programs, because the means for doing so and
for carrying out the necessary experiments are
not at hand. The existing stagnation in the
development and technical improvement of
air craft is traceable before all to this situa-
tion. Since, for these reasons, it is impossible
to effect essential improvements (new forms
of construction, etc.), the industry for the
most part seeks the alternative of increasing
the motor power of the machines in order to
attain higher speed and secure a greater in-
dependence from wind influences.

AERONA UTICS

International Aeroplane

1-MAN 2-MAN
Duration VTS 72 4:34:00.0 _
Distance 1010.9 kil. 401.50 kil.
Altitude **5610 m. 4360 m.

Greatest Speed r1
Climbing Speed 500 m.
Climbing Speed 1000 m.

74.10 k.p.h.
£3:35.00
756.50

i

135.952 k.p.h.

4
1:43.38
£3:27.87
$6255.95
EEO S2 e011
*t14:03.59
734.88
716.65
252.80
255.00
754.00
:00.00
216.00
:27.60
744.40
:06.20
738.00
:01.00
745.80
:09.60
13:01:12.00
45.664 kil.
84.665 kil.
168.244 kil.
234.431 kil.
310.281 kil.
410.900 kil.
510.000 kil.
490.000 kil.
522.935 kil.
585.200 kil.
661.200 kil.
744.800 kil.
820.800 kil.
904.400 kil.
980.400 kil.

*
*
*

BROAD
wportro

736.6

OWN pwr W ORD

bore
WOO RYH YE

31.020 kil.
66.639 kil.
133.469 kil.
190.858 kil.
224.850 kil.

Page |30

April, 1913

Records

3-MAN 4-MAN 5-MAN
2.41:00.0 1:35:00.0 1:18:00.0
112 kil. 110 kil. 25.74 kil.
3580 m. 1120 m. sant No) Sool

102.855 k.p.h.

106.029 k.p.h.

87.251 k.p.h.

2:52.0 3:48.0 3:34.0
5:45.0 6:16.6 7:08.0
11:59.4 12:03-0 14:00.6
17 :52.6 17 :37.0
22:44.4 AsrileleO)
29 :37.4 29:47.0
59:08.0 56:33.0
Sereenej arene | Mea heteyercuere ss 6-MAN
its ne ee eee Duration
ike er a ome. ytnrtioes record only,
siohvarctel 2) Nun MM toncteccns 1:06:48.2
Rcegwrovere 106.029 kil.

** This record since broken, though not yet official,
by altitude of 6000 m.

= Made in United States.

*** Since beaten.

* Revised speed records made by Vedrines at Chi-
cago. Slower records previously reported to F. A
are included in F. A. I. report as official.

Practically all aeroplane records are held by Bosch
equipped motors.

American Aeroplane Records

Speed 5 kil.
cs 10 kil.
ss 20 kil.
Or 30 kil.
ce 40 kil.
Ss 50 kil.
Se 100 kil.
ss 150 kil.
se 200 kil.
OF 250 kil.
es 300 kil.
Ks 350 kil.
os 400 kil.
ut 450 kil.
cs 500 kil.
fs 600 kil.
ie 700 kil.
SS 800 kil.
re 900 kil.
“ 1000 kil.

Time 4 hr.
as 4 hr.
Es dichs
es 2 hrs.
sf 3 hrs.
s¢ 4 hrs.
ss 5 hrs.
ss 6 hrs.
ss 7 hrs.
se 8 hrs.
ss 9 hrs.
ss 10 hrs.
Sf 11 hrs.
Ss 12 hrs.
ss 13 hrs.

Duration

Distance

Altitude

Greatest Speed
Climbing Speed
Climbing Speed
Speed

“cc

Alighting, from Mark
Weight Carrying

MISCELLANEOUS
BALLOONS
Distance—* 2191 kiloms.
Duration—73 hours.
Altitude—10,800 metres.
* Since beaten.
DIRIGIBLES
Distance—807 kiloms.
Duration—7 hours, 13
Altitude—3,080 metres.
Speed—37.808 kils. per
KITES
Altitude—t7265 metres.

SOUNDING

1-MAN
££6:10:35.0

283.628 kil.
3548.5 m.
£174.10 k.p.h.

2-MAN 3-MAN
4:22:00 1:54:42.6
"1422 m. Sages

101.762 k.p.h.

500 m. E3335 ee Po aris Cacatateuarc Lakme en Me ener
NO00hmss Pre. eee Oe Oe ee MS aaods
5 kil. "21 AS Omer Oe ee - eater ers 6:56.4
10 kil. £3:27.87 6:13.4
20 kil. £6:55.95 12:26.6 4-MAn**
30 kil. *£10:32.51 18:42.0 Duration
40 kil. *714:03.59 24:49.8 record only,
50 kil. *£17:34.88 31:01.6 1:54.0
100 kil. *3'5:21(67 Den ee Ont feretare
150 kil. 53504: 7GReees Be omwereriee
200 kil. 110: 56:35am 9 By areata
250 kil. SiS2ZS56eGoeee moraine
4 hr. 40 kil. 24.14 kil.
% hr. 80 kil. 36.24 kil.
1 hr. 166.6 kil.
2 hrs. 141.97 kil. * Passed by A. C. A. as Amerian record but not
3 hrs. 214.57 kil. yet by F. A. I. as an international one.
4 hrs. 283.628 kil. xz Hydro-aeroplanes.

0.445 m.
458 lbs.

x World records.
** Not yet passed.

WORLD RECORDS

min.

hour.

BALLOONS

Altitude—t30,486 metres.
t Made in United States.

MISCELLANEOUS AMERICAN
RECORDS
BALLOONS

Distance—1887.6 kilometres.

Duration—48 hours, 26 minutes.

Lahm Cup—1172.9 miles.
DIRIGIBLES

Speed—31.559 kil.
Duration—2 hours,

per hour.
1 minute, 50 seconds.

KITES
Altitude—*7265 metres.
SOUNDING BALLOONS

Altitude—*30,486 metres.
* World record.

AERONAUTICS

Page 131

April, 1913

Technical Talks

By the Technical Editor

Center of Pressure, Resultant, Tandem Planes

## N this department I shall con-
r sider briefly a variety of
subjects, which, for one rea-
son or another, appear to
deserve attention. Some
definitions and explanations
will be given for those hav-
ing a limited knowledge of
aviation or of mechanics.
When forces act on a body
at various points, and a
force is found which, in intensity, direction
and point of application, balances those forces,
then this balancing force will be equal in in-
tensity and contrary in direction to their
resultant, and the point of application of the
resultant will be the centre of pressure.

When an aerofoil is exposed at a small
angle to a current of air, it experiences a
pressure above atmosphere on its under side,
and below atmosphere on its upper side, vary-
ing at different points, and being normal to
the surface at any point. It is evident that,
in case of an arched aerofoil, when the
pressure is greater near the leading edge, the
resultant will be inclined forward of the
normal to the chord of the arc, and vice versa.
There is also the force due to atmospheric
friction acting parallel to the surface, and
tending to incline backward the resultant, so
that, in case of a plane surface having a small
angle of attack, the resultant would incline
backward considerably (10° at 3° angle of
attack, Eiffel).

Referring again to the case where the re-
sultant pressure on an arched surface in-
clines forward of the normal to the chord;
this resultant can be resolved into a pressure
normal to the chord, and one “tangential,”
acting forward parallel to the chord. Lilien-
thal, in his treatment of bird-flight with
flapping wings, points out that when a wing,
with its chord horizontal, moves downward
while advancing, this forward inclination of
the resultant will then produce a propelling
force; as in this case the resultant will incline
forward of the vertical, because the wing
meets the air at a fairly large angle, by reason
of its downward movement.

There are, on the other hand, no trustworthy
experiments to show that any aerofoil, no
matter of what shape, when moving hori-
zontally forward, or exposed to a uniform
horizontal wind, will experience a force pro-
pelling it against the wind; that is, the re-
sultant never, under these conditions, inclines
forward of the vertical, while, at certain
angles, it does incline forward of the normal
to the chord. The greatest forward inclina-
tion for a cambre of 13.5 is about 3°, which
occurs at about 12° incidence, at which inci-

dence the c.ofp. is nearest to the leading
edge.

Natural wind is not uniform, and there is
evidence that in apparently horizontal natural
wind, for a given angle, the lift and lift-ratio
are both greater than when the wing is moved
through still air at the same relative speed.

As is well known, the centre of pressure,
for small angles, moves toward the trailing
edge of an arched wing when the angle of
attack is diminished, and, in an aeroplane,
this movement would produce an effort tend-
ing to still further decrease that angle, thus
promoting instability. But, while this is true
of the wing, it is not necessarily true of the
whole machine; the use of a negative or a
non-lifting tail can be made to modify this
condition, so that the c.of p. of the machine
will move forward with decreasing angle of
attack, promoting stability (see Monoplane
Balsan, Eiffel, p. 195). In this case the for-
ward and rear surfaces form an angle with
each other having its vertix downward. The
same is true in a lesser degree, when both
forward and rear surfaces are lifting, pro-
vided they maintain a large enough angle with
each other. This is known as the “longi-
tudinal V,’ whose stabilizing properties have
been recognized by aeronautic writers for
more than 20 years.

The longitudinal V is exemplified in most
modern monoplanes, some biplanes, in the
Voisin Canard, the Drzewiecki tandem, etc.
The tandem, therefore, is not unique in this
respect.

However, the tandem (Eiffels disposition
Il) possesses the advantage of superior ef-
ficiency at large angles of attack. This matter
has been considered at length by Mr. Andrews,
Mr. Merrill, and Captain Chambers, in articles
recently appearing in AERONAUTICS; and
I shall examine the subject from a different
point of view.

By efficiency I mean here “lift-ratio” or lift
over drift; and in a complete machine, lift
over total resistance to advance. By drift I
mean the resistance of the wings alone; and
by head resistance that of the rest of ma-
chine,

Comparing now the monoplane and the
tandem II, we find that the best models,
tested by M. Eiffel, show their maximum
efficiency around 8°. Now, this is just about
the angle at which the tandem surfaces, dis-
position II, show their superiority in lift
and lift-ratio. It follows that an aeroplane
with this disposition will exhibit greater maxi-
mum efficiency (e. g., a better gliding angle),
than a monoplane; especially if we assume
that the head resistance varies with the wing
area.

AERONAUTICS

This assumption is, however, not always
justified by practice. We build our fuselage
and chassis with as small resistance as pos-
sible, depending on the type of running gear,
and the space we are willing to allow, for
pilot, etc.; and whether, within certain limits,
we fit large wings with small unit lift, and
high efficiency ; or smaller wings with larger
unit lift and lower efficiency, makes little
difference in our head resistance; and, for a
given speed, the more efficient are the wings
the less power we shall require; provided, of
course, that the wings are large enough to
carry the required weight at their most ef-
ficient angle of attack. Therefore, for any
kind of wing, there is an inferior limit to
speed, below which the wing required will
be too large. This depends on the amount of
unit lift at the wings’ efficient angle.

We are distinguishing here between two
conditions, one in which the aeroplane as a
whole is most efficient, 7. e., offers the least
resistance for the weight carried; the other in

Page 132

April, 1913

which the wings are most efficient, 7. e., have
the greatest lift ratio. The first generally
occurs at large angles (8° to 10°), the second
at small angles (2°), and, in a general way,
the further these are apart numerically, the
greater the economical range of speed. In
the tandem they are about the same angle.

The tandem is criticised by Captain
Duchéne (Aerophile, Dec. 15th, p. 556) for
its lack of “weathercock” stability, which is
the property of turning more or less quickly
into the relative wind, and depends on the
disposition of the surfaces with reference to
the centre of gravity. It is criticised also by
M. Leyat (Aerophile, Feb. Ist, 1913, p. 52),
because of the impossibility of varying con-
siderably the angle of attack; and for its
sluggishness in responding to control. I have
not space to consider these objections.

What I have said does not imply that I
condemn the tandem, but merely suggest its
probable limitations—M. B. Sellers.

Some More Recent Experiments of M. Eiffel”

By M. B. SELLERS

V (see “Technical Talks” in
this issue), M. Eiffel has re-
cently tested two dispositions
of the tandem: one, the
“canard” with small plane
aaa ea in front; the other, the
“ordinary” (monoplane),
(EE ee) SR wie small plane behind.
he Breguet-type wings
were used, one 90 x ae cm., the other A5 x 15
cm. The horizontal spacings of the wings
were 20 and 40 cm.; and the planes were in-
clined at an angle ‘to each other of Dow Ae
anGiOm
For the canard it was found that, for a
given inclination, the wider spacing gave the
better efficiency; and, for a given spacing, the
inclination could be increased to 4° without
impairing the efficiency; but for 6° the ef-
ficiency was appreciably diminished. The
stability increases with the inclination and
wider spacing of the planes.

For the ordinary disposition the smaller
spacing gave the greater efficiency but at the
expense of longitudinal stability.

In comparing the two dispositions we reach
the following conclusions for machines with
wide spacing: for small unit lift correspond-
ing to high speeds, the canard is the more
eficient; for large unit lift, the ordinary dis-
position is best.

eS Ra] EFERRING again to the
tandem and the longitudinal

By inclination is meant here the angle
formed between the prolongations of the wing
chords.

M. Eiffel has also made some determinations

with the model of the biplane of Chalais-
Meudon. The cell (the two planes with their

struts, etc), separated from the fuselage,
showed a resistance to advance 18% less than
that of the complete machine; this 18% being,
therefore, the resistance of the fuselage, etc.
The lift of the cell alone was 14% more than
that of the complete machine, showing that
the air deflected downward by the planes
produces a downward pressure on the tail,
etc:

To determine the part of the lift contributed
by each plane, the upper one was attached to
the balance while the lower one was held in
its proper position by an independent support.
It was found that the upper plane behaved as
if alone; while the lower one, tested in a
similar manner, showed a lift one third less
than if alone. It seems, therefore, advisable
to reduce the size of the lower plane.

“Brom “‘Aerophiley?

NEW THOMAS BIPLANE

A new biplane has been produced by the
Thomas Brothers, at Bath, N. Y. The span
of the upper plane is 33 feet; the lower is 23
feet. As one will see from the photograph,
it is equipped with a “nacelle” and adjustable
mica wind shield. Other details of equipment
include clinomometer, anemometer, tach-
ometer, pressure gauge and pump. The skids
are much shorter than usual and the gas tank
is placed back of the aviator in the nacelle.
The fabric used is Goodyear metalized cloth
which was treated with a special preparation
after the machine was finished, giving 1t
“some” finish. Special attention has been paid
to details. C. A. Hermann, the newest pupil
at the school placed his order for a duplicate.
Needless to say, the motor is a Kirkham,
Sixty-five.

AERONAUTICS

On the Wright

BY GREELY S. CURTIS
BURGESS CO, & CURTIS

ITH reference to Judge Hazel’s deci-
sion in the Wright-Curtiss suit, we

are heartily satished with the deci-
sion and feel that simple justice has been done
to the pioneers who alone made flying possible.

As you know the attitude of our company
ever since its organization, has been that the
Wrights were morally entitled to the fruits
of their invention, whether their patent claims
were cleverly phrased or not.

It has never seemed to us quite square to
make use of a basic principle, invented and
patented by pioneers, without their consent
even though the wording of the patent-claims
may have been difficult of exact interpreta-
tion. Acting in accordance with these beliefs,
our company arranged with the Wright
brothers as soon as the opportunity offered,
to obtain a license from the Wright Company
by which the inventors should profit through
their invention, as provided by the patent laws
of this country. That the patent should have
been upheld by Judge Hazel, was to have been
expected on general principles.

The opinion has more than once appeared
in print that the development of aviation in
this country would be seriously retarded if
the Wright patents were fully upheld. Ex-
perience shows examples of the fallacy of
this idea, particularly when basic patents are
held by a company under broad minded and
progressive management. Reference may be
made to the adjudication of the basic telephone
patent, which has resulted in giving to this
country telephone instruments and service far
in advance of those found in the most in-
ventive countries of Europe. We have every
reason to hope that the aeroplane patents held
by the Wright Company will, to a like degree,
forward the rational development of the
science of aviation.

THE FOREIGN ATTITUDE ON WRIGHT
DECISIONS

According to l’Aerophile, the official organ
of the French National Aero Club, which ex-
presses what might be termed a not unbiased
view, it seems that the Supreme Court deci-
sion in Leipzig, Germany, reduces the validity
of the Wright patent “to the simultaneous
operation by means of the same element for
the warping of the wings and the steering

rudder.” The report adds, editorially: “The
German aviation industry breathes once
more.”

Further, this journal quotes a firm of law-
yers who represented the French makers at
Leipzig, as follows:

“The Supreme Court at Leipzig has decreed
that the warping and steering rudder existed
prior to the Wright patent, even embodied
in the same machine, and in consequence the
principal adjudication of the Wright patent
can only cover the special combination de-
vised by the Wrights, and described in their
patent, which consists in a connection con-
trolling the warping and turning the steer-

Page |33

April, 1913

Patent Decision

ing rudder when the first is operated, the
steering rudder is forced to turn on the side
where there is found the least angle of inci-
dence; furthermore, no constructors of aero-
planes employ this combination.”

The French decision, l’Aerophile says, dit-
fers greatly, and “that the Wright patents
have for object not solely the connection of
warping with the steering rudder, but par-
ticularly the co-existence of the two means
of operation.” As in the previous decision
“a commission of experts is ordered to deter-
mine if there does not exist anticipations op-
posed to the objects of the patent and it will
only be after the filing of the report of the
experts that the case can be decided finally.”

PNGEISH EXPERT At VARIANCE:

Griffith Brewer, who is too well known to
require introduction, answers questions as to
what the German decision really means by
saying in Flight:

“The judges at Leipzig, in giving their de-
cision, expressed the view that the Wright
brothers were the inventors of the warping
per se, and also of the combined warping and
rudder, and they made no statement that the
warping and rudder control had to be me-
chanically connected in order to come within
the ambit of the claims. Statements as to
that limiting effect may therefore be disre-
garded.’ In other words, Mr. Brewer adds
that anyone in Germany can build a machine
using the warp, provided the machine does
not have a rudder, without infringing.

It has been impossible, as yet, to obtain copies of
the French and German decisions.

WRIGHT-CURTISS APPEAL

After a hearing in U. S. District Court on
April 9, Judge Hazel fixed the bond for the
appeal in the Wright-Curtiss aeroplane patent
suit in the sum of $10,000.

Glenn Curtiss was present at the hearing,
and expressed his confidence in the outcome
of the appeal, and at the same time his
surprise at the interpretation given in
America to the patent decisions in Germany
and France. “Recent cable reports,” he said,
“gave the impression that the Wrights had
won sweeping decisions in the European
courts, whereas,” he pointed out, “the German
decisions uphold the Wright claims for the
use, in combination, of the wing warp and
vertical rudder, but refuse the claims on these
devices working independently; and also deny
that the Wright patent in any way covers the
ailerons (lateral balancing surfaces) as em-
ployed by Curtiss. In all the machines now
manufactured, including those made by the
Wrights, the wing warping and vertical rudder
are used independent of one another. The
general effect of the recent French decision
is said to be similar to that of the Germans.”

A pioneer patent does not shut, but opens, the door
for subsequent invention.—/#stice S/iras.

AERONA UTICS

Page 134

April, 1913

New Developments in Aeronautics

THE NEW 80 H.P. GYRO

Besides the low compression cam, the
mechanical intake valves, the oil shields and
auxiliary ports, the new 80 H. P. Gyro rota-
tive motor has a new scheme of radiating fins
designed by R. S. Moore of the company.
These latter, it is claimed, constitute a marked
advance in cooling revolving cylinders and
add greatly to their strength, stiffness and
power development.

In revolving cylinder motors there is a
constant current of air rushing from the
central portion of the motor to its periphery.

This current of air is now sucked through
the tubes, because in revolving through the
air the top of each tube travels at a rate of
approximately 150 feet a second and this
causes a siphon action at right angles to the
tubes, which draws the air out of them.

Such a provision for passing a forced cur-
rent of cool air through the 36 tubes of each
cylinder, which form an integral part of the
cylinders themselves, is more efficient than
the usual radial fins, half portions of which
are always shielded by the cylinder being in

front of them. The outer corrugations of
the cooling tubes add the usual surface cooling
to the inner air currents.

To further cool the cylinders there is added
two disc radiating fins to the top of each
cylinder, the head of which at that point
being now cone or dome-shaped. All valves
are now made of nickel steel and are like-
wise dome-shaped to increase their stiffness
without adding to their weight.

Each motor is provided with a rachet wheel
so that when used in hydro-aeroplanes, the
motor may be started by a lever from the
seat of the aviator.

AILERON EQUALIZER

In a paper read before the Aeronautical
Society of Great Britain, by Mervyn O’Gor-
man, on “Stability Devices,’ there is mention
of systems shown the writer by one V.
Gregory, in May, 1911, which introduce either
a differential gear in the control wires or a
method of cross-connecting the wires to the

ailerons so as to equalize the pressure upon

them. The system devised by Gregory is il-

lustrated herewith.

“This secures an approach to balance of
drag,” says Mr. O’Gorman. “The balance is
more closely exact between the plus and
minus lift of the two flaps, but the resistance,
or drag, may for his purpose be taken, as pro-
portional to the lift, and therefore balanced
when the plus and minus lifts are balanced.”

It is quite common knowledge here that a
differential system of wiring has been in use
in Curtiss machines for a considerable time.
Several patents are pending on similar devices
in the United States Patent Office, and the
question of priority is now being fought out
in the Office. There are several different meth-
ods of wiring to obtain the desired result.

COOK SPRING AXLE

The illustration shows the spring axle used
by Weldon B. Cooke in his Roberts engined
tractor biplane. It has been found that the

clamp fastening the spring and struts together
is more or less unsatisfactory and _ this will
shortly be replaced with a steel casting.

AERONAUTICS

AEROPLANE MAPPING

The first aerial map to be made by army
officers in a long distance flight is that drawn
by Lieut. Sherman, passenger with Lieut.
Milling, on the return non-stop cross-country
flight between Texas City, Texas and Fort
Sam Houston at San Antonio, Texas, on
March 28 and 31. The total distance covered
was 480 miles, in the Renault-engined Burgess
tractor. It was originally intended to make
the flight by compass, but the air was very
rough and the atmosphere so hazy that
after striking Santa Fe the railroad was fol-
lowed to San Antonio. Part of the country
is flat and treeless. From Eagle Lake to San
Antonio the country is rolling with forests

'

ie Ad
tAXOR.,
4 '
=> [4 Min

alt tombetda. aren’
: pe i

6 oath NOY tonfiac®

Caren fut » nm f

Jverc4se valeccty 5 mu

[AE RG

Page

43

Latest Type Thomas Bip

April, \91

lane
interspersed with cultivated areas. On both
trips the air was “extremely rough” over the
forested country. On the return mapping
trip the temperature was very high and great
difficulty was experienced with up and down
trends. The latter predominated, and, combined
with the gusts, made climbing very difficult.
The machine dropped on one occasion about
600 feet and it was frequently necessary to
dive it 50 to roo feet, when one wing dropped,
to gain equilibrium. Some of the severest
gusts occurred over absolutely flat countr
and following a period of comparative calm.
It is believed these were due to the action
of the sun on the moist ground, as they were
particularly noticeable in the vicinity of
marshy lands. One gust even tore away the
“skid plane.”

Lieut. Sherman carried a cavalry sketching
case. A rough sketch was attempted. For
orientation, the board was held parallel to the
sides of the fuselage and the compass bearing
of the machine noted. A time scale was used.
The map was made in sections on a long strip
of paper, the map being rolled as each was
completed. The entire map is about 18 feet
long, being in sections showing the country
covered in each interval of Io minutes. The
map is complete in every detail, showing the
railroad, wagon roads, towns, streams, woods,
hills, prairies and other topographical mark-
ings that might be of interest in military
work. It is believed that after some experi-
ence sufficient accuracy may be attained to
fulfill the requirements of a strategic recon-
naissance and locate the larger units of the
enemy. This is particularly the case where it
may afterward be compared with a smaller
scale map.

On the reverse side of the map is a note
showing the particular part of the country
embraced. Numbers on the side of the map
show the time of the afternoon the particular
place was passed, and letters the course fol-
lowed. The signs used on the -map are the
conventional signs used in United States army
topographical work.

AERONAUTICS

SAVES H.P. BY REVOLVING NOSE

According to M. F. H. Gouverneur, who
has been experimenting with surfaces on full
size scale with electric trolley cars and all
wholesale facilities on the electric lines near
Wilmington, N. C., the reduction of resis-

tance by the use of a revolving nose attached

cr

to the propeller amounted to a saving of 11
H. P. at 60 M. P. H. This experiment was
made with a full size monoplane built with
resistance reduced to the minimum, using a
4-cylinder Roberts motor, with which machine
“great” speed was obtained.

CEDAR BOAT LUMBER

When you take up the question of buying
suitable lumber for planking your new boat,
you will find that white cedar has more ad-
vantage for this kind of work than any other
lumber. One of the first considerations in
selecting a suitable boat-board is the weight.
A piece of dry white cedar 1 inch thick and
12 inches square will weigh 1%4 pounds. A
piece of dry white pine the same size will
weigh 2% pounds. A piece of cypress the
same size will weigh 3 pounds, and a piece of
dry yellow pine the same size will weigh 3%4
pounds.

The above figures show everything in favor
of white cedar for weight. An additional
advantage of white cedar over all the other
woods named is that it contains an oil which
prevents the absorption of water. All the
other woods mentioned will increase in weight
when in use as a boat-board about 50 per cent.,
whereas white cedar will not take up water
even after years of service.

Cedar boat lumber may be obtained in
thicknesses of I, 5/4, 6/4, etc., up to 2
inches, 6 inches and up wide, 12 to 20 feet in
length. This number is also furnished 12
to 20 inches wide for making special floats,
and the like, by fishing and ducking associa-
tions, etc. The Jordan Bros. Lumber Co., of
Norfolk, Va., deal exclusively in cedar boat
lumber, carry a large stock of dry boat-boards
of different sizes and lengths at their Norfolk
yard, and are prepared to cut to order any
special orders required.

Cedar lumber is free from tendency to twist
or get out of shape when exposed to the sun
and weather. This is a very important char-

Page 136

Abpril, 1913

acteristic in the construction of pontoons and
boats which are wet and dry alternately.

THE AEROPLANE TOOL CHEST

The mechanic’s tool chest lately put in ser-
vice by the Signal Corps may be of interest.

The material is all of the highest grade.
The chest itself is made of the best selected
oak stock, straight-grained, thoroughly sea-
soned. The sides are dovetailed and the re-
mainder of the chest assembled with screws.
No nails are used in the construction. Each
chest is fitted with mild steel bands, wrought-
iron hinges, mild steel hasps, and with heavy
iron drop handles mounted on the ends. The
drawers and the interior are sandpapered and
given two coats of shellac. The outside re-
ceives two coats of best quality paint. The
chest is fitted with a Corbin padlock.

The tools are so fastened that they will not
be jarred from position when the chest is
moved about end over end.

A typewritten list of tools and numbers
on a heavy linen bond paper is securely fas-

tened in the cover of each chest. One cushion
is furnished for each drawer, tray, or section,
made of 8-ounce cotton duck, khaki shade,
and fills snugly all space left after tools are
in place; those in drawers are held down by
two straps with buckles. Each separate ar-
ticle must be securely fastened in place and be
capable of removal with the least possible dis-
turbance of the other articles. With the ex-
ception of certain items.each tool must be
stamped with the number assigned to it. A
brass plate is secured alongside of each tool,
bearing a number corresponding to the num-
ber on the tool.

This chest contains 27 tools, and sets of 9
drills, 14 files and 14 bits.

Did you hear about some aviator ‘fout West’? who
took his girl up in an aeroplane and then jumped
out?

No, is that so! What happened with the girl?

Oh, she was a chippy and flew away.

Despite all this talk of poor prospects, and so
forth, on these fine spring days one must admit that
things are looking up.

|

AERONAUTICS

EXCESS OF POWER A NECESSITY

After completing a round trip between the
camp at Texas City and San Antonio, under
weather conditions such that Major General
Carter in command says, “I would not have
ordered the trip,” making a new American
two-man duration record and within 12
minutes of the world record, and almost
equalling the world’s longest distance record
for pilot and passenger, Lieutenants Milling
and Sherman reported to the Chief Signal
Officer in favor of an increased reserve of
power. Already it is reported that a new
too H. P. Renault has been ordered by the
Signal Corps to replace the 70 Renault now
in the Army’s Burgess tractor and that the
Curtiss Aeroplane Co. has ordered a 140 H. P.
Gnome for use in a military tractor.

Too much emphasis cannot be laid on the
necessity for great strength in construction.
In some of the severe gusts and dives to re-
cover equilibrium, stresses were put on the
machine many times the ordinary stresses of
flying. It is doubtful if a less staunchly built
machine would have held together for the
trip.

The fuselage type with tractor is believed
to be the most desirable. It interfered in no
way with the view either of pilot or observer,
and the centrally located weight aided materi-
ally in recovering lateral equilibrium. With
the weight more distributed laterally, it wouid
have been more difficult to recover. The
position of the pilot’s seat, which gave a view
of the entire plane, was found to be a decided
advantage in gusty weather.

AUTOMATIC BALANCE

At a banquet given to Mr. Raymond
Poincaré, the new President of the French
Republic, Mr. Quinton, president of the French
National Aerial League, made the following
announcement:

“An automatic means for steadying aero-
planes can be considered as discovered. The
apparatus is that of Mr. Moreau, who has
flown with a passenger for 35 minutes, con-
trolling his apparatus with only the levers for
rising and descending. On that day the wind
attained 7 meters (23 feet) per second.

The principle of the device is that of a
pendulum. The machine is a monoplane in
type. The engine, gasoline tank, and wings
form a compact mass, while the seats for
pilot and passenger, hanging beneath, act as

Page 137

April, Vt

a pendulum. The mechanism of the mono-
plane is quite simple. If the machine leans to
the right, the weight of the pilot warps the
left wing so as to maintain equilibrium. When
the machine pitches, the seats, hung swing-
wise, act upon the tail and adjust the aero-
plane. When the oscillations become too
great, owing to eddies or “air holes,” there is
a means by which the pendulum may be
stopped.”

The U. S. Patent Office files contain a num-
ber of similar devices, as listed monthly in

AERONAUTICS.

ADVANTAGES OF THREE-BLADED
PROPELLERS

What advantages, if any, appertain to the
use of propellers with three blades, is a ques-
tion which has been frequently discussed, but
to which definite and conclusive answers are
not always easy to obtain. In view of the
considerable interest attaching to propellers
of this type through their use by the U. S.
Navy, the Curtiss Aeroplane Co., the Gallaudet
Engineering Co., and others, the American
Propeller Company elucidates as follows:

The advantage of this type les in the fact
that either a greater efficiency can be obtained
by using the same diameter as a two-bladed
propeller, or an equal efficiency with a very
much smaller diameter. In many cases the
three-bladed propeller will give better results
even with a smaller diameter. The three-
bladed type is to be preferred on hydro
machines or wherever it is essential to keep
the diameter as small as possible.

It is also valuable as a substitute for double
propellers where it would not be possible to
get an equal efficiency with a single propeller
without using a diameter larger than the ma-
chine could swing. Another advantage is
that the three-bladed propeller does not have
to turn at very high speed to get its full
tractive or propulsive effect on the air. This
makes it possible often to use a pitch equal to
or larger than the diameter of the propeller
which is always desirable in both air and
marine practice.

Occasionally there is a machine for which
we would not especially recommend a three-
bladed propeller but these are rare, except in
the Wright Type machine. With these ma-
chines probably the only improvement would
be in getting better ground clearance with a
smaller diameter.

ENON UTICS ©

ON MONOPLANE ACCIDENTS

A British Government committee was ap-
pointed to investigate three certain mono-
plane accidents in 1912. The main conclu-
sions arrived at by the Committee and their
recommendations in connection therewith may
be briefly summarized.

(4.) The accidents to monoplanes specially
investigated were not due to causes dependent
on the class of machine to which they oc-
curred, nor to conditions singular to the
monoplane as such.

(i1.) After consideration of general ques-
tions affecting the relative security of mono-
planes and biplanes, the Committee have
found no reason to recommend the prohibition
of the use of monoplanes, provided that
certain precautions are taken, some of which
are applicable to both classes of aeroplane.

(iii.) The wings of aeroplanes can, and

should, be so designed as to have sufficient
strength to resist drift without external
bracing.

(iv.) The main wires should not be brought
to parts of the machine always liable to be
severely strained on landing.

(v.) Main wires and warping wires should
be so secured as to minimize the risk of
damage in getting off the ground, and should
be protected from accidental injury.

(vi.) Main wires and their attachments
should be duplicated. The use of a tautness
indicator, to avoid over-straining the wires in
“tuning up,’ is recommended. Quick-release
devices should be carefully considered and
tested before their use is permitted.

(vii.) In view of the grave consequences
which may follow fracture of any part of
the engine, especially in the case of a rotating
engine, means should be taken to secure that
a slight damage to the engine will not wreck
the machine. Structural parts, the breakage
of which may involve total collapse of the
aeroplane, should, so far as possible, be kept
clear of the engine.

(vii.) The fabric, more especially in highly
loaded machines, should be more securely
fastened to the ribs. Devices which will
have the effect of preventing tears from
spreading should be considered. Makers
should be advised that the top surface alone
should be capable of supporting the full load.

(ix.) The makers should be required to
furnish satisfactory evidence as to the strength
of construction and the factor of safety al-
lowed. In this special attention should be
paid to the manner in which the engine is
secured to the frame.

(x.) Engine breakages should be system-
atically investigated and reported on, and the
reports should be submitted to the Advisory
Committee for Aeronautics.

(x1.) No machine should be taken into use
until after examination and approved test, and
all machines should be regularly inspected,
especially after any serious damage or repair.
Parts of machines in course of construction
should be inspected and passed before being
assembled.

Page 138

April, 1913

(xii.) Two or three skilled mechanics for
each squadron should be specially engaged for
a time to act as instructors and to set a stand-
ard of technical workmanship.

(xii.) In case of any serious accident, care
should be taken to preserve and identify
damaged portions of the machine which may
help to account for the cause. It is desirable
to obtain the assistance of the police authori-
ties in this matter.

With regard to the machines already in use
at Larkhill, the Committee recommend that
they be carefully inspected by a skilled en-
gineer, and, if necessary, modified so as to
bring them as far as possible within the rec-
ommendations of this report.

The Committee also desire to recommend
that the following questions be specially
referred to the Advisory Committee for
Aeronautics for further investigation and
Lepore -—

(a) The general question of the stability
of aeroplanes.

(b) Detailed investigation of the strains
and stresses in aeroplane wings, especially
monoplane wings. Tests on the strength of
wooden struts and beams as used in aero-
plane work.

(c) Aerodynamic investigation of aero-
plane wings designed to have sufficient strength
without external bracing.

(d) Investigation into the strength of
aeroplane fabrics, wounded and unwounded;
and into the effect of the application of dopes
and of exposure.

' (e) Investigation of engine breakages.

(f) The methods of testing a complete ma-
chine and the test conditions to be fulfilled.

(g) Investigation into the conditions of the
vol pique in respect to monoplanes and _ bi-
planes.

AERIAL NAVIGATION IN GERMANY

The Potsdam Chamber of Commerce has
devoted a section of its 1912 annual report to
the German air-craft industry. There are, it
states, 12 to 15 air-craft factories of consider-
able size in Germany, compared with about 20
in France, 6 in England, and 5 in Austria.
The industry in Germany is, however, by no
means in a flourishing condition. It is plain
the report says, that a state of over-produc-
tion prevails, due principally to several hun-
dred small factories which sprang up, then
disappeared as soon as their available funds
were consumed in fruitless experimentation.
Their existence, though fitful, affected the
larger undertakings, and the whole industry
is suffering from slackness of business.

Beachey has retired, stating his feats have caused
many deaths through attempting to copy his feats
of daring.—One newspaper clipping.

Beachey has signed a contract at Grand Rapids and
will carry up a parachute jumper.—Another news-
paper clipping.

Bill Pickens must be
agenting.

trying his hand at press-

AERONA UTICS

Page 139

April, 1913

Published Monthly by Aeronautics Press
122 E. 25T- ST... NEW YORK
CABLE: A=RONAUTIC. NEW * ORK
"PHONE, 9122 MADISON Sa.
ERNEST L. JONES. Pres't — — THOMAS C. WATKINS, Treas’r-Sec'y
ERNEST L. JONES, Editor — M. B. SELLERS, Technical Editor

SUBSCRIPTION RATES
UNITED STATES, $3.00 FOREIGN, $3 50

APRIL,

TOES Vol. XII, No. 4

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

Advertising pages close on the 25th.

copy must be received by the 2oth.

@ Make all checks or money orders free of exchange and payable to AERONAUTICS. Do not send

currency. No foreign stamps accepted.

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

Payment in advance.

MOTORS FOR SALE

FOR SALE—A few Model D-4 Gray Eagle
motors, slightly used, that have been taken in

trade for larger motors. In first-class condition, and
guaranteed, at bargain prices. Kemp Machine Works,
Muncie, Ind.—T. F

ENGINE FOR SALE—8-cyl. “V,” list price,
$1,500; new, never used. The one who buys this

motor gets one of those few real bargains that isn’t

picked up every day. Thoroughly tested by maker
who desires to sell the last one in his shop. Complete
with propeller, $800. Address, ‘“‘Eight Cylinder,”

care of New

York.

FOR SALE—Double opposed 30 H. P. aero motor
complete, at sacrifice. Never mounted on aeroplane
or used. Address H. I. Muus, 2119% Second Ave.,
Seattle, Wash.

AB RONAUDIES,) 122). 25th) “St-,

AEROPLANES

CURTISS-FARMAN—Exceptionally well made pas-
senger biplane of Curtiss-Farman_ type. Roebling
cable, Naiad covered, 20-inch by 3-inch wheels, seam-
less steel tubing, laminated ash and spruce members,
etc., $100. Buchanan, care of AERONAUTICS, 122
E. 25th St., New York.

SACRIFICE—A Curtiss type biplane, flown by one
of America’s most famous aviators, with 8 cyl. Hall-
Scott 60 H. P. motor, all in Al condition, for $1,800
cash, subject to demonstration to bonafide purchaser.
Shipping boxes, propeller, crates, completely equipped
for the road. Free instruction in flight to purchaser
at well-known flying field. The best bargain of the

Opportunity knocks but once at every man’s
Address “Sacrifice,” care of AERONAUTICS,
. 25th St., New York.

FOR SALE—1912 genuine Curtiss aeroplane with
hydro-aeroplane attachment. Model ‘“D” exhibition
type. Brand new Curtiss Model ‘‘O,’’ 8-cylinder, 80
H. P. motor. Extra parts, crates, etc. The ideal
high-powered exhibition machine. Quick sale neces-
sary. If interested write at once. Address Curtiss
Hydro, care of AERONAUTICS.

MISCELLANEOUS

HYDRO PONTOONS—In our stock of duplicate
parts we have a number of extra sets of pontoons
for standard Curtiss hydro-aeroplanes. These sets in-
clude the complete boat, the small pontoons for ends
of planes, all necessary braces, etc., everything com-
pleee and ready to put on. As they occupy space we
need for other uses we will sell these few sets tor less
than the cost of making the pontoons. Write today
if you want a bargain. Curtiss Exhibition Co., Ham-
mondsport, N. Y

NEW AERIAL PROPELLER—Highly efficient.
We specialize on four-bladers for flying boats; they
deliver the goods. No experimenting. Why not
one? Just drop us a postal and ask for Catalog
No. 1. Do it today. Address nearest office. Double
Stamp Propeller Co., No. 528 So. Ashland Blvd.,
Chicago, Ill., or Evansville, Ind., Dept. C.—T. F.

cAero «Mart

WISE—One copy of the rare book by John Wise,

A System of Aeronautics, for sale to first comer at

$10. First-class condition. This books is getting
more rare every day. Address Sheahan, care of
AERONAUTICS, 122 E. 25th St., New York.

WANTED—Back numbers of AERONAUTICS as
follows: Nov., 1907; Feb., 1908; May, June, August,

October, November and December, 1909; Jan. and
March, 1910. Fifty cents each for any or all of
these. Address: Editor, care of AERONAUTICS,
122 E. 25th St., New York.

FOR SALE—Roberts 4-cyl. 50 H. P. motor. New.
Perfect condition. Ideal for hydroplane. Bargain
for cash. C. K. Myers, Wilmington, N. C.

INVESTMENT OPPORTUNITY—A well-known
aeroplane and motor company, with an _ established
reputation, offers a few shares of 7% Preferred Stock
for public subscription, in order to increase output.
Good opportunity for the small investor. Address
Investment, care of AERONAUTICS.

FOR SALE—80,000 foot balloon, made especially

for the International Races last year.
and in perfect condition.
Indianapolis.

J Complete, new,
Cole Motor Car Company,

FOR SALE—Tractor biplane, 42 feet spread, 5 feet
chord, double surfaced, Farman running gear, 8-cyl.
60 H. P. motor, Bosch magneto, Schebler carburetor,
radiator, combination tank, 8-foot Paragon and Nor-
male propellers, extra parts, tent, crates. Complete
exhibition outfit. Would make fine hydro-aeroplane.
Price, $1,200. Will sell without power, or power
plant separate. F. Robinson, 191 Caledonia Ave.,

Rochester, N. Y.

Double Hydro Floats, weight, 55 lbs. each, pair, $250-
Running Gears, Farman or Wright, complete, $42.50.
Hubs, knock-out axle or to fit, 1", 14g", 114", or 149".

AEROPLANE WHEELS

J. A. WEAVER, Jr., Mfr., 132 West 50th Street, N. Y.
Wheels, 20" x 214", complete, $6.00 — 20" x 3", $8.25,
with Curtiss or Farman type stock Hub, 6" wide.

We make any size or type of wheel. Send for list.

Compare my prices with all others.

BOLAND AEROPLANE
MOTOR COMPANY

THE BOLAND MOTOR
8 cyl. ‘*V”’ type, 60 H.P. 240 pounds.

RELIABILITY DURABILITY
MAXIMUM POWER. MINIMUM WEIGHT.

THE BOLAND TAILLESS BIPLANE

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

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

Factory: Ft. Center St., Newark, N. J.
Office: 1821 BROADWAY, NEW YORK

AND

April al oi3

AERONA UTICS

THE HARLAN BOMB DROPPER

During the recent German bomb dropping
contests at Doberitz, the Harlan device made
its appearance, attached to the monoplane.
On a movable aiming tube (telescope) are
mounted front and rear sights. Also, there
is attached to the aiming tube a plate divi-
ded into degrees, which gives the exact angle
at which the aiming tube is pointed. By vary-
ing the aim 1/10 mm. at a height of 500m.,
there is a difference in the result hit of but
tm. The chief value lies in the table of an-

gles, which are figured out in a painstaking
manner for heights of from 50 to 100 m. and
The former height has to be

—
-

i)
Pr}
27

500 to 575 m.

|
ae
od

considered against inanimate objects where
the flying machine has to avoid the effects
of the explosion, while the second has to be

maintained against living targets, where
possible shots have been thought of. Tables
for any other heights, of course, can he

made. In these tables the aeroplane pas-
senger finds everything that is to be taken
in account in aiming. At the angle given
there he points the aiming tube. As soon
then, as the target shows through the sight
he releases the bomb.

The angle of the aeroplane axis can be
read off an angle meter at any time. By
correctly aiming, according to the _ tables,
the probability of a hit is very high and de-
pendent only on the facility in aiming of
the operator. The device is applicable +o
all machines where the bombs fall by gravity
only.

From the above description it is plain that
the operation of the device is similar to Lieu-

tenant Scott's apparatus, which has been
fully described in earlier issues. As the
Scott device is being patented in foreign

countries, the conflict between infringing ap-
parati will be of interest to war offices.

THE MCCORMICK POWER PLUG

An ignition device, distinctively new in de-
sign and operation and known as the McCor-
mick “Power Plug,’ is now being marketed.

The noticeable feature, other than the sub-
stantial construction, is the use of a unit
electrical device with large and novel spark
terminals. A large number of intensified
high-frequency sparks constantly moving
around the terminals are produced. These
sparks take place within a sparking chamber
having a single restricted opening. During
compression gas is segregated in this cham-
ber and exploded therein. A flame of burn-
ing gas is projected through the single open-
ing from the spark chamber instantaneously
and effectually exploding the mixture in the
cylinder within surprisingly wide limits of
quality and compression. ‘The position of the
terminals and the firing process prevents
sooting, over-lubrication and other spark
plug troubles. The liberal design and the

fact that the sparks are constantly chang-
ing position overcome the gradual burning
of the terminals—a
mis-firing and loss of power.
is the fact that tests on

well known source of
Of particular

interest machines

operating under conditions of every-day ser-
vice have shown through the use of the Mc-
Cormic Power Plugs an increase of horse-
power of 15 to 20 per cent. with a material
reduction in fuel consumption.

The McCormick Mfg. Co. of Dayton, Ohio,

make these plugs and sell them at two
dollars.
Aline addressed to them mentioning

AERONAUTICS will bring printed matter
and full information to interested parties.

AERONA UTICS

FRENGH AEROPLANES

ENGINEERS TAKE NOTICE!
F ll photos, des-

INVENTORS criptions, data, news,
i . ete., re-

AVIATORS carding FRENCH

below:

Etudes Acronautiques
ALEX. DUMAS, Engineer, E.C. P.
20 Rue Ste. Marie, Neufchateau (Vosges ', France

ADAMS-FARWELL
REVOLVING MOTORS

HAVE BEEN IN pe
DAILY USE FOR Ss
<3 Thi 7
TEN YEARS. ll ‘3 eel iets a
, AVIATION
MOTOR
ie Fs 450 Ibs. thrust
a with 9-ft. pro-
3 fg peller of 6-ft.
me «CF pitch.
2 q Ask for our
a Lao Circular No.16A
THE ADAMS COMPANY
21 ATHOL STREET, DUBUQUE, IOWA, U. S. A.

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

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

EL ARCO RADIATOR COMPANY

Broadway and 57th St., New York City

Also Manufacturers of Automobile Radiators of all types

THOMAS

First School Chartered by pee
of the University of New York State

“Learn Over Land or Water ”’

SCHOOL
OPEN...

WALTER E. JOHNSON, | - Instructor
Te,
Thomas Bros. Aeroplane Co.
BATH, N. Y.

In answering advertisements

Page |4|

please mention this

April NON

Sturtevant

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

-AERONAUTICAL MOTORS IN
GOVERNMENT SERVICE

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

Army Officers
Camps Making Recg
Four New Detagfs

Notice has been. receivgd at the War
Department of several Zmportant flights
made by the army aviagirs at their south-
ern winter camps, geut. Thomas Mjll-
ing, in what is knggVn as the Burgess
tractor, with Lieut. gSherman as passen-
ger, flew from Galyeston to Houston and
returned, a total d&tance of ninety miles,
in about an hourgand a half. He circled
the city of Hougton in the course of the

Tee and Based, through two rain-
‘ s. t
Lieut. Harry Graham, with Lieut. Call

as passenger, flew over approximately the
same course in the Burgess machihe
equipped with a Sturtevant motor. They
covered a distance of about eigtity miles
and passed through one ‘rainstorm in the
course of, the flight.

Lieut. Kirtland, with Sergft. Idzarik ds
passenger, started over the samé. course,
but after covering about forty-five miles
W a8 compelied to stop on account of the
rain,

SEND FOR CATALOG 1 No. 2002

B. F. STURTEVANT CO.

Hyde Park, :: :: Boston, Mass.

And all principal cities of the world

magazine.

AERONA UTICS

‘Page 142

April, 1913

AVIATORS’ NURSING BOTTLE

For birdmen in the nest and those sprout-
ing their winglets, a sort of nursing bottle
has been devised by the Curtiss flyer Beck-
with Havens. Mr. Havens is a grown-up
birdman, so doesn’t really need anything of
this kind but he has invented it and put it
to practical use to see if it would work.

The idea is to provide hot coffee, hot
Scotches, hot milk, hot soup or other hot
liquids to the pilot or passengers during a
cold winter’s day flight. The galvanized
tank, which may be attached to any con-

venient part of the ’plane, has double walls.
A glass bottle is inside.
bottle is

The top locks on.

Through the cork of the one

breather tube and another to which a long
rubber tube is attached; on the end of which
tube is the usual rubber nipple. Hot water is
taken from the circulation system into the
hollow walls of the tank at the top and out
through the connection at the bottom back
into the system again. The long rubber tube
is brought around within easy reach of the
aviator.

THE S.A. F. SPEEDOMETER

A number of different speed registering
devices have been tried out by Boland, Cham-
bers, Conneau, Breguet, Legrand, Command-
ant Dorand, Capt. Felix and others, among
which particular mentions should be made of
the special speedometer of Capt. Eteve.

A new one that has been successfully used
is a device made by the firm of “Aera” and
known by the name of SAF. This consists
of a quadrant divided in three sections of
different colors and an indicating needle
with a red disc at the end is controlled by a
helicoidal fan with narrow blades slightly
curved and inclined to the direction of move-
ment so as to present the same angle of in-

cidence to the air as the aeroplane surfaces.
The result is that the dynamic action of the
air is transmitted to the needle as to the
planes so that the sustentation may be de-

termined in varying speeds as well as tem-
perature and altitude under which condi-
tions so many devices fail, such as the
Pitot tubes. It is claimed that when this
device is used together with a barometer and
motor speed counter, it offers, with the least
effort, full knowledge of the machine’s be-
havior.

It is recommended that by reason of the
advantage of such devices that they should
be included in the regular equipment of aero-
planes together with a barometer and com-
pass.

THE SPARMAN TEACHING MACHINE

At the great aviation field near Vienna,
Herr Sparman has established a school in
which he employs a teaching machine. <A
monoplane, with ailerons, is universally

This is used
equlibrium can

mounted on pivoted bearings.

in windy weather. Lateral
be obtained by the ailerons. The elevator
can be moved to balance the machine fore
and aft; the whole system operates as though
in actual power flight.

WATERPROOFING COMPOSITION

Melt a pound of paraffine in a large iron
pot. When melted, add a gallon of gasolene
AFTER REMOVING IT FROM THE FIRE.
When thoroughly mixed, the composition
may be painted on the cloth with a large
brush, working it well into the canvas. Do
not put it on too thick. You can color this
by adding dry paint obtainable at any hard-
ware or paint store.

AERONA UTICS Page |43 April, 1913

CHARAVAY PROPELLERS

BETTER THAN EVER

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

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

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

DETROIT ARO POWER PLANT
compcete $300 Reavy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO.
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS

50 H.P. 6-cyl. Air-cooled, sight -'s GUARANTEED 70

ALBATROSS ENGINES

Made in two sizes

PRICE, $650.00 Complete 210 LBS. MIN.STATIONARY THRUST
Ree 158 LBS MAX.WEIGHT(COMPLETE) §
100 H.P. 6-cyl. Water-cooled, 3y¢'sh* 36 HOURS DELIVERY ;

PRICE, $850.00 Complete LIFT AND FLY

Catalog Free Agents Wanted CURTIS BY PLANES

BLERIOT XI MONOPLANES
ALBATROSS COMPANY DEMOISELLE MONOPLANES
DETROIT, MICH. OR CRAFTS OF SIMILAR MAKE

AERONAUTICS

ee New and Enlarged Edition, Commencing January, 1913 orm oo 2 =
+
: : ee t
< The Leading British Monthly +
+ Journal Devoted totheTechnique +
ae e ofe
+ and Industry of Aeronautics. +
: (GOuUNDEDION) a We make an extra high grade
+ 3 plated finish wire for
* Yearly Subscription One Dollar, t atin? tee
z Eighty-Five Cents Post Free x :
¢ Note:—— A. sPecimen._copy will be mailed - FOR FURTHER ee ee eee ADDRESS
fe OUC :—— free on receipt of 15 cents. +
t HEAD OFFICE: * | John A. Roebling’s Sons Co.
z 3 London Wall Buildings, London, England z TRENTON, N. J.
American Office: 250 West 54th Street, New York 7 om 3
Se ofe ofe ofeofe ofa fe ofa ofe cfe cho cho etn cho fe cho foals ofe cio elo ake oho ale of ofe ofe ofe of fe

V-Ray Spark-Piugs Never Lay Down

— ee |}
one): ME
SN Y} jE i

iS te) > | 1A
me oy L| I)

J
Y
The V-RAY CO. Marshalltown, fa,

Fe

KR RETZ (OMPANY
ARES
3. & Ball Bearings

250 West Fifty-fourth, New York

Yi

YL LLL ny
king season 1913.

Have never been connected with the American
\eroplane Mfg. Co. and School of Aviation.

North La Salle Street, Chicago, Ills.

“2 a | we = S

HE Minneapolis Charter Commission
and the Secretary of the State of New
York are reported to be drafting state
bills for the registration of aeroplanes and
the licensing of operators. This would be
a step in the right direction were it not ob-
viously better to have a national law. But
one lone aero club has even gone so far as
to place itself on record. It is so easy to sit
in front of the fireplace and write press
notices.

T is interesting to note that at least one
daily newspaper is alive to the importance
of aeronautics in warfare and is in-

telligently conversant with the subject. Un-
like other New York papers, which generally
exploit aerial catastrophies and speak alike
of aeroplanes, balloons and dirigibles as “air-
ships,’ the New York Tribune has consist-
ently shown an intimate knowledge of the
subject. The editorial of March 30th urging
Government activity in this country is in-
dicative of the spirit which seems to prevail
in its news columns and special articles, of
which an interesting page appeared on this
date concerning dirigible development.

HE picture on the front cover this
month is that of the Benoist flying
boat, with Hugh Robinson piloting it

above the Mississippi River.

After repeated trials, covering a period be-
ginning about January roth up to the middle
of March, the makers are satisfied that their
new machine has reached the perfection that
will justify them in offering it to the general
public or those of the general public who
would buy a flying motor boat for pleasure or
sport.

Adverse criticism met the statement that
they were placing their motor down in the
hull of the boat, but after repeated trials to
find the best location of the motor and cen-
ter of mass for the best results, it was found
that the most advantageous place, everything
considered, was to set the crank shaft four-
teen inches below the lower planes, bringing
the tops of the cylinders about four inches
above the lower planes so that with the chain,
propeller and propeller shaft and radiator
above the center of gravity, and the aviator
and passenger within the boat, the machine
“balances with the least amount of oscilla-
tion below the horizontal center of gravity
with a minimum of instability above.”

The new flying boat, as will be noticed by
the illustrations, takes a natural bank on

NU i: i, i,
see

(GkoD | T Ome
ac |22

i

a

curves, and is very much more steady in the
average wind than is the machine with the
power plant set much higher up.

ETURNING from Europe “Orville

Wright has a bone to pick with Ameri-

can newspapers,” says the Cincinnati
Star. “According to Mr. Wright, the reason
why aviation is almost at a standstill here is
because the newspapers have placed too much
emphasis upon the accidents that have be-
fallen aviators and not enough on their suc-
cesses.”

This newspaper has apparently hit the nail
upon the head. Detailed descriptions of new
machines could scarcely be called “news”
in the light of present day newspaper jour-
nalism and the flights that have been made
during the past twelve or eighteen months,
with several extraordinary exceptions, were,

from a newspaper standpoint, repetitions
merely of “the same old stunts, many of
them obviously foolish and _ unnecessarily

hazardous.”

“When the aeroplane was new the news-
papers published column after column con-
cerning the wonderful invention. The early
triumphs of the aviators were given the widest
publicity. If less is said to-day than formerly
it is because there is so much less to say.
The public has lost much of its early interest.
Aviation was decidedly more than a nine days’
sensation, but the time came when to record
the performances of the flyers amounted to
nothing more than reiteration.

“In the meantime serious and often fatal
accidents began to multiply and were duly
chronicled. That such unfortunate occur-
rences should be given prominence is only
natural.

“Tf American aviators would do something
new, something worth while, something that
would show that they are progressing and
not at a standstill, they would find that they
have as little cause as ever to complain of
the attitude of the American press.”

The manufacturers might give a traveling
exhibition of hydro-aeroplanes. Stir up the
motor-boat clubs by a series of club-to-club
aerial cruises, organize a reliability tour,
urge national registration and licensing; clubs

might offer purses for definite practical
achievements, have a country-wide lecture
campaign, syndicate free to a _ thousand

newspapers, weekly articles of timely interest
written by one who can see from the editor’s
chair; aero club members might buy aero-
planes and show why they belong.

AERONAUTICS

Wisi

THE AVIATOR’S CHOICE

Model B, 4-cylinder, 60-70 h. p.
Weight complete 260 Ibs. 500 lbs. thrust
Three other models correspondingly

SIMPLE, COMPACT, POWERFUL
Write for catalog

CXR ISER, MAKERS
DETROIT

1528 E. Jefferson Avenue

Page 145

April, 1913

% MOUSANT
vawa vw AVIATION
GARDEN CITY § C u 0 0 L

Best ea school
in this country

@ We have graduated Miss Mois-
ant, Miss Miller, Messrs. Jerwan,
de Murias, Seligman, Kantner,
Bates, McKay, Worden, de Giers,
Alvarez, Bolognesi, Richter, Reichert, Hunt,
Alberto and Gustavo Salinas, Ruiz, Lamkey,
Edelman, Arnold, Juan and Eduardo Aldasoro.

GCA Magnificent Aerodome. A Splendid
Equipment of Machinesand Expert Pilots,Con-
genial Surroundings. Best Living Arrange-
ments. Write today for booklet.

THE MOISANT INTERNATIONAL AVIATORS

1790 BROADWAY, NEW YORK, N. Y

Airmen Should Be Interested In Photography

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

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

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

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

photographic

ONE DOLLAR FIFTY A YEAR

Foreign Subscription, Two Dollars

SUBSCRIBE NOW

135 West 14th Street,

In answering advertisements

please

THE PHOTOGRAPHIC TIMES

Some of the other regular features are

Articles on practical and timely photo-
graphic topics.

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

Foreign Digest.

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

Items or Interest.

A department devoted to ‘ Discoveries. ’

Reviews of the new photographic books.

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

FIFTEEN CENTS A COPY

A Sample Copy Free

THE PHOTOGRAPHIC TIMES PUBLISHING ASSOCIATION

New York

mention this magazine.

AERONAUTICS

TWO-MAN RECORD BROKEN

After making a cross-country flight from Texas
City to San Antonio, Tex., and establishing a new
American endurance record for two people, on the
28th of March, Lieut. Milling, with Lieut. Sherman
as passenger, made the return trip to Texas City on
March 31st. The trip was started at 1:21 P. M. and
completed at 5:11 P. M., making the time to cover
the 240 miles, 3 hours and 50 minutes. The return
trip was more rough than the outgoing one, which
was made without difficulty. The return trip completes
two of the longest non-stop cross-country flights ever
made in this country, not only by military aviators
but by any aviator. The actual measured distance
covered was 480 miles, with one stop; however, the
actual distance covered was about 540 miles. Lieut.
Milling remained in the air for over an hour after
arriving at San Antonio, thus establishing a new
American endurance record for two people of four
hours and twenty-two minutes. The flight was even
more remarkable on account of it having been made
entirely over land and over a country with but few
landing places in case of engine accident. The ma-
chine used was the Burgess tractor with a 70 H. P.
Renault motor.

The flight from Texas City to San Antonio was
made under very unfavorable weather conditions.
The distance between the two places was 240 miles,
and was covered in three hours and twenty minutes.
After arriving at San Antonio, Lieut. Milling stayed
in the air for additional time of one hour and two
minutes, thus breaking the American endurance rec-
ord for pilot and passenger.

On the way to San Antonio a gust of wind tore
away the right triangular vertical “‘skid plane’’ but
the flight was uninterrupted. A map was made by
Lieut. Sherman, the passenger, complete in every
detail; showing the railroad, wagon roads, towns,
streams, woods, hills, prairies and other topographi-
cal markings that might be of interest in military

work. The map was made in sections on a long
strip of paper, the map being unrolled as each was
completed. The entire map is about 18 feet long,

being in sections showing the country covered in
each interval of 10 minutes. This is said to be
the first map ever made from an aeroplane covering
such a distance as this.

The record up to that time was 3 hours and 51
minutes, made by Walter Johnson, in his Thomas
biplane, Kirkham engine. At times during the trip,
the machine dropped from 100 to 150 feet, due to the
wind currents. Lieut. Milling piloted the machine
for the entire distance and time. The world’s en-
durance record for pilot and passenger is 4 hours
and 37 minutes.

Earlier in the month Lieutenants Milling, who is
in charge of the school at Texas City, and Sherman
in the Burgess tractor had flown from Texas City
to Houston and return, followed by Lieut. Harry
Graham, in the Burgess standard Sturtevant 40

P. machine, who took approximately the same
course as did Lieutenants Milling and Sherman,
covering eighty miles non-stop, passing through

a rainstorm on the way. Lieut.
geant Idzarik as passenger, used the Wright in this
3-cornered event, but stopped on account of rain
after covering about 45 miles. After the rain was
over he also finished the round trip.

The Signal Corps Aviation School is now located
at Texas City, Texas.

Lieut. Sherman in a flight of 19 minutes in a 16
mile wind, passed successfully the wind test for the
military aviator’s certificate. Lieut. Graham made a
flight in a 15 mile wind for 9 minutes, also com-
plying with the wind test requirements.

Lieut. Geiger, who is in command of the Army

Kirtland, with Ser-

Page 146

April, 1913

aviation camp at San Diego, Cal., spends his time
in making short cross-country flights and in instruct-
ing the younger officers.

Lieut. Brereton has completed all tests for his
military aviator’s certificate, except the wind test.

Lieut. Park is preparing for the military aviator’s
tests.

According to Lieut. Geiger, the Curtiss experimental
tractor is now fitted with a geared down 2-blade
propeller, and that it seems to be a more efficient
type of transmission than any other. He believes
that this type of machine with a higher power motor
will prove to be the most efficient for military use,
both land and water.

A Sperry gyroscope has been experimented with
by Lieut. Geiger, and while it has not proved an
absolute success, it is a step in the right direction to-
wards automatically stable aeroplanes.

Lieut. McLeary has completed tests for military
certificate at San Diego. Cross-country flights have
been a feature here, Lieut. Park flying 24 miles to
Ocean Beach and back; McLeary from North Island
to Ocean Beach, across the bay to National City,
around San Diego and by way of Coronado, covering
- miles in 1 hour. 5 minutes, at an altitude of 6,500
eet.

The navy’s camp at Guantanamo has been broken
up and removed to Annapolis.

The presence of the hydro-aeroplanes and the flying
boat with the fleet has familiarized officers and men
with them and has enabled a wide range of estimates
concerning their future usefulness in naval opera-
tions to be made.

Many passengers, mostly officers of all ranks, dur-
ing the brief intervals off duty, have been taken up
in flight, and many zealous young officers have re-
ceived instruction in addition to their other duties
with the fleet.

Lieut. Towers and Ensign Chevalier, in the navy
flying boat flew to Santiago, a distance of 45 miles, in
46 minutes, at an altitude of 1,950 feet, the wind
blowing at 15 miles per hour from northwest. They
returned in 1 hour, 17 minutes at an altitude of 2,700
feet, the wind blowing at 20 miles per hour from
north. After another flight on the same day, Lieut.
Towers enjoyed the distinction of having as a pas-
senger with him, the Hon. Lemuel P. Padgett, Chair-
man of the House Naval Affairs Committee, during
a flight of 10 minutes at an attitude of 400 feet. On
the same day Ensign Herbster had as a passenger
with him in one of the Wright machines, the Hon.
E. R. Bathrick, member of the House Naval Affairs
Committee.

On the following day Rear-Admiral C. McR. Win-
slow, Commander of the Ist Division Atlantic Fleet,
was a passenger with Lieut. Towers during a flight of
14 minutes, at a height of 575 feet.

Oh, I’m the clerk and editor bold,
And devil of the aeroplane mag,
And publisher bright and managerite,
And cetera—but don’t want to brag.
—From a Subscriber, and with apology to Life.

Allow me to say that AERONAUTICS puts one
over them all.—G. R. C., Texas.

I get AERONAUTICS every month and have re-
ceived more helpful information from it than from

any other aviation magazine, and I take them all.—
es G.-ee inc.

Inclosed is subscription. I can’t get along without
it. Have been getting it from an agency.—G. C. L.,
New York.

AERONA OTHES Page 147 April, ions.

PAT E- NTS stcurto on Fee rerunnen

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.

he So ofe fo foots of of afoofe ofa che fo ofp odo efoolp of

Dp depcbopdpebe fe rporfeohohe fore cfoefe ck ecfocfeoks ofa cteefocloce feafe lace eteafe fea afefe ofa ce fobs of fe ohne ole e afeafa of of ee afe of dae feats

ZaeateNTSPATENTS

HONEST ADVICE AND REAL PATENTS
G. EF PARKER

nts an t Ss ialist :
Leet Pe esc poas : Ex-member Examining Corps, U.S. Patent Office
Attorney-at-Law and Solicitor of Patents

JOHN O. SEIFERT
American and foreign patents secured promptly and
50 Church Street New York, N.Y. with special regard to the complete legal protection of

4 the invention. Handbook for inventors sent upon request.
P A VT i N or Sas 30 McGill Bldg. WASHINGTON, D. C.

‘Ideal’? Plans and Drawings |
4 = Z are accurate and are accompanied by
; ; pear concise building instructions,
postpaid at the following prices:
Bleriot 3-ft. |
Manaclaae: 5c. ay Peoli”’ Champion
Racer, 25c. Curtiss Convertible Hydro-
i aeroplane (new), 35c. ‘‘Ideal’’ three-foot Racer (new), 15c.
* Complete Set of Five $1.09 Postpaid §
A Se ng for our new 40 pp. ‘Ideal’? Model Aeroplane Supply ¥
talog, fully illustrated. 5c. brings it. (None free).

IDEAL AEROPLANE & SUPPLY cO., 82a West Broadway, York 5

AEROPLANES and
FLYING BOATS

That Won’t Tip Over

CHARLES H. BURLEIGH, South Berwyck, Me.

| HYDRO - AEROPLANES

c> —
Special grades of Bamboo for Aeronautic Work. Reed, READY FOR POWER
Rattan and Split Bamboo for models. Tonka Rattan }
for Skids 144 diameter and under any length. WILSON

J. DELTOUR, Inc. ela ita ae | Port Jefferson :: 2 : New York

PEDERSEN OlL PUMPS
AEROPLANE CLOTH have positive action, are small and

Samples and prices on request light, easily applied to any motor
Write for circular

JOHN BOYLE ¢ CO., Inc, PEDERSEN LUBRICATOR CO,

112 Duane Street, New York City 636-644 First Avenue, New York, U.S.A.

JOURNAL OF THE UNITED
Pee eh ee SAO R PPLE R Y

Building Season Now On ‘

i

Full line of woodwork, Metal Fittings and
accesories for all types in stock, ready for
z 2 . immediate delivery.

A bi-monthly magazine of artillery and Builders should have our catalogue, de-

other matter relating to coast defense. scribing 750 parts and fittings, for reference.

Buy Direct From the Manufacturers

Published under the supervision of the SriiGnce Money) andilikiue

School Board, Coast Artillery School,
Fort Monroe, Virginia.
$2.50 a year. Cordeaux - Etter Mfg. Corporation !0

With Index to Current Military Litera- (formerly New York Aeronautical Supply Co.)
ture, $2.75 11, 13, 15 McKibben St., Brooklyn, N. Y.

Send 1o cents for catalogue
zi £

lhe

G

AERONA UTICS Page |

eS:

Copies of any of These Patents may be Secured by
Sending Five Cents in Coin to the Commissioner
of Patents, Washington, D. C

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

It would take an entire issue of the maga-
zine to abstract in a full and clear manner the
claims of the majority of the patents issued. In
a great many cases it is even impossible to give
in a few lines what sort of an apparatus the
patent relates to. In most instances we have
used merely the word ‘‘aeroplane’”’ or ‘“‘helicop-
ter’ if such it is. Where it is impossible to
indicate the class, even, in which the patent
belongs, 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.

Where patent seems to have particular inter-
est, the date of filing will be given. —KEditor.

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

ISSUED) MARCH 11, 1913.

1,055,325—G. D. Goodrich, Somerville, Mass., FLY-
ING MACHINE.

1,055,379—John W. Wilson, Boston, Mass., AERO-
PLANE, with planes supported at inner ends and
movable about parallel axes, which are oblique to the
perpendicular, and means for operating; vertical rud-
ders movable on axis oblique to perpendicular, also
movable laterally.

1,055,393—Porter C. Fox, Spokane, Wash., PRO-
PELLER drive; propellers at front and rear of a
machine, means for driving at a given speed, for

changing angle of blades.

1,055,468—Chas. R. Johnson, Topeka, Kan., HELI-
COPTER.

1,055,533—John N. Highland, Detroit, Mich.,
HELICOPTER.

*1,055,990—A. J. A. Deperdussin, 19 Rue des Entre-
preneurs, Paris, France, FUSELAGE construction,

underneath
usual cross-

with a hull secured
the place of the

supported by skids,

the fuselage
members.

taking

ISSUED MARCH 18, 1913.

1,056,150—Herbert M. Cooley, Mexico, Mex., FLY-
ING MACHINE, in which propeller is shiftable for
steering, and in which pivoted wings are capable of
extension or retraction.

1,056,179—Alkin Huth, Chicago, Ill., AUTOMATIC
STABILITY device; curtains used similarly to aile-
rons, actuated to increase resistance by pendulums
and clutch mechanism.

1,056,192—James W. Lyons, Moline, Ill., FLYING
MACHINE.

1,056,247—Julius C. Christiansen, New York,
STEERING; a propeller capable of movement at
various angles to the direction of flight.

1,056,329—Johan R.
STEERING device,

Froberg, Richmond, Cal.,
comprising a seat mounted to

April, 19

Patents Gone to Issue

oscillate about a vertical axis, elevator and rudders,
means for oscillating elevator and permitting use of

rudder without affecting angle of elevator, etc.
1,056,390—Paul Anderson, Freeport, N. Y., and

Aage Nielsen, New York, AEROPLANE in which

motors, etc., on platform suspended from a_ trans-

verse propeller shaft.

1,056,503—Joseph E. Cooper, Cripple Creek, Colo.,
DIRIGIBLE.

1,056,643—John F. De Villa, San Francisco, Cal.,
AEROPLANE with planes pivoted at forward edges,
brace wires attached to rear edges, means for com-
pensating tension, tail planes and elevator.

ISSUED, MAR CH 25>. lois:

1,056,772—Frank M. Bell, El Paso, Tex.,
PLANE.

1,056,786—Joseph Freud, Mendota, Ill., Parachute.

1,056,791—Albert von Hoffman, St. Louis, BAL-
LOON or dirigible with non-collapsing gas chamber.

1,056,844—John TT. Simpson, Newark, N. J.,
*STABILITY device, elastic landing gear and wind
brakes. The wings are separately connected to the
frame, and have a rack and gear device for shift-
ing one or both wings laterally to obtain stability.
Shifting one wing sideways to the low side the
c. of g. is thus shifted to counterbalance the lower-
ing tendency on the one side. The twin rudders can
be turned broadside to the wind to stop the machine
on landing.

*1,057,221—Joseph M. and Elmer R. Conner, Port
Richmond, N. Y., PARACHUTE and harness for
aviator or passenger, in general similar to the Stevens

“life pack” already described in AERONAUTICS.

1,057,225—Harry R. Decker, Houston, Tex.,
MOTOR of rotating type with blades carried by the
cylinders to obtain thrust from the motor itself.

1,057,246—Wm. R. Md.,
AEROPLANE.

ISSUED) APRIL 1h, 19113:

13,548—Original No. 1,047,038, of Dec. 10, 1912, a
re-issue, John R. Gammeter, Akron, O., BALLOON;
flexible sheath of metallic ribbons.

1,055,444—Samuel D. Mott, Passaic, N. J., HELI-
COPTER.

1,057,831—Max A. Herbert, New York., DIRIGI-
BLE, composed of separate detachable rigid sections.

1,057,999—Samuel H. Gilson, Salt Lake City, Utah,
FLYING MACHINE.

AERO-

Kirkpatrick, Baltimore,

ISSUED APRIL 8, 1913
1,058,169—Walter Fischer, Hanover Germany,
Haven for DIRIGIBLE.
1,058,256—Carl Paulal, Vienna, Austria, assignor

to Jacob Lohner & Co., CHASSIS for aeroplanes.

AERONAUTICS

YOUR Success in

Aviation

depends upon your equipment.
No matter how good an aviator
you may be, if you have a crude,
poorly constructed aeroplane or
a cheap, unreliable motor you
cannot hope for success. This
is proven every day all through
the country by the large number
of failures in aviation. Do not
take a chance with a cheap
product. It is very expensive
and extremely dangerous.

Insure YourselfiAgainst Failure
By Purchasing a

KIRKHAM

TRACTOR FLYING
BIPLANE BOAT

AVIATION MOTOR

And if you are unable to fly,
take a course in the

Kirkham School of Aviation
Why not profit by our experience

and assure yourself of success by
becoming associated with us.

A Word to the Wise is Sufficient

~

KIRKHAM AEROPLANE
AND MOTOR CO., inc.

SAVONA, N. Y.

In answering advertisements

Page 149

Appril, 1913

Regn ae

C.& A. =
t
:
$
:
$
ae

q

AERONAUTICAL ENGINEERS

Manufacturers of

Biplanes Monoplanes
Hydro-Aeroplanes
Gliders

Special Machines and Parts Built
to Specifications

Propellers _ Parts

Large stock of Steel Fittings, Laminated Ribs,
and Struts of all sizes carried in stock.

Hall-Scott Motors, 40-60-80 H. P.

FLYING AND
TRAINING GROUNDS

Works: Ocean Terrace and Little Clove Road
STATEN ISLAND,

Established 1906

NEW YORK CITY
Tel. 717 Tompkinsville

PES E Roh he ehh heeded bbb bt bt b>

[
|
4

Aeronautical Supplies

MAKE BIG MONEY GIVING
EXHIBITION FLIGHTS.

Build your own flying machine. We supply all
parts and fittings at extremely low prices.

1913 CATALOGUE with working drawings of

3 well-known flying machines mailed on request.

E. J. WILLIS COMPANY

85 Chambers Street 67 Reade Street
NEW YORK

Telephone: 3624 Worth

STYLES & CASH Printers, Stationers

Lithographers

ESTABLISHED 18

eenlans Motor and Accessory Paraleeucs
Circulars, Brochures, Bulletins, etc. :

135 W. 14th STREET NEW YORK

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the cheaper kind.

Get our 40-page catalog “EVERYTHING AVIATIC”

and a small order will tell you why those who know

send to us when they want the best at the right price

Let us give you a special figure on that supply list.
HAMILTON AERO MFG. CO.

208 30th Avenue Seattle, Wash.

please mention this magazine.

AERONAUTICS

KIRKHAM REORGANIZES

At its first meeting of the new re-organization the
Kirkham Aeroplane & Motor Company, a progressive
program was adopted, which will prove interesting
and valuable for a motor purchaser. Edwin H. Skin-
ner, who conducted the Rex Monoplane Co., has
joined hands with Mr. Kirkham.

Mr. Kirkham’s experience with motors for avia-
tion purposes dates back to 1903, when, as the manu-
facturer of the motors used on the Curtiss motor-
cycle, several motors of one and two cylinders and
one 4-cylinder, were made for various parties, one
of these being for a dirigible known as the ‘‘Mon-
tana Butterfly.” Since that time several motors have
been sold for aviation experiments, one of which
was purchased by J. A. D. McCurdy to put into the
“Silver Dart,’’ one of the machines built by the
Aerial Experiment Association. The “Silver Dart’
being Mr. McCurdy’s production. With this motor
flights up to twenty minutes duration were made
in 1909. Later this motor was installed in the
“Baddeck II,” a bi-plane of 53 feet spread. This
machine made several successful flights, one being
45 minutes duration. In a number of flights a pas-
senger was carried. In August, 1910, a duplicate of
this motor was sold to Tod Schriver, who at once
became famous for his quick rise as a flyer. One
of his early flights being of 51 minutes duration by
moonlight, made at Mineola in September, 1910,
which is believed is still the record for night flight.

In 1911 and 1912 numerous motors were sold to
pleased buyers.
The company announce that it will put on the

market for 1913 a 4-cylinder 45 H. P., a 6-cylinder
65 H. P., a 6-cylinder 65 H. P. gear drive and an
8-cylinder 110 H. P. These motors are conserva-
tively rated and will develop at brake test at least an
excess: of 5) Hi. PR:

SLOANE FLYING BOAT

The Sloane Aeroplane Co. is getting out a flying
boat which is rapidly nearing its completion. The
hull of this boat has been designed by William Gard-
ner, a well-known yacht designer. He has designed
numerous racing yachts, steam yachts, torpedo boats
and steamers of various descriptions; perhaps the
best known yacht he has designed is the ‘‘Atlantic,’’
which won the Emperor’s Cup in the Trans-Atlantic
race.

The hull of the flying boat will be built of ma-
hogany and cedar, and the approximate dimensions
will be 25 feet by 4 feet. In designing special care
has been taken to make it so strong that it will with-
stand the shocks of landing the heaviest seas. The
whole affair will be a veritable sea-going flying boat,
capable of getting away and flying in the roughest
weather.

The Sloane School opens up on Long Island about
May Ist, and will probably have eight or ten pupils
in the first class. The staff and personnel will be
the same as last year as the instructors and aviators
have proven very efficient in their work in Cali-
fornia.

100-MILE TOUR

The longest aeroplane tour made in California was
negotiated by L. W. Bonney, Sloane school instructor,
and Miss Margaret Stahl in a school Dep on March
23, flying from Los Angeles to National City, near
San Diego, a distance of 120 miles in 108 minutes
flying time. Stop of a few moments was made at
Oceanside. The next day they flew over to North
Island to visit the Curtiss camp.

_ A previous attempt to fly at San Diego was made
in February by Glenn Martin, who covered 88 miles

Page 150

April, 1913

News, Genel

in a roundabout tour in a drenching rain, starting
from Pomona, stopping at Venice and Long Beach,
finally ending the contemplated trip at Santa Ana.

LIEUTENANT KILLED IN HYDROAERO-
PLANE

San Diego, Cal., April 9.—Lieut. Rex Chandler,
Coast Artillery Corps, U. S. Army, was drowned,
and his companion, Lieut. Lewis H. Brereton, slightly
injured in a hydro-aeroplane accident. A week be-
fore Lieut. Brereton had completed his last lest for
military license and had made a 55 minute flight in
the army’s Curtiss water machine.

Lieut. Brereton was flying the machine at an alti-
tude of about 150 feet and began to turn to the
right. The wind was blowing at about 15 miles an
hour, but was very puffy. While making the turn,
the machine began to settle with the right wing low
and the machine slightly pointed down. Lieut. Brere-
ton then tried to land the machine but due to the
fact that he was not high enough, he did not have
sufficient distance to completely straighten out before
striking the water.

The floats of the machine were broken, due to
hitting the water in this abnormal position and both
pilot and observer thrown from their seats.

Lieut. Brereton was thrown clear of the machine
and escaped with very slight bruises. Lieut. Chandler
was caught beneath the wreckage and drowned before
he could be disentangled.

Apparently the accident was in no way the fault
of the machine breaking in the air, or the pilot not
being able to use the controls. It was an accident
that could happen to any person using a power
driven machine of any character.

Lieut. Brereton is out of the Hospital and prac-
tically completely recovered from the accident.
Lieutenants Brereton and McLeary had just pre-
viously received their military certificates.

GREAT LAKES AIR BOAT CRUISE

The present status of the preperations of the Aero
and Hydro Great Lakes Flying Boat Cruise assures
the start of at least five aero hydroplanes from the
lake front, Grant Park, Chicago, July 8, on a 900
mile run to Detroit. These 5 machines have been
entered and fee paid. Other entries are promised.
Three of these will be Benoist machines.

Italy has equipped the warship ‘San Marco,”
recently sent to Turkish waters, with a Curtiss hydro-
aeroplane. This is the first time a hydro has been
made a part of regular equipment of naval vessels.

THOMAS SCHOOL HAS REGENTS
CHARTER

The Board of Regents of the University of the
State of New York has granted ‘‘The Thomas School
of Aviation” a provisional charter to give instruction
in the construction, use, care and operation of aero-
planes and hydro-aeroplanes. Such provisional charter
to be replaced by an absolute charter if within five
years the corporation shall acquire resources and
equipment deemed sufficient by the Regents for its
chartered purposes and be maintaining to their satis-
faction a school of approved standards.

First Drummer.—I
last town.

Second Drummer.—Well, I hope your trade doesn’t
fall off.

sold forty aeroplanes in that

!

AERONA UTICS Page 151 April, 1913

<BENOIST-<® ACTIVITIES IN 1912

JA OSI UR

SECOND:

THIRD:

FOURTH:

PEEL:

A WORLD'S RECORD. Made the first parachute jump
from a speeding aeroplane.

An AMERICAN RECORD. Designed and built the
first successful tractor biplane in America. Since then
practically every other manufacturer in America has
followed suit.

An AMERICAN RECORD. Won the American endur-
ance record for four passengers. This was in September,
1912, but the record still stands.

A WORLD’S RECORD. World’s long distance hydro-
aeroplane record, Omaha to New Orleans, 1963 miles.

A WORLD’S RECORD. World’s long distance hydro-
aeroplane record, aviator and passenger, St. Louis to
New Orleans, 1250 miles, besides carrying more than
150 pounds excess baggage.

OUR STARTER FOR THE 1913 RECORDS

The New Benoist Flying Boat

Address BENOIST AIRCRAFT COMPANY
6628 DELMAR BLVD.

SP LOUIS; =: s2 isomers ks

In answering advertisements please mention this magazine.

AERONA UTICS

Page 152

April, 1913

MOISANT SCHOOL RETURNS NORTH

The Moisant school opens at Hempstead the first
of May after a busy winter in Augusta, Ga. S. S.
Jerwan will be chief pilot, assisted by Marwin C,
Wood, one of the recent graduates. Four Anzani
30s and two Gnome machines will comprise the
equipment.

BALLOON ASCENSIONS

The second ascension of the M. T. Bane balloon,
was made on April 6, sailing three times across the
city of Peoria during the afternoon.

It carried M. T. Bane, the owner, H. E. Honey-
well, builder of the balloon, Geo. E. Smith and
Tom Webb.

INCORPORATIONS
American Flying Yacht Manufacturing Company,
Chicago, $200,000; flying machines; G. Milton Dun-
lap, Paul Compart, Otto Brodie.

BUSINESS TROUBLES
Judgment was entered against Dr. Henry W.
Walden, April 27, 1912, $51.38, in favor of Aero-
nautics Press.
The Alleas Aviation Co.,
enjoined for non-payment of
mercial.

Emerson Engine Co. obtained judgment against
Universal Aerial Navigation Co. of St. Louis, for
$530.41, balance due on engines purchased.

of Boston, has been
taxes.—N. Y. Com-

SOUTH BEND AERO CLUB FORMS

An aero club has been formed by young men in
South Bend (Ind.), with Leon Avery president,
Henry D. Copland vice-president, Marvin D. Woofter
secretary, Jos. Avery treasurer. The club was actu-
ally organized in 1912, but re-formed in March of
this year. The club has three gliders, and Messrs.
H. L. Avery and Copland are constructing a Cur-
tiss type biplane. Only those actively interested in
aeronautics are admitted to membership. If you
want them on the wireless, call HC South Bend.

HYDRO-AEROPLANE MEET

The Perry Victory Centennial, held from July 4th
to Sept. 13th, celebrating the hundredth anniversary
of Commodore Perry’s victory, has provided for an
“aviation week’? from August 17th to 24th. Out of
an appropriation totalling $1,000,000, the sum of
$5,000 has been allotted for hydro-aeroplanes, and the
committee is ready to receive final proposals from
responsible concerns under five schedules. Full in-
formation may be obtained from Lawrence A. Sackett,

Perry Centennial Regatta, Inter-Lake Yachting Ass’n,
Columbus, O.

AIRSHIP ADDED TO S. & B. LINE

A three-passenger airship will be added to the
Stevens-Brown line in the near future, with Harry
Brown as prima donna. Brown says aviation is get-
ting too common nowadays and he just must get into
something with more class. Miss Florence Seidel,
with her Martin biplane, will be Brown’s partner in
school and passenger flying at Oakwood Heights in
the meantime. In the winter, A. Leo Stevens will
inaugurate a_hydro-aeroplane school in Porto Rico,
from whose Insular Fair, Stevens and Brown have
returned a couple of weeks ago, ‘“‘safe,’’ as he says,
and “that means a great deal in these days.”

With two famous dirigible impresarios, Knaben-
shue on one coast and Stevens on the other, airship
tripping ought to become popular.

_ In, spite of all this ‘Doctor’? Watts says aeronau-
tics is going to the demnition bow-wows.

$77,200 FOR SECURITY IN
AEROPLANES
FROM CONSUL-GENERAL FRANK N. MASON, PARIS.
The necessity of obtaining greater security for
aviators, has led to the formation of L’Union pour la
Securite en Aeroplanes, is affiliated to, and with head-

quarters at the Aero-Club de France, 35 rue Francois
ers) Baris:

This association announces the opening of a com-

petition in the hope that the inventions brought for-
ward may contribute to a considerable degree in se-
curing greater safety for the “heavier-than-air’ ma-
chines.

The association lays down no strict limits as to
the nature of the inventions which may compete for
the prizes, and only states for the guidance of persons
or firms wishing to enter therefor that they will con-
sider: Flying machines, the general arrangement
whereof show a marked progress from the point of
view of security; stabilisators; arrangements increas-
ing the ease of handling when in flight, or facilitating
landing—modification of wing surfaces, speed changes,
brakes, landing carriages, life-saving arrangements,
etc.

Only machines in proper working order, ready to
be tried under the same conditions as though in active
service, will be allowed to take part in the competi-
tion.

The jury will examine neither plans, nor statements,
nor models on a reduced scale regarding inventions
which have not been presented as stated in the previ-
ous paragraph.

A “Grand Prix” $77,200 will be awarded to the
inventor of a machine which the jury considers of
exceptional interest from the point of view of safety.
This prize cannot be divided. There will be other
less important prizes. Every entry must be accom-
panied by a subscription of $38.60, a short but clear
description of the machine shown, and of the method
of using the same, with sketches or designs in ad-
dition; this description must point out the details
which, according to the competitor, show improve-
ments as regards safety; declarations relieving the
union of certain responsibilities; and an option in
favor of the French Government for the purchase of
the invention, should it obtain a prize of at least
$9,650, this option to be good until January 1, 1915.

PARCEL POST FLYER FINISHES

Harry M. Jones, the Boston-New York parcel post
flyer, finally completed his trip which he began from
Boston, January 13th, when he landed on Governor’s
Island on March 25. He left Rye, N. Y., March
23rd, at night, and flew to Flatbush, Brooklyn, and
from there to Governor’s Island.

BOOKS RECEIVED

I TIMONI AUTOMATICI NEI DIRIGIBILI, by
Capt. (G: “Az ‘Crocco: No: 16, Vols 15 s@nesoiwacca-
sional bulletins, annual subscription 13.50 lire, from
Stabilimento di Experienze e Construzioni Aeronau-
tiche del Genio, Viale Giulio Cesare N. 2, Roma,
Italy.

That little meeting of aeronautical editors in New
York, of which the publishers from the wild and
woolly have made so much in their pamphlets, was not
quite so serious as reported, according to Joe Fauchér,
who acted as liquid dispenser at the Cumberland
during the visit. At any rate, sine the departure
of said editors, Main Street, New York, has assumed
again its wonted atmosphere of peace and quiet, while
Mr. Lawson’s offer still holds good, according to last
reports.

Bosch magnetos were shipped during March at
the rate of 23,773 per month. Doubtless, this is a
world record. It is safe to say, with some regrets,
that these were not supplied to American aeroplanes.
Guess when aeroplane production will reach this
figure.

Captain Baldwin has solved the cost of high liv-
ing. At his private aeroplane field, on the shore
of Hydroaeroplane Bay, Oakwood Heights, Staten
Island, with a two-story shed for housing machines,
machine shop, observation tower and sundry, Cap-
tain Baldwin provides two cozy bungalows; with more
in prospect. From the porches of these one may
take his morning dive in the ocean, a sun _ bath,
and be in starving trim for a breakfast of clams dug
by the cook during the swin and broiled over a fire
provided by the favoring tides and winds which
heap the beach with driftwood. A steady but mild
breeze deprives the daily troubles of their terrors
and a wakeless sleep follows a cool plunge and a
dinner of fish caught from aforesaid porch, with
mosquitoes banished by express order of the Cap-
tain.

+

AERONA UTICS Page 153

Hugh Robinson-Benoist Flying Boat

April, 1913

On or Over

the Water

The Roberts Motor Leads

@ We have built Marine Motors
7 years
@ That are Known as Race Win-

ners everywhere.

@ We have built Aero Motors
over 2 years

@ That get the Money for the
Ayiator.

@ Let us send you copies of Let-
ters From Men Who Know.

STANDARD EQUIPMENT, PARAGON PROPELLERS

1430 COLUMBUS AVE.,
SANDUSKY, OHIO

THE ROBERTS MOTOR CO.,

You owe it to yourself

to let us prove to you
by letter or demonstration

that our school will be the
most satisfactory.

SLOANE

Learn to fly in world famous
Deperdussin monoplanes —

the-fastest and safest.
‘‘Deps” hold the world’s
speed records.

Learn to fly at a school

where you can makea name

for yourself. One pupil re-

cently made a new Amer-
ican altitude record,
Gilpatric. Another, Miss
Stahl flies with instructor
Bonney from Los Angeles
to San Diego, over 125 miles

—these are recent examples

of school work.

Learn to fly on the Hemp-

stead Plains, the best field
in America.

We Sell Deps and Caudrons

SloaneAeroplaneCo.
Main Office
1733 Broadway - New York

In answering advertisements please mention

this

magazine.

AERONA UTICS

AERONAUTICS IN FRANCE

Seven new dirigibles were constructed of a total

power of 1,760 H. P., total capacity 64,500 cubic
metres, made 400 voyages of a duration of 1,591
hours, covering 36,363 kilometres, and carrying up

3,694 people.
Estimated.

1912. 1913.
Aeroplanes; Dutlt, fa. a. vce ce er6 1,425 2,000
AROtaly HOTSCPOWCTN vere rsiecrels crete a) SOOO) ctetetetete
Distance: Howmn. kilss s.shace see Sy000!000) areas
Dtiration, HOTS seterite. ier eiell< Soe200) ) Sacre
PEO pleet Ow ects crerebeleteieterelate LAAOO0N foreketerets
No. of trips of over 10 kil..... ORLOO i crexerens
IMGtOGS es DIED mere hee etateroe hitiata = 2,217 4,110
FLOKSCPOWET Risse cicic cite lets s cie-spe sue 158,200 285,900
INGA Or propellers sciatic 8,000 14,900

In France, 412 balloon ascensions were made in
1912, using 492,500 cubic metres of gas; 1,268 people
were taken up, traveling 78,280 kiloms; total dura-
ation 2,609 hours. Fifty-nine pilots earned certifi-
cates, bringing total up to 295.

ON THE NEGATIVE WING TIP

To the Editor:—

Mr. Merrill has advanced the theory that an aero-
plane can be turned by the use of one aileron. He
claims that by raising the aileron on the side to
which direction the aviator wishes to go will first
depress that side and automatically bank the ma-
chine without loss of kinetic energy. On that point
the writer agrees with him. But he says that addi-

tional raising would produce the proper couple to
turn the aeroplane in the direction desired. (From
article published in Fly magazine, July, 1912.)

According to my way of thinking, here he is wrong.
It is my opinion that the operation would cause that
side of the machine to dart forward and downward
—directly opposite to the theory of behavior advanced
by Mr. Merrill. This downward and forward move-
ment. of one side, in my opinion, is extremely dan-
gerous and quite likely to cause the machine to turn
turtle unless the aviator has other means of control
at hand.

Mention is made of the fact that birds are supplied
with no vertical rudder; true. The writer has spent
many an afternoon watching soaring buzzards through
a strong field glass. The buzzard is the model of
perfection when it come to flying, and the best ex-
pert aviators will have to take off their hats to him.

Upon careful observation it will be noticed that
the wing-tips of this bird are almost in constant
motion, and in turning he does just the opposite
to the theory just discussed. He pulls down on the
side to which he turns. To explain this, my theory
is that by pulling down on the right wing-tips if he
turns to the right he retards that side, and, by re-
tarding that side also causes it to fall, thereby pro-
ducing the exact result desired by Mr. Merrill, by
doing just the opposite to Mr. Merrill’s theory. The
writer does not claim to know anything about the
science of flying and the technical solutions offered
are in many cases beyond his comprehension, but

Page 154

April, 1913

desires merely to excite comment and study on the
part of those who do know and hopes that such com-
ments will reach them.

ARTHUR C. HETRICK,
838 S. Poplar St.,
Bucyrus, Ohio.

Business is looking brighter every day.—Kemp Ma-
chine Works.

As a ready market for the good, old bull New York
always impressed us as the garden spot of the world.
Boston next.—Aero.

That is, Chicago being first.

The spring class at the Curtiss Training Camp, at
Hammondsport, N. Y., already exceeds the number
set as the limit and that, in justice to the men there
now, further enrollments cannot be accepted until the
mid-summer class opening, June 15.

GYROSCOPIC EFFECT OF ROTATING
ENGINE ON THE PROPELLER

Calculations and experiments have been
made at the Royal Aircraft Factory (Great
Britain) to determine the amount of the
gyroscopic action of the rotating engine (100
H. P. Gnome) and propeller. The engine
is assumed to be running at 1,200 revolutions.
The amount of the gyroscopic effect depends
also, of course, on the rate at which the ma-
chine is being turned. In the calculation made
it is supposed that this is such that a com-
plete circle would be described in 20 seconds.
Consideration of the maximum rate probable
in a sudden dip leads to a nearly equal result.
The moment due to this cause is then of the
order of magnitude of that which would be
produced by a force of 20 lbs.- acting on the
horizontal or the vertical rudder.

“The couple due to gyroscopic action will
have an effect as regards (a) increase of
stress, (b) steering. There is no reason to
anticipate serious consequences on either
ground. There is no difficulty in taking up
additional stress of the amount indicated.
Probably the most important consequences
would arise in the event of any insecurity in
the mounting of the engine. This is a further
reason for attention to this matter. In its

relation to steering, the effect may be com-
pared with that of a small gust, of known
direction, and should cause no difficulty to
the flier,’ says the Government’s Committee
on Monoplane Accidents.

year’s exhibition work.
joy ride.

THE HAMILTON & HARRIS FLYING SCHOOL

MINEOLA, L. L., N. Y.

P. O. Box 478

H & H FLYING SCHOOL

RIGHT NOW is your first opportunity to learn to drive a high powered
Monoplane for $300.

5S “-NO BREAKAGE

We use dual controll machines and will turn out our first class in ample time for this
Come out to the Hempstead Plains Aerodrome and have a real

’Phone G. C. 1095

AERONA UTICS Page 155 April lol

ee ; G Y R O M @) T O R eos
Endurance Record to Date
4 hrs., 23 min.

From the

“MOTORWAGEN”
of Nov. 20, 1912

In the testing establishment
of Dr. Bendemann at Adlershof
(near Berlin), a 7-cylinder Gyro
Motor was recently tested. In
a 5-hour endurance run and at
1,000 R.P.M., anaverage of 45.7
H.P. was obtained. The fuel
consumed was 14.7 kg. gasoline
per hour and 3.06 kg. lubricat-
ing oil, which is more favorable
than the Gnome motor of the
same horse-power. The weight
of the motor was 73 kg.

Built of Nickel Steel and Vanadium Steel Throughout Send for Catalog

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

@Will prepare you for a commercial future in Aviation. Graduates ready for Exhibition
Flying. Trade Demonstrators. Private Operatives.

@ An open field for pleasant remunerative employment.

@ Offers these unique advantages: A $50,000 equipment of Standard Aeroplanes,
Hydro-Aeroplanes, and Flying-Motor-Boats.

@ Classes limited to ten students under the personal supervision of Mr. Glenn H. Curtiss.

{ Opportunity to keep directly in touch with latest developments in Aviation.

ILLUSTRATED LITERATURE AND INFORMATION FREE. KINDLY ADDRESS

CURTISS AEROPLANE COMPANY
21 LAKE STREET HAMMONDSPORT, N. Y.

In answering advertisements please mention this magazine.

Page 156

April, 1913

BOOKS RECEIVED

20,000 KILOMETERS THROUGH THE ATR, by
Helmuth Hirth. An absorbing story (in German)
of the flights and records made by this famous Ger-
man flyer, his early life and his adventures in the
machine shops of the United States. His observations
and experiences during flight are recounted. Writ-
ten for the aviator and the dilettant as well. Pub-
lished by Gustav Braunbeck, Lutzowstrasse, 102, Ber-
lin, at 5 Marks.

AN EXTENSION OF THE DEWEY DECIMAL
SYSTEM OF CLASSIFICATION APPLIED TO
THE ENGINEERING INDUSTRIES, by L. P.
Breckenridge and G. A. Goodenough, was originally
issued as Bulletin No. 9 of the Engineering Experi-
ment Station in 1906. The filing and classification
of engineering data has become a matter of much
importance, and this bulletin was prepared for use
as a guide in carrying out such work. The original
edition of Bulletin No. 9 was subject to the usual
gratuitous distribution, and the subsequent demands
were such that a second edition was printed and _ ulti-
mately distributed. This has now been accomplished
and the revised bulletin, much extended as com-
pared with the original edition, is ready for distribu-
tion. It presents subdivisions of subjects in such
detail as to constitute a complete classification for
most engineering industries, even though they are
highly specialized. The revision has been made in ac-
cordance with the 1911 edition of ‘‘Decimal Classifica-
tion” by Melvil Dewey.

A copy will be sent post-paid upon the receipt of
fifty cents—W. F. M. Goss, Director of the Engi-

neering Experiment Station, University of Illinois,
Urbana, Ill.

EN QUOI CONSISTE LA STABILITE, par
Alexandre See, published by Gauthier-Villars, 55

Quai des Grands-Augustins, Paris. Small pamphlet.

HOW TO BUILD AN AEROPLANE

There is no reason why every girl and boy who
reads AERONAUTICS shouldn’t have an aeroplane
of his or her own, made of materials picked
up about the house. No expense is attached to it—
all one needs is skill and ingenuity.

First, the frame must be made. Rip about forty
yards of picture molding from the walls, being care-
ful to first remove the pictures. Then make two
oblong frames, this machine is to be a biplane) and

write us unless you

are interested in a

reliable, efficient and economical power plant.

sizes. Reasonable prices.

KEMP MACHINE WORKS, ::

over them stretch a number of breadths of your
mother’s silk dresses, neatly sewed together. If
your mother is addicted to the hobble, you may have
to resort to grandma’s wardrobe. Now tack the silk
on the frames by means of brass-headed tacks taken
from the parlor furniture. If you cannot remove
them any other way, burn the burniture, being care-
ful not to pick up the tacks until they have cooled
off. When the frames are finished connect them
at the corners by means of spindles taken from the
front hall banisters. The engine must have a firm
foundation, so let us borrow the head of one of
the brass beds and fasten it firmly to the lower plane.
As it is difficult to construct at home an engine of
60 H. P., the best way is to take papa’s checkbook,
write a check for a thousand dollars, carefully forg-
ing papa’s name. This can be done easily after a
few months’ practice. A thousand dollars will buy
a very nice engine, which can be used for many
purposes about the house, such as sawing wood,
operating a rotary fan, the sewing machine, etc.
The engine must be firmly bolted to the framework
of the biplane. Bolts will be found in papa’s auto-
mobile that will do nicely. Now you are ready to

soar aloft and the whole thing hasn’t cost you a
cent. Let your first trip be over the nearest ceme-
tery. Then if you drop it will not be necessary to

should always
“A dollar
as Plutarch once

hire a coach and hearse. Children
think of the economy before the pleasure.
saved is worth two in the bush,”
said.—Walter Shulman.

P. S. If you are building a flying boat, use
veneer from the grand piano.

A striking commentary on one advantage of the
hydro-aeroplane over the land machine is afforded
by the ‘‘for sale” advertisement of the Curtiss Ex-
hibition Co., on another page, where a number of
extra sets of Curtiss hydro-aeroplane attachments are
offered at less than cost. It seems that, following
their usual policy, the exhibition company has made
up duplicate sets of pontoons for all the exhibition
machines, for use in case of emergency, which parts
they have had no use for, because hydro-aeroplanes have
proved to be almost absolutely free from the minor
breakages common to land machines, especially where
they are being shipped around the country for exhibi-
tion purposes. As the pontoons and other fittings
now occupy space needed for other uses in an al-
ready crowded factory, the company proposes to
get them out of the way by selling them at less than
the manufacturing cost of the parts. Details of this

equipment can be had by addressing the Curtiss Ex-
hibitiion Co., at Hammondsport, N. Y.

That is the only kind we build. Four

AERONAUTICS Page |57

April, 1913

BALDWIN

Vulcanized Proof Material

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

“Red 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 Wittemann’s. All motors
guaranteed. Immediate delivery.

Experting

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

Private Flying Field

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

CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York

AEROPLANES

In answering advertisements please mention this magazine.

AERONA UTICS Page 158

- April, 1913

Ane surprising the
natives of Porto -Rico

Harry Bingham Brown

The Greatest of the Great

has returned to the States and
will demonstrate shortly the
Greatest piece of Aerial Inge-
nuity ever projected by man

Assisted by

Law and Lapham

The Two
DARE-DEVILS OF THE SKY

under contract to perform the

“Stevens Pack Act”

during the Season of 1913.
Managers of high standing that

want something extraordinary
will do well to address

A. Leo Stevens

Box 181, Madison Sq. N. Y. City

In answering advertisements please mention this magazine.

AERONA UTICS

A New Wright Flyer

We will present this season a new
model, known as Model ‘‘E”,, designed
especially for

EXHIBITION FLYING

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

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

All models may be equipped with HYDRO-
PLANES.

The Wright School of Aviation

Our School of Aviation will open at Simms
Station (Dayton) about April 1st with a corps
of competent instructors. The school will be
under the personal supervision of Mr. Orville
Wright. ‘Tuition for a complete course will be
$250.00. Enroll now.

THE WRIGHT COMPANY
Dept. “A”, Dayton, Ohio
New York Office, - - 11 Pine Street

In answering advertisemeits

Page 159

lease

April, 1913

Hotel Cumberland

NEW YORK
Broadway at 54th Street

“Broadway”’ cars from Grand Central Depot in 10 min-
utes, also 7th Avenue cars from Pennsylvania Station

Headquarters for
Aviators and Auto-
mobilists.

New and
Fireproof

Strictly first class.
Rates reasonable.

$2.50
With Bath

and up

Send for booklet

Ten Minutes’ Walk to Thirty Theatres

H. P. STIMSON

Formerly with Hotel Imperial

Pb bbb hh bh hhh PSPS PEPE SESE ES

f NAIAD }
Aeronautical Cloth

A

Aero Varnish

We were the first in the field,

fe ofoofoofe fe

and the test of time is proving

that our product is the best.

Sample Book A-6, Data and Prices on Reque:t

The C. E. Conover Co.

MANUFACTURERS
101 Franklin Street, New York
Steopeespctetecfcteoeolctesesbedesbnbesecbedocesbedesesbedesbeboec

PH peep bebe oboe beefed of ohooh ofp ofp fe nfo of ofe ofeofoofeofoofe
Goof ofe oho ofe ofo ofo ofu ofa of ofe oho o]e ofe ofe nfo ofe ofs ofe ofe ofe fe ofe fe ofo ofe ofe orale of fo afe

mention this magazine.

AERONA UTICS ie pou! 2 ee 1913

HALL-SCOTT_

EQUIPMENT

HALL-SCOTT equipment in
R. G. Fowler’s machine, showing power
plant arrangement for the tractor type of bi-plane

was, of course, used by a

ROBERT G. FOWLER flying

across the Isthmus of Panama with passenger
and moving picture machine. Motor worked per-
fectly, Fowler cabled April 28. This event of inter-
national interest is his second ocean-to-ocean flight.
Two previous attempts to cross the Isthmus given up.

4 #5,

Success attained by Hall-Scott Equipment.
|
LET US FIGURE ON YOUR EXACT REQUIREMENTS

Catalogue sent on request

Hall-Scott Mota Car Company

SAN FRANCISCO ss :; CALIFORNIA

Press of Stytes & Casn, New York.

| oY Bald

VOL. XII
NO. V
25 Cents

M. CHEVILLARD BANKING
AND DIVING AT HENDON
WITH HIS FARMAN

AERONAUTICS Page 162 May, 1913

FOR TEN YEARS

CURTISS MOTORS

Have Lead All American Motors in the Lightweight Field. To List All
the Remarkable Achievements With Which They Have Been Con-
nected Would Require a Volume. This Page Will Hold Just
Enough Lines To Show the Year to Year Progress of
These Wonderful Power Plants:

1908 —Single cylinder —World’s speed record for 1 mile. Time, 56 2/5 sec.
1904— Double cylinder— World's speed record for 10 miles. Time, 8:54 2/5 sec.
*1905—Four cylinder —American distance record for dirigible balloons.
1906—Two cylinder —World’s speed record for 1 mile. Time, 461/5 sec.
*1907—Eight cylinder -~-World's fastest mile to this date. Time, 26 2/5 sec.
1908-—-Four cylinder —World's first public flight in aeroplane, March 12.
1908—Four cylinder —World’s first public flight more than kilometer, winning
Scientific American Trophy, July 4.
1909—Eight cylinder -— Gordon Bennett International Speed Trophy, Rheims.
1909—Eight cylinder American distance and duration records, aeroplanes, winning
Scientific American Trophy, Mineola, L. |.
1910—Eight cylinder -—American distance and duration records; Albany to New York
City, 150 miles in 151 minutes; again winning Scientific Ameri-
can Trophy.
1910—Eight cylinder — First over-ocean flight; 50 miles at Atlantic City.
*1910—Ejight cylinder —Beachey flew under bridge at Niagara Falls and down Niagara
Gorge in rainstorm.
1911—Eight cylinder —World’s altitude record, Beachey, 11,628 feet.
1911—Eight cylinder —World’s first successful hydroaeroplane.
1911—Eight cylinder —American biplane speed records, Chicago,
*1912—World’s endurance record for hydroaeroplanes, 6 hrs., 10 min.
*1912—World’s distance record for hydroaeroplanes, 392 miles.
*1912—American altitude record for aeroplane and hydroaeroplanes.
*1912—American distance record for aeroplanes, Lieut. J. H. Towers, U. S. N.
*1912—American endurance record for aeroplanes, Lieut. J. H. Towers, U. S. N.
*1912—American biplane speed records, Chicago.
*19183—U. S. Army altitude record for aeroplanes, Lieut. McLeary, U.S. A., 8-cyl.
*1913—U. S. Navy altitude record for hydroaeroplanes, Lieut. Victor Herbster, 6-cyl.
*1913—World’s distance record for Flying Boats; Washington to Annapolis, 171 miles in
185 mins., Lieut. Towers.

* Stars show performances not yet equalled.

COMPETITIVE TROPHIES WON WITH CURTISS MOTORS

1908—Scientific American Trophy for distance record.
1909—Gordon Bennett International Speed Trophy.
1909— Scientific American Trophy for distance record.
1910—Scientific American Trophy for distance record.
1911—Aero Club of America Trophy, for hydroaeroplane.
1912—Aero Club of America Trophy for Flying Boat.

Our Catalog Will Tell You What Curtiss Motors Are,
What They Have Done, What They Are Capable Of, Ask

CURTISS MOTOR COMPANY

21 LAKE STREET, se at HAMMONDSPORT, N. Y.

In answering advertisements please mention this magazine.

AERONAUTICS

Page 163 Aay, 1913

PARAGONS have the distinction of being the only propellers ever officially
indorsed by any government. Let us send youa copy of the Re-
port on Paragon Propellers from the Senior Aviation Officer to the Secretary of the Navy.
‘ - This is the standard propeller, par ex-
Standard Two Blade Type * cellence, unapproached for strength,
safety, service and durability. Let ussend you Report of Curtiss Aeroplane Co., show-
ing four per cent. gain in speed and twelve per cent. in climbing—in comparative tests.
a - These give greater flying thrust and more speed with
Three Blade Type: less diameter. Tout. J. H. Towers, Senior Aviation
Officer, U. S. N., reports, “The three-bladed Paragon gives more thrust and more speed
than any other propeller we have had.” This type of propeller has come into very
great demand among our customers.
= e For machines with chain or gear-driven propellers. These
Twisted Type * are not carved into shape but twisted and Brecced under great
pressure, heat and moisture. No cross grain. Seamless and jointless three-ply blade
faces with the middle ply running cross-wise. Usual pitch required is one foot higher

than other propellers—otherwise they turn too freely. Higher pitch, less slip, faster
flying. Used and fully endorsed by U. S. Government Aviators.

Special Flexing Type for Flying Boats: 0% !**st develop:
are curved and designed in a manner that causes the pitch to change in proportion to
varying loads on the propeller and to conform to irregularities in the air. With these
propellers the engine is kept at its best running speed, very nearly constant, both on
the ground and under all conditions in the air. They take the machine off quicker and
climb better than any type of propeller we have ever produced. They run with prac-
tically no vibration and are almost silent on a muffled engine.

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

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

oe |

Burgess
Flying Boat
Built for
U. S. Navy

See

HE BURGESS FLYING BOAT

is another record breaker. Built to comply with the strenuous requirements of
the U.S. Navy, it fulfilled its test flights and was immediately accepted. Al-
ready a number of orders have been placed by sportsmen for similar machines.

Burgess Aeroplanes and Hydro-aeropianes are still unexcelled. Motor equip-
ment depends entirely upon the purchaser. We recommend the Sturtevant
motor as the most reliable American type. ;

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

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

t i llment.
( BURGESS COMPANY AND CURTIS, Marblehead, Mass.

In answering advertisements please mention this magazine.

AERONA UTICS

Page 164 May, 1913

2 a
Spark Plugs

That Won’t Break

Bor Spark Plugs have proven

themselves to be superior by prac-
tically every kind of test, but your par-
ticular attention is called to their strength
and sturdiness.

Mechanical injury to Bosch Plugs is practically
impossible; their heavy Steatite insulator, their
sturdy steel shell and generally massive design will
withstand almost any shock. Try a hammer blow
on the insulator of any other plug—it will go into
a thousand pieces; then try the same test on the
Bosch Plug—it won't even crack. Every time
your wrench slips you won't need a new plug,
if it’s a Bosch Plug.

If it’s a question of “most for your money”
—buy Bosch Plugs.

If it’s a question of “efficiency, long service
and economy”—buy Bosch Plugs. You will
be satisfied.

Write today for ‘* Locating the Spark Plug”’
an instructive book sent free on your request

Bosch Magneto Company
201 W. 46th STREET, NEW YORK

In answering advertisements please mention this magazine.

AERONA UTICS May, 1913

Page 165

The Analysis of Pressure—The Location of

Center of Pressure
By GEORGE A. SPRATT, Jr.

Believing that there is some fundamental principle which give flying creatures an assurance
of security, George A. Spratt, Jr., in 1896, began his researches in the realm of flight.

In 1808 through his investigations, Mr. Spratt came in contact with Octave Chanute, and
from that time until the death of Mr. Chanute a close bond of friendship existed between
them.

As a result of the interest of Mr. Chanute in the work of the Wright Brothers he secured
permission from Mr. Spratt to communicate to the Wrights his method of measuring
pressures. This resulted in Mr. Spratt’s’ presence at Kitty Hawk with the Wrights in 1901,
1902 and 1903. Mr. Chanute’s confidence in Mr. Spratt’s work accounts, also, for the refer-
ence to the latter in Moedebeck’s Pocket Book.

Mr. Spratt believed that preliminary investigation had not been carried far enough and
so, since that time, he has continued the work of pressure analysis with indefatigable energy
at his home, in the Pennsylvania hills.

Mr. Spratt’s method of, and device for analyzing pressures which held Mr. Chanute’s
interest, has been perfected to such a degree that he felt justified in bringing it before
the public, and so for the first time offered it for the consideration of the members of The
Aeronautical Society. The deductions from this instrument have enabled Mr. Spratt to con-
struct an aeroplane which he claims is inherently stable; one which flies without warping,

without ailerons and can be flown without rudders.

FHE purpose of the instru-
ment I have here is to show
the effects of air currents
upon rigid surfaces, the
values of various shapes
and forms of surfaces for
aeroplanes, and to study the
effects of varying currents
upon an aeroplane, and the
design of aeroplanes best
suited to meet varying con-

ditions.
The exhibition consists of a blower, an air

tunnel and the instrument upon which the
model surfaces are to be placed in order to
determine their value and characteristics.

The blower is an ordinary centrifugal hand
forge blower. The air tunnel consists of the
packing box in which the apparatus was
shipped, and, but imperfectly, represents what
should be an ideal tunnel. This should be a
chamber sufficiently capacious to allow the
more violent currents that are set up by the
fan to become spent before reaching the
outlet. The fan here forces air in at the bot-
tom and the outlets are horizontal from near
the top.

The form of the outlet should be deter-
mined by the purpose of the test; if the effect
of curvature is sought, the surface in test
should extend entirely through the stream in
order that the results are not affected by an
escape from the ends; if the value of aspect
ratio and like information is sought, the out-
let should be such that the entire surface is
immersed in the flow. .The outlets, which are
two in number, are here three inch tin tubes

* A lecture given before the Aeronautical Society,
April 24th, 1913. See previous articles by Mr. Spratt
in AERONAUTICS for March, 1908, Aug., Sept.,
Oct. and Nov., 1912, and reports on gliding experi
ments in Dec., 1908, and March 1909, numbers.

and are sufficient to illustrate the purpose and
use of the instrument.

‘The instrument to which attention is par-
ticularly called, is of a twin construction—a
left and a right member. Each is composed
of two horizontally disposed iron rings, at the
centre of each of which a vertically disposed
pivotal post is carried on an arm which is in
turn delicately hinged to the ring. The post
carries a turret at its upper end so constructed
that any point in the model secured in the
turret, may be positioned in line with the
post. Both the post and the arm upon which
it is mounted have index pointers which read
from the same scale, the one the angle at
which the current attacks the model, the other
records the direction of the resultant pressure
upon the model. The models are mounted
above the instrument in such manner that
the pressures upon the model only enter into
the record.

The models may be of any material, as
their weight, either as a whole or dispropor-
tionate weight of its parts does not in any
respect influence the records.

The capacity of the instrument here is
easily two-pound models for all tests and for
some tests the models might weigh 5 pounds.
The size is fixed only by the size of the air
column flowing from the tunnel.

The tests in which one member of the in-
strument only is required will be considered
first. And I may be permitted to say that
the method of using the instrument and
transferring the meaning of its readings to
the field of aviation is as novel, perhaps, as
the design of the instrument.

In placing this model surface, which is a
plane of sheet steel three inches by six inches
upon the turret with a point about 25% of
the distance from the forward edge directly
in line with the axis of the post, the pressure

AERONAUTICS

of the current and the resistance of the post
causes rotation which ceases only when the
pressures centre along the line of the axis of
the post. This rotation here ceases with the
pointer at 19 degrees. Therefore, taking for
granted that our surface is correctly placed,
at 25% of the distance from its anterior edge,
the pressures centre themselves at 19 degrees
angle of attack; or, in the more acceptable
order of stating the fact, we have found that
at 19 degrees angle of attack the pressure
centre is 25% from the anterior surface.

It is evident, therefore, that by beginning
with 1% of the distance in front of the axis
and advancing the surface 1% for each record
the c. of p. may be tabulated very readily
for any surface.

The pressure of the current and its equal
resistance by the post is a condition quite
analogous to the surface if it is considered as
free in the air where the resistance and the
weight are equal. The axis of the post,
therefore, in every respect is analogous to
the position of the weight centre, and chang-
ing the surface relative to this axis produces
the same effect as a similar change of the
weight centre relative to the surface of the
model would when considered as an aero-
plane, and the index arm records what the
result of such a change would be. In this
way the degree of fore and aft stability the
model may have, may be determined, and here
is the effect the position of the weight centre
has upon its fore and aft stability under any
conditions of angle of attack, velocity, or
adjustment of the surface or outrigged vanes
that may be produced with the model. Lateral
stability also may be studied in the same
degree by mounting the model perpendicularly
to the position above stated. Likewise, any
angle of attack may be obtained, and the
index will record the result.

The second index arm records the direction
of the resultant pressure upon the model, and,
therefore, gives us a parallelogram of forces,
that is uninfluenced by gravity or any other
force foreign to our purpose. This arm here
records, say, 65°. The pressure perpendicu-
lar to the air flow is, therefore, the sine of
65° which is .go6+. If, therefore, this sur-
face proceeds as a wing surface horizontally
at this angle of attack, .qo6-+ of the pressure
against it would be the lifting pressure.

If the surface be considered a_ propeller
blade, the sine may represent the thrust, the
cosine the tortion, the resultant ‘the total
power delivered at the screw. Relatively either
for direct or centrifugal fan designing the
sine may represent the amount of air de-
livered, the cosine the drag of the blades, the
resultant the power required minus mechanical
friction. This does not by any means exhaust
the applications to which the parallelogram
may be put.

The surface of our model when attacked
at this angle breaks the force into two per-
pendicular components of which the arm gives
us the resultant. The resultant is, therefore,
the direction of the pressure exerted against

Page 166

May, 1913

the model at that angle of attack, and, there-
fore, is the direction the model will move.
Consequently, the resultant is the angle of
descent of a glider relative to its angle of
attack. For continued gliding the pressure
normal to the surface must not incline back-
ward, therefore the angle the model would
descend is this recorded resultant plus the
angle the angle of attack makes with the line
normal to the plane. This gives the angle of
descent with the vertical and the best angle
of glide theoretically possible for this sur-
face is this result based upon its highest
recorded resultant.

The arched surfaces under similar treat-
ment give far different results. The surface
here used, which is of equal dimensions to
the plane we have used, and arched about
I—12 fails to find a resting place between
o°—and go° positive angle of attack. In fact
there is no point between the anterior and
the posterior edge of the surface which, if
placed in line with the axis of the post, will
indicate a pressure centre at a small angle
of incidence, but in every instance the surface
will rotate and present its convex side to
the oncoming current.

If the axis of the post be made to cut the
bisecting radius of the arc of the surface
midway between the surface and the common
centre of the radii, the result is at first ap-
pearance peculiar; for if given a small angle
of attack it now rotates about the post ad-
vancing against the current in which it is
immersed. The explanation is simple. The
couple causes the rotation and the rotation
is relative to the post only. It is unthinkable
that by pressing the current could draw the
surface toward itself. It is only explainable
by reasoning that the pressures upon the
surface are of such distribution and direction
that their combined effect upon all points in
the surface centres at a point on the opposite
side of the post from the surface. By adjust-
ing the surface so that the post about co-
incides with the common centre of the radii
the result is again interesting, for now the
surface remains as though insensible to the
current. Here throughout a range of from
I5° negative to 25° positive the current pro-
duces no rotation of the surface about the
post. It is unquestionably a fact that the
pressures upon a circularly arched surface
centre at a point in space outside the surface.

In the former instance the surface rotated
forwardly about the post. If it were an aero-
plane in like relation to its centre of weight,
it would similarly “duck” or lurch forward.
In the latter instance with the weight centre
near the common centre of the radii a varia-
tion of the angle of attack through this 40°
would cause no rotation. That is, the equi-
librium would remain undisturbed. The re-
sultant direction of the pressure however
would be violently altered. Thus, if advance-
ing horizontally at an angle of attack of 8°
an uptrend would suddenly change the angle
of attack to 25°. The course would quickly
become ascending but the change would have
no tendency to alter the chord in its relation

AERONA UTICS

to the horizon. This is the solution of in-
herent stability—there is no such result ob-
tainable with a tandem arrangement of sur-
faces to a like degree, although I do not wish
to go on record as denying virtue in a tandem
arrangement of surfaces. This theory of
inherent stability I have tested with models,
very large surfaces presented to the wind,
gliders upon which I have flown, and by
motor driven aeroplane to my own complete
satisfaction. I have tried to broadly cover
the discovery in applications for patent.

In determining the angle of descent of an
arched surface considered as an aeroplane, a
line which connects two points at which the
post may record a state of equilibrium at the
same angle of attack must be substituted for
the normal as stated for plane surfaces. The
instrument may also be used for standardizing
surfaces throughout the realm of surface
pressures.

The left member of the instrument may be
connected to the right by means of a thread
attached beneath the central post and passing
over a guiding wheel to a similar attachment
to the right. Any plane surface may be taken
as a standard and mounted in the left, normal
to the current. In this instance the plane is
the projected area of the arched surface. The
arched surface is now to be placed in the
right turret and, with the convexity toward
the left, given any desired angle of attack
The lifting component of the pressure upon
the arc therefore draws the plane toward the
right. Now the angle of the resultant in-
dicator of the plane is found at which the
normal pressure upon the plane balances the
lift. component of the arched surface. The
sine of this angle is the “lift” of the arched
surface expressed in the proportion of the
normal pressure upon a plane of equal area

and dimensions under similar air current
conditions. Like records may be made for
all angles of attack. Various shapes and

forms of surfaces may be compared to this
same standard or other standards having their
values established by the former may be used
for other series. Thus, once establishing the
value of the standard under known conditions
opens the whole series of records to mathe-

Page 167

May, 1913

matical use. The instrument is so constructed
that the lift, drift, or resultant, may be
weighed with spring balances if desired.

Another use to which the instrument may
be put is to be found in the following experi-
ment which I can only describe, for the tardy
arrival of the apparatus has not allowed me
sufficient time for adjusting the parts, and, in
fact, has prevented my showing the full merit
of the instrument in many of the tests already
made. Here are three model surfaces. The
first is a metal sheet 1 inch by 6 inches and
is intended as a standard to which these
others are to be compared. It is mounted in
the left instrument with its surface normal
to the current. The second model is a cylinder
one inch in diameter, six inches long, and
may represent a smoke stack, stand pipe or
other structure. The third is also six inches
long but is one inch square. This may also
represent a square stack or other structure.
‘Lhe pressure of each may be compared to the
pressure upon the standard as already de-
scribed. Here is a small electric motor which
may be attached to the arm of the instrument
and by the necessary connections be made to
rotate the models representing the structures.

I have found by other experiments, which I
have published, that the effect of curvature is
relative; that is, all those increases and
changes in direction and movement of the
centre of pressure that are peculiar to curva-
ture of the surface, result in the same manner
and degree, insofar as I have been able to
measure them, upon the plane surface if the
air current is rotating to a like degree of
curvature as it comes in contact with the
plane.

Here, by rotating the model as the current
flows against it, we obtain a relative curva-
ture, and the arms indicate an increased
pressure and an altered direction of the re-
sultant. Here lies the possible solution of
the many freaks of the whirlwinds, where
forces are displayed which velocity alone fails
to account for.

All communications regarding the device
can be addressed to Geo. A. Spratt, Jr., Coates-
ville, Pa.

Copyright, 1913, by George A. Spratt, Jr.

WILBUR WRIGHT
OBIIT, MAY 30TH, 1912

eIeve tolling of a passing bell;

A soul mounts swiftly to the sun;
Perchance those other flights through space
Had warned him that his race was run.

Courageous, quiet, firm and calm,
Unfaltering, he, through good and ill,
The riddle of the ages faced,

And solved the problem by his skill.

Undauntedly he pierced the blue,
Mounting like eagle to the skies;
And, far from human help or aid,
He calmly looked Death in the eyes.

The realm he conquered was his own;
No fate could harm him in the air;
And Death could not let fly his dart
Till, back on earth, he met him there.

He died, as men have died before;
Yet lives, as few may hope to live.

He seized the “Empire of the Skies,”
And this the Gods could not forgive.

His countrymen will sing for aye,
The story of his prowess rare;
His name, his fame, will never die,
Their own “Columbus of the Air.”

Jee

AERONA UTICS

Page 168

May, 1913

Technical Talks

By the Technical Editor

Aerodynamic Resistance of Solid Bodies

a uniform air current, comprises that

alee: resistance encountered by a solid in
the air

due to the disturbance of
stream, and that due to friction.

According to Dr. Zahm, friction is equal to
.C00319S 1-"V"-" and Herr Franck finds it equal
to .000305 SV* both expressions being in metric
units. There are good reasons for consider-
ing Dr. Zahm’s formula more accurate, and
friction experiments made in water would
seem to indicate that the exponent 1.85 is
correct.

That being so, if we should assume, as does
M. Eiffel, that the total resistance of a body
varies as V*; then, by calculations based on
values obtained at low speeds, we should ob-
tain for high speeds larger values than those
actually observed; that is, the unit resistance
would appear to diminish as the speed in-
creased. Now, this variation is observed in
case of fusiform and other bodies, but the
amount and character of the variation pre-
cludes its ascription to this cause alone.

M. Eiffel determined the variation in the
resistance of a body comprising a 20° cone
with a hemispherical base, as shown in Fig. 1

Fig t

1@oS

the base being toward the wind. For an in-
crease in air velocity from 5 to 15 meters
per second he found a diminution in unit
resistance from .009 to .0065; that is, a varia-
tion of 28%. Likewise, the Farman strut

me

(3 >

No. 3 (see Fig. 2) under the same conditions,
showed a diminution from .04 to .026, a varia-

tion of 35%. On the other hand, strut No. 1
showed practically no variation.

This brings us to the consideration of an-
other important point, viz., that a body which
possesses the best form for penetration at low
speeds, may not possess the same quality for
high speeds. In the present case, the strut
No. 1 is superior to No. 3 at 5 meters per
second, but much inferior at 15 meters per
second. It would seem that as the velocity in-
creases, in the case of No. 3, a new regime of
air flow gradually comes into being, whereby
the air passes around the body with less and
less disturbance.

The recent experiments of M. Eiffel with

spheres indicate something of this kind (see
Aerophile, Jan. 15th, 1913). In this case, the
values of the coefficient are high for small
speeds, and decrease rapidly when the speed
augments, up to a certain speed, beyond which
they remain approximately constant. This
critical speed varies with the sise of the
sphere; for a sphere of 16 cm. diameter it is
about 12 m. p. s., for 24 cm. it is about 7 m,,
and for 33 cm. it is 4 m. The most remark-
able diminution is for the 16 cm. sphere,
since for an increase of speed from 12 to

14 m. p. s. the coefficient drops from .024
Rig) 7 a Rigr)
Sphere} de 16 tem de ere € Sphere de 33cm de di
100 [ es 100
20 | | z 80
60 | : : #
‘ |

ro) = . ae
20 420
0 | 0

6 @. 13 16) 20%) 6 | | 8) Qs8) Mec b plein UNvz noe Aer

Vitesses Vid courant sur en ™/see

Fig. 3 Variations of the total effort R for spheres
of different diameters.

to .o1, so that the pressure on the sphere here
actually decreases with increasing speed, being
65 g. at 12 m. and 45 g. at 14 m. (see Fig. 3).

By exploring with a light thread M. Eiffel
finds that below the critical speed a cone of
rarifaction forms behind the sphere, but above
that speed this cone disappears, and is re-
placed by a region in which the air is only
slightly disturbed. M. Eiffel concludes from
these results that the law of the square of
the speed applies only beyond a critical speed,
and that the law of similitudes is not always
true. However, more experiments will be
needed to justify general conclusions regard-
ing all solid bodies.

M. B. Sellers.

WRIGHT MEMORIAL PARK

Wright Memorial Park will soon occupy the site
of famous Huffman Field, where Orville and Wilbur
Wright made their early flights. The park will con-
tain a bronze statue by Gutson Borglum, typifying
flight.

A commission has been incorporated for the pur-
pose of commemorating the achievements of Wilbur
and Orville Wright in the science of aviation by the
construction and maintenance of a memorial park,
io contain an appropriate sculptural figure in bronze,
placed on the spot where man conquered the air by the
first flight in a complete circle in a heavier-than-air
machine, made September 20, 1904, by the Wright
brothers.”

The unveiling is to take place September 20th.

IMPORTS AND EXPORTS

Department of Commerce and Labor reports no
imports for March; exports of domestic aeroplanes
and parts, two at $7,817; exports of foreign make,
one at $4,700; remaining in warehouse, three and
parts at $9,184.

Page 169

May, 1913

An Analysis of Mouillard’s Claim Twelve
By ALBERT ADAMS MERRILL

N 1897 an American patent was issued to
Mr. L. P. Mouillard for a so-called soar-
ing machine, and the twelfth claim of

that patent reads as follows:

“A soaring machine having wings
adapted to move in horizontal planes, a
portion of the fabric covering each wing
being stiffened by flexible slats and hav-
ing its rear edge free from the frame of
the wing, and cords attached to said rear
edge for pulling it downwards substan-
tially as described.”

The first thing to note with regard to this
claim is that the present Farman machine uses
a construction covered by this claim. Mouil-
lard, however, intended his tips to be used
wholly for steering, as his description shows,
while Farman uses his ailerons wholly for
banking. Although the construction of both
is practically the same, the operation is rad-
ically different. To turn to the right Mouil-
lard pulls down the right tip which retards
this tip and thus the machine banks to the
right; whereas to turn to the right, Farman
pulls down the /eft tip and uses his rudder as
an offset and to turn the machine to the right,
therefor Farman infringes Wright’s seventh
claim. In the suits over the Wright patent it
has been claimed and upheld that Mouillard’s
machine exists only on paper and that it can
not be reduced to practice. The point I wish
to analyze is just this: Is Mouillard’s twelfth
claim reducible to practice?

In last month’s AERONAUTICS there was
a letter by a Mr. Hetrich on the negative angle
in which it was stated that a negative angle
on the side to be lowered would lower that
side but it would cause the tip speed of that
side to increase. Of course, this is an error,
for under no circumstances can increased re-
sistance accelerate a wing tip. The important
part of this letter, however, is the statement
that the writer has observed buzzards turning
and banking to the right by increasing the
positive angle of the right tip. This is Mouil-
lard’s system and is covered by his patent
and I am inclined to think it is reducible to
practice.

The whole point of the case lies in this. The

moment the right tip is pulled down, the speed
of that tip is reduced, but if the increase of
the positive angle is slight (less than 7 de-
grees) the total lift of right wing and tip
will increase in spite of the decrease of speed.
This is what occurs in the Farman system and
the rudder is used to retard the faster moving
tip so that the machine will turn to the Jeft.
If, however, the right tip is pulled down to a
large angle, say 15 degrees, then the reduced
speed takes the lift of the right wing and tip
less than it was originally in spite of the
added lift of the tip alone. This is Mouil-
lard’s system but it is Mouillard’s error that
with his system he utilizes only the H com-
ponent while it is Farman’s error, and
Wright’s also, that they utilize only the V
component. If Farman had seen the value of
the negative angle and had moved his aileron
up on the high side instead of down on the
low side, he would have utilized both the H
and the V components and would not have
infringed Wright.

It is a characteristic of the positive angle
that a slight increase means increased lift but
that a further increase of angle means de-
creased lift owing to decreased speed, hence
the need of an offset. This is what I call the
fallacy of the positive angle.

If, however, an aileron were made small
and connected in such a manner that when
called into action it would pass immediately
by the critical angle (7 degrees) to larger
angles, it seems to me that the positive angle
could be reduced to practice without the use
of a rudder. Of course, this constitutes prac-
tically a rudder at the tip and the banking is
produced by a change in the tip speeds. In
a flying machine this would not be as good as
a rear rudder but in the buzzard the span is
much greater than the overall length and hence
this increase in the positive angle on the tip
to be lowered constitutes an efficient rudder
for the bird.

Of course I am not advocating Mouillard’s
system as against existing systems because he
wastes the lift of his tip but I believe his
system will work and the observations of
Mr. Hetrich seem to support my belief.

Latest Boland Tailless Biplane

AERONAUTICS

Page 170

May, 1913

The Boland Tailless Biplane

HE 1913 machine produced by the Boland

Aeroplane & Motor Co. is very similar

to the machine described in AERO-
NAUTICS, Nov., 1911, differing only in re-
finement of details. Since the death of the
inventor Frank E. Boland, the business 1s
being carried on by the company and Horace
Kemmerle is the demonstrator, having been
taught last year by Frank Boland. This is
the same machine in general characteristics
which created such amazement at the Mineola
field when Boland, after working in compara-
tive secrecy in New Jersey since 1908, flew
it in public.

Main Planes—Span 35.5 feet, chord and
separation 5.5 feet. Central section built as
a unit; each wing on a side is one section,
double surfaced, muslin fabric. Wright-type
ribs 1 inch by 3/16 inch spruce strips with %
inch high spacer blocks between. The curve
is 4% inches deep at 18 inch back, while in
the earlier machine the wings were practically
flat. There is a 2-foot overhang at rear edge
which is quite flexible. Lateral spars of
spruce, solid, 3% inches by 1 inch in centre
section taper to 134 inches by 7% inch at ends.
Struts are spruce; centre 3% inches by 1%
inches, others are 234 inches by 1 inch. At
every strut there is a heavy rib of laminated
spruce; cross wires inside fabric of wings in
the sections formed by these heavy ribs.
Struts have steel ferrules and fit in steel
sockets which bolt to the lateral spars; 3-way
terminals between socket and spar. In centre
section the struts are rectangular at ends and
special sheet steel fittings take in the ends of
struts and the spars, both lateral and longi-
tudinal. To “knock down,” each wing comes
off as a unit and the centre section comes
apart in pieces, 7. e., top and bottom surface
and each skid with its bracing and upper
member; the two complete skid and elevator
supports then are packed side by side. The
curved extremities of the skids come off with
the elevator, and then detached from elevator.
Each section between struts is guyed in usual
manner with Roebling No. 30 steel wire and
in only the centre and second sections is there
diagonal wiring fore and aft. Cloth is tacked
with copper tacks, without braid, starting
from front spar and going back top and
bottom to trailing edge, which is a small
steel tube, where fabric is sewed. Tube is
fastened to rib ends by little clips. Centre
section is double wired in each direction;
second sections are wired double to take up
part of weight of engine section in. lateral
direction only.

“Nacelle.’—The engine, pilot and passenger
are located in the body or “nacelle.” A dash
in front of pilot provides place for the gauges
and tachometer. The Boland speedometer,
described previously in AERONAUTICS, is
mounted on the front outrigger, the dial
facing the pilot. A cross-section of this body
is oval at the forward end; at the rear seat
the cross-section is a V, from whence it
tapers off to sharp edge at rear. The engine

bed rails run from the cross-member form-
ing back of passenger’s seat to a point where
they join the converging sides of the nacelle,
just over the rear lateral lower wing spar.
The body frame is covered with metal and
upholstered around the top edge. In the
body is also located the steering pillars and
wheels, interconnected for use of either oc-
cupant. The wheels are mounted on wish-
bone shaped yokes.

Elevator.—Pivoted 13 feet 8 inches for-
ward of front edge main planes, span 12 feet,
3.5-foot cord, camber 3 inches, one-third back.
In flight the elevator carries half the weight
but at a leverage so that the actual weight
supported by elevator is 120 pounds. Eleva-
tor operated by rocking the yoke fore and
aft in the usual manner. Four No. 36 Roebling
wires connected the rocking levers with the
short masts on the elevator. Elevator double
surfaced, and braced with guy wires in usual
manner.

Controls—The principal feature of this
machine and the one that gives its greatest
claim to attention is the original method of
balancing and steering. There is no rudder,
ailerons or warping wings. Instead, there is
a pair of “jibs” normally in a vertical plane,
pivoted about an oblique axis (from lower
end front strut to upper end rear strut) at
either lateral extremity of the machine be-
tween the surfaces. Each works in one direc-
tion, inward only, and is controlled by
5/32 inch cable running around steering wheel.
The operation is the same as that of steering
an automobile. Pulling in one jib presents it
at a negative angle and produces a downward
tendency. In turning, the wheel is rotated
in the direction it is desired to go, the jib
on that side is pulled in and the machine
banks and whirls around. To straighten out
again it is necessary to pull in the other jib
but for an instant only. It is claimed that
side-slipping on a turn is impossible with this
machine as the jibs provide the correct
amount of bank at all times. Movement of
the steering pillar fore and aft operates the
elevator. In the machine illustrated here-
with, seat for passenger is provided back of
the pilot. Duplicate steering pillar and wheel
is provided and connected so that either can
operate the machine.

Stability—Lateral stability is maintained
by presenting the jib on the high side at a
negative angle in the same manner as in
steering. As a matter of fact, the machine
actually starts a turn and bank to the high
side, the machine comes up to a level keel
on its way to a complete turn and bank and
is stopped there as explained above. No
rudder is operated to correct any tendency
for there is no rudder.

“Any tendency on the part of the machine
to rise on one side, or ‘bank,’ if not corrected
in the manner described, viz., by turning
wheel to high side, would be followed merely

(Continued on page 174)

Say, 1913

Page 171

AERONA UTICS

AERONAUTICS

‘Page 172

May, 1913

Burgess 1913 Naval Flying Boat

BHE Burgess

mM Naval
all)

Flying
Boat was designed primarily
oD 7

to meet the requirements of

a ao United Stat N
1e nited States Navy.
Fil o Its hull, power plant, aia
eT

main surfaces, each form
separate units capable of
being assembled and taken
down in the least possible
time. The principal innova-
tions in the design include:
(1) The triangular arrangements of wing
struts allowing the upper plane to be stag-
gered forward of the lower plane in order
to increase the carrying efficiency; (2) the
upper and lower wing surfaces permanently
attached to each other, but capable of folding
together; (3) the peculiarly shaped hull; (4)
the detachable unit power section.

The aviator and passengers are carried near
the bow of the boat, their seats being ar-
ranged in tandem. At the canoe shaped stern
are located the elevator and the combination
rudder for steering both in the air and on
the water. The hull is built up on spruce and
oak ribs double diagonally planked with ma-
hogany separated by fabric.

Main Planes—Spread of upper wings, 43
feet; spread of lower, 36 feet; depth of
wings, 5 feet 6 inches; area of supporting
surface, 397 square feet.

_ The construction of the wings is particularly
interesting. While the lower wings include in
their frame work both front and rear longi-
tudinal members, the upper surface is con-
structed with a single heavy steel tube through-
out its length, the ribs being so connected to
this steel tube as to permit warping the sur-
face without straining the ribs. There is an
open space between the two halves of the up-
per plane. This is left open to permit of easy

access to the engine for cleaning and repair-
ing. One will notice that the engine can be
practically entirely overhauled without being
removed from the planes both from above
and below. Also, the gap “permits of greater
efficiency in giving a vent for the accumulated
air pressure caused by the head resistance of
the motor itself.”

By the release of the forward warping wire
and the “breakine”’ of the diagonal struts
which are hinged in the centre, the upper
plane drops of its own weight into a vertical
position and the lower plane is then raised up
from the rear edge so that it lies approxi-
mately parallel with the upper plane without
moving any of the lateral panel wires. The
two wings on each side can then be pulled
out of their sockets and be shipped as a
unit.

The separation between planes is 5 feet 6
inches. The camber of the wings are alike,
i. €., I in 17, greatest camber being 33% back
from front edge.

Power Plant—Renault 8-cyl. 70 H. P. mo-
tor, cooling effected with the aid of a fan
blower driven by the motor. Propeller, 9.5 ft.
in diameter and 6.9 ft. pitch, is mounted
directly on an extension of the cam shaft
thereby reducing the 1800 R. P. M. of the
motor to 900 revolutions of the propeller.
The cylinders are approximately 334 inches in
diameter by 434 inches stroke. Weight of
motor, 400 pounds. Bosch magneto.

Gasoline service tank, six gallons, evident
in the photograph, is located above the mo-
tor. Two large tanks with a capacity of 42
gallons are carried in the central air tight
compartment of the boat. The gasoline is
pumped up from these to the service tank by
a small gasoline pump operated by a wind
mill just in front of the large propeller.

ay, 1913

Page 173

Burgess Be yng Doat

AERONAUTICS

2 : ‘ s 4 “ A 5
Ee

Bart

{
|

p

Noodck “K"~ do. 3. * Ph
a i

“8

ceo

AERONAUTICS

The motor is started by a large wheel in-
stead of a crank which is grasped in both
hands and which is much safer than a flying
crank.

Stability —With this new type, the lower
wing is rigid and the upper wing does all of
the warping from end to end about a girder
located just forward of the centre of pres-
sure. The warping is accomplished with a
very much smaller range or movement of the
lever and with practically no effort whatever.
Mr. Coffyn says he could fly this machine
almost indefinitely as far as the arm becom-
ing exhausted while operating the control.
The balanced system of wires in the rear
are very similar to the present warping system
on Burgess type machines, that the pull is
forward to the front edge of the bottom plane
where the wires from each wing are con-
nected to the centre and reconnected to each
other. In addition to this, there is an extra
set of warping wires connected with the front
edge of the upper plane and carried down to
the front edge of the lower plane and there
interconnected. By this system the entire
plane is held rigidly from front and rear to
the central spar on which it rotates and any
moving of the warping lever compensates the
pull on one side by the release of the same
amount on the other side. The wing there-
fore can be either warped up or down. The
Wright system of levers is used, as adapted
in the Burgess military tractor.

Supplementary Surfaces—There is a fixed
surface 9 feet 4 inches by 2 feet 3 inches in
front of the elevator set at an angle of 3
degrees to the front plane. The elevator is
hinged to the rear of this surface. There is
also a small vertical surface between the hori-
zontal one and the hull.

Hull.—Built in two sections, forward sec-

BOLAND TAILLESS BIPLANE
(Continued from page 170)

by the right amount of turn to correspond
with the banking. If these air puffs are
counteracted as soon as they are felt, no
tendency to vary from a straight course is
noticeable. If, on the other hand, the pilot
does not choose to correct them immediately
or at all, he can not suffer any more serious
consequences than varying in his course,” says
Mr. Joseph Boland, observing from the pas-
senger’s seat.

Running Gear—The two skids extend far
in front and surving to form support for the
elevator; two 20-inch by 3-inch wheels on
long axle 18 inches forward of front edge
main planes, rubber shock absorbers. Skids
are braced with diagonal and vertical struts
to lower plane.

Power Plant.——Boland
type, 60 H. P., water cooled, same as has
been used for past three years. Cylinders
4 inches by 4 inches, jackets brass, heads un-
jacketed, concentric valves with inlet auto-

8-cyl. motor, V

age 174

May, 1913

tion being of double diagonal planked ma-
hogany bottom and mahogany sides and
having two water tight compartments located
at either extremity and a well sheltered cock-
pit, in which are located the operators’ seats.
The after section is canoe shape in type,
built of mahogany in two compartments. The
length is 29 feet 6 inches. There is a small
skid attached to rear end of hull. There is
a concealed step in the hull 16 feet 1 inch
back from bow, at which point the bottom
presents in cross-section a concave surface
in the water.

Rudder.—Conventional, 5 feet 3 inches
high by 3 feet 8 inches at widest point pivoted
1 foot 3 inches back of forward edge, at
stern post of hull.

Wing Floats——Special Burgess design, in-
ternally braced; no guy wires or braces.

Elevators—Same as in Burgess tractor.
See AERONAUTICS for May-June, 1912.

General Information—The length over all
is 31 feet, height 8 feet to inches. Weight,
including pilot, 48 gallons of gasoline, 4 gal-
ons of oil and passenger was 2102 pounds.

The Burgess flying boat completed its last
test on May 17, that of gliding, when Frank
Coffyn shut his power off completely, a little
over 500 feet in the air.

The Board of Inspectors returned to the
Burgess offices and there accepted the ’plane
on the part of the Navy Department.

The machine is being thoroughly cleaned up
and probably put into commission for Lieu-
tenant Murray to fly in Marblehead previous
to shipping it to Annapolis.

Fowler flew over the Panama Canal in a
few minutes but it took Weeks to fly over
Scranton.

matic, hollow built up shaft, one piece special
bearings slipped on when shaft is assembled,
oiling force and splash. Engine weighs with
carburetor, and meagneto, 240 pounds. Con-
necting rods are forked at the bearing, one
working between the forks of the other, thus
concentric. Each pair of rods gets full bene-
fit of 234-inch bearing. The chanks are steel
discs which are drilled for lightness. They
receive the oil from the gear pump at bottom
of oil reservoir and distribute it by means of
centrifugal force to the connecting rod bear-
ings through small holes in cranks.

One piece rods are chrome nickel cut from
solid forging. Oil pits under each pair of
rods. Cam shaft mounted on R.I.V._ ball
bearings, centre bearing of shaft being same.
Other shaft bearings are solid bronze. El
Arco radiator. Propeller direct on_ shaft,
7.5 feet diameter and 5-foot pitch, turns left
handed.

General Information—Weight complete ma-
chine, with gas, water and oil, without pilot
or passenger, 900 pounds. Speed about 60
miles. Centre of gravity over the axle.

AERONAUTICS

Page 175

May, 1913

New Thomas Biplane

NEW biplane as been produced by the
A Thomas Brothers Aeroplane Company,
of Bath, N. Y., which will, no doubt,
continue to add to the well-deserved esteem
in which the Thomas brothers are now held.
This is fitted with a “nacelle” and an ad-
justable mica wind shield. Technical details
of this new machine follow.

Main Supporting Planes.—Spread 33 ft. top
plane, 23 ft. lower. Ribs laminated spruce,
334 in. cambre at 30% back of front edge,
spaced 11% in., size 34 in. by 11% in. and 3% in.
by 1% in. Metal Serine are used in fastening
the ribs to lateral spars, front and rear.
Front spar is D-shaped, 1% in. by 134 in.
laminated. Rear spar rectangular, also lami-
nated. Distance between spars is 44% in.
There are 8 sections to the planes, each 5 ft.
6 in. by 5 ft., joined together with Thomas
sockets. Separation between planes 5 ft.
Double covered Goodyear fabric tacked to the
planes. Struts are solid. Roebling 3/32 in
cord used for staying tightened with turn-
buckles. Struts are vertical when machine
is on ground.

Elevators—One elevator is used at rear 10
fit: 2B 2 ft., flat, 10 ribs to each elevator. Ribs
™% in. by IY in. Fabric tacked on.
Supplementary Fixed Surface——To this ele-
vator is hinged. Dimension 1 ft. by to ft.,
fastened with clips, fixed angle.
Rudders—Four rudders, located in rear,
operated by wheel. Fair leaders used in turn-
ings corners with 1/16 in. control cable.
Stability.—Ailerons are used, two, size 2 ft.

by 8 ft., located in rear upper plane, hinged
to rear lateral spar. 1/16 in. cable used
through fair leaders in turning corners. Ten

ribs to each aileron, fastened with metal strips.
Goodyear cloth, tacked.

Running
Farman-Wright,

Gear.—Thomas type, modified
4 wheels, 2% in. by 21 in.

Goodyear tires, axle 30% back from front

edge. Two skids 5 ft. long, tread 7 ft. 6 in.,
size 2 in. by 23g in. Tubing used for bracing
to skids.

Power Plant.—Maximotor, 6- cylte 76, Eee.
weight 380 lbs., cyls. 5 in. by 5% in., overhead
valves. Drives direct Thomas propeller Teatts
6 in. diameter, 5 ft. pitch. Mea magneto,
Busch radiator located in front of engine on
front struts, Kingston carburetor. Thrusts
standing 485 lbs. Gas tank is directly behind
the pilot in the “nacelle.’ Pressure feed is
used. Capacity 18 gals. and 2 gal. oil. Con-
sumption of fuel per hour, 8 gal. gas and 1
gal. oil.

General Information —Total weight of aero-
plane, without oil or operator, 850 Ibs., speed
60 M. P. H., capable of carrying 4oo Ibs.
additional weight. Length over all is 25 feet.
Center of gravity 30% back of front edge.
Equipment includes clinomometer, anemom-
eter, tachometer, pressure gauge and pump.
AV Toon EP. Maximotor has been bought and
is being installed in the flying boat.

BALLOON ASCENTS IN AKRON

R. H. Upson, has started the Goodyear
Aero Club in Akron and the first ascents have
been made using natural gas. The ascent
was such a success that passenger trips will
be arranged all during the summer in the
“Goodyear” of 80,000 capacity. It will carry
three with the natural gas. The first official
trip took place on the roth and fifty miles
were covered in a th-ee hour sail.

If, in the future, I take up aeronautical work, I
will subscribe for your magazine as I find it a valu-
able source of information.—E. W. O., Penna.

AERONAUTICS is well worth the price of sub-
scription to anyone interested in the science.—H.
M: R.; Penna.

AERONAUTICS rae 176 May, 1913

Se) THOMAS BIPLANE.
ie ae BL = . = (913 Mover. BS

AERONAUTICS

Page 177

May, 1913

Use War Fabric

InTimes of Peace

Beets of its dependability, both the
U.S. Army and Navy use Goody ear Fab-
ric ‘extensively. Take a tip from Uncle
sam. Use Goodyear Rubberized Aero-
plane Fabric. Use it because it’s more
reliable—SAFER.

The Moisture-Proof, Stay-Tight Fabric

This fabric is so rubberized by the Goodyear process, that wet simply can’t get to the

fibre.

So it won't shrink when it gets into the water.
Neither will this fabric stretch when it becomes heated.

Ideal for Hydro- aeroplane use.
That’s because all stretch is

taken out when the rubber is forced into the fabric.

AKRON,

AR

OHIO

Rubberized Aeruplatie Fabric

Used also by The Curtiss Aeroplane Co.,The
Wright Company. The Burgess Company &

Curtis, Glen L. Martin Co., Thomas Bros.
Aeroplane Co., Benoist Aircraft Co. and other
manufacturers.

Send for Details

We make everything for Aeroplanes, in-
cluding fabric. both rubberized and specially
treated; and a complete line of the most ser-
viceable TIRES built. Tell us your wants.
Perhaps we can help you effect a SAVING!

THE GOODYEAR TIRE & RUBBER COMPANY, Akron, Ohio

Branches and Agencies in 103 principal cities

FOR MODEL MAKERS

The Ideal Aeroplane & Supply Co., of No. 82 W.
Broadway, New York, is making a specialty of scale
models of all the principal types of aeroplanes and
is endeavoring to encourage the building from ready-
made or rough parts these miniature machines rather
than to foster the building of speed marvels, and
cups are being offered for the best flights obtained
by models or supplies obtained from this concern.
An interesting catalogue is published by the com-
pany which lists all sorts of supplies, such as thin
skin surface coverings, rubbers, drills, fine wire,
sockets, running gears, etc., all of microscopic size.

FOWLER’S FLIGHT OVER PANAMA

As the last issue was on the press came the news
of Robert G. Coast-to-Coast Fowler’s flight across the
Isthmus of Panama in his Hall-Scott-engined Gage
tractor, on April 27, with a moving picture apera-
tor and camera, after preliminary flights over the
city of Panama and nearby towns. Several previ-
ous aviators had previously anticipated the honor of
being the first but gave up the idea after reconnoiter-
ing. Even the intrepid James A. Hare thought dis-
cretion the better part of valor. The Hall-Scott Com-
pany is getting out a 100 H. P. motor which will be
fully described in AERONAUTICS.

To the Editor:
Commenting upon Judge Hazel’s decision in favor

of the Wright Co., I must say it does not look as
good to me as to some others. Ps

For the good of the art allow me to submit a
mode of controlling lateral stability which I am
going to install in my next machine. It is a modifica
tion of the Voisin vertical partition and _ should
give a semi-automatic control. The partitions, one
at either side of the machine, are made in three
sections. The centre section A envelops the front
strut D and is fastened to the rear strut D’ by the
strap A’. The upper and lower sections B and B’
are hinged to the section A and CC and C’C’ Each
section, of course, will be framed. The control wires
will be fastened at E and E’. The flap B on the
left side will work in conjunction with flap B’ on
the right side and vice versa. They will work
inwardly only.

In case the machine tilts to the left, flap B on
the left and flap B’ on the right would be operated.
In a tilt to the right, flap B on the right and flap B’
on the left would be operated. When not in use
the flaps would be held in place by a coiled spring.

I do not plan to apply for a patent on this con-
trol, so if anyone wants to use it he is welcome to
it.

R. W. STEWART.

AERONA UTICS

Page 178

May, 1913

New Developments in Aeronautics

MODEL O-X CURTISS MOTOR

HIS new Curtiss motor is designed for
operation at moderately high speed
and shows 106 brake H. P. at 1800
Ree Mesos Here vatendcontoe i500) Ra P. Mie
The weight of 310 pounds includes ignition,
carburetor, et cetera, but not the radiator
which weighs approximately fifty pounds, or
the fuel tank. The price is $2,500.

Crank case is cast of a special alloy almost
as light as aluminum and approximately 50%
stronger; webbed to insure wide margin of
safety. These webs also provide support for
the five main shaft bearings, and make four
divisions in the case, so that each throw of
the shaft is properly lubricated. Lower half
of the crank case has splash pan and reservoir
holding sufficient oil for a run of six hours,
specially designed for cooling of oil. Sepa-
rate compartment for the gears is cast at
one end of the case. Main bearings, high
speed motor babbitt, die cast and interchange-
able.

The crank shaft is made of Chrome nickel

steel turned from solid billets. Propeller
flange and bevel gear which drives the sub-
merged oil pump, are forged integral with the
shaft. Main shaft and all throws are bored
out. The holes are securely capped, drive
fitted and pinned. <A large shoulder for
thrust bearing inside the case is also torged
integral with the shaft, and a combined radial
and axial Schafer ball bearing is used. Ex-
treme length of shaft is 41 mches; diameter
174 inches, length of front bearing 3% inches,
throw 3% inches, length of intermediate
bearing 113/16 itches. On front end of
shaft is an attachment for safety starting
crank.

Cylinders are almost perfect tubes with
spherical heads and valve steam guides cast
integral.

Eight studs are used in attaching each
cylinder to the crank case. In addition to
these small studs, four studs 11 inches long

extend from the flange in crank case to yoke
over the top of the cylinder to make cylinder
breakage impossible.

The exhaust port is provided with a boss
for the attachment of muffler pipes if de-
sired. Valve seats are cast inside the cylinder
head, with spark plug seats in the centre of
the head.

Water jackets are made of light, noncor-
rosive metal welded to the cylinder flanges.

Pistons are of <a. special’ grade of steel
with dome tops, well bridged. Each piston
has three ring grooves and twelve oil grooves.
Piston wall bored out and of uniform thick-
ness except for flange at bottom designed to
eliminate the chance of warping. Guide walls
below piston pin bosses drilled in many places
to reduce weight. Piston pin bears in the
piston, which is provided with bosses of ample
size.

Water circulation by centrifugal pump of
conventional design.

Connecting rods are Chrome nickel steel
drop forgings with round barrel which is
bored out in finishing. The forgings weigh
in the rough a little more than six pounds,
while the complete connecting rod weighs a
shade more than one pound.

Cam shaft of single shaft, drilled entire
length for oil channel leading to different
cam shaft bearings.

Lubrication by a combination splash and
force feed systems. Rotary type gear
pump, located at bottom of oil well, forces
oil reverts to the splash pan and then through
through cam shaft to opening in line with
hole in cam shaft bearing and bosses leading
to the main bearings; thence through opening
in crank shaft to main crank shaft bearings
and through the throws of the crank shaft
to all connecting rod bearings. The surplus
oil to the rear end of the hollow cam shaft,
overflow pipes to main oil well. Cylinders
and pistons lubricated by splash system, as
indicated in the description of the crank case.
Valves are of large size, the heads of cast
iron electro welded to steel stems 3¢ inch in
diameter.

Experimental work on this model has been
carried on for more than a year and the re-
sults of changes in the valves and valve-
operation of Curtiss motors has surprised
even those who hoped most from the work.

Approximately 94 H. P. at 1500 R. P. M.
was the brake showing made at the first tests
last December.

After the further refinement of details this
model was given a series of water brake
tests which were very carefully checked by
the observers, the cards showing a maximum
Of 106.4) at 1800) Re). ME 1008 ate 1700
Rave) Me ands nated sat) Gomto moon iin
Gn earate 13SOntoml4OOmkemias ie

AERONA UTICS

May, \913

Published Monthly by Aeronautics Press
122 E. 25r4 ST... NEW YORK
CABLE: A=RONAUTIC, NEW YORK
"PHONE, 9122 MADISON Sa.
ERNEST L. JONES. Pres’'t — -— THOMAS C. WATKINS, Treas’r-Sec'y
ERNEST L. JONES, Editor -- M. B. SELLERS, Technical Editor

SUBSCRIPTION RATES
UNITED STATES, $3 00 FOREIGN, $3.50

MAY,

1913 Vol. XII, No. 5

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

Advertising pages close on the 25th.

copy must be received by the 2oth.

@ Make all checks or money orders free of exchange and payable to AERONAUTICS. Do not send

currency. No foreign stamps accepted.

cAero -/Mart

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

MOTORS FOR SALE

FOR SALE—A few Model D-4 Gray Eagle
motors, slightly used, that have been taken in
trade for larger motors. In first-class condition, and
guaranteed, at bargain prices. Kemp Machine Works,
Muncie, Ind.—T. F.

ENGINE FOR SALE—8-cyl. $V,’ list price,
$1,500; new, never used. The one who buys _this
motor gets one of those few real bargains that isn’t

picked up every day. Thoroughly tested by maker
who desires to sell the last one in his shop. Complete
with propeller, $800. Address, ‘“‘Eight Cylinder,”
care of AERONAUTICS, 122 E. 25th St., New
York.

FOR SALE—Brand new 4-cyl., 45 H. P. Maxi-

motor, with propeller, magneto and radiator, $700.00.
Address, Maximotor, care of AERONAUTICS, 122
Basteochwouneet. Naw Yer City.

AEROPLANES

CURTISS-FARMAN—Exceptionally well made _ pas-
senger biplane of Curtiss-Farman_ type. Roebling
cable, Naiad covered, 20-inch by 3-inch wheels, seam-
less steel tubing, laminated ash and spruce members,
etc., $100. Buchanan, care of AERONAUTICS, 122
E. 25th St., New York.

SACRIFICE—A Curtiss type biplane, flown by one
of America’s most famous aviators, with 8 cyl. Hall-
Scott 60 H. P. motor, all in A! condition, for $1,800
cash, subject to demonstration to bonafide purchaser.
Shipping boxes, propeller, crates, completely equipped
for the road. Free instruction in flight to purchaser
at well-known flying field. The best bargain of the

Opportunity knocks but once at every man’s
Address ‘‘Sacrifice,” care of AERONAUTICS,
, 25th St., New York.

MISCELLANEOUS

NEW AERIAL PROPELLER—Highly efficient.
We specialize on four-bladers for flying boats; they
deliver the goods. No experimenting. Why not try
one? Just drop us a postal and ask for Catalog
No. 1. Do it today. Address nearest office. Double
Stamp Propeller Co., No. 528 So. Ashland Blvd.,
Chicago, Ill., or Evansville, Ind., Dept. C.—T. F.

HYDROAEROPLANES, AEROPLANES, MO-
TORS—30, 50, 75 H. P. Great Bargains. Demon

strations. Patterson, A986 Trumbull, Detroit,—July.

FOR SALE OR TRADE—My five passenger
30 H. P. Peerless touring car, for an aeroplane or
balloon suitable for exhibition purpose. S. C. Allen,
700 Bristol St., Saginaw, Mich.

_FOR SALE—Belgian patent right No. 247,110 and
Canadian No.144,784e for successful variable-pitch
propeller. Address, Harry Elliott, 1609 Haskell Ave.,
Lawrence, Kan.

WISE—One copy of the rare book by John Wise,
A System of Aeronautics, for sale to first comer at

$10. First-class condition. This books is getting
more rare every day. Address Sheahan, care of
AERONAUTICS, 122 E. 25th St., New York.

WANTED—Back numbers of AERONAUTICS as
follows: Nov., 1907; Feb., 1908; May, June, August,

October, November and December, 1909; Jan. and
March, 1910. Fifty cents each for any or all of
these Address: Editor, care of AERONAUTICS,
122 E. 25th St., New York.

WE ARE making contracts for Fair and Park

flights. Get our
position Co., 1522

price. Address,
Norwood Ave.,

Monoplane_ Ex-
Toledo, Ohio.

FOR SALE AT A SACRIFICE—One
man _ biplane.
or separately.

ees ON:

J baby Far-
Will sell complete with power plant
Address, E. C. Gillespie, Woodhaven,

FOR SALE—Tractor biplane, 42 feet spread, 5 feet
chord, double surfaced, Farman running gear, 8-cyl.
60 H. P. motor, Bosch magneto, Schebler carburetor,
radiator, combination tank, 8-foot Paragon and Nor-
male propellers, extra parts, tent, crates. Complete
exhibition outfit. Would make fine hydro-aeroplane.
Price, $1,200. Will sell without power, or power
plant separate. F. Robinson, 191 Caledonia Ave.,
Rochester, N. Y

=, a
Tent for aeroplane, 28 by 30 or more.
2
3

e
2 44th Ave., Minneapolis, Minn.

WANTED
Chas. Kolb, 39

BOLAND AEROPLANE
MOTOR COMPANY

THE BOLAND MOTOR

8 cyl. ‘“*V’’ type 60 H.P. 240 pounds.
RELIABILITY DURABILITY
MAXIMUM POWER. MINIMUM WEIGHT.

THE BOLAND TAILLESS BIPLANE

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

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

AND

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

Office: 1821 BROADWAY, NEW YORK.

AERONAUTICS

TEST OF STURTEVANT MOTCR

Readers will be interested in a test recently
conducted at the Sturtevant factory on a
standard six cylinder motor rated at 60 H. P.
at 1200, ordered by the Weckler-Armstrong-
Lillie Co., of Chicago, on condition that it be
subjected to a four hour non-stop run at
1600 R. P. M. and develop not less than 80
eles

The test was witnessed by E. R. Armstrong,
Albert A. Merrill and Charles H. Mower’ of
London.

The motor was direct connected to an ab-
sorption water dynamometer. The water was
supplied to the dynamometer from a float-feed
tank which maintained as near as_ possible
a uniform supply of water throughout the
test. The force exerted®by the brake arm
was recorded on standard Fairbanks platform
scales. The gasoline used was the regular
fuel of the trade, so called “motor gasoline,”
tested 64.5° Beaume. This was supplied to the
motor from the tank supported on scales so
that the weight of the gasoline used could be
accurately determined. The water for cooling
the motor was contained in a tank and circu-
lated by means of the regular centrifugal pump
on the motor. A thermometer was placed at the
outlet and the temperature of the water at
this point was kept at 160° F. by means of
supplying cool water to the tank. These con-
ditions were exactly similar to those when
using a radiator.

The lubricating oil was contained within the
base of the motor, a measured quantity being
put in before starting and the remainder being
drawn off at the end of the run so that the
total quantity used was determined in this
manner,

The a record of

accompanying chart 1s

NET WEIGHT /1EcH. LOSS iN

ON SCALES
MoToR STARTED

Page 180

BRAKE
OrwariorieTER| Horse POWER

May, 1913

readings taken at various intervals during the
four hour run. The end of each reading is
recorded, the revolutions per minute and the
net weight that the brake-arm exerted on the
scales. The horsepower is derived from the
Prony-brake formula of H.P.—2 7 LN P in
3300

which L is the length of the brake-arm in feet;
N, the number of revolutions per minute;
and P, the pressure registered on the scales.
Mechanical loss due to the friction in the
bearings of the dynamometer had previously
been very carefully determined by driving the
dynamometer by an electric motor and measur-
ing the power required to do so at various
speeds. Therefore, the last column of figures
on the chart shows the actual brake horse-
power developed by the motor at the time of
each reading. The average of these figures
shows 83 B. H. P. at an average speed of
1616 R. P. M. for the entire period of four
hours. It will be seen that the last reading
was at the same speed as the first and that the
drop in power amounted to only % H. P. or
6/10 of 1% at the end of the four hours.

The total fuel consumption of 190 pounds
or 31.6 gallons of gasoline shows the excel-
lent figure of .572 pounds per H. P. hour, while
the oil consumption of 2% gallons for the
entire run is equally good.

Previous to running the four hour non-stop
test, the motor was run for a period of about
one-hour during which time horsepower read-
ings were taken at various speeds from 1,000
to 1,870 R. P. M., and from these readings a
horsepower curve was plotted as shown on the
accompanying chart. It will be seen that at
a speed of 1870 R. P. M. the motor showed
go B. H. P. It is interesting to note that dur-
ing this test at these widely varying speeds,
not a single adjustment was made to the two
Zenith carburetors, which are standard equip-
ment.

FPREMARHS

LENGTH OF FrUN

8/.9
83.3

AVERAGE SPEED

8/.7
82.6

8/.7

16/6 82./

1619
16/0

82.3
8/.8

|

1626 82.6 |

1630 \_ 82.8

12.00 | 1622 | 88.5 | 82.0
12.15 |_lélo | 88.5 | 81.3
12.30 | 1609 | 66.5 | 81.3
12.45 | 16// | 88.5 81.4 |
1.00 | 16// | 88.5
1.1§_| 1607| 68.5 | 8/2 |
1.30 | 16/2 | 88.5
LATE MOTOR STOPPED By S

a1

+

RINININ|NISINISINIS ISIN S |S
YIN ISIS ISIS ISS ES ESS SS

~ i].

Ml

MAx1r7vumM HORSE POWER

1/870

APRIL 8, 19/3.

B.F. STURTEVANT Co.
Hyoe Park, Boston, MAss-

May, 1913

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

Aeronautical Motor

equipped with MUFFLER and STARTING CRANK installed in one of the
U.S. Navy Hydro Aeroplanes. This machine has been in daily use at the Navy
Winter Aviation Camp at Guantanamo Bay, Cuba, during the months of January,

February and March.

In these 90 days Lieutenant Cunningham made | 39 flights, without experienc-

ing any engine trouble or replacing a single part of the motor.

Write for Bulletin 2002

B. F. STURTEVANT COMPANY

HYDE PARK, 33 33 33 BOSTON, MASS.

And all the Principal Cities of the World

AERONA UTICS

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. While
it may be made with any number of feeds,
and each feed individually adjustable, it has
only two moving parts. Another feature 1s
that it allows for a wide range of attach-
ment to a motor, as it may be connected
either directly to the oil supply tank or at a
considerable distance from same, since this
pump has strong suction and discharge power,
it may be placed in any desired position,
either horizontally or vertically, and will work

0

equally well in either direction of rotation
without any change or adjustment.

This pump comprises a casing or cover, the
casing having a cylindrical end bore with in-
let and discharge openings. Within the casing
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 a middle a pin or stud. Fastened 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 of the piston, which is of a corresponding
taper. This action takes place when the pis-
ton is in line with the outlets 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 is a circular recess
having openings leading to the circular bore,
forming inlet or suction ports. Equally
spaced between these are 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
opposite the inlet port. This draws in the

Page 182

oil, which is confined between the casing and
the piston until opposite the outlet, when the
piston is again acted uvon by the tapered
screw, and the oil discharged.

The frame shown is specially made for the
Gnome motor, and same varies with different
types of motors in which the pump is used.
The Gyro Motor Co. has been using these
pumps for some time with practically the
same arrangement of frame. A great many
of the model T-X pumps are also used for
aeroplanes, either with or without sight feed
indicators.

CURTISS FLYING BOAT HATCH

A new step in the development of the
Curtiss flying boat is shown in these sketches
of the forward entrance. When the boats are

called on for twenty-fiive to forty trips a day,
as is each of them at the camp on Lake
Keuka, the time spent in discharging the pas-
sengers and taking on new ones counts up

very fast. Under the old system the flying
boats were run high and dry up a runway and
onto a turntable, swung half way ‘round,
and the door of the cockpit opened on the
high side. The new way permits the boat to
be run up to a dock head on, the windshield
is hinged in the middle and the upper half,
when turned back, serves as a gangway. This
is cleated to give passengers a good foothold.

Experimentors with hydroaeroplanes may
take a leaf from a notebook of the chronicler
of Monaco meet and prepare for increased
power, for there almost every machine had
trouble getting off the water except against
a fair wind or with a good sized sea running.
Other lessons include the necessity, in water
machines using floats, of having them fitted
with shock absorbers; the need for increased
strength, and proper fore-and-aft balance.

AAERONA UTICS Page 183 May, 1913

Chartered by the University of the
state of New York.

Superior opportunities offered.
Training under Walter E. Johnson.
Learn over land or water.
Complete your course on the

THOMAS FLYING BOAT.

Tuition complete, $250.00.

More than 10000 successful passenger-carrying flights have been
made on Thomas Machines, without a single serious accident.

Thomas Aeroplanes embody the latest American and European ideas
in design and consiruction.

For full particulars, address

Thomas Bros, Aeroplane Co.

BATH, N. Y.

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

FRENCH AEROPLANES

TAKE NOTICE!

ENGINEERS

For all photos, des-

INVENTORS Sor
_ gueuone cetnine ye: Write for prices on standard makes. Send your
AVIATORS garding FR ENC H specifications for special designs
sa ress
CONSTRUCTORS | iu:

EL ARCO RADIATOR COMPANY

Broadway and 57th St., New York City

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

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

Also Manufacturers of Automobile Radiators of all types

JEFFERY’S MARINE GLUE

USE OUR

WATERPROOF

ADAMS-FARWELL
REVOLVING MOTORS

HAVE BEEN IN LIQUID GLUE
DAILY USE FOR or No. 7 Black, W hite, or
TEN YEARS. This is our Yellow Soft Quality Glue
new 72 H.P. for waterpro rofing the canvas
AVIATION covering ot Flying Boats.
MOTOR For use in combination with
450 Ibs. thrust calico or canvas, between
with 9-ft. pro- : veneer in diagonal planking,
peller of 6-ft. L LW. PER, AND por uh BY: | || and for waterproofing mus-
pitch. FERDINAND & co lin for wing surfaces.
Ask for our i BOSTON, MASS. Send for samples, circulars,

Circular No.16A

THE ADAMS COMPANY
21 ATHOL STREET, DUBUQUE, IOWA, U. S. A.

directions for use, etc.

° b -
LW Ferdinand & Co., ,,201 Sunth Sure,

In answering advertisements please mention this magazine.

AERONAUTICS

Fags) l (

May, 1913

LIGHTWEIGHT ENGINE PARTS

That magnalium can be used for a substi-
tute of cast iron in aeroplane engine cylinders
is the belief of Morris R. Machol, who lec-
tured before the Aeronautical Society recently.
The following was taken down from his talk.
The principle advantage that magnalium cyl-
inders have over iron ones is that of weight,
the former weighing about 4% as much.

Magnalium is an alloy of aluminum and
magnesium, manufactured in Germany by a
patented process. Since magnesium is much

lighter than aluminum, magnalium is also
somewhat lighter than pure aluminum.
Magnalium also has a greater tensile
strength than aluminum, it being 23,000
pounds. Its elastic limit is about 17,000
pounds. Magnalium shows no tendency to
crystalize under continued vibration. Mag-

nalium is unusually tough, and its physical
characteristics makes magnalium a valuable

alloy for use in aeroplane engine construction
for crank cases, etc.

The thermal conductivity of magnalium is
I4 times as great as that of iron, which means
that the cooling problem in an aeroplane en-
gine with magnalium cylinders is eliminated. In
the case of a water cooled engine, the problem
of getting the heat through the walls of the
cylinders and into the water is eliminated and
the only problem remaining as regards cooling
is that of getting heat away from the water
when the water gets to the radiator. In the
case of an air cooled engine, the higher ther-
mal conductivity of magnalium is a very direct
advantage. The metal will carry the heat
from the inside wall to the ribs and it is then
simply a question of sufficient rib area to
transmit the heat from these ribs to the sur-
rounding atmosphere.

Aluminum will not stand the wear of piston
travel, but it has been conclusively proven that
magnalium will. It naturally follows, that
magnalium will stand the wear of piston
travel when used as cylinders in connection
with an iron piston, it will also stand up when
used as a piston in connection with iron cyl-
inders. This has been tried out in a great
number of motors, operating under many
different conditions and the results of many
of these tests have produced the information
giv en here.

The casting shrinkage is about 5/64 of an
inch to the foot and the same patterns that
are used for iron pistons can be easily used
for magnalium pistons.

Magnalium is not as hard as iron but it is

a better bearing metal and experiments with
magnalium bearings have shown that this is
even a better bearing metal than bronze or
babbit.
_One of the first advantages of the use of
light weight reciprocating parts for Bis
purposes is the remarkable reduction of vibra-
tion. It can be readily understood that the
rapid reciprocation of moving weights is what
really causes vibration. When the weight of
the piston is reduced, however, this vibration
is reduced tremendously.

The melting point of magnalium at atmos-

pheric pressure is 1256° F. This melting point
is considerably less than the temperature often
attained in the cylinder.

However, magnalium pistons do stand up
in actual practice, and the theory is that the
dome of this piston never gets as hot as that
of the iron piston, as the thermal conductivity
is fourteen times that of iron and the heat
is carried away from the dome of the piston
to its walls and through the walls of the
cylinder to the water jackets.

Since the dome and walls of magnalium
pistons would be nearer to each other’s tem-
perature than would be the case with iron
pistons, there would be less tendency to dis-
tortion due to the difference in temperature
between the dome and the walls of the piston.

The reduction of the weight of the recipro-
cating parts by approximately two-thirds cor-
respondingly reduces the inertia forces and by
the reduction of the inertia forces the horse
power is effected. During two full strokes
of the four strokes of the cycle, the actual
pressure exerted on the bearings at both ends
of the connecting rods are due almost en-
tirely to the inertia of the reciprocating parts.
As the piston nears the top of its stroke, for
instance, and the inertia force approaches
its maximum the angle between the crank
and the centre line of the piston is approach-
ing zero. When the maximum inertia force is
reached none of it can be transmitted to the
fly-wheel and it must all be taken up by the
bearings at the two ends of the connecting
rod. This hammer like action is certainly
reduced by using light weight pistons. Re-
ducing the inertia force reduces the actual
amount of friction on the bearings propor-
tionately, which means an actual increase in
horse power.

The inertia forces effect the horse power
only as they effect the friction At the same
speed, the reduction in the inertia forces
reduces the amount of friction between the
piston and the cylinder walls, at the wrist
pin bearing and the connecting rod bearings;
and the friction at the crank shaft bearings. Re-
ducing the amount of friction means that less
horsepower is required to overcome this
friction and this horse power then becomes
available for use. Thus the reduction of this
friction increases the horse power output at
the same speed. The motor can then run at
a higher speed, which means another increase
in horse power.

The difficulties that have been experienced
in the use of magnalium pistons have been
principally finding out the correct clearance. In
the first place the co-efficient of expansion of
magnalium is .0000225, a little bit higher than
that of iron. The best results are with about
half to three-quarters of a thousandth of an
inch per inch of diameter of cylinder, in ad-
dition to what is allowed regularly for cast
iron pistons.

Magnalium is the cheapest metal with which
to get extremely light weight reciprocating
parts because it does not involve the cost of
dies or the expense of machining pistons from
solid blocks of metal.

AERONA UTICS

Now back at its

saw AVIATION
sed CITY § C H 0 0 [

Best ai school
in this country

@We have graduated Miss Mois-
ant, Miss Miller, Messrs. Jerwan,
de Murias, Seligman, Kantner,
Bates, McKay, Worden, de Giers,
Alvarez, Bologaes!. Richter, Reichert, Hunt,
Alberto and Gustavo Salinas, Ruiz, Lamkey,
Edelman, Arnold, Juan and Eduardo Aldasoro.

GA Magnificent Aerodome. A Splendid
Equipment of Machinesand Expert Pilots,Con-
genial Surroundings. Best Living Arrange-
ments. Write today for booklet.

THE MOISANT INTERNATIONAL AVIATORS

1790 BROADWAY, NEW YORK, N. Y.

Establish Your Standing

IN AVIATION BY PURCHASING A

KIRKHAM

FLYING BOAT
TRACTOR BIPLANE
AVIATION MOTOR

THEY ARE THE ACME OF PERFECTION

OR,
TAKE A COURSE IN THE

Kirkham School of Aviation
which is NOW OPEN

Instruction can be had on either Monoplane or
Tractor Biplane, under the personal direction of
AVIATOR ART SMITH
Enroll NOW so as to be ready in time for this

season's exhibition work

Full particulars sent upon request

Kirkham Aeroplane & Motor Co.

Inc.

SAVONA, N. Y.

In answering advertisements

Page 185

please mention

May, 1913

SOE E SE t ttt t tthe tert tt

C. & A. Wittemann

AERONAUTICAL ENGINEERS

Manufacturers of

Biplanes Monoplanes

Hydro-Aeroplanes
Gliders

Special Machines and Parts Built
to Specifications

Propellers _ Parts

Large stock of Steel Fittings, Laminated Ribs,
and Struts of all sizes carried in stock.

Hall-Scott Motors, 40-60-80 H. P.

FLYING AND
TRAINING GROUNDS

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

Established 1906

bbe teehee bbb bbe bbb bebe bbe hhh bhp

Tel. 717 Tompkinsville

+

il
a

Aeronautical Supplies

MAKE BIG MONEY GIVING
EXHIBITION FLIGHTS.

Build your own flying machine. We supply all
parts and fittings at extremely low prices.

1913 CATALOGUE with working drawings of

3 well-known flying machines mailed on request.

E. J. WILLIS COMPANY

85 Chambers Street 67 Reade Street
NEW YORK

Telephone: 3624 Worth

STYLES & CASH Printers, Stationers

ESTABLISHED 1865 Lithographers

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

135 W. 14th STREET

NEW YORK

SUPPLIES AT REDUCED PRICES
at less than the cheaper kind
“EVERYTHING AVIATIC”
and a small order will tell you why those who know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG, CO.

Goods of quality
Get our 40-page catalog

208 30th Avenue Seattle, Wash.

this magazine.

AERONA UTICS

Feucn l coe)

oes ae

SPARK PLUG HOOD

The advanced idea of entirely enclosing the
ignition system so as to prevent straying of
the electrical energy is made possible without
alteration of the motor design, or the u e of
special spark plugs, through the adoption of
Bosch spark plug hoods. Dampness, water
or other form of liquid current conductors
cannot possibly reach the live electrical con-
nections when the hoods are in position.

The hood illustrated is especially noteworthy
on account of its simplicity of construction
and the method of attachment. There are but
three parts: The Steatite hood, the asbestos
washer and the insulated terminal thumb cap.

ZZ

Ss

To place the hood in position, the knurled
terminal nut regularly supplied with the Bosch
plug is removed, the asbestos ring is pressed
into the groove at the base of the hood and
the hood is then placed in position, the cable
is set in its recess and its loop terminal passes
over the threaded central pin of the spark

plug. The insulated cap is then screwed in
place holding all secure. The large inside
diameter of the insulated thumb cap bears

against the insulation of the
it sufficiently
the Steatite
passes.

cable and expands
to completely fill the opening in
hood through which the cable

The ignition cable can be detached without
tools or without delay and the removal of any

part of the protecting hood proper is un-
necessary. When it is desired to detach the
cable, merely the thumb screw is removed in

the same manner as regularly applied to spark
plugs.

The spark plug terminal is comp letely in-
sulated so that the cable may be removed or
a connection made more secure while the en-
gine is in operation. There need be no fear of
electrical shock.

PROOFING FLYING BOAT HULLS

For waterproofing air-tight compartments,
or for waterproofing canvas, in combination
with calico for the waterproof skins of diagon-
ally built boats, for attaching rubber, glass,
linoleum, cork and canvas, to wood, iron and
other substances, one can use Jeffery’s manne
glue.

Stretch the canvas thoroughly before in
ing. After being melted over a moderate
fire, spread the glue on the surface of the
wood with a stiff wire-bound brush, leaving
on a good body; lay the canvas on the glue
and pass an ordinary hot flat-iron over the
canvas and make the glue sweat through,
taking care not to have the iron so hot as to
scorch the canvas. (Experience will immedi-
ately show the heat required.) Another
way of application is to coat the canvas on
one side and lay it glued-side downwards on
the wood, or other substance requiring to be
covered, passing the iron over as before—the
canvas will then be found perfectly water-
proof, and adhering tightly to the wood, ete.

For the planking of boats, use glue made
expressly for use in combination with calico
between the double planking of diagonally
built row boats and motor boats. Melt the
glue as before, and paint it on the first series
of planks with a stiff wire-bound brush; the
calico should then be laid on and ironed
through; another coating of glue should be
painted over, taking care to well cover the
calico; after that put on the outside longi-
tudinal planking, and apply the copper rivets
in the usual way. The boat will then be found
to be perfectly water-tight, and the glue will
expand and contract with the timbers without
cracking.

This glue may be obtained from L. W.
Ierdinand & Co., 201 South St., Boston, Mass.

SKY SCRAPINGS

May 17—Domingo Rosillo flies from Key West to
Havana, winning that city’s prize of $10,000. He
used a Morane monoplane without floats. Distance
is 90) miles: Time, 2h) -30min.

Augustin Parla had a Curtiss hydroaeroplane and
without waiting to complete his training at the Cur-
tiss School hurried his machine to Key West, but
Rosillo stole a march on him. Two days later he
started and flew to Muriel Bay, near Havana, on
the 19th; time 2 h. 55 min., receiving $5,000 as a
second prize.

April 13—Lieut. Samuel McLeary (Curtiss), climbs
8,400 geet; up 1 h. 16 min. Flying cross-country
63 miles. Lieut. J. D. Park (Curtiss) flies cross-
country 100 miles in 2h. 5 min., at an altitude of
6,000 feet; both at San Diego.

April 24—Altitude record
twice broken at Annapolis by

for
Lieut.

hydroaeroplanes

P. M. L. Bell-

inger (Curtiss), who attained an altitude of 3,710
feet and by Ensign Victor Herbster (Wright ma-
chine with Curtiss pontoon, Curtiss 5-cyl. motor)
who climbed 4,450 feet.

May 9—Lieut. J. H. Towers and Ensign G. de C
Chevalier, both of U. S. Navy, fly from Washington
Navy Yard along Potomac and Chesapeake to An-

3 h. 5 min., using Curtiss flying boat with
each operating part of the way. Dis-
169 miles. Started with 35 gallons of
3 gallons of oil. Used 23.25 gallons
7.536 gallons per hour and used 1.625
or 0.527 gallons per hour.

Lloyd flies Chicago-Joliet

napolis in
dual control,
tance, about
gasoline and
of gasoline or
gallons of oil,
May 10—De
in one hour.

Thompson

AERONA UTICS Page |87 May, 1913

Only the best methods and the
best equipment will insure you
satisfaction.

THE
SLOANE
SCHOOL

provides these

Ask Our Pupils
AEROPLANES, MOTORS

AND ACCESSORIES

MANUFACTURED AND SOLD
Agents for
Deperdussin Caudron
Anzani Gnome
Renault Clerget
Le Rhone
‘‘Fixator’” Metal Fittings

WE SELL :
NOTHING BUT f
THE BEST ye SloaneAeroplaneCo.
1733 Broadway - New York

’Phone Columbus 5421

1913 ROBERTS Aero Motor

has gear train of spur gears only,
on ball bearings.

These gears are encased and
run. dower:

Bosch HL type dual system of
ignition. Starting crank.

A better motor has not been
made.

The new features place it ahead of
all other aeroplane motors.

Write for catalog to-day.

STANDARD EQUIPMENT, PARAGON PROPELLERS

THE ROBERTS MOTOR CO., "Sanusky, onto.

In answering advertisements please mention this magazine.

AERONA UTICS Page 188 Mav, 1913

HOW LAPHAM MAKES THE DROP

The column illustration shows Lapham
with the Stevens “pack” in three stages of
a drop from a high building or flying aero-
plane. After getting clear of the machine,
a cord is pulled and the “pack” opens. This
is the same apparatus Rodman Law has been
using. Lapham is under Leo Stevens’ man-
agement and his drop from Brown’s Wright
was one of the features of the Aeronautical
Society’s carnival the end of May.

MASSACHUSETTS STATE LAW

Another State has passed a registration and
licensing bill, Massachusetts. In the face of
this, aero clubs seem to be willing to sit by and
wait for the ultimate conglomeration of serio-
comic, serious. ridiculous and altogether con-
flicting restrictive State laws while well-mean-
ing, doubtless, but misguided writers condemn
a federal statute which would smooth out all
difficulties and provide advantageous regula-
tion.

It could not be possible that aero clubs
would rather see interstate air touring handi-
capped by a hodge-podge of State laws than
to broad-mindedly give up their attempts at
certification of all classes of aviators and
urge a uniform national statute?

Even the newspapers are sane on the sub-
ject. The Washington Post believes if aero-
nautics is ever to become of real use to the
world, it must be “under the same supervision
that is given to ships of the ocean. If inex-
perienced men were permitted to take ships
to sea there would be no end of accidents.
Pilots must have licenses and the captains of
ships must have a long training before they
are permitted to take charge of ships with
passengers aboard. There is no reason why
greater license should be permitted with ref-
erence to aerial craft.’

The Aero Club of Pennsylvania is the only
club to inaugurate a movement for national
legislation and the Aeronautical Society the
only club to second its action.

NATIONAL BALLOON RACE

It is announced that the national elimination bal-
loon race will be held in Kansas City on July 4th.
Among the promised entries are: William E. <Ass-
man, who stated that he would have three balloons
in the race. Ivy Baldwin is expected to represent the
Pacific Coast Aero Club. Arthur T. Atherholt has a \
new balloon coming from Europe. The Million Popu- : f
lation Club will be represented by at least one bag. ¥
John Watts will sail the Kansas City II. Capt. H. E.
Honeywell will be another, and other entries are as- }
sured. :

BALLOON ASCENTS 9

May 3—A. T. Atherholt, H. H. Knerr

and Clarence y
P. Wynne, from Holmesburg, Pa., to Weymouth,
Neva: ;

May 13.—Dr. T. E. Eldridge, Lloyd Barnett, E. S.
McClure and Carlton Eldridge in the “Phila. rie
from Pt. Breeze to Yardley, Pa.

May 18—A. T. Atherholt and A. W. McLellan to
Lebanon, Pa., from Holmesburg, in a rainstorm.

AERONA UTICS Page 189 May, 1913

PLANES hold the followiug records:

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

TeENSeh Records indicate superior effictency.
ae Why not get an efficient machine
nies while you are about it?

» BENOIST AIR CRAFT CO.

Action 6628 DELMAR BLVD. ST. LOUIS, MO.

fone GYRO MOTOR 2.5.
Endurance Record to Date
4 hrs., 23 min.

From the

“MOTORWAGEN ”
of Noy. 20, 1912

In the testing establishment
of Dr. Bendemann at Adle:shof
(near Berlin), a 7-cylinder Gyro
Motor was recently tested. In
a 5-hour endurance run and at
1,000 R.P.M., anaverage of 45.7
H.P. was obtained. The fuel
consumed was (4.7 kg. gasoline
per hour and 3.06 kg. lubricat-
ing oil, which is more favorable
than the Gnome motor of the
same horse-power. The weight
of the motor was 73 kg.

Built of Nickel Steel and Vanadium Steel Throughout Send for Catalog

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

BUILD YOUR OWN
MAGNALIUMN 4 Y [} : (} c Taser
12 1-27 LIGHTER, 15% STRONGER a ce

~ to foot: some full size
Prin's 28” x 36”
AND OVER TEN TIMES AS TOUGH $8 OO ONLY COMPLETE PRINTS
AS THE BEST ALUMINUM CAST- é

INGS. WEIGHS ONE-THIRD AS EVER SOLD
MUCH AS IRON. : : 2 3 AERONAUTICS, 122 East 25th St., New York

FOR CYLINDERS, PISTONS,
CRANK CASES, SOCKETS AND
OTHER AEROPLANE FITTINGS

DON’T wiite us unless

you are inter-

ested in a reliable, efficient

and economical power plant.

~~ hat is the only kind we
28> build. Four sizes.

G. A. CRAYEN & CO.
Si NEW STREET, N.Y. C.
METAL DEPT.

MORRIS R. MACHOL

| Brad. rela |

ea aN)

Te)
+ Lae
ser" — Kemp Machine Works
Muncie, Ind.

Rea SOMA ble Pric és

In answering advertisements please mention this magazine.

AERONAUTICS

Page 190

one which won the hand-launched

duration contest at Murray Hill, N. J.,
on October 20th, 1912, with a record of 143
seconds. At this contest it made the wonder-
ful performance of flying over 130 seconds
eight times in eight consecutive flights. These
flights were witnessed by a crowd of about
fifty people and were officially timed with
stop watches. Among the judges who. wit-
nessed the flights, were: Edward Durant,
Charles Hoff, of Plainfield, N. J.. and W. M.
Myers, of New Providence, N. J., who kept
the record of the flights.

The fuselage of the model is 40 inches long,
and is constructed of silver spruce 5/16”
by 14” at the middle and tapering toward the
ends. The main sticks are oval in section.
The surfaces are built up with spruce and
bamboo and covered with Japanese silk paper.
The dimensions are 13 inches by 5 inches, and
27 inches by 7 inches, respectively for the
front and rear surfaces. The propellers are
12 inches in diameter and have a blade sur-
face of 14'%4 square inches each. The pitch
is 34 inches; they are practically true screw.

aE: Lauder model pictured here is the

The motive power consists of two ounces of
flat stranded rubber which drives the pro-
pellers at about 500 revolutions per minute.
The weight of the complete model is 45%
ounces. The machine is guyed as shown with
No. 34 steel wire. The drawing is to scale.

GF: FORSTER:

OFFICIAL RECORDS
WORLD’S MODEL FLYING RECORDS.

America

Bavaria: Dist... Armour Selley..2,653 feet
Dur...Armour Selley.158 4-5 sec.
siavdteteters Dist... Armour Selley..1,408 feet

Hand launch

Off ground

Dur...Curtis Myers...... 73 sec.
ety cli;ou re eyeresens Sirs Dir .sAnmoun selleyz4aoiesecs
England

Single tractor ..... Dist...H. Re Westons 25.26 feet

Dur... F. W. Jannaway...22 sec.

AMERICAN MODEL FLYING RECORDS.
Hand Vaunchy errr Dist... Armour Selley..2,653 feet
Dur... Armour Selley.158 4-5 sec.
akaveteyster: Dist... Armour Selley..1,408 feet
Dur...Curtis Myers...... 73 sec.

LP oianiel ghe.ohouet she Dur... Armour Selley....53 sec.

Off ground

Hydro

LAO ar

DURATION

M@EEE.

W.A. LAUDER.

ELEVATION

AERONAUTICS Page 191 May, 1913

BALDWIN

Vulcanized Proof Material

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

“Red Devil’? Aeroplanes

That anyone can fly. Free Demonstrations.

Hall-Scott Motors

Eastern distributor. 40h. p., q4-cyl.; 60 and 80 h. p.,
8-cyl., on exhibition at Wittemann’s. All motors
guaranteed. Immediate delivery.

Experting

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

Private Flying Field

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

CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York

AEROPLANES

In answering advertisements please mention this magazine.

AERONAUTICS

Page 192

May, 1913

Ns, Genetals

IMPORTS AND EXPORTS FOR 1912

Following is a statement showing, by countries,
imports and exports of American aeroplanes during
the twelve months ending December 3lst, 1912. These
include aeroplanes ‘‘and parts.”

DOMESTIC EXPORTS.

Countries Number Value
HESSTPATAG Coteus eete nescence aren cioters te loneiie rauavayecens 8 $20,200
(Gemini Dosa oasuooobaccuasuGoDDE 3 14,400
Rassias GTO Pem -icicttererekeneheleusrsiep avers 5 28,500
Gara dalaes sescta opevel ines 5 srs he epateceess 20 56,060
Wiemlez ile laltemeyencia: srs crerenccasyeneneishsveecaateuers 2 3,500
Ghairtaper ce eee se coteks acecoionye Ohsiarere 1 1,000
SiADANIN were atte ree inrershshele ehousievctalencchers 1 350
BATA a ie Meiersrssncre roars etoiecncteisier enn 2 7,500
Battastieeammiancauwceni eicieusvernecuske cress 1 2,500
Gil ane per syars ecuescces lect secs onstan ecessiroueier at 2 7,000
Pera leet tac arene eee cas arent ice teie 3 7,500
Avastralia and) Tasmania: cei 1 5,054
PLN pir OS Maras: sieteesteunt ste esctonale eee taste 1 7,191

$167,255

IMPORTS.

ipa COmm rere tein ars ncalauorn v hahedeteree ousveiiens 11 $49,496
(Ge rnmaiaye weyaree> svete acrohs io rsscuaareketehe tats veve 1 524
Bel oatyrritme-eesctens), «0 sis cisceiciotennelaennignn Oot 1 2,509
EST TY CORR eeP ar nat since ars a caer or heucheneravaions 14 51,604
Belardes raebes asccce ee sini co oawtcleesc 1 4,700
IMUSIC OME vegans wise 's (2 n\euses Grea Sa ee eer 1 900

$109,733

INCORPORATIONS

Durham-Christmas Aeroplane Sales and Exhibition
Corporation, Washington, D. C., $10,000 to $50,000;
C. A. Durham, J. G. Capers, L. B. Perkins.

The Ajelle Hydro-Aeroplane Company, Pittsburg,
$50,000; Vincent Ajello, Automa Floccker, Fabio D.
Alessio, all of Pittsburg.

BUSINESS TROUBLES

Mt. Pleasant’s (Iowa) Commercial Club has
purchased for $57 at sheriff’s sale one aeroplane,
the sale having been made to partly satisfy several
claims filed against the alleged ‘‘Greater Des Moines
School of Aviation” and one A. Eastman who
possibly is the Eastman so well but unfavorably
known in Chicago, Mt. Clemens and Des Moines.
Later the club sold the machine for $212.50 to
A. J. Hartmann of Burlington.

MOISANT SCHOOL AT HEMPSTEAD

The season has opened propitiously at the Hemp-
stead Planes aerodrome and great activity is promised
during the next thirty days. Chief Pilot, S. S.
Jerwan of the Moisant School arrived from Augusta,
Ga., during the last week in April, bringing with
him a carload of six aeroplanes and the whir of the
propellers can now be heard from early morning until
late in the afternoon. Among the corp of Moisant
pupils is Lieutenant Dante Nannini of the Guatema-
lan Army who has just commenced his instruction.

The Moisant Aviation School occupies the entire
block of five concrete hangars, one of which is
used by the Moisant Club and is fitted up for the
use of the pupils and other members of the club.

Mr. S._S. Jerwan continues as Chief Pilot at the
school. Mr. Harold Kantner, one of the best all
around pilots of the Moisant aggregation, is busy
on construction work at the factory, Winfield, L. I.
\ dozen pupils are on hand for the course.

KNABENSHUE AIRSHIP

The balloon builder has been getting disgusted
with the advent of the aeroplane and the cessation
of the sport of ballooning formerly indulged in to
some extent in this country. However, he may take
heart again. Roy Knabenshue, of airship fame,
convert to the aeroplane and _ backslider to the
dirigible, has quietly finished a 150 foot “dig” and,
with Walter Brookins, another apparent backslider,
has tried it out in a 45 minute sail in Los Angeles.

The ‘“‘ship’’ is 150 feet long, 30 feet in diameter,
contains 76,000 cubic feet, and has a gross lift of
4940 pounds. The balloon with balloonette weighs
1120 pounds, or car complete with water and 25
gallons of gas, 1378 pounds, leaving a net lift of
2392 pounds. The engine is a 35 H. P. Hansen,
4-cyl., 4% inch bore by 4% inch stroke, water
cooled, develops 39 B. H. P., driving two propellers
at 425 R. P. M., pitch speed being 90) M. PH:
Approximately, the speed of the craft is 30 M. P. H.
The car is 112 feet long, suspended by Roebling
cable % inch diameter 7 feet below the balloon.
The car is equipped with aeroplanes both front and
rear, each containing 120 square feet of surface.
The rudders are 6 by 10 feet. In the trials, the
aeroplanes, which are capable of being tilted, steered
the ship up and down with ease.

TABLET IN MEMORY OF LANGLEY

Seventeen years ago, on May 6, 1896, the first
actual flight of power model aeroplane was achieved
by Samuel Pierpont Langley at Quanticom, Va.,
when his “aerodrome” flew across the Potomac River.
In commemoration of the event a bronze tablet was
unveiled at the Smithsonian Institution in Wash-
ington, on May 6, 1913.

It is made of bronze and is oblong in shape. It
is 4% feet long by 2% feet wide. The bas-relief
represents Langley seated on an open terrace, watch-
ing the flight of birds, while at the same time he
sees in his mind’s eye his ‘‘aerodrome’’ soring high
above them.

On this occasion Glenn H. Curtiss was awarded
the second ‘‘Langley Medal’’ for development of the
marine aeroplane.

21 AEROPLANES FOR THE ARMY

By the end of 1913, the U. S. Army will have
twenty-one aeroplanes in service. All will be bi-
planes. The range of types will be as _ follows:
3 Curtiss eights, 1 Curtiss military with 160 Gnome,
2 Curtiss tractors, 6 6-cyl. Wrights and 3 4-cyl.
1 Wright with 90 H. P. Daimler, 2 Burgess military
tractors with 70 and 100 Renaults, 2 4-cyl. Burgess
machines, and 1 Burgess flying boat. The first
Wright is not included as it is in Smithsonian In-
stitution. There are 31 Army aviators.

A. A. S. H. FLYING SCHOOL

The American Aeroplane Supply House is operating
a school at Hempstead under the tutelage of F. C.
Hild, certified pilot. A passenger carrying mono-
plane will be finished shortly and passenger carry-
ing will be a feature. Flights are being made daily
in the school’s Bleriot-type-Roberts-engined mono-
planes.

Friends of Walter L. Brock, Herring’s Assistant
when he was selling pocket size aeroplanes to the
War Department, will be surprised to learn that for
the past six months has been flying at the Deper-
dussin school at Hendon, England, and till the last
few weeks, chief pilot in charge. Brock was an
Armour Tech. man and interested in aviation since
a small boy.

AERONA UTICS Page 193 May, 1913

A‘ surprising the
natives of Porto Rico

Harry Bingham Brown

The Greatest of the Great

has returned to the States and
will demonstrate shortly the
Greatest piece of Aerial Inge-
nuity ever projected by man

Assisted by

Law and Lapham

‘hie viwo
DARE-DEVILS OF THE SKY

under comtract to perform the

“Stevens Pack Act”

duringatme Season of 1913.

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

A. Leo Stevens

Box 181, Madison Sq. N. Y. City

SS Ta SES SR
In answering advertisements please mention this magazine.

AERONAUTICS

Page 194

May, 1913

MILITARY AVIATOR KILLED

First Lieutenant Joseph D. Park of the Fourteenth
Cavalry, a military aviator, who started from_ San
Diego on a flight to Los Angeles, was killed at Olive,
nine miles north of Santa Ana, where he stopped
to inquire his way. Upon arising the left wing of
his Curtiss hit a tree, completely wrecking the ma-
chine, and the engine and radiator fell on Lieut.
Park. He was only 15 feet in the air when the
machine hit the tree.

DEATH OF CIVILIAN FLYER

Charles Carlson, of Milwaukee, was killed at
Akron, Ohio, on May 5. It is reported that he
deliberately committed suicide.

OTTO W. BRODIE KILLED

Otto W. Brodie, certificated pilot 135, was killed
at Clearing, Ills., in a Farman biplane, said to be
the very one used by Paulhan in the London-Man-
chester flight. The cause of the accident was not
capable of ascertainment. Brodie learned to fly at
Hammondsport in 1909, and since then has piloted
various monoplanes and biplanes in exhibition work.

NATIONAL LABORATORY

Smithsonian Institution has started work on the
inauguration of a national aeronautic laboratory
under the title Langley Aerodynamic Laboratory in
advance of any appropriation or bill of Congress.

NEW PILOTS

Following is a list of pilots certified since the last
issue.

+192—-P. J. Sakamoto (Curtiss), Los Angeles, Nov,
29, 1912.
+193—Chas. Bayersdorfer (Curtiss), Los Angeles,

Nov. 29, 1912.
194—Lt. C. Yamada (Curtiss), San Diego, Dec. 1,

1912.

*195—Erhard Scholvinck (Curtiss) San Diego, Dec.
eel os

196—Dr. Frank J. Bell (Curtiss), San Diego, Dec.
Age LoN2:

4197—Wm. A. Hetlich, Jr.
Dec. 14, 1912.

198—George H. Arnold
Dec. 21, 1912.

(Curtiss) Los Angeles,

(Moisant), Augusta, Ga.,

+199—Genzo Nojima (Curtiss), Los Angeles, Dec.
21, 192:
200—Lt. Lewis E. Goodier (Curtiss), San Diego,

Dees 27, 1912:

+201—Grover E. Bell (Curtiss), Santa Monica, Cal.,
Dec. 29, 1912.

t*202—Didier Masson (Curtiss), Santa Monica, Cal.,
Dec. 29, 1912.

203—H. von Figyelmessy (Curtiss), San Diego, Cal.,
Dec. 29, 1912.

4204—Harry Holmes (Curtiss), Los Angeles, Jan.

WARE oO»

205—Robert R. Johnson (Benoist**), St. Louis,
Jan. 24, 1913.
*206—Wm. H. Bleakley (Benoist**), St. Louis,

Jan. 24, 1913.

207—°J. Floyd Smith (Bleriot), Los Angeles, Jan.

ily 7

208—iJ. M. Bryant (Curtiss-Hall Scott), Palms,
Caley Jans 24:

209—C. Marvin Wood (Moisant), Augusta, Ga.,
Feb. 21.

210—Lt. Sam’l H. McLeary (Curtiss), San Diego,
Jian 15:

211—Lt. L. H. Brereton (Curtiss), San Diego, Jan.
23. ere

212—Frank H. Burnside (Thomas-Kirkham), Bath,
Feb. 10.

213—Earl V. Fritts (Thomas-Maximotor), sath,
Feb. 14.

214- Elling O. Weeks (Thomas-Kirkham), Bath,
EDU

215—Allan S. Adams (Dep-Anzani), Los Angeles,
Feb. 14. ;

216—**F. C. Hild (AASH mono), Mineola, Feb. 28.

217—Juan Pablo Aldasoro (Moisant), Augusta, Ga.,
Feb. 28.

218—Edwardo Aldasoro (Moisant), Augusta, Mar. 3.

219—Takayuki Takasow Sunset Aviation Field, Ala-

meda, Cal., modified Farman biplane, Hall-
Scott motor.

220—Charles C. Roystone, Dominguez Field, Los
Angeles, Cal., Deperdussin monoplane, 3-cyl-
inder Anzani.

221—J. A. Ridell, Dominguez Field, Los Angeles,

Cal., Curtiss biplane, 40 H. P. Hall-Scott.
222—Klaus August Bergenthal, San Antonio, Tex.,
Wright model B, 30 H. P. Wright.
223—Joseph D. Park, San Diego, Cal., Curtiss 60
H. P. motor.

* Granted subject to approval of German, French
and Swede aero clubs respectively.

t These were reported as genuine Curtiss machines.
There apparently seems to be an error as the tests
marked +t were made with Hall-Scott engines.

+ Made with Hall-Scott engine.

° Gyro motor.

** Roberts engine. Moisant machines have Gnomes.
Genuine Curtiss machines have Curtiss engines.

HYDRO-AEROPLANE CERTIFICATE.

1—Adolph CG. Sutra (}), San Francisco; Heb. 115
1913.

EXPERT CERTIFICATES
1—Max T. Lillie (Wright), Chicago, Sept. 14, 1912.

2—Glenn L. Martin (Martin), Chicago, Sept. 14,
1912.

3—Lt. T. D. W. Milling.

4—Lt. H. H. Arnold.

5—Capt. Chas. De F. Chandler

6—Capt. Paul W. Beck

7—Lt. F. B. Foulois.

carr Lloyd Thompson (Wright), Chicago, Oct.
EUSA

9—Lt. Harold Geiger (Curtiss), Nov. 8, 1912.
10—Lt.. L. E. Goodier (Curtiss) San Diego,
14, 1913.
11—Lt. Roy C: Kirtlandt, U. S. A.
12—Lt: Samuel H. McLeary, U. S. A.
13—Lt. Lewis H. Brereton, U. S..A.
7 Hall-Scott motor used.

Feb.

HYDROAEROPLANE PILOT RULES

Special rules for the “‘licensing’’ of marine aero-
plane pilots have been adopted. These provide: (1)
Two proofs of distance, each over a closed course of
at least 5 kiloms. without touching the water; (2)
height test to altitude of 50 meters. The altitude
test may be made at same time as one of the former.
The course flown over defined by two buoys 500 meters
apart. Figure ‘‘eights’’ should be flown around the
buoys in series each turn of the figure comprising
alternatively one of the buoys. Ascent and descent
must be made on the water between the two buoys.

At least one of the three Benoist flying boats
en‘ered in the Great Lake Reliability Cruise will be
equipped with a 6-cyl. Sturtevant motor, recently
purchased after seeing a test. These engines will
be standard equipment of Benoist ’planes this season.

The reporter almost got lost the other day in the
woolly section of Brooklyn trying to find the
Cordeaux Etter Mfg. Corp. (not “‘corpse’”’) at their
new address. When found, however, he saw a room
that should have been an office filled with propellers,
swell brass fittings, magnetos and aeroplane cloth,
while in the shop a lathe, drill press or other real
machinery could be found hiding modestly amid
mountainous packing boxes addressed to Canyon,
Texas, or Land’s End, Mass. Overhead the rafters
were covered with beams and struts and various
woodwork and the walls—well, they had been ‘“‘pa-
pered” with sockets, t.b.’s, steering wheels, wheels, so
forth and et cetera. Messrs. Watts and Shulman
were discovered digging a Panama through the bar-
rels and boxes to the telephone. And then they say
aviation has gone to the dogs!

AERONAUTICS

A New Wright Flyer

We will present this season a new
model, known as Model ‘‘E”’, designed
especially for

EXHIBITION FLYING

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

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

All models may be equipped with HYDRO-
PLANES.

The Wright School of Aviation

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

THE WRIGHT COMPANY
Dept. “A”, Dayton, Ohio
New York Office, - - 11 Pine Street

In answering advertisements

Page 195

ease mention this

May, 1913

Hotel Cumberland

NEW YORK
Broadway at 54th Street

“Broadway”’ cars from Grand Central Depot in 10 min-
utes, also 7th Avenue cars from Pennsylvania Station

Headquarters for
Aviators and Auto-
mobilists.

New and
Fireproof

Strictly first class.
Rates reasonable.

$2.50
With Bath

and up

Send fur booklet

Ten Minutes’ Walk to Thirty Theatres

Hea Ss LEMS ON

Formerly with Hotel Imperial

PPP EEE hhh SEES SESE EE ET

» NAIAD
Aeronautical Cloth

AND

Aero Varnish

We were the first in the field,

book ole ofeofe fe
bbb foo

and the test of time is proving

that our product is the best.

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS
101 Franklin Street, New York
sfostentostacleclesleofesleiesfecfesfenfosfoafoofosfecbocfocls

PERE bee peeb eh bb hbk bob ob eb heofe ofeese ofe ose cfe oho of
ohooho obs fn ofe ofe ofe ofe ofe ofs ofe ofe ofe ofe oe fe fe ofs of ofe ofe afe of of of ole ofe ofall ofe of ofe

Cy
of
(eae
%
+
t
+
e f
-

magazine.

AERONAUTICS

Page 196

May, 1913

U. S. Patents Gone to Issue

Copies of any of These Patents may be Secured by
Sending Five Cents in Coin to the Commissioner
of Patents, Washington, D.C.

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

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

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

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

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

ISSUED APRIL 8.

*1,058,390—William B. Seekins, Los Angeles,
STABILITY mechanism consisting of a plane car-

rying frame having horizontal and vertical frame
members secured to the main frame by _ universal
joint, rudders, and means for altering the trans-

verse angular relation of the plane carrying frame
with respect to the main frame.

*1,058,422—Edson F. Gallaudet, Norwich, Conn.,
STABILITY device in which balance is restored
or banking is accomplished by expanding the back-
wardly inclined rear surface of the wing by slid-
ing an auxiliary or supplemental surface back behind
the following edge to increase the area of one wing.
If desired, the area of the other wing may simul-
taneously be decreased. The claims also provide for
advancing other supplementary surfaces forwardly
beyond the entering edge and reversely on the oppo-
site wing, together with a system of control mechan-
ism. Filed April 30, 1910.

1,058,485—Charles Stiriz, New York, HELI-
COPTER.

1,058,573—Nikolaus Fischer, Philadelphia, AERO-
PLANE, in which the plane of rotation of pro-
peller may be altered at will.

1,158,634—William D. Scott, Springwells, Mich.,

WING STRUCTURE in which provision is made for
the air to pass between the upper and lower fabrics
of the wing.

ISSUED APRIL 15.

1,058,712—A. C. Bennett and Ralph D. Wilcox,
Minneapolis, Minn., STABILITY patent; forward
and rear reciprocating balancing planes arranged to
be projected laterally beyond lifting plane.

*1,058,983—Edmund Kikut, Berlin, Germany, SUR-
FACE SYSTEM, comprising two supporting planes
fixedly mounted one behind the other thereon in
step formation, the angle of flight of the front plane
being a few degrees greater than that angle which
corresponds to the approximate limit of proportion-
ality between elevating force and magnitude of angle,
the angle of flight of the rear plane being less than
that of the front plane, but still within the approxi-
mate curve of proportionality between elevating force
and magnitude of angle; the centre of gravity of
the flying machine being located about half the breadth
and at least a third of the breadth of the plane
in front of the front edge of the rear plane, an
auxiliary adjustable plane over the centre of gravity
and means for adjusting the angle of flight of the
auxiliary plane.

1,059.036—David Hamilton Coles, Brooklyn, N. Y.,
AIRSHIP.
1,059,247—Ulysses G. White, Boulder, Mont., AIR-
SHIP.
ISSUED APRIL 22.

1,059,480—Walter L. Marr, Flint, Mich., STABIL-
ITY and steering patent claiming a pair of rudders
between main planes near extremities, each rudder

WL. flere Fetent 1059480 a4 2 8

pivoted on vertical axis with allowance for movement
in a horizontal aileron which pivots about an axis
transverse to line of flight.

1,059,905—Emile Pupin, 185 Wardour St., London,
England, STABILITY patent claiming with three or
more supporting planes arranged on two or more
levels, a vertical keel and means for twisting same,
means for twisting keel and turning rudder at same
time; also means for altering angle of incidence of
one or more of the wings during flight.

LSSWUBD APRIL 29. 193):
1,060,058—Myron L. Atwater, Akron, Ohio, Com-
bination BALLOON and aeroplane.
1,060,115—Olof Ohlson, Newton, Mass., STABIL-
ITY device consisting of vertical surfaces pivoted on
vertical axes above and below main planes, and
operated automatically on careening of machine to

oppose careening movement.
1,060200—Robert J. McLaughlin, New York, N. Y.,
Wonkerse) Nemes

“CENTRIFUGAL AEROCYCLE.”
1,060,273—Chester B. Melott,

STABILITY device in which surfaces in form of an

x are placed immediately back of propeller to resist

cyclonic action of air set in motion thereby, etc.
*1,060,530—William J. Bond & F. A. Bond, Clifton

Heights, Pa., Supporting SURFACE, elevator and
rudder capable of being warped about their forward

axes.
1,060,531—William J. and Frederick A. Bond, Clif-

ton Heights, Pa.. FOLDING PONTOON.
ISSUED MAY 6, 1913.

1,060,597—William P. Holzmark, St. Louis, Mo.,
““Nongyroscopic’’ Aeronautic ENGINE in which
crankshaft sections turn in reverse directions by
bevel gears.

1,060,703—Adolph Persson, Greenwich, N., Y.
PARACHUTE.

1,060,958—Paul Tichay, New York, N. Y., PARA-
CHUTE attachment for aeroplanes.

1,061,108—Axel R. Nordstrom, West Lynn, Mass.,
AEROPLANE in which motor, passenger platform,
etc., are carried below the main planes to secure
low centre of gravity.

1,061,198—Axel R. Nordstrom, West Lynn, Mass.,
AEROPLANE of above type with special running
gear and float system.

1,061,242—Benjamin T. Babbitt Hyde, New York,
N. Y., and Andrew Gaul, Jr., Ridgefield, N. J.,
AEROPLANE.

ISSUED? MAY 133), 1913"
1,061,363—Lewis J. Evans, Kirkwood, N. Y., AIR-

SEP.

1,061,434—Ernest T. Willows, Cardiff, England,
DIRIGIBLE propeller arrangement by which pro-
pellers are capable of angular movement in their own
plane to effect propulsion in any direction.

1,061,445—Carl D. Browne, Hot Springs Town-
ship, Napa Co., Cal., STABILITY device in which
at each extremity of wing is a cross (+) journaled
on its longitudinal axis.

AERONA UTICS Page 197 leds V9t 3

weP AT E N Ae S SEGURED OR FEE RETURNED

Send sketch or model for FREE Geach 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 Bcloped.

VICTOR J. EVANS & COMPANY
Main Offices - 724-726 NINTH ST.,N.W. - WASHINGTON, D.C. *

PPPPEEE EEE PPE EEE EE EEE PEPE eh ole dederdodede se fosfeofocfo nde forte eco cfs ofoofe oho oho che dpe dodgers F

PATENTS PATENTS

HONEST ADVICE AND REAL PATENTS
Patents and patent canses. Specialist c. z L. Ee Sik
in Aeroplanes and Gas Engines. Ex-member Examining Corps, U.5. aten ioe
Attorney-at-Law and Solicitor of Patents

JOHN O. SEIFERT
American and foreign patents secured promptly and
50 Church Street New York, N.Y. with special regard to the complete legal protection of

the invention. Handbook for inventors sent upon request.
Pp A a KE N i I fa, 30 McGill Bldg. WASHINGTON, D. C.

AEROPLANES and | |e cco teeta
FLYING BOATS

<i clear, conc7se building instructions,
postpaid at the following prices:
That Won’t Tip Over
CHARLES H. BURLEIGH, South Berwyck, Me.

tage, Wright 3-ft. Biplane, 25c. Bleriot 3-ft.
Monoplane, 15c. “‘Cecil Peoli’’ Champion
Racer, 25c. Curtiss Convertible Hydro-
aeroplane” (new), 35c. Nieuport 3-ft. Monoplane, 25c.
OMPLETE SET OF FIVE, . . . $1.00 Postpaid

Send for our new40-pp. “/deal’ Model Aeroplane Supply
catalog, fully illustrated. 5c. brings it. (None free.)
IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, New York

Special grades of Bamboo for Ree aie Work. Reed, READY FOR POWER
Rattan and Split Bamboo for models. Tonka Rattan i
for Skids 1144 diameter and under any length. i WII SON
804-810 Jefferson St. rH : a ss
a, DELTOUR, Inc. Heke gS Port Jefferson :: Fh :: New York

PEDERSEN OIL PUMPS
AEROPLANE CLOTH have positive action, are small and

Samples and prices on request light, easily applied to any motor

Write for circular

JOHN BOYLE & CO., Inc,

112 Duane Street, New York City

PEDERSEN LUBRICATOR CO,

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

JOURNAL OF THE UNITED
Peni ARTILLERY

Building SeasonZNow On @

Full line of woodwork, Metal Fittings and
accesories for all types in stock, ready for

. : 5 immediate delivery.
A bi-monthly magazine of artillery and Builders should have our catalogue, de-

other matter relating to coast defense. scribing 750 parts and fittings, for reference

Buy Direct From the Manufacturers
and Save Money and Time

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

Send 10 cents for catalogue

$2.50 a year. Cordeaux - Etter Mfg. Corporation 025
With Index to Current Military Litera- (formerly New York Aeronautical Supply Co.)
ture, $2.75 11, 13, 15 McKibben St., Brooklyn, N. Y.

AAERONA UTICS Page 198 May, 1913

CHARAVAY PROPELLERS

BETTER THAN EVER

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

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

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

DETROIT ARO POWER PLANT
comptete $300 Reapy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO,
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS.

50 H.P. 6-cyl. Air-cooled, wen +'S GUARANTEED To

PRICE, $650.00 Complete 210 LBS. MIN. STATIONARY THRUST
158 LBS. MAX.WEIGHT(COMPLETE). Si
100 H. P. 6-cyl. Water-cooled, ysight 36 HOURS DELIVERY.

PRICE, $850.00 Complete LIFT AND FLY

Catalog Free Agents Wanted Shean BY PLANES y
LERIOT XI MONOPLANES HS
ALBATROSS COMPANY DEMOISELLE MONOPLANES

DETROIT AROPLANE CO.

AERONAUTICS —————
WIRE

The Leading British Monthly
Journal Devoted to the Technique
and Industry of Aeronautics.
We make an extra high grade
plated finish wire for
aviators’ use.

ALBATROSS ENGINES

Made in two sizes

(FOUNDED 1907)

Yearly Subscription One Dollar,
Eighty-Five Cents Post Free

Bebee de dodecdeetodo te docte fochooooh

Note:—— A specimen copy will be mailed

free on receipt of 15 cents.
HEAD OFFICE:
3 London Wall Buildings, London; England
American Office: 250 West 54th Street, New York
fe ofo eGo eGo ofeofe ee oho eGo ale oho fe oe oe ofa ofonfe of ofe ofo ofo of ofa ofa ofe afe coche

FOR FURTHER INFORMATION ADDRESS

John A. Roebling’s Sons Co.
TRENTON, N. J.

Hebe foofecfoo feof fe ofo fo ofe ofoofe ofe of ofa che oho ofe fo cfe orto che

*”
Sp Yo fo hecho ofe Go cfe

V-Ray Spark-Plugs Never Lay Dow

The Bowden Patent
Wire Mechanism

J. S. BRETZ COMPANY

SOLE IMPORTERS 250 WEST 54th ST., NEW YORK

Have never been he with the American
Aeroplane Mfg. Co. and School of Aviation.

Hyde Park Hotel, :: :: Bech Ills.

BUILT

AERONA UTICS Page 199 May, 1913
| |
MORE IT
POWER PER CUBIC eee OU
WELL
INCH TO INVESTI-
OF PISTON DIS- GATE
PLACE- OUR NEW OVER-
MENT THAN ANY HEAD
Bee VALVE MOTORS
TYPE MOTOR EVER aes
FOR CATALOG

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

Maximotor Makers, Detroit, Mich.

ments in a number of flights to qualify for my pilot license.

on your new product. t
Sincerely,

Bath, N. Y., Feb. 5, 1913.
Dear Sirs :—Wish to inform you that I have today successfully filled the require-
The MAXIMOTOR
stood with me right through to the end and no other motor on the field has anything
I wish you the most of success during this coming season.

EARL V. FRITTS.

Maximotor Makers

DETROIT
No. 1528 East Jefferson

Aiwmen Should Be Interested In Photography

THE PHOTOGRAPHIC TIMES

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

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

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

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

ONE DOLLAR FIFTY A YEAR

Foreign Subscription, Two Dollars

SUBSCRIBE NOW

Some of the other regular features are

Articles on practical and timely photo-
graphic topics.

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

Foreign Digest.

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

Items of Interest.

A department devoted to ‘‘ Discoveries. ’

Reviews of the new photographic books.

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

FIFTEEN CENTS A COPY

A Sample Copy Free

~THE PHOTOGRAPHIC TIMES PUBLISHING ASSOCIATION
135 West 14th Street,

New York

In answering advertisements please mention this magazine.

AERONA UTICS Page®200 a 1913

Bob Fowler Installing his HALL-SCOTT AVIATION POWER PLANT—previous to his daring and

successful flight across the Panama Canal.
RELIABILITY, POWER and SMOOTH RUNNING qualities
are again demonstrated.

Fowler would only undertake this so-called impossible Ocean to
Ocean flight with HALL-SCOTT equipment.

If you are planning a busy and successful season for 1913, whether
for business or pleasure, you certainly will be interested in and cannot |
afford to overlook our power plants. -

WRITE FOR OUR CATALOGUE TO-DAY

Hall-Scott Motor Car Co.

SAN FRANCISCO, . - CALIFORNIA

Press of Stytes & CasH, New York. (7

a

ROSIN

idle shinee thesdan thaniidiien Rade diien -hethtaced on hake te

AERONAUTICS Page 202 June, 191 :

ee = — ut ae
f

‘THE CURTISS TRAINING SCHOOL

Offers Instruction in the Construction, Care and
Operation of Aeroplanes and Hydroaeroplanes

Who are

PEEEEES SEE ESEEEEE

° Only the best methods and
C. & A Wittemann the best equipment will in-
AERONAUTICAL ENGINEERS sure you satisfaction

baste ete The
Biplanes Monoplanes Slo ane School |

Hydro-Aeroplanes provides! These
Gliders Propellers Parts Ae
Sa oe AEROPLANES, MOTORS
Special Machines and Parts Built and ACCESSORIES

to Specifications

Manufactured and Sold

Large stock of Steel Fittings, Laminated Ribs,
and Struts of all sizes carried in stock. Agents for

Hall-Scott Motors, 40-60-80 H. P. Deperdussin Caudron Anzani Gnome
Renault Clerget Le Rhone
FLYING AND “FIXATOR” METAL FITTINGS
TRAINING GROUNDS

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

Established 1906 Tel. 717 Tompkinsville

WE SELL NOTHING BUT THE BEST |

SLOANE AEROPLANE CO.

MAIN OFFICE, 1733 BROADWAY, NEW YORK
’Phone Columbus 5421

AERONA UTICS _ Page 203 June, 1913

PARAGON PROPELLERS
PARAGONS have the distinction of being the only propellers ever officially

indorsed by any government. Let us send youa copy of the Re-
port on Paragon Propellers from the Senior Aviation Officer to the Secretary of the Navy.

Standard Two-Blade Type: « Thisis the standard propeller, par ex-

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

Three-Blade Type: - These give greater flying thrust and more speed with

less diameter. Lieut. J. H. Towers, Senior Aviation
Officer, U. S. N., reports, “The three-bladed Paragon gives more thrust and more speed
than any other propeller we have had.” This type of propeller has come into very
great demand among our customers.

< ‘ bs i
Twisted Type: For machines with chain or gear-driven propellers. These

are not carved into shape but twisted and pressed under great
pressure, heat and moisture. No cross grain. Seamless and jointless three-ply blade
faces with the middle ply running cross-wise. Usual pitch required is one foot higher
than other propellers—otherwise they turn too freely. Higher pitch, less slip, faster
flying. Used and fuliy endorsed by U. S. Government Aviators.

Special Flexing Type for Flying Boats: 0%, !*st develop.

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

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

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

)
Burgess

Flying Boat
Built for

U. S. Navy

iq IHE BURGESS FLYING BOAT

is another record breaker. Built to comply with the strenuous requirements of

the U.S. Navy, it fulfilled its test flights and was immediately accepted. Al-
ready a number of orders have been placed by sportsmen for similar machines.
Burgess Aeroplanes and Hydro-aeropianes are still unexcelled. Motor equip-
ment depenGs entirely upon the purchaser. We recommend the Sturtevant

Motor as the most reliable American ty a
We have a number of used motors and hydro-planes which we are offering at

2 greatly reduced prices.

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

ite BURGESS COMPANY AND CURTIS, (D CURTIS, Marblehead, Mass.___} Mass.

; In answering advertisements please mention this —

AERONA UTICS Page 204 June, 1913

Use
Spark Plugs

That Won’t Break

Bae Spark Plugs have proven

themselves to be superior by prac-
tically every kind of test, but your par-
ticular attention is called to their strength
and sturdiness.

Mechanical injury to Bosch Plugs is practically
impossible; their heavy Steatite insulator, their
sturdy steel shell and generally massive design will
withstand almost any shock. Try a hammer blow
on the insulator of any other plug— it will go into
a thousand pieces; then try the same test on the
Bosch Plug—it won't even crack. E-very time
your wrench slips you won't need a new plug, -
if it’s a Bosch Plug.

If it’s a question of “most for your money”
—buy Bosch Plugs.

If it’s a question of “efficiency, long service
and economy”—buy Bosch Plugs. You will
be satisfied.

Write today for ‘Locating the Spark Plug”’
an instructive book sent free on your request

Bosch Magneto Company
201 W. 46th STREET, NEW YORK

ee ee a aa

is answering advertisements please mention this magazine.

AERONA UTICS Page 205 June, 1913
; oo
The Construction of Propellers
By SPENCER HEATH
# N) describing the practical con- ately adjacent portion and there nailed in

struction of Paragon propel-
lers, there are two radically
different types of construc-
tion to be considered. The
first is what one may call
the “step laminated,” in
which the laminations are
built up one above the other,
but each succeeding one be-
- ing in the form of a step in
relation to the one before. In this type of
propeller the joints between the laminations
are substantially in a plane of revolution at
right angles to the propeller axis. This, owing
to the slant of the blades, gives the joints a
diagonal relation to the blade faces.

The other type of propeller is given its form
and pitch solely by twisting and pressing the
laminations comprising it. The laminations
are assembled in a flat condition similar to
the leaves of a book but cut to an outline
corresponding to a development of the entire
blade.

PE SEP LAMINATED: PROPELLER

In treating of practical construction only,
it will be necessary to omit perhaps the most
fascinating branch of all propeller work—
the development of the particular design.
The number of designs used is almost in-
numerable, so great is the diversity of re-
quirements in the field of aeroplane construc-
tion thus far developed.

The result of the drawing board work,
however, is a set of thick paper patterns
having the exact outlines of each of the
several laminations going into one blade, with
the hub portion extending slightly beyond
the centre to provide for joining the two or
more blades together at the hub. These pat-
terns give not only the outline of the lamina-
tions but are provided with small holes from
which to bore in their proper position the
holes to receive the screws for drawing the
laminations together in the process of gluing.

Having the paper patterns, the next step is
the selection of materials. For the interior
of the propeller, mountain grown silver spruce
is most frequently used. This is selected with
regard to its fineness of texture, in addition
to other qualities, so that for this reason
boards must be selected that have been taken
from the upper portion of the tree trunks
where the annual rings are finer and more
closely knit. Each pattern is laid out on the
board in a position to give the exact direction
of grain desired, so that the lamination will
have the greatest strength and yield up to
the surface of the propeller its finest and
densest grain. When one blade lamination
has thus been laid off, this portion of the
board is sawed off, slipped over the immedt-

*The second of a series of articles telling of the
actual method of construction of aeronautical wares.

position for sawing the two laminations in
exact duplicate in form, grain, texture, and
every other characteristic. If the propeller
is to have three blades, the second portion of
the board is sawed off and the two laid upon
a third adjacent portion so that triplicate
laminations will be sawed in the same man-
ner. In the same way the outer laminations
are laid out on the hardest of quartered white
oak, the grain of this wood being selected to
give the most effective figuring on the surface
of the blade. This is not alone for ornament,
however, since these figures in the grain of
the wood are caused by cross fibers which
bind the annual growth of the wood together
and cause its very great resistance to splitting.

The spruce laminations are laid off with
shortened ends on account of the white oak
tips or extensions with which they are to be
provided, so that the ends of the blades will
be of white oak entire. These oak extensions
are laid out in duplicate or triplicate, being
of such length that they lap the ends of the
spruce laminations ten or twelve inches. These
lapped portions of both the oak and spruce
now pass to the mitre saw upon which they
are scarfed off slantingly in such a way that
the spruce and oak portions will lie together
to form one continuous lamination of uniform
thickness. These now pass to the glue room
for assembling and glueing to complete the
composite laminations which form the middle
portion of the blades. The wood is heated
over steam coils and the glue very quickly
dried in the same manner.

The entire set of laminations, both com-
posite and of oak alone, is now taken to the
pony surfacer by which they are reduced to
uniform thickness and automatically toothed
with fine markings to produce the best surface
for perfect adhesion of the glue. From the
surfacer they pass to the boring machine
where the corresponding laminations for each
blade are clamped together in order to bore
at one operation the entire series of holes
for reception of screws when the laminations
are assembled and glued. Before glueing,
however, there is a preliminary assembling to
ascertain that all the joints will draw up
properly and to bore smaller holes for the
points of the screws immediately below each
of the screw holes previously bored. The
propeller is now taken apart and its lamina-
tions again thoroughly warmed over
The laminations are held in position for glue-
ing up by laying them on a _ stout timber
provided at its centre with an iron plate
through which a one inch bolt projects verti-
cally for drawing them all firmly down at the
hub.

It should have been mentioned that the long
laps for the hub joints are scarfed off on
the mitre saw in a similar manner to the
joining of the oak tips on the spruce lamina-

coils.

AERONAUTICS

Page 206

Jure, 1913

tions. These slanting scarfs matched together
build up the entire hub of the propeller, with
the exception of the face veneers which give
the hub a finish and additional strength by
crossing the grain. For two-bladed propel-
lers these scarfs are quite simple, but for the
three-bladed type they are of rather complex
form, as shown by the illustration of one of
these with its laminations separated to show
their form and relative position. These hub
scarfs for the three-bladed propellers are
formed on a special machine, devised and
built for the purpose and which shapes each
lamination at a single cut. Previous to build-
ing this machine, it was necessary to do all
ot this work by hand and with extreme
patience and care, to insure the parts coming
together with perfect joints.

The propeller having been glued and its
parts brought together by the bolt through
the hub and the numerous screws through the
holes in the laminations drawing their con-
tacting surfaces firmly together and the glue
having sufficiently dried, about three hours
being required for this, the screws are re-
moved and all holes reamed out with a 15/64
inch bit revolving at high speed in a chuck
at the end of a motor-driven flexible shaft.
The holes are now plugged with one-fourth
inch maple dowels. These dowels are first
cut to length, dried and heated in a gas oven
to make them shrink as much as possible and
then driven with glue into the reamed holes.

The assembled and doweled propellers are

now taken to another specially designed
machine called the “routing machine.” This
machine cannot be described in detail, but

consists briefly in a universally mounted cutter
head carrying eighteen knives revolving at
4800 r. p. m. and capable of ready guidance
under the hand of the operator. his ma-
chine very quickly removes all surplus ma-
terial, leaving only a small 2mount of finish-

5 €
Fi 4 LANE Co, | PPICNONG CAL
Chores.

eat | |
pi 4 <z Lbin,| |

Pale eee
ae ‘Cory |
es wed In Piracan Pitcy MATER | |
ie
< loce fom bs i :

|
|
{ | | | | | |
| | |
i | i ! | ' } | |

if 8 9

ing to be done by a skilful use of the spoke
shave.

At this stage the propeller is carefully
balanced and every portion of the blade gone
over from point to point with an automatic
direct reading pitch meter, by which the pitch

is made to follow perfectly the pitch curve
belonging to the particular design and carried
on a card (see illustration) contained in the
pitch meter. This card carries also plotted
curves of all the principal characteristics of
the propeller, such as blade thickness, width,

cambre, etc., and is preserved for an ac-
curate record of the properties of the blade.

The pitch meter referred to is one of the
writer’s earliest inventions in connection with
propellers and is absolutely essential to the
precise execution of mathematical designs.

The blades are now placed in a combined
jig and clamping device which flattens the
camber out of the blades and provides for
boring the long holes for the transverse dowels
which extend from edge to edge tnrough
the blades to make them perfectly secure
against splitting. These holes are bored by
a long bit, also carried by a motor driven
flexible shaft running 18co r. p. m. When
the clamps and jig are removed, the blades
resume their camber and the holes assume
a curved direction following the curve of the
blade. Into these holes are now driven
specially prepared long dowels, thoroughly
dried and heated and glued therein. At this
stage also a deep saw kerf is made in the
end of each of the blades for the reception
of white maple veneer about one-eighth inch
thick, carefully fitted and glued.

The propeller is now carefully inspected
and tested to see that the blades are in per-
fect balance and to see that the pitch from
point to point along each of the blades ex-
actly corresponds with the curve card in the
pitch meter. This pitch testing is carried on
in two ways. First the propeller is tested as
it lies at rest without any stresses or strains
in any part. Having been found perfect in
this condition, the hub of the propeller is
firmly bolted down on a solid stand, and by
means of a series of yokes and spring bal-
ances, each blade is strained down under a
total load approximating or exceeding the
amount of thrust that will come on-the pro-
peller in use. The load is distributed along
the blades in accordance with the calculated
distribution of the thrust, based upon the
variations of pitch as shown by the particular
pitch curve. For a uniform pitch or true
screw propeller, the amount of thrust varies
directly with the distance from the centre,
being maximum at or near the end of the
blade. Most Paragon propellers, however,
are put up to the pitch curve which is the
subject of one of the Paragon patents. ‘This
throws the maximum thrust about one-fifth
to one-fourth the blade length from the end.
While the propeller is loaded with the spring
balances as described, the pitch is again tested
to ascertain what changes, if any, have taken
place under load. The amount of deflection
of two or more blades is also noted to as-
certain that they are of equal stiffness, as
well as equal weight. This insures the pro-
peller running without vibration while the
stress is on.

In our most recent designs, however, the
propeller is built to a higher pitch than the
pitch desired in flight and the blade so formed
that it will flex down to the desired pitch
under flying load. For these propellers sepa-
rate pitch curves are taken with the blade in

AERONAUTICS

its unloaded and loaded condition. The flex-
ible quality of the blades is obtained by their
peculiar form and not by reducing the strength
and amount of material. Designs of this
kind have been giving, for some time, ex-
ceedingly fine results in the United States
Navy machines and numerous others. Their
superior efficiency comes from the perfect
adaption of the pitch to every variation in the
air or in the resistance of the machine.

All deflection tests completed, the propeller
passes to the sanding machine in which a thirty
foot sandbelt of carborundum cloth traveling
three thousand feet per minute, very rapidly
brings the propeller to a fine and uniform
surface in every part. This sanding machine

is specially built and designed for propellers
that. sbyana

and so. constructed reasonable

1 and 3 are twisted Paragon propellers used by
the Navy on Wright machines; 2 is a carved one
of special flexing type used on the Navy Flying Boat.

amount of manipulation, it will operate per-
fectly on every part of the propeller, including
both concave and convex surfaces of the blade
and hub.

The propellers are finished with filler and
several coats of varnish rubbed down between
coats. For very quick work “French Polish,”
put on by hand, is used, but the regular dur-
able finish is marine spar varnish.

TWISTED AND PRESSED PROPELLERS

This class of propellers has been brought
to .a high degree of success during a course
of practical experimenting covering about
eighteen months. As at present made, they
are peculiarly adapted to machines of the
Wright type or other machines in which the
propellers revolve at less than engine speed.
This class of service calling for lighter and
less rigid blades than the direct-connected is
very finely met by this type of propeller.
Unlike the laminations of the carved pro-
pellers, the layers of wood used are all
similar in contour, being of the full width of
the blade and lying flat together like the
leaves of a book.

Previous to assembling, however, the lami-
nations are passed through a special planer
or surfacing machine which gives them a
predetermined variation of thickness in their
different parts. The portion of the lamina
tions lying in the hub near the leading edge
of the propeller are left of maximum thick-

ness while the portions forming the rear or

Page 207

June, 1913

trailing edge are made very thin. These por-
tions are such that when the parts are laid
together, twisted and pressed, each part of
the blade will have its desired thickness and
form without carving in any of its parts
more than a slight trimming around the edges
and ends. The number of main laminations
in each blade is usually three, which are co-
extensive with the entire blade form. Each
of these laminations extends through and

Three-blader ready to assemble; showing pat-

Only one-third the
is removed where it

ented formation of hub joints.
thickness of each lamination
enters the hub. ‘
beyond the hub portion, thus producing twice
as many thicknesses in these parts as in the
main portions of the blades, in addition to
which, supplemental shorter laminations are
used to give any desired thickness required
through the hub.

The formed laminations for the entire
propeller are laid together in flat form with
alternate layers of thin cross veneer inserted
between the main laminations for about half
the distance from the end of each blade to
the hub. These alternate layers of wood with
the cross veneer between produces a blade of
almost indestructible quality and strength.

The assembled parts are now placed in a
specially devised twisting and pressing ma-
chine which imparts to every portion of the
blade the exact pitch and camber that is
desired, the wood being softened by a gradu-
ated application of heat and moisture during
the process. When the propeller is pressed
into shape, dry steam heat is applied until all
moisture 1s removed so that the wood will
take a permanent “set.” It is now removed
from the twisting mechanism, the parts sepa-

rated, coated with the best French gelatine
glue, reassembled and again placed in the
twisting and pressing machine. At _ this
operation very great pressure is brought to
bear on every part of the blade and hub,
bringing all the laminations together with
very great firmness and pressure, in which

condition the propeller is again dried before
removal for finishing.

The finishing process consists in trimming
down any roughness or irregularities found

(Continued on page 225)

AERONAUTICS

Page 208

June, 1913

Technical Talks

By the Technical Editor

Lateral Balance

N aeroplane flying with or
against a horizontal wind of
constant direction but vari-
able velocity will encount-
er gusts from in_ front,
while if it flies across the
wind, it will experience gusts
from the side, whose vir-
tual direction with regard to
the machine will be from
diagonally in front, the angle
which they form with the machine’s course
depending on the momentary relative speed
of the gust and the machine. In other words,
a side gust will cause the apparent head wind
to veer; or, its effect will be nearly the same
as if the machine should turn more or less
sideways to its course.

The transverse V or dihedral angle of the
wings, as ordinarily found in some mono-
planes, confers stability in still air, and puts
a stop to a side slip, but it is evident that a
lateral gust or veering wind will exert a
greater lift and leverage on the “near” or
windward wing, and, where the centre of
gravity is at or below the apex of the V, the
horizontal transverse effort due to the gust,
will conspire with this greater lift to over-
turn the machine. Anything in the nature of
a keel below the c. g. will antagonize this ten-
dency; but, in case of a side slip this keel will
antagonize the good effect of the V.

If the c. g. is placed well above the apex of
the V (so that it is above the centre of trans-
verse pressure), then this transverse pressure
will resist the overturning of the machine due
to the excess lift on the near wing. How-
ever, in case of a side slip this high c. g. will
antagonize the stabilizing effect of the V.

It must be remembered that, as before
stated the virtual direction of the gust is not
from the side but at an angle, generally small,
with the flight path; the horizontal trans-
verse component due to the gust is therefore
generally small, while the turning moment
due to the increased lift and change in c. p.
on the near wing, is large in proportion. It
would seem that we cannot cure the defects
of the V by these means without destroying
or diminishing its advantages. There would,
however, be an advantage in using a high
c. g. and a low keel in moderation.

The inverted V disposition. causes an aero-
plane to incline toward a side gust because
of the greater lift on the “far” wing. With a
high c. g. it is unstable in still air. With a
low c. g. as advocated by Captain Duchene,*
it is stable in still air, appears to be safe on
a turn, and inclines toward a side gust, be-
cause here the lift on the far wing exerts a
greater turning moment than the horizontal
transverse component of the gust, which op-
poses it. A model, which I have, behaves in
this manner. When the model is inclined

to one side and launched in that position it
flies in a curved path toward that side, at
the same time righting itself. I have been in-
tending for some time to try this dispositon
on my full-sized quadruplane, but circum-
stances have prevented these trials.

Captain Duchene has also shown that if the
masses (and surfaces) are so disposed that
the machine pivots on a forwardly inclined
axis, then the inverted V can be used without
necessitating a low c. g., thus avoiding the
rolling due thereto. The statements of Cap-
tain Duchene have been favorably criticised
by M. Alexander See} and adversely, by M.
P. Jamesté.

The negative wing tips, as used in the Ger-
man *““Tauben,” constitute the chief subject of
a long article by Mr. A. E. Berriman com-
mencing in the Jan. 11 English Flight, and a
mathematical treatment by Mr. J. H. Hume-
Rothery in the Jan. 18 number, and I can not
do better than to refer to them. Putting the
negative tip matter “in a nutshell,” we might
say that the side gust is, in effect, a veering
head wind; this produces a virtual accelera-
tion of the near wing tip; and the excess
down pressure thereby produced on the tip
counteracts (more or less) the excess up
pressure on the rest of the wing. In making
a turn, the negative tip counteracts excessive
banking in the same way.

Mr. Berriman concludes that the best dis-
position is to have neutral wing tips inde-
pendently capable of being negatively warped,
and he cites a patent to Wildeblood covering
this disposition. This phase of the question
has been exhaustively treated by Mr. A. A.
Merrill in a number of articles with which my
readers are, no doubt, familiar, and with
which, in the essential points, I agree. Mr.
Merrill has also an article in February Ar-
craft on the dihedral with high c. g., treating
the matter in detail. M. B. SELLERS.

* Aeroplule, Dec. 15, 1912, p. 556.

+ Aerophile, Feb. 1, 1913, p. 55.

t Aerophile, Jan. 1, 1913, p. 14.

Who’s “the guy that put the beat’ in
Beatty? George has quietly sneaked to

Yurrup leaving many wistful friends. May
his shadow never grow less—in England!

John G. Hanna—write him at Canyon,
Tex.—says, “continue AERONAUTICS - for
99 years. Liberal discount is allowed for

cash in advance on these long subscriptions.

that

Who's the guy the sport in

Hammondsport ?

put

For the only complete review ever made of
the progress of the hydroaeroplane and fly-
ing boat, see the January issue of AERO-
NAO THICS:

eee UTICS

June, 1913

‘The Dyott Monoplane

EORGE M. DYOTT recently
brought back from England
a speed machine which he
had built to his own design
while abroad.

This machine is designed
primarily for military des-
patch as distinct from scout-
ing work. The latter type

of monoplane, on account
of the heavy load carried,
must ANE be large, heavy and unsuit-

able for rising or landing in restricted areas.
The despatch carrier on the other hand is a
fast, light, single seater, carrying fuel for
2% hours, capable of landing at a fairly
low rate of speed on bad or small grounds.

The machine described herewith weighs
625 Ibs. empty with all accessories, navigating
instruments, etc. It measures 29 feet. across
wing tips, 22 feet 6 inches overall in length
and stands about 8 feet high when mounted
on 24 inch wheels. It requires a run of 60
feet before clearing the ground in still air
and climbs rapidly. While the maximum
speed is a little over 70 M. P. H. it can be
slowed down to 55 with the motor running
at 800 revolutions; on landing, the speed can
further be reduced with safety till on actually
touching the ground it is about 45 M. P. H.

The upper side of the top longitudinal
forms the base line of the design. When in
flight this line is level. Every dimension on
the machine is laid out from this line so that
in the event of breakage it is the first to be
leveled up and all other adjustments made
from it. Demountability is the predominat-
ing feature of all parts. The under-carriage
is secured by diagonal wires only, the struts
slipping into welded steel sockets, hence its
removal requires but a few minutes work
with no bolts to be removed. The _ top
“cabane”’ is secured by guy wires in steel
sockets and can be removed in three min-
utes. The bottom “pylon” is held in the same
manner but is hinged and can fold up under-
neath the fuselage when the guy wires which

hold it are undone. The non-lifting tail
planes are secured by 4 side rods and 2 “fusel-
age bolts. The entire “empennage,” rudder
and elevator flaps are made of welded steel
tubing. All bolts which have to be undone
when dismantling the machine are 6mm.:
even if the bolt is 7 or 8 mm. the threaded
part is 6mm. so as to reduce the different
sizes of nuts to one standard. The rear wing
spar is held by a smooth tapered bolt with
split pin. Both are secured by small chains
to the fuselage so as always to be in the right
place when they are wanted.

The two main wing spars are of rectangu-
lar section, built up of three laminations. Both
fit into sockets in two heavy members of the
fuselage. In order to allow of the wings
being ‘warped, the socket for the rear spar is
made a loose fit on the spar, which is pivoted
around a strong bolt, secured by a split pin.
To dismantle the wings, all that is necessary
is to undo the top and bottom stay wires and
the two bolts through the rear spars, and the
wings can be taken off. The ribs, which are
evenly spaced along the spars, are built up of
webs of spruce with flanges of ash. The
wings, as well as the body, are covered with
tnbleached linen, varnished, the fabric being
loced along the trailing edge, so that it may
be kept taut under all climatic conditions.

Along the top of each rib is a rattan strip.
The chord of the wings is 5 feet 10 inches
tapering to 5 feet 6 inches at tip, the camber
is 334 inches and the angle of incidence in
flight is 5 degrees.

The fuselage is of ash and spruce tapering
towards the tail; a system of clamp and plate

work enables the diagonal wires to be held
without resorting to bolts which pierce the
longitudinal and thereby weaken it. The
sides of the fuselage are absolutely flush

from engine plate to rudder post, no bolts or
nuts projecting. The fabric is applied per
fectly smooth and presents an even surface
all along. As far back as the pilot’s seat the
sides are aluminum and they can be removed
in a few minutes, exposing every part of the

Page 210

June, 1913

AERONA UTICS

mechanism inside for cleaning and inspec-
tion.

All the control mechanism is of welded
steel tubing; no pulleys are employed so that
the possibilities of cables wearing out and
breaking are avoided. The elevator cables
pass directly without crossing, to a neutral
lever in the fuselage which in turn is oper-
ated by a steel rod in compression as well as
tension from the control lever. The actual
movements of the control lever follow stand-
ard practice.

The pilot's seat is of welded steel tubing
braced in the fuselage by piano wire. The
pilot sits low and is well shielded from the
rush of air by a hood which turns up in the
form of a lip. The protection thus afforded
in no way interferes with his range of vision
which is exceptionally good. On account of
the perfect shielding no oil or dirt can get
inside and the aviator sits without the dis-
comfort of fighting a head-on blizzard or a

UPPER PYLON

shower bath of hot oil and gases. The pilot’s
seat is of welded steel tubing slung from the
fuselage spars and braced by steel wires.

Main 8-gallon gas and oil tanks are in front
with an extra 1o-gallon gas tank behind pilot’s
seat, from which gas is pumped to the main
tank by hand (3% hours altogether, oil, gas).
Motor, 50 H. P. Gnome, standard Chauviere
propeller,

The cockpit is well upholstered in red
leather and contains the most modern equip-
ment of navigating instruments, including:
R. P. M. indicator, clock, compass, altitude
meter, oil and gas gauges, level indicators,
etc. All scales are large and clear so that
they can be read at a glance.

The compass has only the cardinal points
marked on it and the four divisions are
painted white, yellow, blue and red respective-
ly for N., S., E. and W. The pilot watches the
reflection of the compass in a small mirror.

(Continued on page 215)

STFEL §OD To FLEY.
FROCKER ARM

DYOTT MONOPLANE

AERONAUTICS

WING ARPER (50 SQ.FT

ELEV. ARER © SQFT

FIXED TAIL AREA. /2% SQFT.

AERONAUTICS

Page 212

June, 1913

McCormick’s Curtiss

Another Curtiss Flying Boat

MPROVEMENTS in details and changes

here and there in design came so fast upon

the heels of those previously put into
practice at the Curtiss factory that it is im-
possible to say “here is model so-and-so.”
_ The new boat built for H. F. McCormick
is novel, for it’s the first tractor “flying boat.”
It is the intention of the owner to use the
boat as much in the water as in the air and
this design has been developed with motor
cooling at less than flying speed and com-
fort as prime objects.

Matin Planes.—Spread 38 feet 4 inches, usual
Curtiss construction. Goodyear aluminum
coated fabric is used. The surface is double,
covering the frames above and below. The
spread of the wings is 38 feet 4 inches, though
the over-all width of the machine is 41 feet
8 inches, as the ailerons, used for balancing
the machine in the air, extend beyond the
main planes. In chord the planes measure
5 feet 6 inches and they are separated by a
gap of 5 feet 6 inches.

Lateral beams are laminated spruce. The
wings are in 5 foot sections, quickly demount-
able. Tanks under each wing-end.

Tail.—Elliptical rudder, a vertical tin, two
horizontal stabilizing planes and twin eleva-
tors. The rudder is about 5 feet in diameter
and the lower portion of it is made of wood,
bound with copper, and intended for steering
the boat at low speed in the water; while the
upper section is a fabric covered piece similar
in structure to the wings.

The twin elevators are composed of two
half-round sections; are controlled from the
steering wheel; a forward movement of the
wheel raises the elevator and vice versa.

HTull—Measures about 26 feet over all,
though the net length of the boat is 24 feet.
The frame work is built up with integrity of
cantilever bridge. In the bow, boat is ash

ribbed top, bottom and sides, spaced on three-
inch centres, mortised at the corners, fitted
with copper corner straps, and each frame
securely fastened with sixteen copper rivets.
Eight water-tight bulkheads divide hull later-
ally. Any two compartments sufficient to float
the entire machine. The weight of hull is
400 pounds.

Longitudinal ribs or keelsons of ash, 1 inch,
are spaced on four-inch centres. The bottom
is triple sheeted with planking of 5/16 inch
mahogany, heavy canvas set in marine glue,
and an outer planking of ™% inch mahogany.
This planking is cross-laid diagonally and ex-
tends back only to the “step” in the hull,
located about 10 feet from the bow. The
boat at speed rides only on a few square feet
of wetted surface just forward of the step.

The cockpit is 42 inches wide and affords
ample elbow room for four occupants. Ken-
yon cushions for the seats serve the double
purpose of upholstery and preservers in case
of an emergency. Seats are provided for
four passengers; the front seat to be occupied
by the operator and mechanician, if one is
carried. Dual controls are used throughout
and either of the occupants of the front seat
can handle the machine independent of the
other, or they can handle it in unison.

All of the metal fittings of the hull and
controls are of brightly polished aluminum or
nickel plated steel. Dark gray enamel is the
standard finish for the hull and exposed

woodwork. }
Motor—New_ 1tco H. Pi Curtiss: “ORs
model mounted as a unit with gas tanks,

radiator and one propeller. Tanks hold fuel
for 6-8 hours, or a travel radius of 400 miles.

Controls—A double steering wheel permits
the handling of the flying boat by either oc-
cupant or by both. Each has a foot throttle.

AERONAUTICS

Projecting through the seat between the
cushions is the lever used for raising or
lowering the wheels designed for land travel.
The safety starting crank for the motor is
within easy reach of either passenger.

Ailerons are positive acting in both direc-
tions, operated by the usual Curtiss shoulder
braces, interconnected for either operator.
These “break” open for the convenient en-
trance and egress of occupants. The rudder
is operated by rotating the steering wheel
left or right. Either or both wheels can be
operated as desired.

The first trials were made May 21, with
four on board.

Page 213

June, 1913

For the sake of clearness as to the different
types of machines produced by the Curtiss
company, it may be well to state that there
are three types,’ D, E and FF.’ Di may be
equipped with either wheels or pontoon, a
propeller machine, wings in sections. Type
E may be used, with boat, pontoon or wheels,
for sporting, military or passenger work, pro-
peller machine, wings in sections. Type F.
wings are used only with military tractor and
heavy flying boat hulls. Wings one piece,
quick demountable. ©The McCormick boat
has type F wings fitted. D wings spread 26
feet 3 inches; E, 31 feet 3 inches; F, 38 feet
4 inches.

°S CURTISS FLYING BOAT

PTE COR PIC

AERONA UTICS Page 214 June, 1913
Since Mr. McCormick’s boat was tried pilot's seat to a valve and b'lge pump. By
out, three other hulls, each with individual turning a small knob around a dial, marked

advantages for different uses have been fin-
ished and delivered by the Curtiss company.
The first was a three-passenger machine for
G. M. Heckscher; this was similar to the
boats delivered to the United States army and
navy early in the year. It has Model E wings
with 31 feet 3 inches spread, and one of the
0-x, 90-100 Curtiss motors. Recent trials of
this machine proved it to be the fastest ever
designed by Mr. Curtiss, and a speed on the
water of more than a mile a minute is
claimed.

THE VILAS CURTISS

An altogether different type of hull is rep-
resented in the flying boats built by Curtiss
LOLeuavAceValas or aChicago,’ J.B. RY Ver=
planck, of Fishkill, N. Y., and the United
States navy. The wings mounted are the
type E, spreading 31 feet 3 inches. In the
Vilas boat an overhanging wing is attached
at both extremities of the upper plane,
bringing the total spread of the upper plane
to 40 feet. The separation is 5 feet 6 inches
and the chord 5 feet. The boat length is 26
feet, 56 inches wide at widest point, 3 feet
6 inches high at greatest depth and 30 inches
in width at the extreme bow, and comes to
a point at the rear.

As will be noted, the steel braces of the
engine section are changed from the earlier
boat seen in March at the motor boat show,
the cockpit arrangement and construction of
the forward end of the hull have been im-
proved. The hood is hinged and opens for-
ward as shown in the sketch and is covered
inside with rubber matting which is also
tacked on the bow, so that entrance is ef-
fected simply by stepping on the bow, walk-
ing over the hood and then closing the hood
after one. The elevator cables are now at-
tached to rocking levers at either extremity
of a cross shaft running through the hull.
The diagonal brace from the end of the
lower plane to the extension on the upper is
arranged with a special device at the lower
end so that by pulling on a cable from the
seat this diagonal strut is immediately de-
tached and the extensions fall down in a
vertical position; this is to permit entrance
into a shed narrower than the normal spread
of the machine. The bow resembles the snout
of a catfish and throws the spray away from
the occupants. A little lever throws open the
outer members of the shoulder brace at the
passenger's seat so that he may not be both-
ered with the side movement, or so that a
student may not interfere with the pilot’s
movements in a ticklish maneouvre. A_ big
spruce diagonal strut runs from the engine
bed braces to the bow of the boat. The motor
is a Curtiss 90-100, 8-cyl. 4 by 5 cylinders.
By a different camshaft and valve action
increased R. P. M. is obtained over the other
eights,

Piping is run through the boat from the
various compartments, converging under the

with numbers to represent the different com-
partments, any one compartment may be
pumped dry. The engine is equipped with a
starting crank. The forward end of the boat
has a double wall 1% inches thick. The
weight of the boat alone is 390 pounds. The
propeller is tipped with metal for a distance
along the cutting edge. The armholes in the
rear of the boat have been increased in num-
ber, there being two on the sides and two on
top. The boat is wider at the top than at the
bottom to shed spray. Watch, barometer
and other instruments are provided.

Between the seats is a new style of Warner
shaft-speed indicator, about as big around as
a silver dollar. Other instruments in sight,
are an aneroid barometer, for recording alti-
tude; a plain barometer, indicating approach-
ing weather changes; an automobile clock;
oil and gasoline gauges.

The hull is painted, or enameled, in Nile
green with gray trim around the coaming,
making a nice contrast to the dark mahogany
finish of the interior. The wings are covered
in bright aluminum-finished Goodrich fabric.
Just back of the seat is a swing door opening
into a little cubby-hole where Vilas has his
polished brass side lights and riding lights
swinging cheerfully over his folding anchor.
Everything is as handy as the pocket in a
shirt.

‘There are two layers of planking on the
bottom, one 5/16, the second ™% inch, between
them a layer of heavy duck set in marine
e ue. His fuel tanks have a capacity of more
than forty gallons, which will keep his motor
running for about six hours. He can travel
approximately 4co miles without stopping.

Marshall Reid's Curtiss

AERONA UTICS

DYOTT MONOPLANE
(Continued from page 210)

In addition to the instruments above men-
tioned, this machine is fitted with an instru-
ment of Mr. Dyott’s own invention. It is a
graphic recorder which shows all different
movements of the control levers. The chart
is divided into three parts: Warp, Elevator
and Rudder. As the drum revolves, three
pointers, draw the three different graphs, so
that in a straight flight, during which the

June, 1913

control levers were not moved at all, the
pointers would draw three straight lines, but
as soon as the course was altered the pointer
connected to the rudder would make a wavy
line, and as the warp is used in conjunction
with the rudder, the warp pointer would draw
a corresponding curve. This instrument
should prove of great service, and furnish
some very interesting data for comparing the
different ways in which different pilots con-
trol the same machine.

Page 216

June, 1913

New Developments in Aeronautics

AEROPLANE RADIO EQUIPMENT

The photographs herewith show the radio
set used on the United States Government
aeroplanes. This set weighs about 75 pounds
complete, and has a radius of action of about
30 miles. Messages have been sent by it from
altitudes of about 1,500 feet and have been
received at a station 14 miles away without
the slightest difficulty. During some tests
carried out last fall, the radio set was used as
a constant means of communication between
the aeroplane and the ground, for periods of

time varying from I5 minutes to over an
hour. There was never any trouble in receiv-

ing the messages from varying altitudes up to
2,500 feet. This was not the result of one
test but of several tests covering many days.
The aeroplane shown will be recognized as a
Burgess, with Sturtevant motor.

The set is a modified type of the standard
Signal Corps field set of % of a kilowatt
output of the generator, which, in the photo-
graph, is friction driven from the engine fly
wheel. The antenna is of the hanging wire
type contained on a reel as is also shown in
the photographs. As far as practicable, the
parts of this aeroplane set are made inter-
changeable with the field set mentioned above,
so that any Signal Corps operator belonging
in a field company would be capable, when
carried as a passenger in the aeroplane, to
operate this set. The standard field set is
mounted in a reinforced trunk for convenient
transportation, which, however, could not be
installed on the aeroplane on account of the
additional weight. The machine being of
the double control type, the radio equipment
has been so installed that a message can be
sent by either operator, the principal adjust-
ments having been made once and for all.

TESTS FOR U.S. MILITARY AVIATOR’S
CERTIFICATE

1, Cross country flight of at least 20 miles

at a minimum height of tooo feet. 2. Make

a flight of at least 5 minutes’ duration with
the wind blowing at the rate of at least 15
miles per hour. 3. Carry a passenger to a
height of at least 500 feet and, on landing,
come to rest within 150 feet of a previously

WAR DEPARTMENT _ ®
THis is TO CERTIFY
ws

MILITARY AVIATOR :
fe wn the ___ dap o ct Ber ee

“upen M hich. dale he successfully completed.
the Lists frrcscuted ty the War Department
and that notation to bat ffect has been mate
on his ecord. ae

SECS Reconlertin the Office

| ) of The Adjutant. General

SuACAR ean

OF Sonnac

ver

designated point, the engine being completely
cut off prior to touching the ground. The
combined weight of the passenger and pilot
must be at least 250 pounds. 4. Execute a
volplane from an altitude of at least 500 feet
with the engine completely cut off, and cause
the aeroplane to come to rest within 300 feet
of a previously designated point on the
ground. 5. Make a military reconnaissance
flight of at least 20 miles for the purpose of
observing and bringing back information con-
cerning features of the ground or other matter
which the applicant is instructed to report
upon. This flight must be made at an average

altitude of 1500 feet.

A certificate is then given, signed by the
Secretary of War, Chief Signal Officer, Of-
ficer Commanding and the Adjutant General.

—————

AERONA UTICS

MONOPLANES VS. BIPLANES

So long as structural considerations do not
limit the size of spars or in other ways affect
the design, it is the argument of F. Handley
Page, the English designer and critic, that the
monoplane y..1! cutciass the biplane by the
reason of the superiority of its lift for a given
wing area, plane area section, and angle of
inclination. The lift-drift ratio will, therefore,
also be better, and generally the monoplane
will be the more efficient type. In the large
monoplane size, to obtain sufficient strength
it is not only necessary to increase the spar
area considerably, but also the span of the
machine has to be curtailed so as to bring its
size within reasonable limits. This entails a
larger chord, and, therefore, a smaller aspect-
ratio.

For planes of equal aspect-ratio, span, cross-
section, and angle of inclination, the mono-
plane has about 15 per cent. more lift than
the biplane for equal speeds through the air,
but this advantage might be lost if the aspect
ratio had to be reduced. For the largest size
of machine the balance would seem to lie in
favor of the biplane.

It would appear that a limit would be first
reached for monoplanes. As more loads were
carried a limit would be reached with biplanes,
too, and it would be more economical to
employ the multiplane machine. This point
has not yet been reached in practice. In many
other ways this distribution of the types would
appear to fit in well with the requirements. A
small machine is essentially one that can easily
be carried about and very quickly erected.
‘There is not the same necessity for the larger
size of machines to be easily packed, and con-
sequently there is not much advantage in a
monoplane, from this point of view, in the
larger sizes.

A biplane has a greater resistance than the
corresponding monoplane, but the difference
is not great. What in the monoplane one
gains by having no plane struts is lost by
the increased size of the under-carriage mem-
bers for a given diameter and arrangement of
propeller.

For machines of an area up to 250 or 275
square feet, a monoplane is the most economt-
cal type, but from this point onward the
biplane is superior.

NAVY AIR PILOT CERTIFICATE

Navy air pilot certificates will now be issued
by the Navy Department to all officers who
qualify. To qualify an officer must make
official application, approved by the senior
qualified aviator present, accompanied by a
brief written report, embracing topics taken
from notes made during instruction, such as:

(a) The principal causes of accidents in
aeroplanes and the applicant's personal views
as to the best means for providing safety in
flight.

(b) Advantages and disadvantages of high
speed, wide range in speed, flying over land
and flying over water.

(c) Relative locations of centre of pres-

Page 217

June, 1913

sure and the centre of gravity in a hydro-
aeroplane or air boat, the location of the lines
of thrust and resistance, effect on centre of
pressure of changes in the angle of attack,
effect of longitudinal changes in centre of
gravity, necessity for “banking,” causes of
“skidding” or “side slipping.”

(d) Phenomena commonly known as “air
holes” and the precautions to be observed in
turning an aeroplane in a strong wind.

(e) Precautions necessary when making a
forced landing in a hydroaeroplane, both be-
fore the wind and against it.

(f) Advantages and the disadvantages of
the different types of aeroplane motors of
which he has knowledge and principal pre-
cautions ‘to be taken in care and handling.

A board, of at least two qualified officers,
will conduct the test for qualification, during
which the following conditions must be ful-
filled:

(1) Attain an altitude of 2,500 feet.

(2) Carry to a height of at least 500 feet
a weight which, combined with weight of
aviator, totals 275 pounds, and cut off motor
at an altitude of at least 500 feet, execute a
glide to the water, and land within 150 feet
of a designated mark. Then, with the power
shut off and the propeller at rest, the machine
must be started again, made to rise from the
water, and after a short flight must be made
to land on the water from a low altitude
within 50 feet of a mark, power being shut
off only on landing.

(3) Attain an altitude of at least 1,000 feet,
then throttle the motor to the lowest point,
and make at least one complete circle or
spiral to a normal landing without further
use of power. Before this test the muffler
should be removed if one has been provided.

(4) Make a straight-course flight in the air,
over water, by compass, at an altitude of at
least 500 feet, between two designated points,
out and back, at least 5 miles apart, with the
wind blowing across the course at least 15
miles per hour. Atmospheric conditions taken
into consideration by the board in judging
whether the courses made were sufficiently
straight.

(5) Make a reconnoissance flight of 20
miles, 10 miles out and to miles back, at a
minimum height of 1,000 feet along shore, in
sufficient proximity to smooth water to enable
a safe glide, to a landing on the water, to be
made at any time. During this flight, which is
to test the aviator’s faculty for observing,
navigating, and controlling simultaneously,
such observations must be made and recorded,
mentally or otherwise, as will enable him on
returning to make a sketch chart of his track,
together with the location of prominent ob-
jects both ashore and afloat, including any
object or objects that may be located by the
board without his knowledge, such, for ex-
ample, as a body of men, a bonfire, or a boat
with some distinctive mark. This chart will
accompany a report of the flight to the board.

The form of certificate will be similar to
the international certificate which is carried in
the pocket but will be waterproof.

Page 218

June, 1913

STEEL PORTABLE SHEDS

The destructive fires which can so easily
occur among the aeroplane “hangars” make it
all the more apparent that a fireproof struc-
ture of some sort is needed to house these
valuable machines and a tempting proposition
is thus afforded to the builders of portable
steel structures.

The C. D. Pruden Co., of New York, who
are manufacturers of portable steel buildings,
at the request of AERONAUTICS, have
given this subject much consideration, with
the result that they have designed a structure
180 feet long, 36 feet wide and to feet high,
which, when divided by partitions, will form
five compartments or sheds each 36 feet
square. The end compartments would have
six wire glass windows while the three middle
sections would have four windows each,
also four skylights installed in each section
would furnish additional light. Six sliding
doors operated upon a circular track would
allow of a total opening in front of 35 feet
4 inches and there would also be one small
door in each compartment. As only steel and
wire glass is used in the construction of these
buildings they would be absolutely fire-proof
and would need no insurance. The buildings
are so designed that they may be readily
moved and we are informed that the cost
would be about the same as those made of
wood.

SIDE FLEV

06 +20

360"

TRUSS SECTION

The buildings are made in multiples of two
feet, and coupled together with patented fin
studs and rafters, and an angle iron base is
used, and a channel iron at the eaves. A
patented lead flashing runs along the ridge of
the roof which does away with all packing
and cementing. The joints are absolutely
weather proof, and the windows are hollow
steel, sash and frame, and the doors are of
the Kalameined type. This structure men-
tioned would cost $4,325 for the whole; the
separate divisions, of course, in proportion.

360"
FRONT ELEV.
SL/DING DOORS

AUTOMATIC STABILITY

In a letter to AERONAUTICS, A. G. Wat-
kins ,of Mechanicsburg, Pa., states that he
has tried out the principles involved in stabil-
ity patents listed in the January number,
1,047,247, 1,047,759 and 1,047,827, one of which
covers the use of cylinders operated by mer-
cury, and the other two covering electrical
devices, and states, “these principles are
valueless: first, because the automatic action
was too slow in operating the ailerons; second,
the means used are very delicate and at any
time liable to get out of order and in no small
way quite an additional weight.”

NAVY AEROPLANES

At the end of June 30, 1913, the Navy will have
2 Curtiss flying boats, 3 Curtiss hydroaeroplanes, 2
Wright hydroaeroplanes and 1 Burgess flying boat.

AERONAUTICS

THE ROBERTS 1913 MODEL
_In developing this new 6-x model the de-
signer has kept in view the requirements of the

Page 219

June, 1913

the combined dual coil and switch is four

pounds and the weight of the battery 5%
pounds,

flying boat and particularly that type of flying
boat in which the motor is located in the hull.

In the 1913 model the gears are entirely
enclosed and running in oil. The gear train
consists of spur gears only, neither bevel or
helical gears being used. -All gears are
mounted on Hess-Bright ball bearings. Ball
bearings are used on distributor which is
carried on Hess-Bright bearings and does not
rub on walls of housing. Ball bearings used
for pump shaft and distributor driving shaft.

Dual ignition is Bosch inductor type giving
an extremely hot spark, Bosch dual coil and
Columbia battery. A new feature is the start-
ing crank which with dual system makes
motor easy to start. Exhaust manifold, fly-
wheel, chain or gear drive can be supplied to
suit requirements. The cylinders are now
iron, aerolite jackets, aerolite pistons, and
have proven very successful in practice. They
were used by Jannus in his record breaking
flight from Omaha to New Orleans. The
aerolite pistons, 414 inches diameter and 534
inches long, weigh but one pound ten ounces
each, as compared to four pounds for the
same piston in cast iron. Crankshaft and the
connecting rods are made of the _ highest
quality of Chrome Vanadium steel, double
heat treated.

The Roberts Motor delivers its rated horse
power at a comparatively moderate speed.
The B. H. P. of the new 6-x is 66 H. P. at
POOOR ein 7Onll at 1,100 R, P. M.
Foeneae eater iso kK. PvMe-and 75 H. P. at
1,225 R. P. M. The actual weight of the new
model exactly as shown in the accompanying
illustrations is 275 pounds. The weight of

SUPRISING RESULTS WITH NEW TYPE
OF WING

It is reported in Aerophile that M. Con-

stantin has applied the principle of the “saute

vent,’ or wind deflector, to the aeroplane
wing, with surprising results. This saute
vent comprises one or more curved plates

with the concavity facing upward and _for-
ward, arranged to deflect the wind upward,
so that an object placed behind and above it
will be sheltered from the wind.

The reason for applying it to the aeroplane
wing is to increase the rarifation above the
wing thus increasing the lift. To accomplish
this the wing experimented with had its enter-
ing edge made with a concavity facing upward
and forward thus producing a rarifation be-
hind this portion. It is reported that both
the laboratory tests, and trials on a full-sized
machine gave results superior to those ob-
tained with the conventional form of wing.
I shall say more about this in the next issue.

M. B. Severs.

John Griffin Hanna writes in to say that,
after a fall on his peanut when his machine
ran into a prairie dog hole, the twenty dollars
was well spent for his Roold helmet even if
worn while grass cutting.

An aviator quotes the Mt. Baker committee
$50 a minute for a night flight. “Maxim’s
prices are a little steep,” said the president;
“suppose he should get stuck up there. He
would break the club in a half hour or less.”

AERONAUTICS

THE SHORE SCLEROSCOPE

Devoting more time and money to the test-
ing of their product, both in the rough and
when finished, than ever before, the Curtiss
Motor Company is subjecting their metals to
chemical analysis before machining, and the
finished parts are tested individually by the
most accurate and up-to-date instruments ob-
tainable. One of the latest acquisitions is
the Shore Scleroscope, here illustrated.

The principle of the “Scleroscope” (Greek
sclero hardness) consists of dropping a mini-
ature tup hammer from a fixed height onto the
surface of the material, the hardness of which
is to be measured. This hammer, after strik-
ing, by no other force except its own weight
(about 40 grains) and momentum, always
rebounds to variable heights depending on the
hardness or amount of resistance to penetra-
tion offered by a metal, hardened steel, carbon,
or any substance which wll take on a per-
manent set.

The hammer

area of the
I-2500 part of a square inch, and is convex,
meaning that not more than half of this area

point is about

comes in contact in testing hardened steel.
[hus 1-5000 square inch multiplied by the
measured impact of 100 lbs. would represent
a pressure of 500,000 pounds per square inch
exerted by the scleroscope on hard steel.

With the scleroscope it is a simple matter
to test each finished part, and to determine
if these parts would be liable to accidents
such as, the battering and shearing of parts
from being too soft in the core when case
hardened; or liable to excessive wear, due to
lack of hardness; or apt to chip from exces-
sive hardness ; or liable to fatigue, due to an
elastic limit that was too low; or liable to
crystallization and fractures from metal hard
but not tough enough,

After duly noting the well-known factors
of ductility, etc. all of these shortcomings

Page 220

June, 1913

are detected instantly by observing the bounce
of the diamond pointed hammer, which
travels in a glass tube like that of a large
thermometer. The height of the bounce as
shown by the scale, determines the quality
of the metal, indicates the carbon content,
improper heat treatment, and a score of other
details.

With this instrument the Curtiss company
tests gears, cams, shafts, valves, and all those
parts of the motor whose life depends upon
the quality of the material used. For ex-
ample, the pump shaft, according to engi-
neers, should show 70 to 80 hard, while valve
lift rollers should be 85 to too hard. And
so on for all parts, springs, bearings, valves
and seats, etc.

REINFORCED WOOD

Patents are being taken out on a system of
reinforced wood by A. G. Watkins, of Mechan-
icsburg, Pa., with the idea of permitting the
use of extremely light and relatively soft
wood in aeroplane structures, in which rela-
tively wide metallic (sheet iron) strips are
imbedded in the wood and then electroplating
the wood with metal, such as copper, to pro-
tect it from the elements and to provide means

Soa
SoooS Soo

for indicating breaks in the wood resulting
from strains or other causes. The illustra-
tion shows a fragmentary view of a strut
constructed in this manner. “The wood is
recessed and the strips secured therein by
glue or cement. The whole is then treated
with a coat of bronze and placed in the bath
of an electroplating apparatus where it is
coated with a film of copper. It is under-
stood that the wood has first been cut to
length and shaped.

AERONA UTICS

ES 1913

Published Monthly by Aeronautics Press
122 E. 25TH ST... NEW YORK
CABLE: AZRONAUTIC, NEW YORK
"PHONE, 9122 MADISON Sa.
ERNEST L. JONES. Pres't — — THOMAS C, WATKINS, Treas'r-Sec'y
ERNEST L. JONES, Editor -- M. B. SELLERS, Technical Editor

SUBSCRIPTION RATES
UNITED STATES, $3.00 FOREIGN, $3 50

No. 70

JUNE,

LOS Vol. XII, No. 6

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

@ AERONAUTICS is issued on the goth of each Month. All

Advertising pages close on the 25th.

copy must be received by the aoth.

@ Make all checks or money orders free of exchange and payable to AERONAUTICS. Do not send

currency. No forsien Sees accepted.

cAero -/Mart

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

MOTORS FOR SALE

ENGINE FOR SALE—8-cyl. ‘“V,” list price,
$1,500; mew, never used. The one who buys this
motor gets one of those few real bargains that isn’t
picked up every day. Thoroughly tested by maker

who desires to sell the last one in his shop. Complete
with propeller, $800. Address, ‘“‘Eight Cylinder,”
eare of AERONAUTICS, 122 E. 25th St., New
York.

HYDROPLANE
H. P. 4-X.

MOTOR for sale.
Used one hour. In_ perfect

Roberts 50
condition.

A bargain. C. K. Myers, Wilmington, N. C.

FOR SALE—A- 50 H. P. Gnome, 1-4-X 50 H. P.
Roberts, propellers and radiators for same. Also
2 Monoplanes in ©. K. shape, cheap. Address,
“Roberts,’”’ care of AERONAUTICS, 122 E. 25th
Street, New York.

FOR SALE—8-cyl. 60 H. P. motor, Bosch mag-

neto, Schebler carburetor,
propellers, $800.00.
machine, tent,
$400.00. F.
ter, N. Y.

radiators, gas tank, two
Tractor Biplane, good exhibition
crates, extra parts, fully guaranteed,
Robinson, 191 Caledonia Ave., Roches-

disagreement of

partners, must
yl. Hall-Scott motor,

ON ACCOUNT
8-cy with propeller

sell 60) H.-P:

practically new, rare bargain, $650.00. Astor Auto
Co., 1606 Broadway.
AEROPLANES

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

MISCELLANEOUS

HY DROAEROPLANES,
MOS —s08 2500 s75 vb Jes
strations. Patterson, A986

AEROPLANES, MO-
Great Bargains. Demon
Trumbull, Detroit,—July.

WISE—One copy of the rare book by John Wise,
A System of Aeronautics, for sale to first comer at

$10. First-class condition. This books is getting
more rare every day. Address Sheahan, care otf
AERONAUTICS, 122 E. 25th St., New York.

WE ARE making contracts for Fair and Park
flights. Get our price. Address, Monoplane Ex-
position Co., 1522 Norwood Ave., Toledo, Ohio.

TWENTY-FOOT BIPLANE
the best, the safest, easiest to
flying in a moderate form.

GLIDERS—Get one,
r operate, and enjoy
You can learn the art of

flying, and also make big money with it. Price,
$35.00 apiece. Audrey Lambdin, Steele, N. D.
FINANCIAL

_I HAVE a 400 H. P.

( aeronautic motor suitable
for trans-Atlantic

aeroplane; $5,000 is needed to
build the machine. I will put up this motor and con-
struct the aeroplane for the above sum of money
and will give half of the Daily Mail $50,000 prize,
when won, to the man advancing above amount.
Have had ten years’ experience in aeroplane con-
struction, and at

t present have assistance of several
expert aeronautical engineers. Stanley Y. Beach,
Aeronautical Editor, The Scientific American, 125
East 23rd Street, New York.

SACRIFICE SALE
1 Hamilton Moe oeae with enclosed fuselage—

without motor.
1 Hamilton

1 Hamilton
out motor.

1 Bleriot

Tractor-biplane—without
Biplane with Hydro

motor.

attachments—with-

Monoplane—without motor.

1 Farman Bipbane, 46 ft. spread of wings—without
motor.

1 Roberts 4-X 50 H. P. Motor.

All the above new.

Several propellers, extra fittings and material. Any
part or all of the above will be sold at extraordinary
low prices to close out. Write at once. Brooks Aero-
plane Co., Saginaw, Mich.,

BOLAND AEROPLANE AND
MOTOR COMPANY

THE BOLAND MOTOR
8 cyl. “V"

RELIABILITY
MAXIMUM POWER.

type 60 H.P. 240 pounds

DURABILITY
MINIMUM WEIGHT.

THE BOLAND TAILLESS BIPLANE

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

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

Factory: Ft. Center St., Newark, N. J.
Office: 1821 BROADWAY, NEW YORK.

OE TE EE IE LTT

TO

wt i

tee

“Making Trouble
for Constructors
and Aviators.

An Aeronautical Writer has “taken his pen
in hand” to indite a destructive criticism of
the Aero Club of Pennsylvania’s bill for
national registration and licensing, saying
that such would work a hardship on construc-
tors and aviators.

Certainly our Government would license
only ‘competent aviators, those who could not
only fulfill the ridiculous conditions of an
international club certificate but prove them-
selves real fliers instead of frequent menaces
to spectators as well as themselves. There is
no hardship there, save for the incompetent.

A national bill would not prohibit one good
flyer from flying in a “licensed” meet, and
let another incompetent. Is there any hard-
ship there?

Would our Government suspend a compet-
ent aviator because he flew in an “unlicensed”
meet ?

The Army and Navy successively more
rigid specifications might be deemed to work
a hardship on constructors, although they
make for quick progress. On this A.W. re-
mains silent.

What's that epigram about a “beam in thine

own eye’?

“Aviators
Disqualified”
This is the heading under which the daily
newspapers told of the disqualification for a
period of C. M. Wood, a well known and
most excellent flyer, and Frederick C. Hrld,
because they flew over or about the field
where the international polo game was being
played. It is as yet uncertain whether the
disqualifying body desires to advance interest
in aviation by depriving many thousands of
spectators at the game from seeing, for the
first time, perhaps, an aeroplane in flight or
whether it is acting as a society for the pre-
vention of cruelty to polo players.

Chronology

of Aviation

The “Chronology of Aviation,” reprinted
and enlarged from the World’s Almanac of
1911, has been issued and will be an invaluable
asset to any enthusiast, library, organization
or aeronautic periodical. It contains a com-
plete review of the progress of flying from its
inception up to 1911 from which date records
have been continuously printed in the various
aeronautical magazines. The booklet has been

prepared by Messrs. Hudson Maxim and
William J. Hammer. A large edition has been
made possible through the co-operation of
Patrick Y. Alexander. A limited number has
been kindly placed with AERONAUTICS for
disposal among its readers and will be mailed
on request upon receipt of a two cent postage
stamp. Copies have also been placed at the
disposal of The Aeronautical Society, The
American Institute of Electrical Engineers,
American Society of Mechanical Engineers,
The Franklin Institute and other organiza-
tions; Mr. Alexander will distribute a large
number abroad. This booklet contains ihe
only record of its kind of early flights. Every
record is complete and verified. Mr. Ham-
mer has devoted six months of indefatigable
effort to produce this extraordinary work.

“T Should Worry”

The failure of our Congress to provide for
our army and navy is not only short-sighted
and unpatriotic but it verges on treason. No
sane business man would build a costly sky-
scraper without having it properly insured,
yet our nation is constructing a canal far
from our borders, costing hundreds of mil-
lions of dollars, which will soon be open and
which is as unfortified as Gowanus, L. I.

selieve me, if England had built that canal,
it would have been bristling with cannon long
ago. The Philippines and Hawaii are to be
had for the taking and our coaling stations
out there are said to be unprovided for. Does
any grape juice dreamer really believe that we
are so near the era of universal peace that a
great and rich nation can safely neglect her
armaments without courting disaster?

Since when has human nature changed?
In spite of Mr. Carnegie’s assertion that we
should not build battleships to rust and de-
cay, let me point to the hundreds of thou-
sands of soldiers’ graves all over our coun-
try and to the hundreds of millions of dollars
in pensions that are appropriated every year,
and say to him and other dreamers—build
warships and pray to God that they may
rust. That is better than to have the invader’s
battalions quartered in our coast cities, maybe
even in the Carnegie libraries that dot our
fair land. Brothers fought brothers in the
war 50 years ago, and we have no reason to
believe that human nature has so greatly
changed since then that strangers will have
more consideration for us than have our
own people. Evolution is slow, and war-
fare may disappear in a million years, but
just now the nation whose motto is “I should
worry” is courting disaster.

R. Es Scorr

AERONA UTICS

SOLE IMPORTERS

June, |

Quality Tires

For Aeroplanes

Wherever you find Goodyear Aeroplane Tires in
use, there you find men enthusiastic over tire service.
These tires, because of their quality, are used and re-
commended by practically all leading authorities.

Here are some of the well known users of
Goodyear Aeroplane Accessories —Tires, Fabric,
Springs, etc.

The Curtiss Aeroplane Co., The Wright Company,
Burgess Company & Curtis, [he Glenn L. Martin Co.,
Thomas Bros. Aeroplane Co., Benoist Aircraft Co.

Fourteen years of tire building experience has
taught us that the larger tires are made, the better
service they will give. Large tires mean greater re-
siliency— greater strength. They minimize the strain

on planes and mechanism due to landing shocks.

So we recommend large tires and build them ac-
cordingly. Build them to stand heaviest strains—
build them to give best service.

We make all kinds of Aeroplane Tires— Single
Tube and Double Tube, No-Rim-Cut and
Clincher types, furnishing rims and built-up wheels.

We also make the famous Goodyear Aeroplane
Fabric—the fabric that stays tight, Unaffected by
heat, cold, moisture. Waterproof qualities make it
ideal for Hydroaeroplanes.

WRITE FOR INTERESTING BOOKLET

Let us send our booklet describing our saving
Aeroplane Accessories—tires, fabric, springs, etc.

The Goodyear Tire & Rubber Company, Akron, Ohio

Branches and Agencies in 103 Principal Cities

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

MAIN CANADIAN OFFICE, Toronto, Ont.

CANADIAN FACTORY, Bowmanville, Ont.

The Bowden Patent
Wire Mechanism
J. S. BRETZ COMPANY

250 WEST 54th ST., NEW YORK

V-Ray Spark-Plugs Never Lay Down

The V-RAY CO. Marshalltown, Ia.

CHARAVAY PROPELLERS

BETTER THAN EVER

Have you seen our new price list ?

SLOANE AEROPLANE CO., -

Write for it.

1733 BROADWAY, New York City.

A price for everybody.

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

June, 1913

ater

ee

3 sf ee
i

The Cavanagh Hydro

BY HARRY SCHULTZ

The model hydroaeroplane shown in the
accompanying sketch and photograph was
constructed by Geo. A. Cavanagh, of Wood-
haven, L. I., one of the most enthusiastic
members of the Long Island Model Aero
Club, an organization which has lately been
doing excellent flying.

This model was much in evidence at the
Aeronautfcal Society's flying tournament held
at Oakwood Heights, where it broke the
world’s record with a flight of 602-5 seconds
duration.

When equipped with a running gear or
landing chassis this model has made flights

Cavanagh Hydro.

DURATION 6072/5 Seconns.

AERONA UTICS Page 225 June, 1913

ae ee ne Ce
Chartered by the University of the
State of New York.

Superior opportunities offered.

Training under Walter E. Johnson.

Learn over land or water.

Complete your course on the S C H ( QO L
THOMAS FLYING BOAT.

Tuition complete, $250.00.
More than 100G0 successful passenger-carrying flights have been

made on Thomas Machines, without a single serious accident.

Thomas Aeroplanes embody the latest American and European ideas
in design and construction.

For full particulars, address

Thomas Bros. Aeroplane Co.

BATH, N. Y.

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

FRENCH AEROPLANES

TAKE NOTICE!

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

ENGINEERS
INVENTORS
AVIATORS
CONSTRUCTORS

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

EL ARCO RADIATOR COMPANY

Broadway and 57th St., New York City

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

20 Rue Ste. Marie Neufchateau (Vosges ’, France Also Maaufacturers of Automobile Radiators cf all types

FOR FLYING BOATS USE
ADAMS-FARWELL JEFFERY’S MARINE GLUE

REVOLVING MOTORS Use our Waterproof Liquid
Glue, or No. 7 Black, White,
or Yellow Soft Quality Glue

HAVE BEEN IN for waterproofing the canvas

DAILY USE FOR covering of flying boats. It

aga Ww FIIllil} not only waterproofs and pre-

TEN YEARS. oo This is our L EPs li} serves the canvas but attaches

es ° new 72 H.P. t IOUID GLUE: 4 it to the wood, and witha coat
F Saar Clouaurny, i} of paint once a year will last
mT Bs = 4 as long as the boat.
a 450 Ibs. thrust Cay een ee call ies Ror geein Gonibinablon with
t with 9-ft. pro- j ee, = ) calico or canvas between
Ua beller of 6-ft. erase veneer in diagonal planking,
itcn, and fc yaterproofing musl
>» ; Ask for our Send for samples, circu- ae Ww re Near tets ma HU:
Rs il Circular No.16A lars, directions for use, etc. =

THE ADAMS COMPANY ae Re eee Be

21 ATHOL STREET, DUBUQUE, IOWA, U. S. A. 201 South Street oston, Mass., U.S.A.

TAOS a 8 nh REE SS

In answering advertisements please mention this magazine.

AERONAUTICS

of over 1,400 feet and 65 seconds’ duration
after rising from the ground.

The fuselage is constructed of two strips
of silver spruce, 36 inches long and % inch by
3-16 inch in thickness. It is braced by a bam-
boo strip 8 inches from the rear brace which
is also of split bamboo 4 inch wide and II!
inches long.

The planes are constructed of spruce and
bamboo, the main spar and the entering and
trailing edges being of spruce and the ribs
bamboo. ‘he main plane has a span of 33
inches, a chord of 5% inches. The elevating
plane has a span of 14 inches and a chord of
3% inches, and is placed on the fuselage ap-
proximately 2 inches from its apex. The edge
of the elevating plane rests on a block %4 inch
high. Both: planes are covered with China
silk and given a thin coat of white shellac.
Each plane has a camber of % inch.

The propellers are ro inches in diameter
and have a pitch of approximately 20 inches.
They are eich driven by sixteen strands of
Y inch flat rubber.

The pontoons each measure 8 inches in
length, 2 inches in width and 34 inch in depth.
They are constructed of balsa wood and cov-
ered with China silk, which is coated with
Ambroid varnish. They are attached to the
fuselage by I-16 in. flat steel wire as shown
in the accompanying drawings. The model
rises from the water after a run of about
five feet.

Do You Not Kno

that WRITTEN TESTIMONIALS are

unworthy of consideration when purchasing an aviation
motor because they are usually written by agents or avia- |
tors who desire free advertising or who feel under obli-
gation to the manufacturer for some favor shown them. }
Written Testimonials are one of the oldest and most
common snares used by many manufactures to further
the sale of their products.

KIRKHAM

AVIATION MOTORS

however do not depend upon written testimonials for f
their sale. We can furnish letters by the score, if you |
so desire, as the percentage of real successes among the
KIRKHAM owners is greater than that of any other
aviation motor.

Kirkham Motors Produce Results

That is the Best Testimonial you can get.

If you are in the market for an aviation motor, send us
your name so that we can acquaint you with the results

obtained with the KIRKHAM motors.

Write today ; it is to your interest to do so.

Kirkham Aeroplane & Motor Co. |

Inc.

SAVONA, N. Y.

Page 226

June, 1913

NEW WORLD RECORD FOR HYDRO

At the meet of The Aeronautical Society at
its grounds, Oakwood Heights, May 30, G. H.
Cavanaugh broke the world’s duration record
for hydroaeroplane models, the time being
€0 2/5 seconds; beating the Selley record of
53 seconds.

Harry Herzog also broke the world’s dura-
tion record for a double tractor hydroaero-
plane model, time 28 2/5 seconds.

Model contests are held every Sunday at
Church and Ralph Avenues, Brooklyn, at
2 P. M., for gold medals. For information,
address Edward Durant, Model Committee
Chairman, Room 218, World B’ld’g., New
York; ‘phone 4000 Beekman, Extension 200.

WORLD RECORDS

The world’s records are now as follows:
Dur., from hand, Amour Selley..... 158 sec.

Dis., from hand, Amour Selley....2,658 ft.
Dis., from ground, L. Bamberger. .1,542 ft.
Dur., from ground, W. F. Bamberger 81 sec.
Hydroaeroplane duration, Geo. A.

Gavan live rnc ecn meres ater aaa 60 2-5 sec
Tractor Hydroaeroplane duration,

Flariy: bl @&Z Opin sth. easier 28 2-5 sec.

Model flying contests are held every Sun-
day afternoon at Ralph and Church Aves.,
Brooklyn, N. Y., for gold medals. Full par-
ticulars may be obtained from Mr. Edward

Durant, Aeronautical Bureau, World Bldg.,
INU Yes City

CONSTRUCTION OF PROPELLERS
(Continued from page 207)

about the edges of the blade, after which a
series of tests under unloaded and loaded
conditions is carried out in exactly the same
manner as described for the other class of
propellers. They are then sand-papered and
finished in all respects similar to the other
type.

When finished, these propellers have a very
attractive appearance indeed, the entire faces
and hub portions of the blades being hard
wood, usually oak, uniform in color through-
out and of exactly similar grain and texture
for both blades. This similarity is obtained
by resawing the lumber into two or three
thicknesses, according to the number of
blades, and using for each blade of the pro-
peller one of the thicknesses sawed from the
same board. The other laminations forming
the backs and interior portions of the blades
are formed in exactly similar manner, the
only difference being that light weight material
is used, the result being that the backs of the
blades are for the most part white spruce or
other very light colored wood in _ pleasing
contrast with the oak of the faces and hub
portions.

These twisted propellers have sprung into
immediate favor with both Army and Navy.
All of the Navy Wright machines are equipped
with them and arrangements are in progress
for adopting them to the same extent by the
Army.

Page 227 June, 1913

PLANES hold the jollowiug records:

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

Records indicate superior efficiency.
Why not get an efficient machine
while you are about it?

The Nex
Benotst

Flying

“* BENOIST AIR CRAFT CO.

Action 6628 DELMAR BLVD. ST. LOUIS, MO.

50 H.P. 80 H.P.

160 POUNDS GYRO MOTOR 207 POUNDS

Endurance Record to Date
4 hrs., 23 min.

From the

“MOTORWAGEN”
of Noy. 20, 1912

In the testing establishment
of Dr. Bendemann at Adleishof
(near Berlin), a 7-cylinder Gyro
Motor was recently tested. In
a 5-hour endurance run and at
1,000 R.P.M., anaverage of 45.7
H.P. was obtained. The fuel
consumed was 14.7 kg. gasoline
per hour and 3.06 kg. lubricat-
ing oil, which is more favorable
than the Gnome motor of the

¥ @Y, same horse-power. The weight

. ot the motor was 73 kg.

ba
Built of Nickel Steel and Vanadium Steel Throughout Send for Catalog

THE GYRO MOTOR COMPANY, 774 Girard Street, Washington, D. C.
BUILD YOUR OWN

Y eee

4 D R () c ee complete oy
‘AaWwings Scale 1

12 1-2% LIGHTER, 15% STRONGER cain i

MAGNALIUM

Prin's 28” x 36

AS THE BEST ALUMINGM CAST- $8.00 oe eee

INGS. WEIGHS ONE-THIRD AS
MUCH AS IRON. : : : : AERONAUTICS, 122 East 25th St., New York

FOR CYLINDERS, PISTONS, as

CRANK CASES, SOCKETS AND - is DON’T write us unless
OTHER AEROPLANE FITTINGS you are inter-
{ ested in a reliable, efficient
i E i and Sec cnice pa want
by é ~ [hat is the on y sind we
Lp * eld, & » build. Four sizes.
Lm . Fa) Reasonable Prices

-—»

j=" ~~ Kemp Machine Works
Muncie, Ind.

G. A. CRAYEN & CO.
S81 NEW STREET, N.Y. C.
METAL DEPT.
MORRIS R. MACHOL

In answering advertisements please mention this magazine.

AERONAUTICS

M.I.T. TO RIVAL SMITHSONIAN

On the request of President R. C. Maclaurin of
the Massachusetts Institute of Technology, Secretary
Daniels, of the Department of the Navy, has detailed
Assistant Naval Constructor Jerome C. Hunsaker for
work at the institute in developing courses in aero-
dynamics, the foundation of all kinds of work with
the aeroplane.

The Institute was the first school in the country
to fit its laboratories with apparatus for investigat-
ing the scientific conditions of wind movement and
pressure with reference to the aeroplane and_ last
year established a course of lectures by Mr. A. A.
Merrill. The resources of Tech. in this department
also include experts in mathematics of aerodynamics,
others skilled in the principles of construction, in
naval architecture, in mechanical engineering. With
the wealth of resource President Maclaurin has felt
that it is time for Technology to go into this im-
portant work of the future in a thorough and
scientific manner, and accordingly he has asked for
Mr. Hunsaker, a graduate of the Institute, a product
of the school whose quality is well known, that he
may look over the field and outline what the best
courses may be in the prosecution of the Institute’s
desires.

The purpose of the courses will be to
if the interest of the country can be
warrant it, systematic instruction in
design in aeroplanes. The

establish,
arroused to
the theory and
backwardness “of this

country compared with those of Europe is notable,
and Dr. Maclaurin wishes Technology to be the
leader, and to take the first large steps, as it has
already taken some smaller ones, towards placing

the study of the
complishments.
the flying
method.

It will be the first idea to send Mr. Hunsaker to
Europe where he may have authoritative access to
the great aeronautic laboratories, Teddington, that
of Eiffel and the German institution, so that he
can bring back to Technology all available informa-
tion. The plan will then be developed and it will
be determined how the new work will best fit in
with the other studies that the Institute has now
already established.

aeroplane among engineering ac-
Even till now the development of
machine has been by the “cut and try”

Since leaving Technology, Mr. Hunsaker has been
assistant shop superintendent at the Boston Navy
Yard. One of his contributions to the matter di-
rectly in hand, aerodynamics, is his translation of
Eiffel’s ‘‘Resistance of the Air and Aviation,’’ which
is in press.

NATIONAL BALLOON RACE

_ Three official entries have been made for the na-
tional balloon race from Kansas City, Mo., July 4th,

which is also an elimination race to select Ameri-
can representatives for the international race at
Paris, Oct. 21st.

The Aero Club of America has no information and
the Kansas City Club does not seem to care enough
about boosting aeronautics to answer appeals for
information. Perhaps at some future day those
claiming to be ‘‘controlling’ the progress of aero-
nautics may reduce theory to practice and do some-
thing.

\mong those mentioned as possible contestants are:
Hl. E. Tfloneywell, the veteran balloon builder, of
St. Louis; H. B. Wild, representing Chicago; Albert
Holz, from Cincinnati; John Berry and William Ass-
mann, for St.- Louis; G. L. Bumbaugh, from Indian-
apolis; A. T. Atherholt, from Philadelphia. Other
names mentioned are: R. F. Donaldson, John Watts,

Paul McCullough and Dr. L. E. :

Page 228

“the trip was over water.

June, 1913

SKY SCRAPINGS
FLIES 250 MILES BY WATER.

Paducah, Ky., May 24.—Tony Jannus and _ his
pupil in_a Benoist tractor hydroaeroplane left here
for St. Louis by the air route, following the course
of the Mississippi River. Nearing St. Louis his gas
gave out for the third time and he had to stop at
the foot of Potomac St., covering practically 250
miles in 7 hours 36 mins. Actual flying time was
4 hours 15 mins. Two stops were made for gas. He
had been giving exhibitions at Paducah and _ had
taken up many passengers while there.

St. Louis, June 17.—With two passengers, Tony
Jannus left in his new Benoist flying boat for Chi-
cago to take part in the Great Lakes Cruise. The
first stage ended at Alton, Ills., a distance of about
20 miles in 18 minutes.

May 31.—Harry Atwood, with a flying boat of his
own design, started to cross Lake Erie from San-
dusky, ©., a distance of about 50 miles. After being
in the air three and a half hours he was picked un
by a tug near Amherstsburg, Canada. On June 4*h
he attempted the return, starting from Ecorse, com-
ing to the water off Sugar Island and being finally
towed in to Sandusky on June 10th. A power bor
found him in the lake at 4.30 in the afternoon and
they reached Sandusky at 1.30 in the morning. He
is now fitting up his old Burgess-Wright again.

June 9.—Weldon B. Cooke flies to Put-in-Bay from
Sandusky and back the following day; distance one
way is 19 miles.

Ithaca, N. Y., May 26.—C. H. Wetzel, Cornell
student, makes glider flight, towed by automobile,

twice around, five times around a circular track and
remained up 4 mins. 25 secs.

May 30.—C. M. Wood, Moisant pilot and in-
structor, flew from Hempstead, L. I.. to the Aero-
nautical Society’s meet at Oakwood Heights, Staten
Island, a distance of around 25 miles, in 1 hour 17
mins., against a very strong head wind. Much of
After participating in the
flights he returned a few days later.

Annapolis, June 3.—Four navy water planes fly to
Chestertown and back, a distance of 59 miles. The
four machines were piloted by Lt. B. L. Smith and
mechanic (Curtiss hydro), Ensigns Chevalier and Bil-
lingsley (Curtiss hydro), Lt. A. A. Cunningham and
mechanic (Wright hydro), Lt. J. Towers and Lt.

T. N. L. Bellinger (Curtiss flying boat).

900 MILES IN ONE DAY

Marcel G. Brindejone des Moulinais, on June 10th
beat all distance records by flying from Paris to
Warsaw by way of Berlin, a distance of 1,500 kilo-
meters (approximately 933 miles), in thirteen hours,
and, excluding stops, attained an average speed of
150 kilometers (93.3 miles) an hour. He accom-
plished this in the competition for the Pommery Cup
—for the longest flight across country from sunrise
to sunset in one day, with stops if necessary.

Brindejone des Moulinais’ actual flying time for the
925 kilometers (575 miles) was 6 hours and 39 min-
utes. “After lunching at Berlin with the military
aviators he resumed his journey to Warsaw, where
he landed safely at 6.15 P. M., well ahead of the
sundown limit.

On April 28 Guillaux flew from Biarritz to Kol-
lum, Holland, 1,000 miles, with two stops, in a little

Custer, of Dayton. over 22 hours, using two days.

-

AERONA UTICS

A New Wright Flyer

We will present this season a new

model, known as Model ‘‘E”, designed

especially for

EXHIBITION FLYING

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

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

All models may be equipped with HYDRO-
PLANES.

The Wright School of Aviation

Our School of Aviation will open at Simms
Station (Dayton) about April rst with a corps
of competent instructors. The school will be
under the personal supervision of Mr. Orville

Wright. Tuition for a complete course will be
$250.00. Enroll now.

THE WRIGHT COMPANY

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

Page 229

June, 1913

Hotel Cumberland

NEW YORK
Broadway at 54th Street

“Broadway” cars from Grand Central Depot in 10 min-
utes, also 7th Avenue cars from Peunsylvania Station

Headquarters for
Aviators and Auto-
mobilists.

New and
Fireproof

Strictly first class.
Rates reasonable.

$2.50
With Bath

and up

Send for booklet

Ten Minutes’ Walk to Thirty Theatres

Hike SL EMS ON

Formerly with Hotel Imperial

PPPS EEEEEEEE EEE ESSE ESE ETT

F NAIAD
Aeronautical Cloth

AND +

Aero Varnish

We were the first in the field,

hohe ofeofeofeofe
tbh

and the test of time is proving

that our product is the best.

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS
101 Franklin Street, New York
oefeefeefosfosfoolecfoepefectertestostecte clealefaefeofectectecfentesteofoofoap

Wr ofe fe of oe obs ofp of cfo nfo ofe of fon fe oho of fe of of oe ofe ofp of ole nfo ofe ote ofeofe fe ofe ote
t eohoofe fo fe fe ofe fe ofa fo fs ofa fe oe of ofe ofe of of obo of ale of oe af af oe ofnale of ofe

In answering advertisements please mention this magazine.

AERONA UTICS

N. Y. AERO CORPS BILL KILLED

From the State Militia Aviation Corps bill, pressed
by the A. C. A. before the Legislature, the Adjutant-
General withdrew his support and the bill was killed.
The bill provided for an aero division of the National
Guard, to include biplane and monoplane equipment
and the necessary fields and flying corps.

HALL-SCOTT SAYS BUSINESS GOOD

The Hall-Scott Motor Car Co. reports a very busy
season thus far. Up to the present month they have
sold ten motors. The 100 H. P. has been flying in

actual test for the last week giving surprising re-
sults. The next issue will have a full description of
this motor which will interest the aviation followers

of today.

NEW CORPORATIONS

The Queen City Aero Club,
Horn and others.

Beachy Aviation Company, Chicago, $2,500;
aeroplane exhibitions, manufacturing also.
porators, Samuel Du Vines, Isaac Tarnopol
V. Merwin.

Itala Aeroplane Company of Manhattan, $100,000;

Cincinnati, DL. A.

give
Incor-
and Ray

George R. Cooper, Arthur D. Lafar, Rubino Plas-
tino, 49 Maiden Lane, New York City.
The Stinson Aviation Company of Hot Springs

filed articles of incorporation with the Secretary of
State recently. The company is capitalized at $10,-
000, of which $3,070 has been subscribed. The in-
corporators are: Katherine Stinson, Emma B. Stin-
son and Abner H. Cook. The general nature of the
business is to buy, manufacture, sell, own and rent
flying machines.
Aero Sales Company, Inc.,

$50,000; George Ulrich, John T.
Sughrue,

Springfield, mirrors,
Tanzey, Charles H.

BUSINESS TROUBLES

Paul Gnauk, a baker, won his suit for the return
of $315 paid to the Milwaukee School and College
of Aviation.

St. Ives, the marathon runner, tried to evade ser-
vice by flying his aeroplane, but when he came down
the policeman was on hand and took him to the jail
for lack of bond. The warrant was sworn out by
Peter McLaughlin for board.

Some awfully unkind and hard-hearted persons al-
lege that process servers have failed to locate George
Beatty, who is said to have gone to England.

BALLOON ASCENSIONS

Arthur T. Atherholt, pilot,
P. T. Sharples in the “Penn. I”
from Holmesburg, Pa.,

Lawrence Hess and
to Lakewood, N. J.,

on June 20.

Portland, Ore., June 6.—E. Unger and 3 passengers
landed at the forks of the Lewis River.

Roseburg, Ore., May 26.—E. Unger, Robert Lead-
better, Luther Page and Earl Stewart landed in an
isolated place in the Cascade Range, 75 miles east
of here.

Kansas _ City,
Quisenberry in
Station.

_ Kansas City, May 30.—Roy F. Donaldson, alone,
in the Topeka I to an island in the center of the
Missouri River 3%4 miles east of Atherton, Mo.

Kansas City, May 25.—R. F. Donaldson and John
Watts in the Kansas City III to Liberty, Mo.

and Geo. E.
to Winwood

May 30.—John Watts
the Kansas City III

LAMSON VS. WRIGHT SUIT
_ The case of Lamson vs. Wright has been dismissed.
Suit was brought against The Wright Company by
Charles H. Lamson for alleged infringement of the
Lamson kite patent in which warping is claimed.
The case was not tried.

‘Page 230

June, 1913

ANDOREW DREW KILLED

Lima, O., June 12.—Andrew Drew, a well known
aviator, was killed at Lima, June 12, while making a

flight in the Wright biplane. He had been in the
air but a short time when the accident occurred.
While flying at an altitude of about 20) fee+, he

was seen to make a turn, at the same time shutting
off the motor. According to the eye witnesses of
the fall, the machine was seen to suddenly dive to
earth, and the motor restarted. As the spectators
ran across the field to the wreck, there was the sound
of an explosion and the wreckage was torn apart and
set on fire by the burning gasoline from the supply
tank. Drew was dead when the rescuers reached
the spot, having been instantly killed. ee
Andrew Drew first obtained aeronautic recognition
as an amateur balloonist. In August, 1911, he went
to Dayton, Ohio, to learn to fly the Wright biplane.

Two days later he made his debut at the great
Chicago meet where he won several places in the
events.

Drew established a unique record, by making up

to the time of his death, 1,700 flights without an
accident of any kind, and proved his skill under all
conditions of flying.

TWO FAL 1650 FEETIN HYDRO-ONE
ESCAPES

Ensign W. D. Billingsley, of the ‘Navy, was
thrown from his hydroaeroplane at a height of over
1650 feet into the water and was drowned, on June
21, at Annapolis. Another pilot, Lieut. Towers,
was a passenger with him in the B-2 Navy Wright
machine fitted with float on their week-end run to
Kent Island. Billingsley had not been flying alone
in that machine very long, having been handicapped
by delays due to experiments with various motors.
When over the bay, five miles from Annapolis,
about 1650 feet up, the tail suddenly lifted and
Billingsley, wiih both hands on the levers, of course,
tried to pull back but he must have had sufficient
momentum to prevent his recovery and he
headforemost out of the machine. Towers grabbed
the nearest upright and hung on. About midway
down the fall was tamped by the machine turning a
somersault. Towers tried to get hold of the levers
but found the strain on his grasp too great. When
nearing the water Towers swung clear and on rising
to the surface found the machine bottom, clambered
up on the pontoon. The fifth rib on one side was
broken and contusions of the muscles of loin and
other bruises were sustained. His condition looks
favorakle for recovery.

pitched

DEATH OF GARDNER

Fred F. Gardner, of Portland, Me., student at the
Curtiss school was drowned in Lake Keuka, Ham-
mondsport, when he attempted “too sharp a turn.

Chicago, May 31—James Colovan, a young amateur
flyer, was killed to-day by the overturning of his
home-made Curtiss-type biplane. Colovan’s machine
caught in the branches of a tree. His motor was
doing poorly and after deciding to land, changed his
mind and attempted to clear some trees but failed.

WRIGHT WINS DAMAGE SUIT

Of interest to all flying exhibitions is the recent
decision in the United States Court in New York,
Justice McCoomb, June 10, in the damage suit
brought by Mary Lynch, of Milwaukee, against The
Wright Co. Arch Hoxsey met with an accident at
a state fair at Milwaukee in September, 1910, and
the fall of the aeroplane in an enclosure in front
of the grandstand was alleged to have injured Mrs.
Lynch, and suit was brought for $25,000 damages.
Witnesses were produced by the Wright Company to
show competency of Hoxsey and the perfection of
the machine of that time. The jury rendered a
verdict for the defendant ‘as no negligence had_ been
shown by the plaintiff. Another suit of a similar
nature was decided last year in favor of the de-
fendant company, growing out of an accident at
Asbury Park. One more suit is pending. A_ pre-
cedent has thus been established for the guidance
of the Court in future. The Lynch suit is the first
aeroplane damage suit ever to have been decided by
a United States court in this country, and the sec-
ond of its kind on record here.

AERONA UTICS Page 231 June, 1913

A MILE A MINUTE WITH A ROBERTS 4-X, 50 H.P.

1913 Send _for

model catalog
six-X and letters
ready from users

F. C. Hild (Monoplane) Racing Billy Watson

‘Photo shows finish of five mile race on Long Island Speedway with my A. A. S. H. Monoplane{(Roberts
4-X) winning by ten feet over Billy Watson in Simplex racing automobile i i

‘*My Roberts motored monoplane has been doing practically all the flying at Hempstead Plains this spring
and the whole of last winter. All told, I have flown over 2500 miles in the past eight months and the motor to-
day is as good if not better than when it left your factory.”’ PREDERICK © HILD:

STANDARD EQUIPMENT, PARAGON PROPELLERS

The ROBERTS MOTOR CO., 1450 Columbus Ave., Sandusky, Ohio

Now Ready
The Airman’s Vade-Mecum

ALBATROSS ENGINES

Made in two sizes

50 H. P. 6-cyl. Air-cooled, jvsight
PRICE, $650.00 Complete

100 H.P. 6-cyl. Water-cooled, 3ycisht
PRICE, $850.00 Complete

“NO. 1,” METEOROLOGY
By Colonel H. E. Rawson, C. B.

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

CONTENTS: Introduction and 5 Chapters on
Temperature, Pressure, Wind, and Precipitation.
Weather Forecasting. Index.

(/llust+ ated)

Price 40 Cents Net Post Free

Catalog Free Agents Wanted

ALBATROSS COMPANY

DETROIT, MICH.

‘““AERONAUTICS,’’ 3, London Wall Buildings,
London Wall, London, E. C.

WIRE

We make an extra high grade
plated finish wire for
aviators’ use.

Printers, Stationers
Lithographers

STYLES & CASH

ESTABLISHED I505

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

135 W. 14th STREET - - NEW YORK

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the cheaper kind.
Get our 40-page catalog “EVERYTHING AVIATIC”

FOR FURTHER INFORMATION ADDRESS

John A. Roebling’s Sons Co.
TRENTON, N. J.

and a small order will tell you why those who know

send to us when they want the best at the right price.

Let us give you a special figure on that supply list.
HAMILTON AERO MFG. CO.

208 30th Avenue Seattle, Wash.

AERONA UTICS

IMPORTS AND EXPORTS

Imports for April totaled but one machine valued
at $900; for the ten months ending with April 13
were imported, with parts, at a value of $52,696.
No exports for April; for ten months ending then
25 machines were sent abroad, with parts, valued at
$96,974. No exports of foreign machines during
April, though 4 remain in warehouse at a valuation
of $10,084.

NEW CERTIFICATES ISSUED

224. W. Knox Martin, Dominguez Field, Los
Angeles, Cal., Deperdussin monoplane, March 29,
1913.

225. S. F. Samura, Dominguez Field, Los Angeles,
Cal., Curtiss biplane, April 8, 1913.

226. Edward Olivier, Dominguez Field, Los
Angeles, Cal., Curtiss biplane, April 8, 1913.

227. Tokuji Nakamura, North Island, San Diego,
Cal., Curtiss biplane, April 28, 1913.

_ 228. Theodore C. Macaulay, North Island, San
Diego, Cal., Curtiss biplane, April 28, 1913.
229. G. Rush Strong, North Island, San Diego,

Cal., Curtiss biplane, April 29, 1913.

230. Arthur Blasiaer, Bath, N. Y.,
biplane, April 9, 1913.

231. Robert Hoshino, Los Angeles, Cal., Deperdus-
sin monoplane, April 26, 1913.

232. George A. Rawson, Bath, N. Y.,
headless biplane, May 12, 1913.

233. Lawrence O. Stroud, San Diego, Cal., Curtiss
biplane, May 14, 1913.

Headless type

Thomas,

234. James D. Hill, San Diego, Cal., Curtiss’ bi-
plane, May 14, 1913.

235. Alex “hs Hemme, San Diego, Cal, “Curtiss
biplane, May 17, 1913.

236. Bernard F. Marusky, Bath, N. Y., Thomas

biplane, March 18, 1913.
237. Morris R. Triest, Dayton,
plane, Model B., June 2, 1913.

Ohio, Wright bi-

WRIGHT CHARGES NO ROYALTY

It may not be generally known that The Wright
Company no lenger charges operators of Wright ma-
chines in profitable exhibitions any royalty fee, this
dating from the first of this year. The purchaser of
a Wright machine now has the free and unrestricted
use of the machine. This action will give users
more of an advantage in competing for exhibition
contracts, in addition to which, the new exhibition
machine has many advantages over the standard for
this sort of work.

Page 232

June, 1913

ATWATER JOINS SLOANE

William B. Atwater, has become associated with
John E. Sloane, of the Sloane Aeroplane Co., in
the manufacture of aeroplanes and hydroaeroplanes.

Atwater first took up flying in 1911 in California.
He and Mrs. Atwater were greatly interested in
the sport and he was the first sportsman to buy a
hydroaeroplane.

After obtaining his license, No. 98, he and Mrs.
Atwater made a great number of flights together
in California and he participated in the Los Angeles
meet of 1911. Shortly after they made a trip around
the world and took their hydroaeroplane with them.
He made his first flights in Japan the end of April.
After this Mr. Atwater made a number of demonstra-
tion flights in different parts of the Empire, all of
which were very successful. His fareweil flight in
Japan was made over Mississippi Bay, the place
where Admiral Perry landed on his mission to open
the Ports of Japan to the commerce of the world.
Some of the head hunters from Formosa who were
visiting Japan in charge of the military authorities,
were invited to fly with Mr. Atwater, but they were
greatly alarmed at the prospect. From there Mr.
Atwater flew in China, Strait Settlements and Manila.
A feature which was of great interest to the orientals
was the fact that Mrs. Atwater so often accompanied
her husband on his flights. Mr. Atwater will have
charge of the demonstrating, school and exhibition
work for the Sloane Aeroplane Co., and will conduct
their machines in all the big competitions in this
country and abroad. He served in the Navy during
the Spanish-American War, becoming a non-com-
missioned officer. He is a member of the Elks and
Odd-Fellows.

BOOKS RECEIVED

THE AIRMAN’S VADE-MECUM, No. 1, Mete-
orology, by Col. H. E. Rawson, C.B. 16 mo., boards,
65 pp., half-tone illustrations and diagrams. A popu-
lar and interesting treatise on meteorology as ap-
plied to aeronautics. Published by Aeronautics, 3
London Wall Bldg., London, England, at 40 cents.
Lamson vs. Wright Suit

is being piled up
day ought to put
Wildman in the

The actual flying mileage that
at Hammondsport from day to
J. Lansing Callan and Francis
Michelin Trophy Class. During three days Callan
flew more than 1000 miles; it is seldom that he
flies less than 250 miles in a day, and on several
occasions this spring he has passed the 400 mile
mark. Wildman does almost as much, but his

European trip upset his milage total by a break of
two

or three weeks.

a

1

sabi

|
|

o sm

Knabenshue’s Dirigible

AERONA UTICS

Page 233

June, 1913

THE AERONAUTICAL BOOKSHELF

Epitome of the Aeronautical
Annual By JAMES MEANS

In one volume is contained the principal articles from
the three annuals of 1895, 1896 and 1897, published by Mr.
Means. Contains the theories and experiments of Cayley.
Wenham, Lilienthal, Maxim, Langley and others, written
by themselves. Fundamental factsare given. One of the
absolutely necessary volumes, Ill., 224 pp., $1.12

The Problem of Flight

By HERBERT CHATLEY
A strictly technical book for the engineer.
Ill., 119 pp., $3.50

The Conquest of the Air

By the Late SEN A. LAWRENCE ROTCH

A popular but authoritative book on
the Ocean of Air, History of Aero-

station, Dirigible Balloon, Flying
Machine, The Future of Aerial Navi-
gation. Ill., $1.10

Aerial Navigation
By DR. ALBERT F. ZAHM

In popular terms Dr. Zahm portrays
the progress of aeronautics, leaving out
unproductiveexperiments. The pilots
of today know little of the history of
the machine they use daily. The per-
centage of those whoare familiar with
progress is small. Dr. Zahm writes an
absorbing volume which must take its
place on every bookshelf.

lll., 486 pp., $3.00

Art of Aviation

By ROBERT W. A. BREWER

One of the best handbooks on avia- :
tion. Semi-technical. A really valuable book for the
amateur, experimentor and pilot. lll., 266 pp., $3 50

Langley Memoir on Mechan-

: : By Prof. S. P. LANGLEY
ical Flight and CHARLES M. MANLY

In this ponderous volume is found additions to Professor
Langley’s previous work and contains wonderful photo
graphs and scale drawings of all of the models and the
engines constructed and tested by Langley and_ his
assistant, Mr. Manly. The mathematician will delight
in the formulae and the practical man will find a vast
amount of data. One of the scant dozen “best books.”
4to, 320 pp., $2.50

Loening’s

| Brewer’s

TION”
| Hayward’s

Handsomely ill.,

Curtiss Aviation Book

By GLENN H. CURTISS and AUGUSTUS POST

A popular book. Describes Curtiss’ flights, his early
life, how he planned and worked out his machine—close
view of the man. Other chapters by Lt. Paul Beck, Lt.
Ellyson and Hugh Robinson. , 307 pp., $1.49

| indispensable Rooks

| Langley’s “MEMOIR”
Langley’s “EXPERIMENTS”

Maxim’s “ARTIFICIAL AND
NATURAL FLIGHT”

“MONOPLANES
AND BIPLANES”

Means’ “EPITOME”
“ART OF AVIA-

*“ PRACTICAL”
AERONAUTICS

Bird-flight as the Basis of

Aviation By GUSTAV LILIENTHAL

and a ve ilienthal.
, 166 pp., $2.50

The Aeroplane in War

By C. ee WHITE and H. HARPER
A book with prophecies of the future. lll., $3.00

Experiments in Aero-
dynamics By Prof. S. P. LANGLEY

This with the other Langley book forms the keystone
of the aeronautical library. Purely technical. Details of
the experimental machines of Professor pane ly: The

Indispenese book. Ill. $1.50
Artificial and

Natural Flight

By SIR HIRAM MAXIM
Concise history of development of
flying machines and Maxim’s own ex-
perimental work. There are but few
worth-while technical books on avia-
tion. This is one. Ills., 172 pp., $1.75

Monoplanes and

. By GROVER
Biplanes C. LOENING

Covers design, construction and
operation. The author has taken the
work of the best known experimentors
and analyzed the results, comparing
them and averaging. Another nec-
essary book. I'l., 345 pp., $2.50

How to Build an Aeroplane

By ROBERT PETIT

A handbook for the young man in school, or beginning
building for amusement. A semi-technical book, simply
written. ili i3iipp:, $1.00

Covers the gliding work of O.

Building and Flying an
Aeroplane By CHAS. B. HAYWARD

A practical handbook, covering construction of models,
gliders and power machines. Ill., 160 pp., $1.00

Practical Aeronautics
By CHAS. B. HAYWARD

Aeroplanes, Motors, Propellers,
800 pp., $3.50

Treatise on Dirigibles,
Practice, Future, etc. Iil.,

AERONAUTICS,

122 E. 25th St., New York

In answering advertisements

please

mention this magazine

Pege 23 June, 1913

AERONAUTICS

U.S. Patents Gone to Issue

Copies of any of These Patents may be Secured by
Sending Five Cents in Coin to the Commissioner
of Patents, Washington, D. C

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

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

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

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

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

ISSUED MAY 13, 1913

1,061,484—Thaddeus S. C. Lowe, Los Angeles, Cal.,
BALLOON-DIRIGIBLE in which a flexible casing
secured to the gas bag about at median line extending
down in form cf an inverted cone to concentrating
ring, propelling means and arrangement for conduct-
ing exhaust engine gases into space between gas bag
and the conical casing.

*1,061,701—Paul Stumpf and Josef Schroeder,
Berlin, Germany, CONTROLLING DEVICE for fly-
ing machines, consisting of rotatable shaft, sprocket
attached thereto, shaft on said rotatable shaft and
transverse thereto, actuating device «journaled on
latter, sprocket sleeve loosely on rotatable shaft and
bevel gears connecting latter sprocket and actuating
device.

1,061,870—Vincente L. Rodriguez, Douglas, Ariz.,
HELICOPTER.

*1,061,917—Silas N. Malterner, Canton, N. Y.,
AEROPLANE means for adjusting angle of main

planes in same or opposite directions by the operator
leaning in his seat against shoulder braces.

1,061,961—William McCairns, Eldorado, Ills., PRO-
PELLER inclosed in a chamber comprising a plurality
of other sections.

ISSUED MAY 20.

1,062,007—Oren Hill, North Conway, N. H., FLY-
ING MACHINE, in which wings are revoluble on
longitudinal axis between front and rear beams
and have plurality of angularly related surfaces.

1,062,055—-Rene Tampier, Paris, STEER-
ING GEAR for aeroplanes.

1,062,074—Peter Allinio, Rust, Cal., AUTOMATIC
BALANCE, in which ailerons are operated by pendu-
lous car or boat.

1,062,116—E. J.

France,

and S. A. Randall, Rochester,

Nom STABILITY device; ailerons operated by
swinging or sliding platform.
1,062,545—-Chester Arthur Lewis, St. Louis, Mo.,

AEROPLANE.

1,062,572—Charles E. Smith, Paterson, N. J.,
TANDEM AEROPLANE, in which wings are made
in sections, means for securing sections rigidly to
each other and to hollow body suspended in a plane
below the wings; motor in body and propellers above
body and between supporting wings.

ISSUED MAY 27

1,062,772—Halvor Olsen Eiane, San Diego, Cal.,
STABILITY device in which main planes are capa-
ble of change in angle by rotating about front edge,
with warping arrangement; vertical surfaces between
members of front outriggers which swing in unison
about vertical axis and adopted to respond to air
currents to the extent allowed by springs.

*1,063,137—Albert O. Paulson, Los Angeles, Cal.,
STABILIZER. Positioned like the usual ailerons,
between the planes, are hinged horizontally disposed
frames, capable of movement about transverse axes
in the common manner. Each frame has a series of
blades pivotally mounted on fore and aft axes ap-
proximately 10° off from direction of flight, the
forward ends of said blades being farther from the
central line of the machine than the rear ends, the
blades being set at a lifting angle normally; means
for closing the blades at one side, automatically or
otherwise, to produce increased lift and for swing-
ing the blades in the other frame to a direction the
reverse of normal to produce a retarding movement
in flight, ete.

ISSUED JUNE 3
1,063,204—Henry J. Kraft, Chicago, Ill., AERO-

PLANE. Kite-shaped monoplane, warping surface,
upturned tips, vertical and horizontal rudders.

1,063,306—Joseph Volpe, New York, N. Y., AERO-
PLANE. Combination of propeller mounted uni-
versally to rotate in various planes for guiding the
machine, propeller shaft, motor between aviator and
propeller, and connections.

1,063,309—Vincent Wisniewski, Berlin, Germany,
PROPELLER, consisting of circular frame, transverse
wires, hinged flaps that open or close when frame is
moved in one direction or the the other, etc.

1,063,315—Jesse W. Baker, Pittsburgh, Pa.,
MONOPLANE, wings, with rear portion flexible,
pivoted on transverse beam, means for controlling its
inclination, means for flexing either wing; vertical
steering rudders beneath forward end of body, and
vertical and horizontal stabilizing planes at rear end
of fuselage.

1,063,432—Edward D. Green, Chicago, Ill., STA-
BILITY device, comprising shaft-driven propeller
and gyroscopic wheel mounted on same shaft, having
rim encircling said propeller, unidirectional clutch
coupling, which permits wheel to be driven by same
shaft but capable of independent movement in the
same direction, etc.

1,063,536—William Franklin
Mass., TOY AEROPEANE.

1,063,722—Montague Palmer,
STRAND-TWISTING DEVICE.

1,063,802—Greenow Johnston, Richmond, Va.,
AEROPLANE, in which a series of vertical vanes
are pivoted above upper plane and below lower plane,
with means for turning upper ones at one end simul-
taneously with lower ones at other end.

Haley, Springfield,

New York, N. Y.,

1,063,805—Robert Krause, Cologne, Germany,
AEROPLANE.
1,063,843—Albert Sugden, Stratford, Ont.,

Canada, AEROPLANE of tandem type, with front
and rear planes mounted on transverse rock shafts.

ISSUED JUNE. 10

1,064,015—Fred Louis Schaufler,
FLYING MACHINE.

1,064,162—Axel R. Nordstrom, West Lynn, Mass.,
PROPELLING MECHANISM, consisting of two
motors working independently or together, three pro-
pellers.

1,064.232—Herman Leineweber, South Chicago, IIl.,
FLYING MACHINE. It would take 19 pages to ab-
stract this patent. There are 88 claims.

1,064,240—Norman W. Mohr, San_ Francisco,
Cal., COMBINED AEROPLANE and DIRIGIBLE.

1,064,600—David Blaser, Milan, Ill., FLYING MA-
CHINE.

Mattoon, IIl.,

AERONAUTICS Page 235 June, 1913

Vulcanized Proof Material

For Aeroplanes, Airships, Bailoons. First Rubber-
ized 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 Wittemann’s. All motors
guaranteed. Immediate delivery.

Experting

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

Private Flying Field

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

CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York

AEROPLANES

In answering advertisements please mention this magazine.

AERONA UTICS

ge 236

Pa

Index for Volume XII

the first issue,
started with the

Notre.—Volume I started with
that of July, 1907. Volume II
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
started with the July, 1910, issue. Volume VIII
started with January, 1911, number. Volume IX
started with the July, 1911, issue, Volume X with
January, 1912, Volume XI with July, 1912, and
Volume XII with January, 1913.

Only principal articles are indexed. News notes
in general, and smaller mentions are not indexed.

JANUARY, 1913
PAGE

The History of the Flying Boat, with drawings 5
The Benoist Flying Boat, with scale drawings... 16
On Aeronautical Motors, by A. Hyatt Verrill 20
New Developments in Aeronautics—Test of Gyro
Moton, | Conipnesseds Ain “Starter. cv. -ici e -u 28
News in General, including: American Military
Aeronautics, Auto Club Motor Prize, Jannus’

Mississippi Flight, Maximoior Engine....... 32
Deathwormel rank b olar diese tate cl-telsts ole erste 34
Pat enitcmalissie de yersactetenensisnwaretereuelcistoliclisrers eere/ajoin 0% 36

FEBRUARY, 1913
The Influence of Aerodynamical Laboratories

and the ‘‘Autostable’’ Flying Machine, by

Gap teen elena CharmibexStarege viet: -1- lereiel shor= els iris 45
Rateritsmmlssted ieee cisestrste terete oi eas oleliowstonsnaroheveye:s 48
Tandem Surfaces and the Gliding Angle, by

Ae Nee Mie rsrsi lls airs, oc aear a ciaverevssetet tle veveuvhis ci elemerens.euelere 49
How an Aero ‘lire is Made, by E. R. Preston 50
InventedmeNeroplane Motors sei. - ct ctcscctss cycles ¢ 51
On Aeronauiical Motors, Continued from Jan.

Dye An LIM errilllmtavetacare eens 2tehereicrere alors eueveust es 52
Curtiss Military Tractor, with drawings........ 54
“Miss Columbia’ Flying Boat, with scale draw-

NIMS ReereeNe Teenever ear Nesp see sear etone: sfaremconccena tele! scala 'sia:.eleuens 56
Burgess “Coast Defense’? Hydro, with scale

ANGE ATNGE GS atete tere par ove) cate ncdodavouanobercieleee ovate iors eaters: sire 58
New Cooke Tractor, with scale drawings...... 60
Wario itsi eV Vine eWOn eS UttS|a7 oiteiei cee: slotejetsteile/o si ret 62
New Developments in Aeronautics—The New

Curtiss ‘‘Six-Sixty,’’ Electric Starters for

PNEKO DALES iets tatsiel clove cena ebeodcuteorsesereiiens ctaveletels 66
News in General, including: Government Re-

quiremenis and Tests, New Corporations.... 74

MARCH, 1913
Wright-Curtiss Litigation, full report of Curtiss

USE are cheesey SM Ce rame eee ricteireest oe ere Moravec ere tives 85
Court of Public Opinion—History of Wright

SUIS ete eee pens cotton teu srarenentetecerove hence eaicectatch a Soarertets 90
Some Light on the Patent Situation, by Lee

See UETI CSCW imrarese cic le eyuisusiateienerstelerciodersels cvelers 91
Wright Versus Curtiss, by Albert Ax Merrill 93
Curtiss Flying Boat, with scale drawings...... 95
New Developments, including: Goodier’s Launch-

ing Car and Turntable, Dr. Bell’s Stabilizer,

U. S. Army Aeroplane Ten‘s, Spratt’s Buoy-

ancy-Indicator, Propeller Efficiency, New

Boland Tailless, Wire Bending Tool, Aero-

plane Release Device, Elliott Instrument

Board, Berthelot Bomb Device........... 96, 102
Army and Navy /Appropriations............... 98
Governmental Aeronautics: Aerodynamic Lab-

OL AOU Vie mevobenel-taeeren tas aspen Rare eet SPE 108
Kedexal Ss ControlMot vAvaationmssmncee conse aoe 104
News in General, including: National Registra-

tion Bill, Imports and Exports, New Corpora-

tions, Curtiss Runs Motor 40 Hours, Kemp

IRctinG, AMKonoss Sy MEMOIR nos ooooscoedeoods 11 OS elaez:
Patents, Alissuedi herr. svercegermiontein sieiscietoe len © ee 116

APRIL, 1913
Flying Boats and Motor Boating, a Symposium 125
On_an Article Entitled: ‘‘An Analysis of the

Forces of Flight,’ by Prof. Herbert Chatley

anda GeomAce Spraliten iamepeerree teeel errr i 2 28
International and American Aeroplane Records 130
Technical Talks: Centre of Pressure, Result-

ant, Tandem Planes, by M. B. Sellers...... 131
Some More Recent Experiments of M. Eiffel,

by (Mi. BaSellers areca aioe oe een 132
On The Wiright shatente: Decisions. seinen 133
New Developments in Aeronautics, including:

The New 80 H. P. Gyro, Aileron Equalizer,

Spring Axle, Aeroplane Mapping, On Mono-
plane Accidents, Cedar Boat Lumber, Neces-
sity of Excess of Power, Automatic Balance,
Three-Bladed Propellers, Aerial Navigation in

June, 1913

Germany, Harlan Bomb Dropper, S. A. F.
Speedometer, Sparman Teaching Machine,
Waterproofing, Composition’... 64) ose eee 134, 142
Army News—New 2-man Record.............. 146
Patents’ Wsstied stant sce cee ee eee 148
News in General, including: Death of Lieut.
Rex Chandler, $77,200 in Prizes for Security
in), Aeroplanes! ictecliys ciarstoee ie keer eee 150-154
Gyroscopic Effect of Rotating Engine......... 154
MAY, 1913
The Analysis of Pressure The Location of
The Centre of Pressure, by Geo. A. Spratt, Jr. 165
Technical Talks: Aerodynamical Resistance of
Solid) Bodies; by Mi Bs Sellerseeeee eens 168
An Analysis of Mouillard’s Claim Twelve, by
INoysey wacky WiGsalll, Go éeqnamocacaconeccan 169
The Boland Tailless Biplane, with scale draw-
55 6 =< eR eR ret ear Cras ta Soe steG ny Clo Galo.oic 170
Burgess 1913 Naval Flying Boat, with scale
drawings: fw ecclde seco Moitiee a stonete eee eee 172
New Thomas Biplane, with scale drawings...... 175
New Developments in Aeronautics, including:
Model O-X Curtiss Motor, Test of Sturtevant
Motor, Pedersen Lubricator, Curtiss Flying
Boat, Proofing Flying Boat Hulls, Light-
weight Engine Parts, Massachusetts State
Tse We ise ates rovaht voce Suh crete kc eset eee aS 178, 188
Model Notes, with scale drawing............. 190
News in General, including: Imports and Ex-
ports for 1912, Incorporations, Knabenshue
Airship, Langley Tablet, 21 Aeroplanes for
Army, Death of Lieut. Park and_ others,
New Pilots, Hydroaeroplane Pilot Rules 192, 194
Patents) issued tcc c ccsilebcleders cratsterekecsinialat ikea anne 196
JUNE, 1913
Construction of Propellers, by Spencer Heath 205
Technical Talks—Lateral Balance, by M. B.
Sellers. ie rit ienattuer annie esey akan aleneiere re memen eaten 208
Dyott Monoplane, with scale drawings, etc..... 209
McCormick’s Curtiss Flying Boat, with
GA WATS Pi ecole. toneliceetalelieesdetaie) iatey eer epee NRC Rete eRe
Reid and Vilas Curtiss Flying Boat, with drawings 214
New Developments, including: Army Aeroplane
Wireless Set, Army Aviators Pilot Tests,
Monoplanes vs. Biplanes, Navy -Pilot Cer-
tificate Conditions, Portable Steel Sheds, Auto-
matic Stabilizing Devices, Description Roberts
1913. Motor, Shore Scleroscope, Reinforced
Woods 22 dacatcthvera ch siete kepoaterore: combate ieeuiae Relea oer
Cavanagh Hydro Model, with scale drawing.... 224
T. Aero Laboratory, National Balloon
RACE wads re edetsna nate cnet Wisp ee aie Ne Rarer ue eRe Romeo 228
Lamson vs. Wright Suit, Deaths of Drew, Bill-
ingsley, Gardner and Colovan ..........:..0. 230
Wright Wins Damage Suit in Accident Case.. 230
Imports and Exports, New Pilots, Knabenshue
Darieaib lem He ercveeversse stetetckon nese toesieieteteci es eer nena 232
Patents” Isswed® cscs Sipinie< doretsscio cies -getehe See eee 234

DETROIT ARO POWER PLANT

compLete $300 Reavy To RUN

INCL. PROPELLER-CARBURETOR-BOSH MAGNETO,
OIL PUMP-CABLE -SWITCH-MOUNTING BOLTS. ¥

~'S GUARANTEED T0

2!0LBS. MIN.STATIONARY THRUST
158 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.

DETROIT MICHIGAN

AERONA UTICS Page 237 June, 1913

Ate surprising the
natives of Porto Rico

Harry Bingham Brown

The Greatest of the Great

has returned to the States and
will demonstrate shortly the
Greatest piece of Aerial Inge-
nuity ever projected by man

Assisted by

Law and Lapham

The Two
DARE-DEVILS OF THE SKY

under contract to perform the

“Stevens Pack Act”’

during the Season of 1913.
Managers of high standing that

want something extraordinary
will do well to address

A. Leo Stevens

Box 181, Madison Sq. N. Y. City

In answering advertisements please mention this magazine.

AERONA UTICS fo 238 June, 1913

eee AT ENTS sccureo on ree 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.

Fe cfochosfefochocdefocfococfoafoede focfoefofonse of

LEPPEPEEEE EEE EEP EEL Ph EP seed feoferforde forse forte clo cfecfonhe fondo fo foofe faofs cfocfeofecfoofecfoafefedfodfeats

PATENTS PATLEN as

HONEST ADVICE AND REAL PATENTS

Patents and patent causes. S: ecialist
in Aeroplanes and Gas Engines.
JOHN O. SEIFERT
50 Church Street New York, N.Y.

PATENTS
AEROPLANES and
FLYING BOATS

That Won’t Tip Over

CHARLES H. PURE GE: South nbeewret, Me.

Special grades of Bamboo for Acconange Work. Reed,
Rattan and Split Bamboo for models. Tonka Rattan
for Skids 114 diameter and under any length.

J. DELTOUR, Inc, 804-810 Jefferson St.,

Hoboken, N. J.

PEROPLANE CLOTH

Samples and prices on request

JOHN BOYLE & CO., Inc,

112 Duane Street, New York City

JOURNAL OF THE UNITED
Se AES ACR Te iE R Y,

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

Published under the supervision of the
School Board, Coast Artillery School,
Fort Monroe, Virginia.
$2.50 a year.
With Index to Current Military Litera-
ture, $2.75.
eee

30 McGill Bldg.

Cc. L. PARKER
Ex-member Examining Corps, U. 5. 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.
WASHINGTON, D. C.

oa Ideal % Plans and Drawings
are accurate and areaccompanied by
. SS clear, concise building instructions,
: A | postpaid at the following prices:
eae, Wright 3-ft. Biplane, 25c. Bleriot 3-ft.
zs Monoplane, 15c. “‘Cecil Peoli’’ Champion
Racer, 25c. Curtiss Convertible Hydro-
aeroplane” ree 35c. Nieuport 3-ft. Monoplane, 25c.
COMPLETE SET OF FIVE, 3 $1.00 Postpaid
Send for our new40-pp. “Ideal? Model Aeroplane Supply
catalog, fully illustrated. 5c. brings it. (None free.)
IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, New York

READY FOR POWER

WILSON -

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.

Q

Building Season Now On

Full line of woodwork, Metal Fittings and
accesories for all types in stock, readv for
immediate delivery.

Builders should have our catalogue, de-
scribing 750 parts and fittings, for reference.
Buy Direct From the Manufacturers

and Save Money and Time

Send 10 cents for catalogue

Cordeaux - Etter Mfg. Corporation 025
(formerly New York Aeronautical Supply Co.)

11, 13, 15 McKibben St., Brooklyn, N. Y.

AERONAUTICS

Maximotor Makers, Detroit, Mich.

Dear Sirs :—Wish to inform you that I have today successfully filled the fete

The MAXIMOTOR
stood with me right through to the end and no other motor on the field has anything
I wish you the most of success during this coming season.

EARL V. FRITTS.

on your new product.

MORE
POWER PER CUBIC
INCH
OF PISTON DIS-
PLACE-
MENT THAN ANY
OTHER
TYPE MOTOR EVER

BUILT

Page 239

IT
WILL PAY YOU
WELL
TO INVESTI-
GATE

HEAD

WRITE
FOR CATALOG

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

ments in a number of flights to qualify for my pilot license.

Sincerely,

Bath, N. Y., Feb. 5, 1913.

Maximotor Makers

DETROIT
No. 1528 East Jefferson

Airmen Should Be Interested In Photography

THE PHOTOGRAPHIC TIMES

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

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

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

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

ONE DOLLAR FIFTY A YEAR

Foreign Subscription, Two Dollars

SUBSCRIBE NOW

Some of the other regular features are

Articles on practical and timely photo-
graphic topics.

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

Foreign Digest.

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

Items orf Interest.

A department devoted to ‘‘ Discoveries..”

Reviews of the new photographic books.

Description of the latest novelties and
specialties brought out by dealers and
manufacturers,

FIFTEEN CENTS A COPY

A Sample Copy Free

THE PHOTOGRAPHIC TIMES PUBLISHING ASSOCIATION
135 West 14th Street,

New York

In answering adverlisements please mention this magazine.

June, 1913

OUR NEW OVER-

VALVE MOTORS

AERONAUTICS

Page 240 June, 1913

OUR LINE FOR 1914

Bt MOTOR CAR CO. announces the following
types that are now upon the market :

100 H-P Eight Cylinder V Type “"svi2 ‘357
60 “ 6 6 S6o i 6
) 40 “ 66 bei a ae

, ee

=

These motors are built from the best materials, and

7 equipped with the -finest fittings obtainable, regardless of
cost to us. .
oa Special attention is called to our new 100 H-P motor.

This equipment isthe most powerful (for aviation purposes)
on the American market today. Its lack of vibration com-
bined with the powerful and smooth running qualities,
makes it the ideal equipment for the flying boat.

Power is required for water flying.

Write for our interesting catalogue upon this motor

HALL-SCOTT MOTOR CAR CO.

818 Crocker Building SAN FRANCISCO, CAL.

In answering advertisements please mention this magazine.

“
i

i ‘
j /
vo
i
“ cr
re i
t
= f
eh
~*~.
—_
&
,
—
I
: a
/ 4
7 @
a |
:
- —
mn ot bee
4
'
5
cs
a A
a

=A >

uw n “ w w a
ae — pa o roe a d
ue 4 \ ee A = i
< cc S Ss ‘ : w = =
ue ea SN SS oO au & =A e
= Seen Ss 3 = S 7
|
aL! BRARI ES _ SMITHSONIAN INSTITUTION NOILALILSNI NVINOSHLIWS ae 1yVvy aie
S
= oO fe oO = ae Oo |
= E “3 E 2 QS = 3
7 = > A i Je RY =,
> e 4 > - > > =
m eee se Z e ee
N NOILNLILSN! NVINOSHLINS S43 1uvud bt BRARI ES ,oMITHSONIAN INSTT
Z z = < Sie = a 7
= > = = eS a Z WS ;
=[= Oo Sloe oO ‘ KA = ©'s ce: YN SI
(ap) wo Ww 7 w WK * n ” SN.
S z o° EW 2 aN |
> g = > = * = = a. 3
7 LIBRARIES SMITHSONIAN _INSTITUTION NOILALILSNI NVINOSHLIWS Sateved tt
— Ww = fo
= uu = Ww et eR es ou
4 ad “Ss : = Xs = :
ea < 3; a < a! x < q
a Fe Se a ve XY co
Oo ae i Oo = Oo ie
z a Zz a = a. ea
N NOILNLILSNI NVINOSHLINS SSIYVYGIT LIBRARIES SMITHSONIAN |
z= GaN, re re = a Le :
° wo A o a ° wo /
= a \ = 2 = »
iE > VANS OE > rm ‘>
5 = W'S ~ he a
z ao ™—™ Z Oo z a |
3 LIBRARIES SMITHSONIAN INSTITUTION NOILNLILSNI NVINOSHLINS S3SIYVUdIT
Zi no 2’ x w z n u
< = =< = < =
4 ~ = z :
= Na: > \wi £3; : |
. “Sy “VAS ” “a
E Ne 2 Fs AS 2 F 2. |
= . SS = = nate . > ~ = =
N NOILNLILSNI NVINOSHLINS SSIYVYGIT LIBRARIES SMITHSONIAN INSTITUTION |
wn eels ” = w” S c
ES w pa v = a
= a ; ee 4 eS ao
os c 5 e = ae ,
2 S = 3 a 3S
a = =} = an z q
11 LIBRARIES SMITHSONIAN INSTITUTION NOILNLILSNI NVINOSHLINS SSIYVYdIT
5 z E z Si hee
ow = re = a a ie
| a i = mais : = 7
> ke ¥ > re > a .
eS - * = Ee a i
a te ip Z ; Z :
)N om NOILNLILSNI NVINOSHLUIWS Sa luvugd pls BRARI ES. SMITHSONIAN. INSTITUTION,
= 2 = at Wx = < ae
4 z ee Ag” Se et Z NN;
plan 2) oO als pty oO No was ae oO % ep
g BGI 2x 3 2
ais E 2 “iy = YX 2 is
> = > x5 = i i = :
z w Z a Waianae ow g
i7 LIBRARIES SMITHSONIAN INSTITUTION NOILONLILSNI NVINOSHLIWS i
z us z u 2 a 4 |
4 ss ss XN re .
g z “& : 2 SN = |
si 0: : oc S BQ «= ‘

n = n tu a us
\ 5 : = ce ve e |
1 O(N ST Sc = ‘Ce i é
| = “\ NS a + ~ 4 or F
Sy oS S = 5 = ,
aa ma Ay \
eS _ SMITHSONIAN INSTITUTION NOILNLILSNI_NVINOSHLIWS S3IY¥Vud ryt BRARI ES
z
oO LR oO — S O = ‘
— ro — w Y w
\ 5 a = a = 2 |
) ES = Ee a = 3 |
pe = = = = és |
= D = os 2 “ |
a wo — w” ‘ = wo
SN S3AIYVYEIT LIBRARIES SMITHSONIAN NOILNLILSNI
= a = we ” = no |
Vz = es: be ‘ z NYS Si Sa) Qa z = pp Ba A
2 ae Me \ a EE 5 Pdf
rc 0 GG = WA a. {2 3} 2 © G,YY
E 2 ‘Y : one 2 Uy
; : eae
ES SMITHSONIAN INS LIBRARIES
n z
uw a
=~ aed
. ae =
< 3; =
7 oe —4
e Oo
af 7 nee
INI NVINOSHLINS SJ
ae z
o =
| a
| > -
2 :
=S SMITHSONIAN INS
wm = .
= <
FZ =
¥2 2
. z = ra
> = 4
me
NI NVINOSHLINS Sa] ee
an ”
n =
\ 5 c:
ge
1S =
o e
z ay
<_ SMITHSONIAN _ IN
e @
— ‘ow
ey Z — = 2] > WN FS FE SE >
& ; = ee) = WOE Gay 2
Ww a w von Ay bat wn 44; ea m
Zz rh > Ass m = a |
NI pSdtdWYGIT LIBRARIES, SMITHSONIAN INSTITUTION
= aes ase
< = i= iach Se < Ns =
oes — . > a. ‘ \S Sh = _ ‘ SYS om
&E 2 if Lg BN F EQ F.
n : G3 4 Ye no * NS. ‘ on an SS SN \ nw
2 o 2 Gps x WN O x \ SS. O
e 2 “Gy «= Shee rE » 2
= echt = > Ss a
=z ” * = ” : z
ES SMITHSONIAN INSTITUTION NOILNLILSNI_NVINOSHIWS $3 1yVYSIT_
uw , ih, ates uJ a XE Ww on
f a Gree GS ow & Be X o -

PATINA

3 9088 015