Aeronautics, July 1909

Auf dieser Internetseite finden Sie ein Digitalisat der Zeitschrift „American Magazine of Aeronautics“. Die Zeitschrift „Aeronautics“ war in den Vereinigten Staaten von Amerika (USA) das erste kommerzielle Luftfahrt- und Luftsport-Magazin. Die Zeitschrift wurde in englischer Sprache herausgegeben. Die Digitalisierung und Konvertierung mit Hilfe der automatischen Text- und Bilderkennungssoftware hat teilweise zu Format- und Rechtschreibfehlern geführt. Diese Fehler sollten jedoch im Hinblick auf den Gesamtumfang von weit mehr als 20.000 Einzelseiten als vernachlässigbar angesehen werden.

PDF Dokument

Für das wissenschaftliche Arbeiten und für das korrekte Zitieren können Sie auch das originale Digitalisat im PDF Format in hoher Druckqualität gegen Zahlung einer Lizenzgebühr in Sekundenschnelle herunterladen. Sie können das PDF Dokument ausdrucken bzw. in Ihre Publikationen übernehmen oder auf einem eBook-Reader lesen.

 » PDF Download


VOL 5 NO. 1

JULY '09

25 CTS





$1,000.00 REWARD

For the arrest and conviction or for information leading to the arrest of the scoundrel that cut the Wade and Morgan balloon in the Indianapolis races.





-Edited by-

Major B. Baden-Powell and John H. Ledeboer

The first and leading paper in Great Britain devoted to Aviation, Aerostation, Meteorology, Ar olo gy, Etc.



Steinheil Lenses


A special feature is a complete illustrated list of all Aeronautical Patents published every month


(One Year, - 85

I Specimen copy 5 27, Chancery Lane, London. W.C., England

The Aeronautical Journal

(The organ of the Aeronautical Society of Great Britain) edited For the Council by

Col. J. D. Fullerton, R. E. (ret.), F. R. G. S., F. Z. S.

An illustrated Quarterly devoted to the Science of Dynamic Flight in all its branches. Annual Subscription : Publishing Office:

Six Shillings and Sixpence. 27 Chancery Lane, London,

Post Free England


The Aeronautical World

Illustrated Monthly—Published 1902-3 by W. E.Irish

Contains Important Information for

Experimenters in Mechanical Flight

12 Nos. Vol. 1

$1.50 postpaid

What Kind of a MOTOR Do You Want?

Let us answer

1st, A reliable motor 2nd, A powerful motor 3rd, An enduring motor


Curtiss 8 cyl. Motor used in "Silver Dart"



^ 1st, A motor of "freak" construction. I 2nd, A motor of extremely light construction, 3rd, A motor of unproven merit.

A motor of unproven merit. CURTISS MOTORS ARE NOT IN THESE CLASSES. Built in All Sizes. New Models of Highest Type and Greatest Efficiency. Send for Catalogue N. CURTISS MOTORS HAVE MADE GOOD

HERRING - CURTISS CO., Hammondsport, New York



z. Z ' o


4. <

* s

V3 J

b fa




2 ©


a a; o u


1=5 o

a! 3 PQ

-g a;

■go 4

5 £ 3


is i « §

. .a

a .ti -a <u s a ti

■Z I « §

be o J" 8 ?o


to to 3


y :z -~ tn

3 - J I

13 S to 5

n <« o

o £ _ o

v> <U % cn

O ►? cd ^

a, ° 2 «

a! S r- ^

.2 0

to <u 2 *

I. .H ^ O

2 ft « t.

^ Cd ^ ՠ til tn 'y

1511 «ՠ8-sft «!

a o <u a

o cd

« F> « ^

g ^ ^ ^

5 .a & s

< cn ^ cd

;-. O -°

. »4h _ ,

en *

u - 01 y o

a? £ a



<u ft

^ is 0

O <e l

vs a cd

i ft a y

& ^ P 1 .2

a, a > ټ/p>

o « « § jj

a £. a

« <a a


^2 "a







u O

0 o

1 TO

42 </3

8 DC

« >.

§ 2



F0RV SALE—Two complete captive balloon outfits, consisting of sas bae net valve price1Lf„°te?°geXmpgaS ball°°n ; 0ne"nan airsWp' 7 h' P' mot<" aad ^ ٧ks' Wri'<=




AERIAL WARFARE, by R. P. Hearne, with an introduction by Sir Hiram Maxim. First systematic popular account of progress made by the countries of the world in aeronautics. 57 views of airships and aeroplanes : Wright, Farman, Delagrange, Bleriot, Ferber, Zeppelin, Patrie, Republique, &c. Profusely illustrated. $2.66 postpaid.

lVf OEDEBECK'S HANDBOOK, by Major iU H. W. L. Moedebeck and O. Chanute. The only handbook of aeronautics in English. All phases of aerial travel fully covered. Invaluable for the beginner and a ready reference for the aeronautical engineer. Data on screws, pressure, ballooning, physics, etc. Illustrated $3.25.

PROBLEM OF FLIGHT, by Herbert Chatley.

Especially written for engineers. Outline of contents : Problem of Flight, Essential Principles, the Helix, the Aeroplane, Aviplanes,

Airship. Appendix furnishes much instructive

-y^AR IN THE AIR, by H. G. Wells. The greatest fiction story in recent years. Unfolds a breathless story of aerial battle and adventure, a triumph of scientific imagination, possibly not beyond the realm of actuality. Illustrated. $1.50.

^STRA CASTRA, by Hatton Tumor.

can be supplied to a few first inquiries at $15-All in perfect condition.

AERONAUTICAL ANNUAL, by James Means. For years 1895, 1896 and 1897. Extremely rare. Illustrated.

$1.50 each.

"DALLOONING AS A SPORT, by Major B. Baden Powell. A handbook of ballooning and guide for the amateur. Full instructions for the equipment and management of a balloon. Illustrated.

Price $1.10.

"NTaVIGATING THE AIR, by members of the Aero Club of America. Interesting record of ideas and experiences of 24 distinguished men. Contributors: Wright Bros., Chanute, Pickering, Rotch, Zahm, Stevens, Herring and others. 300 Pages, 32 Illustrations. |125

My Airships (Santos Dumont). Illustrated. Crown 8vo., cloth.................. ].40

Resistance of Air and the Question of Flying (Arnold Samuelson). Illustrated.

12mo., 42 pp., paper........................................................80

Flight Velocity (Arnold Samuelson). Illustrated. 45 pp., 12mo., paper.............80

Flying Machines, Past, Present and Future (A. W. Marshall and H. Greenly). Illustrated ..................................................................60

Paradoxes of Nature and Science (W. Hampson). Illustrated. Two chapters on balloons as airships and bird flight. 8vo., cloth, N. Y., 1907................... 1 50

Airships Past and Present, by Captain A. Hildebrandt; translated by W. H. Story.

Large 8vo., cloth, profusely ill. Latest book on motor aerostation.......... 3.50

Aerial Flight: Aerodynamics (F. W. Lanchester). Large 8vo., cloth, illustrated.

442 pp. Most complete work on the subject; just out...................... 6.00




In this paper, Mr, Chalmers gives valuable data obtained in his elaborate experiments. Subject is treated in an altogether different manner than in any other work. A new foundation is laid. Reprinted from Feb.. 1009, issue. Pamphlet 25 Cents.

Proceeds of Sale to go to the Prize Fund. "AERONAUTICS," 1777 Broadway, NEW YORK

Artificial and Natural Flight

By SIR HIRAM MAXIM. With 95 lllus.

Cloth, illus., S vo., $1.75 net

A concise history and description of the development of flying machines. Description of his own experimental work. Explaining the machinery and methods which enable him to arrive at certain conclusions. Fully describes the work of other successful inventors. Chapter on dirigible balloons.

"AERONAUTICS," 1777 Broadway, NEW YORK



HPHIS man, he hung a motor car * Beneath a big balloon Which rose right up without a jar

And sailed straight for the moon He took along some Prest-O-Lite

To show the folks up there A manufactured light more bright

Than folks have anywhere.

And now he's planning day by day

A still more startling flight O'er Indiana's new Parkway

The Hoosiers to delight. He's going to sail in motor cars

Without a big balloon And aviate right up to Mars

But come back very soon.


main office 17 7 7 broadway new york

Published by aeronautics press, Inc.

A. V. Jones, president E. l. Jones, treas.-sec.

304 No. 4th Street ST. LOUIS

Entered as second-class matter September 22, 1908, at the Postoffice, New York, N.Y., under the Act of

March 3, 1879.

Vol. 5

July 1909

No. 1

Aeronautics is issued on the 20th of each month. It furnishes the latest and most authoritative information on all matters relating to Aeronautics.


One year, $3.00; payable always In advance.

Subscriptions may be sent by express, draft, money order, check or registered letter. Make all remittances free of exchange, payable to Aeronautics. Currency forwarded in unregistered letters will be at sender's risk.

Foreign Subscriptions.—To countries within the postal union, postage prepaid, $3.50 per annum in advance. Make foreign money orders payable to Aeronautics. No foreign postage stamps accepted.

Important.—Foreign money orders received in the United States do not bear the name of the sender. Foreign subscribers should be careful to send letters of advice at same time remittance is sent to insure oroper credit.


Our readers—a great number of whom are inventors—will be interested to note in this issue the beginning of a series of legal articles on the patent laws of the United States and foreign countries. These articles are contributed by F. O. Andreae, a patent attorney, in the shape of short discussions written with the sole object of assisting inventors. The more important provision of our own laws, as well as those of countries abroad, will be dealt with as broadly as possible, consistent with limited space; and attention will be called to some points which, if taken advantage of, will save trouble and annoyance to patentees. Mr. Andreae has decided to make a specialty of aeronautic patents and all matters pertaining thereto.


The next issue, August, will contain the second propeller lesson by John Squires, M.E., Chief of the Physical Laboratory of the E. R. Thomas Motor Co. The first "lesson" was printed in the June issue and created a tremendous interest. Nowhere has there ever before been printed such a concise statement of what a propeller does when area, speed or pitch is changed. Basic laws were laid down in this first instalment. At the urgent request of many of our readers, Mr. Squires has kindly consented to give us the second of what we hope may be a series of most valuable data-giving propeller articles.


Owing to lack of space in this issue, the list of "Ascensioi.s" and many interesting news notes will be published in the succeed-iusr issue.

John Squires, M. E.

Pnoto by Xussbuumer


Charles Jerome Edwards, in his speech at the luncheon to the Wrights, expressed in public what thousands are thinking or saying in private. The New York "Times" on June 6th blew a blast of bully stuff on the forgetfulness of Uncle Sam when it comes to encouraging home invention. Even when Europe finances American appliances, commercial or warlike, our own govern-

ment is proverbially slow even to follow the sagacious footsteps of its sister countries.

Another appropriation will be asked for military aeronautics. When it comes up use all your persuasive powers to induce your representatives and senators to do something.


"One of the most praiseworthy qualities of your magazine is the promptness with which you obtain your news. Several of the items which you had published in the January issue I found nowhere else until a month later. In my opinion, however, articles concerning the vital points of aeronautics, such as the best shape for the lifting surface of an aerocurve, or means of securing automatic stability or some other

such thing, would be of more interest to the reader than stories of balloon rides, etc., although these do tend to create enthusiasm for the sport.

As a whole, your magazine is very interesting to me, both on account of the great amount of information furnished and because of the fine and exact style in which it is written.—Subscriber.


June 15.—Herring should begin trials at Washington about now to complete by July 1.

June 17-18.—Wright celebration at Dayton, Ohio.

June 26.—Exhibition of the Aeronautic Society at Morris Park, N. Y.

June 28.—Wright Brothers must complete contract at Washington.

July 10.—Aero Exposition at Frankfort, Germany, till October 10.

Aug. 1.—Landing Balloon Contest, Aero-nautique Club of France.

Aug. 3-7.—Balloon ascents at Milwaukee Nome Week Celebration.

Aug. 29.—Gordon Bennett Aviation Contest.

Aug. 22-29.—Aviation Week at Rheims.

Sept. 4-19.—Austrian Aero and Industrial Exhibition at Linz.

Sept. 5-11.—Daily Balloon Ascents during North Adams' Old Home Week.

Sept. 25-Oct. 9.—Hudson-Fulton Celebration, New York.

Sept. 30-Oct. 8.—Motor Exhibition of Aeronautic Engines at Paris.

Oct. 3.—Gordon Bennett Balloon Race at Zurich, Switzerland, twenty balloons entered.

Oct. 4.—Aero Club of St. Louis Balloon P.ace.


Q. In a storm blowing at the rate of 35 miles an hour, striking an obstruction presenting a surface one foot square, is there a known rule by which to calculate the pressure on the front surface and the influence it must exert at the back of the plane?

Ans. The rule for calculating rectangular wind pressures is to multiply the rate of speed, in miles per hour, by itself (square it) and by a known co-efficicnt. In reference books, wind tables give for a speed of 35 miles an hour a pressure of 6.125 lbs. per square foot, being based on the Smeaton co-efficient of 0.005. Hence, 35x35x0.005— 6.125 pounds. Ljmgley's experiments, since confirmed by those of Mr. Eiffel, gave a coefficient of 0.00327. Hence, 35x35x0.00327= 4.00 pounds per square foot. It is not

known accurately how much of this pressure is on the front and how much rarefaction there is on the back.

Q. If it requires a strong man to exert a pressure of 250 lbs. evenly distributed over the surface of a chimney top (one side) to push it over, how strong a wind pressure will be required to push it over?

Ans. If to push over a chimney top requires a strong man to exert a pressure of 250 lbs. evenly distributed, it will also require a wind pressure of 250 lbs., as they are considered to be evenly distributed. The corresponding speed required will depend on the area of this chimney top. If it be 6 ft. wide and 10 ft. high a wind of 35 miles an hour would exert a pressure of 240 lbs., according to the Langley coefficient.



Christening of the "Cleveland" By Mrs. J. C. Hamilton.

If I could do anything like justice to my feelings, the following experience would hc.ve some merit.

The ascension I made from the North Adams Aero Park, April 29th, and the christening with these lines: ''When boys will be boys with fun out of sight.

We say in Kentucky 'they are flying their kite';

But up in Ohio this will change soon, To 'up in a balloon, boys, up in a balloon." So with this wine which I hold in my hand, I christen this balloon the great 'Cleveland.' "

I consider one of the most enjoyable events cf my life. The big airship was well started on her maiden trip before I knew it. We left the ground at 1.15 o'clock, and drifted to the west, but soon struck a southerly current.

I felt no sensation whatever, save vigora-tion, due no doubt to the ozone in the purified air. I could not tell when we were Suing up or down, or even moving.

After we had ascended some distance unconscious of the speed with which our balloon was so quietly moving, the city far below, other handy works of man became diminutive and insignificant; even the streams and railroads wore a small, serpentine aspect. At a thousand feet we struck a severe snow storm which lasted several thousand feet until we got above it into a warm current where it was clear and the Fun was shining.

It was all like a beautiful dream, and. like a dream, it annihilated time and distance and finally the small things of this earth. We drifted over hills and dales, traveling about 75 miles, and the panoramic view we beheld is beyond description.

About five o'clock in the afternoon, the pilot, Mr. Stevens, found that we had a beautiful landing spot, and decided to come ''own, and as before, we were on the ground before I knew it. The big "Cleveland" rose to a height of 1,200 feet, and landed at White Creek, New York, near a farm house where we had dinner and were treated with generous hospitality.

In the basket besides myself were my husband, J. C. Hamilton, J. H. Wade, Jr., A. H. Morgan, and Pilot Leo Stevens.

The experience brought forcibly to mind the saying of the ancient philosopher: "On earth there is nothing great but man; in man there is nothing great but mind." And oy the inventive genius of the human mind, the speed of the fastest animal has been

surpassed, the power of the strongest has been minimized. He may cleave the waters of the sea with greater ease and pace than the swiftest denizen thereof, and last but not least, the mind's achievements—the eagle will soon have to turn over his sceptre and his sovereignty over the ethereal skies. Who may put a limit to the powers and the progress of the human mind? How soon may the planets and their satellites

Mrs. J. C. Hamilton Christening the "Cleveland," Stevens (left) Doesn't Like Getting Wet

cf our solar system have inter-communication? Who may be the first to convert the rays of light to messengers for us to conduct our correspondence with the inhabitants of other planets? Such fancies may soon become facts, if we may judge the future by the past.

On My First Balloon Ascension. By George Otis Draper.

We gathered at The Wendell in Pitts-field. There were Glidden the globe-girdler, Ccmins the confident, and the present historian. We attended a lecture by Aeronaut Arnold, who told of his dip at dark in the

aank sea waves, and we supped with Stevens the intrepid, who discoursed nonchalantly of experiences that should have left him gibbering in a madhouse. Such preparation as 11:is piled on to the trembling thrills aroused by reading scared Scarritt's tale of balloon-autical titivations should have brought a sleepless night; but nothing was known uni 1 Glidden rapped at the door at six-fifteen a. m.

From seven-thirty to eleven-fort y-five, Stevens and a gas house corps labored untiringly to get the air craft ready. Jt is no small job to assemble the innumerable parts that contribute to the complete whole, bo much depends upon the positive working of valve, rip cord, trail ropes, etc., that great tare must be taken. The.bag itself is easily torn or stretched and constant oversight is necessary. We carried rations for four possible means, intending to make Montreal, wind and weather propitious. Instruments, maps and sand bags formed the rest of our cargo. After being snapped in various heroic postures by the camera fiends, we climbed the high car and unconcernedly awaited the ccining ceremony.

the christening.

' "I christen thee Massachusetts." From the charming lips of a lovely lady fell forth these words as she showered the blushing i assengers with Lawson carnations. As no such chronicle as this can be complete without the pertinent details, I now record that hhe wore the latest style of upset bucket hat and a beautifully fitting gown of elephants breath shade, directoire pattern. The big bag was now bursting with eagerness to ascend, and the extra sand bags were being cautiously removed. After repeating balancing and holding of many hands, a peremptory "Let go!" from Stevens, and \\ e rose rapidly in the air.

As we flew towards happiness, a sinister gleam filled the eye of pilot Glidden as he defiantly unboxed a silver cornet and undauntedly prepared to blow. "Darn it all, my lips are dry," said our musician exasper-Liedly. From an emergency pocket came forth a flask of blackberry juice and then from the funnel of the instrument came foith most dulcet melody (most of the time). Perhaps they never heard, and perhaps it was just as well, for we now understood why Glidden sought the silence of space so frequently there to commune with the soul-b'fting strains that shyly lurk within the turns of the trumpet. For twenty minutes Comins and the writer worked untangling some three hundred feet of trail rope.

Pittsfield was now far to the northwest. We followed above the railroad through Chester and Huntington, then veered off towards Holyoke. We crossed the Connecticut just above Springfield, and then Uirned abruptly and sailed directly over the city about 7,500 feet in the air. Since starting we had heard no noise but that of the

rumbling trains. At a 25-mile gait we entered Connecticut and explored a region that could not be easily deciphered on our route map. While about 2,000 feet up we had a queer experience, the balloon suddenly rising rapidly without loss of sand or change in clouds. Up we went to 9,000 feet, and vould have gone yet higher had not Glidden opened the valve. The day had been fine and the air clear. A little ring of clouds surrounded us at the 7,000 foot level, but at considerable distance.

Several times we yelled to staring countrymen enquiring the locality, but their answers did not reach us until we came nearer the ground later in the afternoon ; nd learned we were over Brooklyn, Conn. Near four o'clock the ropes got dragging on the ground, and as we were getting short of sand we looked for a possible landing. Ahead of us we saw a mill pond, a further field, and a railroad. We slowly passed over the pond and hoped to cross the tracks when the wind suddenly shifted, and with considerable force drove us rapidly towards a farm. We got over the buildings without hitting them with the trailers, and then, with acres of open country, gently alighted on the top of a small tree of a line that crossed the fields where the farm road ran between. The car touching the top of the tree, lightened the load, and the balloon rose again to crop in the field, the trail ropes serving little purpose in checking our progress— the anchor failing to catch. As we struck we turned, and dragged about fifteen feet. I realized that Comins weighed fully 202 pounds—for he fell on me. Glidden had pulled the rip cord, and the bag spread flat ahead of us. I only thought what a fool I was not to have taken off my glasses, but no harm was done.

In just one hour and ten minutes, with the aid of the villagers of Wauregan, the balloon was dissected and packed ready for shipment. We had been in the air just four hours and forty minutes, and travelled ninety miles air line. Wauregan is a part of T'lainfield, Conn., and we took train for New London, reaching Boston at ten. This was Charles J. Glidden's twenty-seventh voyage. After touring by automobile in every corner of the earth he now searches for the best route to heaven. Mr. Frank B. Comins, vice-president of the Aero Club of New England, had made an exciting previous trip, mid the author had once been up in a cap-live balloon. As a novice he noted as peculiar the way the course could be followed and the speed judged by watching the moving shadow on the ground or looking at the end of the trail rope. There was no unpleasant sensation of any kind. The locality ;s best determined by noting the shape of fiie lakes as compared with the map. The stillness of the upper air is a feature and the change in temperature of course perceptible. I would suggest for consideration the adoption of a rope or hand hold at the bottom of the basket, so that passengers can cling to

the bottom with security should the basket tip and drag. To the writer the charm of the trip was much enhanced by the uncertainty. It is pleasant to be surprised and carried unknowingly into new territory. The machine driven aeroplane of the future may have its advantages, but not all of the romance of the wind-borne balloon. Those of us who ran automobiles in the early days miss greatly that delightful perplexity and resourceful necessity which the perfection of the present type has now outlawed. There is really nothing like it; one cries for more. Ir is bound to be popular, and it need not be dangerous. The uplift to the senses in being above the world is necessarily stimulating and valued in recollection. May the historian have many more trips to record!

struction, and the decorations were all that could be desired, and many congratulations were bestowed upon Mr. Stevens by the various members of the society.

"All is ready," said Mr. Stevens; then Dr. Thos. E. Eldridge, the president of the society, presented to Mrs. Lillian Clark a pretty basket decorated with the society's colors containing the christening bottle, which Mrs. Clark broke over the anchor and said, "I christen thee Philadelphia II."

After the christening, Miss Lillian Abra-hamson presented Mrs. Clark with a large bouquet of American Beauty roses, which she in turn distributed among the ladies present; after this, Mrs. M. E. Lockington, the secretary, presented to Dr. Eldridge and Dr. Simmerman on behalf of the ladies

Mrs. L. J. Minahan Christening "Massachusetts"— President Minahan Sees That She Doesn't Go Up

The First Trip of the "Phila. II"

by dr. thomas e. eldridge.

The christening and ascension of the big balloon "Philadelphia II" at Point Breeze on Saturday afternoon, May 29th, marked the opening of the season for ballooning in Pennsylvania. The weather was ideal, and a large company of invited guests gathered to witness the ceremonies that are always of an interesting character when conducted tinder the auspices of the Philadelphia Aeronautical Recreation Society.

When the new bag was inflated by Stevens it was readily recognized that the balloon was of Ai character. The material, the con-

of the society a large leather mail-pouch for the purpose of carrying the instruments u4ed in ballooning. After this presentation, Dr. Geo. H. Simmerman, the vice-president of the society, on behalf of Dr. Eldridge and himself, presented to the society the new balloon which had been jointly purchased by them. The balloon was accepted on behalf of the society by Miss Elva M. Neville, the society's second vice-president.

Then, amidst the cheering of hundreds of friends, Mr. Stevens, who had charge of the inflation, started the new balloon adrift. After a run which was made in 75 minutes, a very successful landing was made at

{Continued on page 35)


By F. O. Andreae.

patent attorney.

Inventors, as a rule, are not familiar with the requirements of patent law, and on that account immensely timid. They hide their light under a bushel at a time when it would be more profitable to come out into the open and let all men see their good work.

There is a period when an inventor should observe secrecy. This period ends as soon as an application for patent has lawfully been filed.

ascertaining of value of a device.

Before spending money on patents, be sure you have invented not only something new, but something useful, for which there will be a profitable demand. Be very sure your ideas are sufficiently developed. Do not deceive yourself as to merits. Consider the facilities for manufacturing, costs, materials and all the conditions surrounding the trade to which your invention belongs. In short, criticise the product of your skill from every point of view, as would a stranger.

Having determined that the invention is a real improvement upon existing devices— and only, if this is the case—the inventor should proceed to make an application for patent. If his judgment as to the value of the invention is correct, the expenses involved are a reasonably safe speculation.

Anyone who desires to obtain a patent should, first of all, ascertain if his invention is new and capable of being patented. This preliminary examination by a competent attorney to ascertain the novelty of a device is called a search, and usually costs five dollars.

Do not expect your attorney to tell you that your invention is not practicable. He can only advise you on legal points, and secure for you all the rights to which you are entitled, irrespective of practicability.

Experts in the line of your invention can help you to arrive at a conclusion on this point, and from what they say, you can form an idea as to prospective profits. However, very frequently really meritorious devices have been turned down by those considered to be at the very head of the arts to which the improvement belonged. Therefore, let yourself be the judge; you must decide after considering carefully outside opinions.

The expenses of filing an application for patent are $45 in a single case. This includes the government filing fee, drawings executed in accordance with the provisions of the law, and attorney's fee for preparation and prosecution of the case. The filing ot an application for patent should end the per;od of secrecy. Your foreign rights are fully reserved for a period of twelve

months* by international reciprocity conventions. The advantage of this provision is obvious. During this year of grace the inventor should endeavor to confirm his belief in the merits of his invention.

The first official action on his application by the U. S. Patent Office in Washintgon may furnish him valuable guidance, and he should insist that his attorney supply him with a copy of the correspondence. From this the inventor can form an opinion as to possible infringement upon the rights of cihers. Free conversation with men familiar with the practical side of the art, consultation with manufacturers, public exhibitions of models and comparison with similar inventions, as well as the comments of the press, especially if adverse, may assist you to arrive at a true valuation of your invention. You may be saved the further useless expenditure of securing and maintaining foreign patents.

If your device is valuable, the expense of obtaining protection abroad is fully war-1 anted, and must not be neglected, but inventors should inform themselves as to the yearly taxes which most foreign countries impose upon patent rights. At the end of twelve months after filing an application for patent, the right to secure valid patents abroad becomes impaired.

publication of descriptions.

Publication of an illustrated description of the invention after an application of patent has been filed will do no harm. The inventor has secured for the time being all the rights and protection the laws of the world can give, and with confidence can proclaim himself the inventor. It is well that everybody should come to know he is the inventor, and not somebody else. Pub-kcity will decrease the risk of being robbed, and adequately place his invention before the public.

No correct idea as to the time required to obtain the granting of a patent by the United States can be given. Sometimes delays are unavoidable. Sometimes they are undesirable. For example, the Wright Brothers patent was filed March 23, 1903, and issued May 22, 1906, over three years later.

A final government fee of $20 is payable within six months after the patent is allowed. There are no further taxes duriiv. the seventeen years following, which constitute the life of the patent, on which there can be no renewal.

A few words regarding the requirements of an application for patent may be of service.

* There are unimportant exceptions. (Continued on page SS.)


The last patent allowed Wilbur and Or-ville Wright by the British patent office, No. 24076, application of Nov. 10, 1908, is of particular interest on account of the fact that it covers the application of anterior surfaces, or "wing tips" to aeroplanes for lateral stability. If the Canadian Aerodrome Co., in Nova Scotia, use wing tips in their machines as in the "Silver Dart," there may be some legal developments.

direction. To oppose the above rotary movement of the machine about a vertical axis, vertical rudders are arranged at the front and rear of the machine, and a fixed vertical surface at the front, and these rudders are set so as to compensate the injurious couple produced by the deformation of the wing.

Fig. 1 is a horizontal section; Fig. 2 a detail of mechanism; Fig. 3 a perspective

This patent is really precedent to that treated in the April issue of this magazine.

The use of the vertical rudders illustrated herewith is for the purpose of correcting the tendency of the machine to swerve from a direct path when the surfaces are flexed to maintain even keel.

In a flying machine comprising horizontal planes, the lateral balance is regulated by increasing the angle of incidence on the side which tends to descend and by decreasing the angle on the side which tends to rise, while avoiding the consequent rotary movement of the machine about a vertical axis by employing vertical rudders to produce a couple rotating in the opposite

view. The main principles and details of construction of the machine were described in the April issue. The planes 1 and 2 have rectangular frames 3, covered with cloth 4, and are connected to each other by rigid rods 5 fixed at their ends by universal joints. The front rods 5 with the frames 3 and the reinforcing cables a form a rigid framework; the rear rods 5 are only rigidly connected near the centre of the machine by the cables a; stretched cables c, near the centre, complete the rigid connection between the two planes. At the ends of this rear central rigid portion are mounted joints b; the parts of the frames beyond these joints may be "warped" by the cable 6 fixed to the rear corners of the upper plane and passing under guides 7 supported on bearings 8; traction is imparted to the cable by an auxiliary cable 8a, fixed to the cable 6 at 6a and 6b, and carried by a guide 9 on to a drum 10 mounted on a shaft 11 carried by brackets 12. The drum is provided with a handle 13 and can be held stationary on the shaft 11 by a brake consist-



ing of a split collar 14, a milled screw 15 regulating the friction between the collar 14 and the shaft 11. Auxiliary cables 16 are fixed to the cable 6 and the rear edges of the planes to prevent them from bulging. The cable 17 is fixed to the rear corners of the lower plane, passing over guides 18, and provided with auxiliary cables 19. In this manner is formed a rigid, yet deformable, framework.

To overcome the rotary movement of the machine about a vertical axis that would ensue from deforming the wings a vertical rudder 20 is fixed to the rear of the machine, moving on an axis mounted between arms 21; at the lower part of the axis is mounted a pulley 22 round which passes a cable 23 permitting the rudder 20 to be turned so as to obtain a pressure of air on the rudder on the side of the machine the wing of which has the smaller angle of incidence. A second vertical rudder 24 moves on an axis mounted on arms 25 in front of the machine. The crossed cable 23 passes round the pulley 26, thus turning the two rudders in opposite directions. The rudders are worked by the cable 23 passing over a drum 28 mounted on the shaft 11, and provided with a handle 29 situated close to the handle 13 so that both can be grasped with one hand. The drum 28 is provided with a friction brake consisting of a split collar 30 and a milled screw 31.

"It is known that the centre of pressure on aeroplane rudders does not maintain a fixed position for all adjustments. It is impossible, therefore, to hinge the rudder so that it will always be in balance. The pressure will sometimes assist and sometimes oppose the adjustment of the rudder by the operator, especially when passing the dead centre, and make accurate adjustments difficult. We have therefore introduced a friction between the operator and the rudder, so that the operator will be compelled to overcome resistance in making all adjustments. The amount of the friction is therefore preferably regulated to be greater than the disturbing forces produced by the pressure of the rudder, but less than that at the command of the operator for making adjustments." A vertical fixed vane 27 is mounted on a cross-bar d between the arms 25; it acts with the rudders; in case one of these is more powerful than the other, it assists the more feeble one to form a turning couple; in case one of the rudders is disabled it maintains with the remaining one a turning couple in the original direction. The horizontal rudder 32 is arranged in front; its axis carries a pulley 33 on which is wound a cable 34 passing over a drum 35 actuated by a handle 36 and fitted with a friction brake. Finally, instead of the rear portions of the wings being deformed, movements may be imparted to the anterior parts of the wings. In a general way the object of this invention is the balancing of these machines by the combination of horizontal surfaces movable at

variable angles of incidence arranged upon the right and left hand sides of the machine with vertical rudders and vertical fixed surfaces.

Following are the nine claims to the specifications, in full:

"1. In a flying machine, the combination with a single or multiple aeroplane having lateral portions capable of being adjusted while in flight to different angles of incidence on the right and left sides of the machine, of a vertical adjustable front rudder and a vertical adjustable rear rudder.

"2. In a flying machine, the combination with a single or multiple aeroplane having lateral portions capable of being adjusted while in flight to different angles of inciT dence, of a vertical adjustable rudder and a fixed vertical vane co-operating therewith to form a turning couple.

"3. In a flying machine, the combination with a single or double aeroplane having lateral portions capable of being adjusted while in flight to different angles of incidence, of vertical adjustable front and rear rudders and a fixed vertical vane mounted between the said rudders.

"4. In a flying machine, the combination with a single or multiple aeroplane and means for moving while in flight the right and left portions of the said aeroplane to face forward at different angles of incidence, of vertical rudders mounted in the front and rear of the said aeroplane, and means for simultaneously actuating both said rudders and said aeroplane.

"5. In a flying machine, the combination with superposed aeroplanes having a rigidly connected central portion and a guide or guides carried by said aeroplanes, of a cable secured at its opposite ends to the opposite lateral portions of the upper aeroplane and engaging the guide or guides carried by the lower aeroplane, and a second cable secured at its ends to the opposite lateral portions of the said lower aeroplane and engaging the guide or guides on said upper aeroplane, whereby one of the said cables is actuated to move one of said lateral portions of one of said aeroplanes downward, the opposite lateral portion is moved upward and vice versa.

"6. In a flying machine, the combination with superposed connected aeroplanes, of a cable secured at its opposite ends to the opposite lateral portions of one of said aeroplanes, a guide carried by the other of said aeroplanes and adapted to engage said cable, an auxiliary cable connected at one end to said cable intermediate said guide and the point of connection of said" cable with said aeroplane, and at its other end to said first-mentioned aeroplane at a point removed from the point of connection of the main cable to said aeroplane.

"7. In a flying machine, having tips adjustable to the aeroplanes and adjustable rudders, with means for operating the same,

(Concluded on page S9)




Capt. Chandler and Lieut. Ware Have Narrow Escape.

After a trip of 83 miles on May 10th, the Signal Corps balloon "No. 12" exploded almost at the moment of touching the ground.

The silk and rubber fabric balloon had a capacity of 19,000 cubic feet, and was made in France. This ascension was its first, and was the first to be made from the new balloon shed and hydrogen gas plant at Fort Omaha, just completed. The balloon had been in course of inflation for three days awaiting favorable weather. A six-mile wind was blowing when Captain Charles De F. 'Chandler and First Lieutenant James E. Ware stepped into the basket. Later a speed of 22 miles an hour was held for a while, after the aeronauts were almost becalmed for several hours. Photographs were taken and thermometer, barometer, etc., readings were kept during the trip for reference. The highest altitude was 4,400 feet, with a temperature of 39 degrees. Straight line distance, 83 miles.

On landing, the explosion came, setting fire to the envelope and completely destroying it. The detonation could be heard for several miles. In the hurried exit from the basket, Lieutenant Ware, who was crouched in the basket and facing the bag, received some facial cuts, but Captain Chandler, facing from the balloon, was unhurt. The basket and instruments were unharmed.


In his official report to the Adjutant at Fort Omaha, Captain Chandler states:

"After passing over Homer, Neb., the course soon carried the balloon clear of the rough ground and over the flat lowland plains of the Missouri River valley, and at 6:17 p. m. the valve was opened (height, 3,112 feet), and descended to make a landing. Wind velocity latter part of the trip scaled off from map, and time of passing over known points was 22 miles per hour. This rapid descent was necessary, because a lake and the Missouri River lay directly ahead of us. While descending, the rip cord was taken out of its sack and hung down beside the pilot ready for use, but just as the guide rope neared the ground, the end fouled around a telegraph or telephone line and stopped the balloon with a jerk which threw me off my feet and also threw the rip

cord out beyond reach from the car. The guide rope soon released itself and the anchor was dropped. It bounded along the ground across a small field and caught in a wire fence. The valve was opened before catching the fence and was held open. The force of the wind was sufficient to break the appendix ropes, which allowed the balloon to parachute, but the anchor held, and very soon it was noticed that almost half the gas was out. While in this situation, the car settled down gently to the ground twice, rising a few feet again each time, but the gas bag did not get near the ground until after the car picked up the second time; then a gust of wind swung the half-empty envelope down toward the ground and the gas exploded and burned. The report was heard several miles. The force of the explosion broke the loading ring into three parts, tore the balloon into pieces, broke the valve and many of the ropes near the loading ring. The explosion ignited the envelope, and it was completely consumed, together with most of the net.

"At the time of the explosion of the gas, Lieutenant Ware and I were down low in the car holding the valve open, and thereby protected somewhat from the flame, but the force was sufficient to knock us and the car over, resulting in several bruises on each of us, the most serious being small cuts on the forehead and around the eye of Lieutenant Ware. (Lieutenant Ware was facing the bag.) The back of my head struck something and stunned me, but I regained consciousness in a few moments without assistance.

"The ignition of the gas was probably caused by a static discharge between the balloon and the earth as soon as the envelope came near the ground. The envelope of balloon No. 12 was made of silk and rubber fabric, and at 3.000 feet altitude might have acquired a static charge of electricity of different potential than the earth, retaining it during the rapid descent ; or perhaps the charge was acquired on account of the friction of the air against the silk during the rapid descent. There were no other people within 75 yards of the balloon at the time of the explosion, and it is not apparent how the gas could have ignited from any other cause than an electric spark. There were no flint rocks, stones, metal or timber where the bag exploded; therefore, it was impossible to have received spark from friction of two bodies striking together. Landing was on freshly plowed ground.

"To avoid similar accidents in the future, it is recommended that before making a landing (silk envelopes especially) balloons be maintained at a low altitude as long as practicable before touching the earth, so that any static charge would have some chance to be dissipated. Perhaps the object could be accomplished by carrying a loop of light flexible wire over the gas bag and connecting both ends of the loop to a small flexible wire woven into the guide rope, thereby allowing the spark to pass to earth at a safe distance below the inflammable gas."

An order has been given for a 540-cubic metre balloon to take the place of the one destroyed at Fort Omaha. Nebraska.

Ft. Omaha is becoming the principal army balloon rendezvous, and the dirigible and other balloons have been sent there. Several officers, some from the Signal School at Fort Leavenworth, are attending there for a course of instruction. Lectures will be given.

The plant for manufacturing hydrogen in use at Fort Omaha is the most fully equipped in the world. A heavy current of electricity is passed through water, disintegrating the fluid into its component parts, the hydrogen being liberated and passed into a gas receptacle, from which it is piped into the balloon.


April 26, 1903, the German balloon "Passe-witz" was burned on grounding, and the phenomenon is noted as an electrical one. (See "Au Fil du Vent." Paris, 1909, page 296.)

Another catastrophe, apparently identical, took place at Civitacastellano, Italy, in March, 1906. The balloon in this instance exploded on reaching the ground, due to the fact that the balloon came down from a great height charged with electric potential acquired in the clouds, so that it exploded as it touched the ground.

Powdered aluminum has been used in Italy for the past twelve years, and triple advantages are claimed for it: preventing the cloth from being electrified; affording the cloth a semi-incombustibility; maintaining the hydrogen at a low temperature. (See Jiily_ and August, 1908, issues for full discussion of this subject; also p. 130, March, 1909.)

Lahm and Foulois to Operate Wright Machine.

Gen. James Allen, Chief Signal Officer, has designated Lieuts. Frank P. Lahm and Benjamin D. Foulois as the student officers who are to be taught the art of manipulating the Wright aeroplane. The contract requires that the two officers be instructed how to pilot the aeroplane. The two officers, after attaining proficiency, are expected to act as tutors to others.

Herring Delivery Postponed.

_ A. M. Herring was allowed to waive delivery of his aeroplane on June 1st, as he

claimed that two of his foreign patents would be invalidated by an exhibition of his machine prior to June 15th. He promises to fulfill his contract by July 1st, the limit set at the time the last extension was granted.

The Wrights are due to begin flights at Washington on June 21.

Dirigible No. 1. /

Signal Corps Dirigible No. 1 was overhauled and inflated with li3rdrogen gas in the Balloon House, Ft. Myer, Virginia, for a thorough test before being taken out for flight. A heavy rain and wind at this time damaged the balloon tent, necessitating its being taken down, consequently no flights were made. The dirigible was deflated a few days later, and shipped to Fort Omaha, Nebraska, for aeronautical instruction and demonstration at that post.

Second Lieutenant John G. Winter, Jr., 6th Cavalry, was assigned to duty in the Aeronautical Division.

The balloon detachment and four officers assigned to duty in the Aeronautical Division, in charge of First Lieut. Frank P. Lahm, Signal Corps, have been transferred to Fort Omaha, Nebraska, on temporary duty, to operate Signal Corps Dirigible No. 1.

On May 26th, Lieut. Lahm, pilot, and Lieut. Foulois, made a flight in it at Fort Omoha, manoeuvering at will.

The demonstration before the officers and men of the 1st and 2nd Companies of the Signal Corps, N. G. N. Y., and a thousand interested spectators in the 71st Regiment Armory, New York, by A. Leo Stevens, was a great success. Mr. Stevens gave an illustrated lecture, and under his direction the Aeronautic Squad inflated one of his balloons. When the Signal Corps goes to camp this year, it will have practical lessons in ballooning. It is rumored that Mr. Stevens is to present the Corps with a balloon.

This demonstration was preceded by a visit to the Stevens' factory by several members of the Aero Squad.

The famous old "United States," which was bought last year by Dick Ferris of Los Angeles and has been the medium for some exciting ballooning in California since then, has been sold by Mr. Ferris to Park A. Van Tassell of Oakland. Mr. Van Tas-sell, who has been making balloon ascensions in California for 22 years, has equipped a balloon park in Oakland from which he will make ascensions with the "United States." The "American," which was taken west by Mr. Ferris last year, is now owned jointly by him and Mr. J. B. Lehigh of Los Angeles, and will be retained in that city.

the Aero club of st. louis has leased a plot of ground for the proposed aero meet on Oct. 4, and has arranged for piping, etc., for gas for the racing balloons. The appropriation committee of the Centennial Celebration has donated $10,000 towards the meet, and has set aside three days for the races and contests. On Monday, the 4th, the long distance balloon race will be started with probably twenty contestants; Friday and Saturday the contests between dirigible balloons and flying machines.

The annual meeting of the aero club of california held June 1st in Los Angeles. The following are the officers elected: President, H. Lav. Twining, A. L. Smith, E. A. Murch; first vice-president, E. J. Campbell, A. L. Smith, Geo. W. Throop, W. B. Cannon; second vice-president, E. L. Graves, J. H. Klassen, W. L. Wiggins; secretary, Parke Hyde, E. L. Graves, J. T. Dickson; treasurer, E. W. Murch, Geo. W. Throop, W. B. Cannon.

grounds for washington club.

the aero club of washington.—Incident to the commencement of activities by the Aeronautical Division of the Signal Corps, the Aero Club of Washington is showing every indication of future progress. The enthusiasm aroused at the second meeting of the club, held at the residence of Dr. Alexander Graham Bell on May 13th, should be an inspiration to other organizations of this character. The Washington club has come to realize the splendid opportunities which it has, as well as the important responsibilities it has assumed; but better still, men of influence and position residing in the nation's capital are becoming greatly interested in the club.

The meeting was called for the purpose of electing a president, former Secretary of the Navy Newberry having declined to serve because of his European trip, which keeps him away from Washington. Thomas F. Walsh, one of the best known citizens of Washington, and famous for his silver mine holdings, was elected to fill the vacancy.

Consideration of plans for co-operating with the Aero Club of America in connection with the presentation of the gold medals to the Wright Brothers at the White House on June 10th occupied the attention of the members. Dr. Zahm, the secretary, read several communications from the New York club giving the details of the program. It was decided that the club should give further consideration to the matter at another meeting.

Gen. Robert Shaw Oliver, Assistant Secretary of War and vice-president of the club, presided at the meeting. He especially urged that the club secure suitable grounds where flights can be made. Dr. Bell suggested that there are many practical men in the various governmental departments in Washington who would like to belong to an aeronautical society where they could have the benefit of the encouragement and assistance which such a society could afford. He suggested that the dues of the Aero Club, which are fifteen dollars, including the initiation fee, are too high for these men. It was then suggested that a scientific branch of the club could be formed for the purpose Dr. Bell had in mind. A committee of the Board of Governors has this matter in charge.

Dr. Zahm announced the appointment of several sub-committees of the Board of Governors to take charge of various matters. He said that the membership of the club is now between forty and fifty, but that it is expected within a short time the full number of charter members, one hundred, will have joined.

That the club should purchase an aeroplane was the suggestion made by Dr. David Fairchild, of the Department of Agriculture. Henry Wadsworth proposed that modeds of flying machines and photographs should be obtained for the use of members. Lieutenant Frank P. Lahm, of the Signal Corps, discussed the practicability of purchasing a balloon for free flights, and suggested that by means of a nominal charge for ascensions the balloon would soon pay for itself.

Asserting that the Fort Myer drill grounds do not offer sufficient space free of obstructions for experimental flights and for the teaching of officers in the handling of aeroplanes, Gen. Allen said that the Signal Corps is endeavoring to obtain more suitable grounds for an aerodrome near Washington. Indian Head, on the Potomac River, and within easy access of Washington, is being considered. OttovH. Tittmann, superintendent of the Coast and Geodetic Survey, said that he would endeavor to aid General Allen in locating a suitable place for the proposed aerodrome.

The announcement made by Gen. Allen is particularly significant, because he said that the grounds would be open to the Washington Aero Club for use in connection with its experiments. It is to be hoped that this aerodrome will become as popular with aviators as is Issy-les-Moulineaux near Paris. The Board of Governors of the club

will take up the various suggestions made at the meeting by the members. Those present were:

Dr. David Fairchild and Mrs. Fairchild, Mrs. Emmons, Dr. Alexander Graham Bell, Gen. Robert Shaw Oliver, Dr. Albert F. Zahm, Charles J. Bell, Edward McLean, Prof. Harry C. Frankenfield, Dr. J. Wesley Bovee, Otto H. Tittmann, Gen. A. W. Greeley, Prof. Wm. J. Humphreys, Geo. O. Totten, Willis Moore, Brig. Gen. James Allen, Major Geo. O. Squier, Lieutenant Frank P. Lahm, Lieutenant Butler, Henrj Wadsworth, C. H. Claudy, M. D. Porter, and Jerome S. Fanciulli.

The Philadelphia Aeronautical Recreation Society had a drawing for the next ascension, so eager were the applicants. In accordance with a rule of the society, the names of the fortunate women will not be made public. The pilot of the Philadelphia II on this occasion will be Dr. Thomas E. Eldridge, the newly elected president of the society.

The annual meeting has just been held Doctor Eldridge succeeds himself as president. The other officers, all re-elected yesterday, are Dr. George H. Simmerman, Miss Elva M. Neville, Dr. Ely S. Beary, vice-presidents; Thomas Rose, treasurer; Mrs. M. E. Lockington, secretary, and Miss Mary Carnell, official photographer.

The Aero Club of Dayton has arranged with G. L. Bumbaugh to go to Dayton in June and take some of the members ballooning. The membership of the new club is growing rapidly.

The International Aeroplane Club has

been organized in Dayton, Ohio, and starts off with a membership list of 500, amongst which are a number of prominent men of science from various parts of the country, interested in the exploitation of the aeroplane. The Wright Brothers have been elected honorary members.

The purpose of the club is to stimulate and foster scientific research in this phase of aeronautics, collect literature bearing thereon, and recognize meritorious contributions or achievements by the conferring of suitable honors.

On the occasion of their return from abroad last month, the Messrs. Wilbur and Orville Wright were given a most enthusiastic reception by their friends and townsmen, on which occasion they were presented with a laurel wreath containing a design depicting ]\Iercury invested, by the genius of the Wrights, with a beautiful pair of wings in addition to those bestowed upon him by the gods of mythology, flying through the clouds, a section of the earth being shown below, and the following quotation from Keats appearing in the center:

"Only the sward He with his wand light touch'd,

And heavenward, swifter than sight was gone."

It was this occasion which furnished the inspiration that led to the organization of this club.

Plans are being laid for the club's participation in the "Wright Celebration," to be held here on the 17th and 18th of this month, which promises to be possibly the most magnificent affair of its kind ever attempted by any municipality.

Those interested can obtain application blanks by addressing A. E. Estabrook, International Secretary, International Aeroplane Club, Dayton, Ohio.

The Pacific Aero Club has been organized in San Francisco with the following officers: President, J. C. Irvine; vice-president, C. C. Bradley; secretary, Cleve T. Shaffer; treasurer, J. N. Masten; board of directors, Prof. Bruno Heymann, A. Lowell Eisner, Prof. Joseph Hidalgo, F. J. Harrington and Prof. Geo. A. Merrill.

The club is formed of local enthusiasts who are devoting their leisure time to the study of aerial navigation, many of them having machines in the course of construction. The members believe that they will be able to interest a sufficient number of people to form the largest aero club on the Pacific coast, and offer prizes to the makers of the latest type of flying machines.

The formation of the club has certainly livened up aeronautics in San Francisco, and the membership is increasing daily. The newspapers are giving the necessary publicity to the club's meetings, and public opinion seems to be changing from the synical apathy that has characterized it—due to several failures of the Morrell type. A unique plan to stimulate a practical side to the interest of the members that do not own machines or balloons, is the giving of a prize by Prof. J. Hidalgo for models, which are inexpensive to make and at the same time give an idea of the problems to be met with in a large size machine.

California Balloon Club.—This club has been organized by a number of Californians primarily to encourage ballooning as a sport in this state, and to set before eastern bal-loinists the advantages of touring and winter ballooning in California. The club is designed to aid in every way the regular aero clubs, not in any way to interfere with their progress.

In a communication to the Pacific Aero Club the latter was asked to name the vacancies in the following directorate of the Cal. Balloon Club: President, Dick Ferris, Los Angeles; vice-president, to be named by Pacific Aero Club; vice-president, T. C. S. Lowe, Pasadena; vice-president, A. L. Crane, Sacramento; secretary, Geo. B. Harrison, San Francisco; treasurer, to be named by Pacific Aero Club; consulting engineer, Roy Knabenshue, Sierra Madre, Cal.; board (.Continued on page SS.)


"The Finest Machine" Now at Morris Park.

New York, June n, 1909.

Successful trial flights have been made with the aeroplane built by G. H. Curtiss at Hammondsport, for the exhibition of the Aeronautic Society. After the first two flights some minor detail changes were made, and then two flights of half a mile and a mile and a half each were made. The following morning two more flights of two miles each in a figure eight were made. The new machine is very speedy, the trials being at 45 miles an hour.

The machine is now at the Morris Park grounds of the Aeronautic Society, where Mr. Curtiss will fly at the Society's exhibition.

A biplane, the surfaces have 29 ft. spread, 4l/2 ft. front to rear, with the same distance between. There are only 260 sq. ft. of supporting surface and the weight, including the aviator, is but 550 lbs. The framework is of Oregon spruce. The curved ribs are laminated. The surfaces are made of Baldwin rubber silk stretched to the tightness of a drumhead. There is a horizontal control surface containing 24 sq. ft. placed 10 ft. in front of main plane and a smaller adjustable horizontal surface 10 ft. in the rear. A double front rudder is also used, if desired, but eilher one is ample for vertical steering. The rear horizontal rudder halves a vertical rudder of about the same area. The machine is carried on three specially constructed 20-in. pneumatic-tired wheels. The front wheel is fitted with a brake to stop the machine quickly after landing. Stability is secured by movable surfaces at cither extremity of the main planes, each movable surface being half within the main cell and half without. K/z5-<»-4

Driven direct is a 6-ft. aluminum propeller giving a thrust of 225 lbs., though 150 lbs. is enough with which to fly.

The operator sits in front of a Livings-

ton radiator, behind which is the engine. Pushing out or pulling in the steering wheel steers up or down. Turning the wheel light or left steers in the same directions. By bending the body left or right as the machine heels over, operates the stability planes through cables attached to a curved rod closely fitting around the shoulders of the aviator.

description of xew curtiss engine.

This engine is of the new Curtiss type, four-cylinder vertical water-cooled by force pump, 3^4 bore and 4-in. stroke. The cylinders are cast iron with copper jackets homogenously welded on. Lubrication is bv a force feed system, the pump being built in the case and operated from the cam shaft, the oil being fed through the hollow cam shaft to the main bearings and thence t-e—the -hollow^crank shaft, to the crank and connecting rod bearings, the overflow from the case returning to a separate reservoir underneath the engine, from where it is again pumped through the system.

The crank case is of special aluminum alloy and the shafts are of Vanadium steel. The valves are both in the head and are actuated by single-push rod and cam. All of the parts of the motor are made of special materials secured expressly for this engine. The weight, including the oil and water pumps, is 85 lbs. Ignition is regular 1 y Bosch magneto weighing 12J/ lbs., driven by enclosed gears. The engine develops 25 h.p. at 1300 r.p.m. and has a maximum speed of ]8oo to 2000, at which it develops considerably more power. The engine is built for long and hard usage, the bearings are of liberal dimensions, and the lubrication and cooling system is very complete. The motor ha> proven efficient in a ten-hour test.

Mr. Curtiss states: "We have been informed by good authority that this motor develops more power per square inch of piston area than has ever before been secured from a gas engine. We claim that it

is the lightest practical motor built. ' A similar engine of eight cylinders is under way."

The Beach-Willard Monoplane.

Our photograph shows latest aeroplane to be built by a member of the Aeronautic Society. This new monoplane has been

the rear. (Mr. Beach holds patents covering the application of planes or wings to a triangular body in France, England and America.) The body framework is about one meter square at the front end, while at the rear it tapers down to about one-half meter in height. Its length is ten meters. The spread of the wings is 38 ft. and the

The Curtiss Aeropla constructed] lately at the [grounds of the Society at Morris Park by Messrs. Stanley Y. Beach, Aeronautical Editor of the "Scientific American," and Charles F. Willard, an engineer. The machine is patterned after the Bleriot and Antoinette monoplanes, it having a square body frame at the front end and a triangular frame at

ne and the Motor

width at the body 8 ft. This tapers to 6 ft. at the outer end. Triangular wing tips are placed on the ends of the main frame. These will be connected to the aviator's body, so that when he sways inward in making a curve he will automatically set the wing tips in the right position to incline the machine and cause it to take the turn.

There is a horizontal surface at the end of the body framework, the dimensions of which are 5 x 6 ft. This frame has movable wing tips 2 ft. square on each end, these tips being operated in unison by a single lever at the aviator's left hand. A vertical rudder is combined with the wheel at the rear of the body framework. Both the wheel and rudder are moved by a single lever at the aviator's right hand. A <p-ft. diameter, o-ft. pitch propeller, of special design is located in front of the machine at the level of the top of the body framework. The motor is placed in the bottom part of the body and drives the propeller shaft by means of sprockets and a chain, the speed reduction from motor to propeller being about zy2 to I. The motor

i,6oo lbs. the machine made the trip over New York City and over the rough roads leading to Arlington—a distance of 50 kilometers—in good time and without mishap. The machine was brought back in a similar way.

Myers Airship.

The airship which Carl E. Myers has sold to the Society is one of his regular "pocket editions." The bag contains 7,500 cu. ft. of hydrogen gas, is 55 ft. in length and 18 ft. in diameter, in a regular symmetrical curve from front to rear. The ,_abric is cotton machine varnished seven times with a final weather coat put on by band after being inflated with air. The first seven coats are put on before the cloth is sewed. Over the bag is a close-fitting

The Beach-Willard Mono

is a four-cylinder, water-cooled, automobile type engine, of special design, having concentric inlet and exhaust valves and a high compression. It develops 50 h.p. at 1000 revolutions. The bore and stroke are 4 x 4li in. The motor weighs about 350 lbs. complete. The total weight of the entire machine will be about 750 lbs. complete with aviator.

This monoplane was completed May 31, arid was exhibited at the Aeronautic Carnival at Arlington, N. J. that day in competition for a prize of $500 offered for the best designed and constructed aeroplane, but contest was closed a half hour before the Beach monoplane arrived, the prize being awarded to the triplane of M. Bokor. Mr. Beach has protested the award and it is probable that the lists will be reopened. In order to take the monoplane to New Jersey, Mr. Beach placed it upon his automobile. With a total dead weight of about

net, with merely the extreme points of the bag not covered thereby. These points cut the air at a very sharp angle.

The frame consists of two gunwales and a keel, forming a triangle in cross-section. The car in which the operator works is rectangular, placed midway of the frame. In the front part of the car is a Curtiss two-cylinder, 7 h.p., air-cooled motor, driving direct a two-bladed, 4-ft., wooden propeller through an ingeniously simple friction clutch. The whole frame weighs but 36 lbs. and is 39 ft. long. It disjoints at four places, each section telescoping and all going into the fifth or car section. The shaft also disjoints and is packed inside the disjointed frame, the whole frame and shafting going into a crate, the size of an ordinary trunk, the engine being carried separately in a small trunk.

In front of the frame, just behind the propeller, is a small vertical surface, and

in the rear is the usual vertical rudder, operated by tiller ropes. The front rudder is for use in emergency. To steer up and down, the operator shifts his weight ^lightly forward or backward in the car, by shifting the horizontal planes on each side of the operator, or by slight movements of the ballast carried just behind the rider.

The weight of the operator and ballast must come within 200 lbs., as that is the total spare lifting power of the little sky sailor.

The News of the Month.

The past month at Morris Park has been perhaps the most interesting in its career, although there was no flying.

The Society had again and again to postpone the date of its first exhibition on account of waiting for the Curtiss machine, and the month wore out without seeing the expected weekly displays make a start. But there has been no lack of excitement, and it was not always limited to the members.

To Mr. Kimball the first Sunday in the month was a notable occasion, which he probably entered up in his diary in red ink. For on that day he was able to prove that he had successfully solved the difficulty of Ins transmission. Practically every expert declared that he never would get those eight propellers agoing with the wire cable. He has won out. The introduction of a friction clutch, constructed for him by .Adrian Beckert, of the Mercedes Repair Co., has removed the sudden snatch which used always to break something when the engine started, and now the whole works beautifully. During the month they have run for several long spells and there has not been the least sympton of trouble. When, on that Sunday afternoon, the eight propellers spun around for the first time without breaking, there was a goodly company of friends around and Mr. Kimball was heartily cheered.

It was an amusing occasion. Mr. Bokor was out on the track with his triplane— ihe machine which is now famous as the first flying^ machine to win in America a money prize, and the only machine on earth which has captured a big prize without flying. Mr. Kimball was out on the lawn. It became a great race between the two as to which should be the first to get into the air, and win the trophy which ihe Society has put up to honor that event. Mr. Bokor was the nearest ready. Then a tire came off one of his wheels. Quickly it was replaced and reinflated, and Mr. Bokor began to debate within himself as to how high in the air he should allow himself to go. But the tire went down again.

Another try. The same result. Meanwhile the two machines had got within sight of one another, and Mr. Kimball was rapidly getting all in order for the

desperate moment when he would risk starting his engine. Mr. Bokor cast his damaged wheel aside and did the prettiest sprint of his life across to the workshop and begged Dr. Greene to lend him a new wheel. Just when Mr. Bokor believed he had everything as good as ready, the crowd around him heard the mighty voice of the Kimball engine and there was a rush from the track to the lawn. And then darkness came. The two machines were put back into their sheds. The crowd went home. It had been an amusing race anyway.

The next day Mr. Kimball got out and all was in good trim. The moment his machine was let go of after the engine had been cranked it whizzed up the track like a streak of lightning, turned into a bank, toppled over into the hollow below and lay there. The front rudder was wrecked, the front of the chassis smashed off, and the main frame was slightly damaged. Mr. Kimball was badly shaken up, but not much hurt though he was thrown with his back against the flywheel of his engine. Many 01 the onlookers were of the opinion that <he front and one side of the machine got off the ground, and that that was the reason why the steering by the front wheel failed.

Ten days later Mr. Kimball was out again. One by one since then he has been conquering each little difficulty that has arisen, and lias got so that he can hold the machine under perfect control. But some changes were made in the blades of the propellers, and it is doubtful whether he has ever again had the speed which he obtained on the first occasion.

Meanwhile Mr. Bokor, having lightened his triplane by discarding the wheeled chassis in favor of skids and making a little truck on which the machine was placed loose for the purpose of gaining its initial speed, made almost daily practice. He could spin down the track at fine pace. But he never left his little truck.

Mr. Beach had a staff of seven men swarming over one another round his monoplane, and working even by candle light at such a rate that they patched up about three months' work in about twice that number of days in preparation for the Arlington "carnival." On Monday morning, the last day of the show, Mr. Beach bundled the various half-completed sections of his apparatus on to an automobile, and away he sped for Jersey.

About the middle of the month Carl Myers, of Frankfort, N. Y., brought down ihe little dirigible he was under contract to the Society to demonstrate with the view to the Society buying it if it proved to be steerable. The making of the hydrogen gas and filling the envelope was watched with great interest. Mr. Myers' system of making the gas proved a marked success.

Everything was ready for the demonstration on Monday, the 3Tst. A very big

crowd of spectators made their way in and were allowed to remain. But it was only for a disappointment. Mr. Myers considered that the wind was never sufficiently calm to permit of him making a successful display.

But of the fifteen members who entered fcr the dirigible contest, only Kimball and Grout were in attendance next day when the weather was decently still. Mr. Kimball, whose entry was the first, took the first lesson. Rob. Hopkins, Mr. Myers' assistant, coached him well. But the ascensional power of the balloon had so much decreased in the cool of the evening that it was hardly sufficient to take Mr. Kimball up together with a bag of ballast. The first time it was let go it came back very quickly, and more ballast had to be discarded. The next time it sailed up nicely. But almost immediately afterwards it got its nose downhill, and shot to the ground. Despite his perilous position, Mr. Kimball 'tuck to his scat, though the bump with the earth nearly knocked him off it. In striking the ground the shaft «.napped just behind the propeller, and the engine, relieved of its load, raced at a frightful pace. But Mr. Kimball, quickly recovering his balance, turned the motor off. Then, as he rebounded into the air, he threw out a line, which was caught: and further experiments and lessons were postponed till next morning.

Having had the propeller shaft repaired during the night, further lessons were taken about 5 A. M. when the warmth of the rising sun had expanded the gas and made things better. Both Kimball and Grout made trips about the grounds. The 1 ad weather that followed delayed rein-nation.

The next event was the working of the Society's motor. A satisfactory magneto having been obtained, Mr. Shneider got the wheels going round in great form. Before June is very old, Mr. Shneider will be making a tryout with bis machine. He has been held up bv- a Philadelphia firm who took several weeks to supply some bearings. But now he has everything necessary, and, at the time of writing, was fixing up his propellers.

Much progress has been made during the month with all the machines building at the Park. Dr. Greene and Dr. Walden are shaping towards completion. The Brothers Lawrence will soon begin assembling. Mr. Ivlckman is fixing up his outer ring of surfaces, and has hopes of soon being through. Air. Beach, back from Arlington, is redoing all the work that was hurried over.

The sheds have also received two new .m.d interesting arrivals. The first of these wis F. H. Lindsay of Chicago, a consult-

ing engineer practising in the Windy City, who has joined the Society and come to the Park to build. He has a small and unique machine on which he is placing great h< pes. It consists simply of two parallel planes of only 25-ft. spread, and will be driven with a 16-20-h.p. motor. There is to be neither front nor rear rudder. Steering is to be effected by simply manipulating the planes.

The other new arrival was W. H. Martin of Canton, O., well known to readers of this magazine. Mr. Martin is under contract to make a demonstration of gliding at the coming exhibition both by himself and by Mrs. Martin. He has brought his apparatus and is assembling it and making some alterations at the Park.

All Ready for A. S. Exhibition.

In addition to the Curtiss aeroplane, the dirigible and hydrogen plant purchased by The Aeronautic Society from Carl E. Myers is all read}r for the show. The Thomas windwagon is being rebuilt for the wind-wagon race and Louis R. Adams will have ready another one in a few days. The Thomas windwagon will be used also for testing the propellers in the efficiency contest. Mr. Adams is working hard on his aeroplane which has some novel features. William H. Martin, Mrs. Martin and the boy will all make towed flights in the Martin glider, while Wm. H. Aitken will use a Wittemann glider in towed flight, and Charles J. Hendrickson one of his own design. Hendrickson and Aitken want to glide from the roof of the grandstand.

There will be a "hurdle race" to provide a freak event. Four contestants will have fastened to their shoulders small balloons filled with hydrogen and will race along the track and over obstacles. Those who have tried say that enormously high jumps can be made in this fashion. Three Alont-golficr balloons have been engaged to go up at the same time, with parachute descents.

Drs. Greene and Walden, Lindsay and Lawrence will have their machines completed in a few days, and, of course, hope 10 fly for the prizes announced last month. Beach, Kimball and Shneider are all ready now for trials. Fifteen possible flyers should show up on the day of the exliibi tions besides the gliders. An exhibition of kite flying will be given by S. F. Perkins and a contest will be held between the schoolboys of Xew York.

JUXE 2<>

Everyone is working hard to get ready for the show June 26. Many (lying models are promised and new features are beinggotten up.

shows of the month.


$1,000 PRIZE. By H. La V. Twining, Secretary. On the ist and 2nd of May, 1909, the Aero Club of California gave its first show. This show was purely aeronautical, and taking into consideration that this was the club's first effort, it was a success.

Fourteen models were placed on exhibition, representing various types—ornithop-ters, helicopters, gyroplanes, monoplanes, d'rigible balloons, and modifications of the Wright type.

Six entries were made for the glider contest.

Edgar S. Smith came first with his three decker. He attempted towing flights. A tow-line was attached to an automobile and he attempted to cut loose and glide after attaining the proper speed. Great difficulty was experienced owing to the limited space and to the fact that the stadium was surrounded by a large brick wall. The wind came in gusts. On one occasion he rose ten feet in the air. On another trial he was towed 75 feet free of the ground, and for 25 feet of that distance he was free from the pull of the automobile. This won for him the Leonard cup.

The boys of the Aero Club of the Los Angeles Polytechnic High School, W. S. Eaton, president, came next on the list with a glider weighing no lbs. This is a modification of the Wright model. By means of a derrick 25 feet high and a launching apparatus similar to that used by the Wrights, they attempted to put their machine into the air for a glide. After several trials one glide of 24 feet was obtained. The machine developed a strong reaction when up to speed, sufficient on two occasions to tear the car loose from the track. On one trial the machine reared up in front and sat down on its rear edges, owing to a too great turning of the front planes. This glider won second place.

Van M. Griffith came third on the list, and made^many attempts at towing flight. His machine was a two-decker, having a rear tail consisting of vertical and lateral planes. He was not quite so successful as Mr. Smith.

F. L. Hetzel followed next in E. G. Ford's machine. This one was similar to Van M. Griffith's. He attempted one or two towing flights.

No power machines were entered. The club has offered a prize of $1,000 to any member of the club who, with a machine of his own invention, can fly under- power a distance yet to be set by the committee.

The Leonard cup is a challenge cup to

become the property of the winner only when won three times in succession.

No entry was made for the Roy Knaben-shue cup offered to the power machine that can fly 500 feet under power.

Geo. O. Wilson attempted a towing flight in D. J. Johnson's "aerofoil," but owing to a wrong attachment of the bridle the planes were jerked over the seat and broken.

This machine is constructed on unique and original lines, and bids fair to make itself known in the future. The machine without its engine weighs 120 lbs., and has 500 square feet of surface. It is a biplane, but the upper plane is about one-third the area of the lower plane. The planes are three feet apart, and are fixed rigid together at their front edge. Crescent shaped, they present the convex edge to the front. The engine and operator are suspended by two points on the front edge of the lower plane and by one point to the rear edge. At this rear suspension a large tail is hinged. A lever runs from this hinge to the operator's seat. By means of it the tail is depressed, at the same time elevating the rear edge of the lower plane, and rotating it around its front edge.

When the tail is raised the rear edge of the lower plane is lowered. By this means fore and aft stability is to be maintained. Lateral stability is secured by an ingenious arrangement whereby the side of the machine that is tilted up is automatically compelled to assume the whole weight of oper ator and engines, thus bringing the tilted side back again.

Mr. Cronkite conducted some kite-flying contests.

Three commercial companies have been formed by members of the club for building flying machines.

The club now numbers two hundred members, and it is in a flourishing condition. The success of the show and the present flourishing condition of the club are due largely to the energy and push of Mr. W. H. Leonard. It was through his initiative that the balloon "America" was rescued from its perch in the high Sierras where it had been left by Capt. A. E. Mueller and his party as related in the last issue of "Aeronautics." This balloon was run as a captive at the show, and it proved a great attraction. Capt. A. E. Mueller acted as pilot.


Baldwin Flies New Ship.

Those members of the Automobile Club of America who followed the advice given in the club's journal under the title "Official Bulletin of the Aero Club of America," which read that from May 25th to 31st

I. Edgar S. Smith's Triplane Glider. 2. Cleve T. Shaffer at the start of a towed flight. 3. Glider of Polytechnic School. 4. A. L. Smith's modified Wright model. 5. Frank Steffan model. 6. D. J. Johnson's machine. 7. Gasless airship of A. L. Smith. 8. Gyroplane model of J. H. Klassen.

,t X

'members will have at Arlington an opportunity to see what is actually being accomplished in aerial navigation," must have thought that the art was still in swaddling clothes.

As a "carnival," the joke perpetrated by Ihe West Hudson Aero Club, so failed, upon the Aero Club of America, the Aviation Section of the Automobile Club of America, was a distinct success; but some hunting was needed to locate the aero part of it. Instead of a great held, one found an embryo city with theoretical looking streets ali laid out with nice little trees bordering the stone sidewalks. Here and there were real estate offices, and agents were industriously distributing circulars calling attention to the advantages of Arlington lots. Governor Fort, who "opened" the carnival, was assured that the affair was really aeronautical, and to prove it advance agents 1 ծasti 13' covered the real estate signs with American flags before the governor and his cavalcade arrived.

Thousands of people were on hand every day to eat peanuts, drink pink lemonade, have their fortunes told, palms read, and see "Little Egypt," "Salome," the tented vaudeville show, and the circus, or ride on the Ferris wheel and merry-go-round.

"A balloon on the ground is a great thing for the show business," said one of the Orientally garbed fortune-telling women, as she predicted for the twentieth time to an anxious io-cent client that in twelve months or less the citizens of West Hudson would enjoy the pleasure of sailing by an aeroplane rapid transit service direct to New York. "1 could prophesy bigger things," she added, confidentially, "if the price were bigger."

On the afternoon of May 25th, Governor Fort made an opening speech, followed by an Assemblyman, a Representative, and Evelyn Baldwin.

Capt. Thos. S. Baldwin made ascents in his dirigible every da)- but one, and Morris Bokor ran his triplane up and down the streets of the youthful city, while safely anchored to the ground was the "Jersey Mosquito" of V. L. Ochoa, a big metal "flapper." Samuel F. Perkins, with all his kites and banners out, really saved the day for the aero division, while the crowd waited for nightfall, when Capt. Baldwin could sail the dirigible free from the pitfalls of Arlington i-ephyrs. Captain Baldwin's flights weiie real ones, too.

The Baldwin Dirigible.

The Baldwin dirigible has been lengthened since it was used late last fall, but is substantially the same as described and illustrated in the April '08 issue. The bag is 87 ft, long, by 16 ft. in diameter at the front, tapering to 15 ft. at the rear, and holds 14,000 cubic ft. of gas. The frame v/ork has been lengthened 12 ft. There is no horizontal rudd er in the rear, the one near the front being found sufficient. A

single 11-foot wooden propeller, built by Glenn H. Curtiss, is driven by a 15 h. p. Curtiss air-cooled motor, and the pull is 205 lbs. A new Curtiss water cooled motor, one of the new type now being put out by the Curtiss company, will shortly be installed. The horizontal rudder is moved by a lever as shown in the accompanying photograph, while the vertical rudder is steered with tiller ropes. Later both operations will be done by a steering wheel. The double surface horizontal rudder measures 16 by 2l4 feet.

Morris Bokor won the $500 prize for the best designed and constructed machine. S. Y. Beach, who got there late in the afternoon of the last day, after the judges of the Aero Club of America had finished their work, with his new Bleriot-like monoplane has protested to the A. C. A., and states that his machine is the better, and that he was promised by the management opportunity to compete against the Bokor machine. The thousand dollar prize for a m mile flight is still to be won.


William H. Aitken came up from Chester, Pa., on the last day with a Wittemann glider, and made four successful though short flights on the side of an adjacent slope.

There were probably two hundred young kite flyers in the contest May 29, and of that number 103 by actual count came from Public School No. 77, at Eighty-sixth Street and First Avenue, Manhattan. In that school kite-flying has been taken up with great enthusiasm by both the big and little bovs, who are under the guidance of W. H. Mohr, A. E. Horn and C. A. Bork-iand, instructors in the school. Naturally enough, most of the prize winners came from this large body of amateur experts.

The Arlington boys, using the ordinary toy-shop type of kites, soon came to grief in the wind that blew nearly twenty miles an hour. Samuel F. Perkins replaced them with kites of his own. Pretty much every t}rpe and design of kite was in the contest, including Malay and Chinese, Dragon, French war, triangular, box, tetrahedral, niannikin and monoplane kites, also one kite just like a full-rigged ship.

The judges were: Samuel F. Perkins, kite expert; Edward Durant, A. E. Horn, Instruction or Science at Public School No. ',7, New York^City, and Walter M. Mohr, U. S. Signal Corps.

Gold medals were awarded as follows: Bryan M. Battey, 152 W. 49th Street, New ^ ork, for the best constructed kite, one made of cedar; Wilson Marshall, Jr., 48 W. 59th Street, New York, for the largest kite that flew successfully; Wm. Hanford Osborne, 27 John Street, Belleville, N. J., for a photo taken by a camera which was suspended in the air by 12 monoplane kites flown by Samuel F. Perkins. The photo was taken automatically by means of clock

work; John Doyle, adult, 645 Garden Street, Koboken, N. J., for the most artistic kite, a full rigged ship with all sails set; Eugene Levinsky, public school 77, New York, for the longest kite strung out, 12,380 ft.; Alfred Voilmer, public school 77, New York, for the highest kite, 10,107 fe.; William Krupp, public school 77, New York, for a kite that pulled 14 lbs.

Silver medals were awarded as follows: Jacob Borsurk, public school 5, Borough of the Bronx, N. Y. City, for a kite that flew with a string nearest to \l/2 miles; Sidney Pabinowitz, public school 77, N. Y. City, tor having next the longest string out; Abraham Moscou, public school 77, Man-

mouth and 8y2 inches across the handles. On the face is a balloon, on which is etched "Boom Fitchburg," and in facsimile the badge used last fall when, on the day of the Glidden ascension, the "Boom Fitchburg" day was on. On either side of the balloon is the text of the date, September, 1908. In a semicircle beneath the balloon is "First, last, and all the time," this being the slogan of the organization.

Prof. Gill, of Osburn, O., has just completed a dirigible which gets its buoyancy from hot air which is heated by a heater of his own design. On the tryout, the en-

Baldwin and His Airship at Arlington

battan, for next to the highest, 9,300 ft.; William Abrams, public school 77, Manhattan, for a kite that pulled 131/? lbs.

Bronze medals were awarded as follows: Louis Hollinder, public school 77, had siring out 9,675 ft.; Herbert Foeppel, public school 77, had string out 7,200 ft., third highest. Michael Gunther, public school 77, had a kite that pulled 10 lbs.

The Fitchburg Board of Trade and Merchants Association, appreciating the interest the "Boston Herald" has shown in ballooning, as especially evidenced by the offer of a silver cup to the man landing nearest Boston Common in a flight from a Massachusetts point, has supplemented this offer with a cup to the man winning the "Herald" cup and starting from Fitchburg. It is now on view in a store window.

The cup is a solid silver affair, standing Sl/2 inches high on an ebony pedestal 2]/2 inches high. It is 5 inches across the

The Forward Planes Tilted Up and Turning to the Right

gine did not work, though he states that he expects to have it in shape to come from Osburn to Dayton on the 17th.

Capt. Baldwin and S. F. Perkins will be in Norwich, Conn., with the dirigible and kites at the city's 250 anniversary celebration. President Taft will be present at the ceremonies and witness the airship ascents.

The United States Government has ordered a 540 cubic meter balloon and three smaller ones for signal work from Capt. T. S. Baldwin; are to be delivered July 1.

A prominent Boston society man has made application to the Aero Club of New England for use of one of their balloons in which to be married. The party will consist of bride, groom, pastor, a witness and the pilot. If the request is granted, Pilot Van Sleet of Fittsfield will have charge of the balloon.


national championship balloon race.

Indiana Aero Club Handicap.

forbes loses to berry.

new u.s. endurance record not allowed.

The title "Champion American Balloonist'' was contested for at Indianapolis on the fifth of June, and was the first of the rimual "National Championship" balloon races inaugurated by the Aero Club of .America, and conducted under the rules of the International Aeronautic Federation.

A silver trophy is offered by the A. C. A. for the longest distance made, and Carl G. F'sher, president of the Aero Club of Indiana, which made all the local arrangements, presents the pilot who remained in the air the longest time a duration cup.

The contest was open only to licensed pilots of the A. C. A., with balloons up to 2200 cubic meters capacity. Gas and ballast was furnished free through the courtesy of the Indiana Club.

We University City, with Berry and McCullough.

During Inflation. The left hand picture shows three balloons in the air.

Photo by E. P. Noel.

Indiana Club Handicap.

Preceding the national distance race, the contest of the Aero Club of Indiana was started under the auspices of the A. C. A. This was a handicap affair, the first to be held in America. Balloons up to 600 cubic meters, 601 to 900, 901 to 1200, 1201 to 1600, 1601 to 2200 cubic meters were allowed under the rules to carry one, two, three, four and five passengers respectively, the winner to be the balloon going the greatest distance. C. A. Coey exceeded the size

limit in his big "Chicago," and it only carried two passengers, but he was given a handicap of three times the longest distance made by any one of the competitors.

st. louis wins big race—forties lands place money—handicap for indianapolis.

Three balloons started in the handicap race: Dr. H. W. Thompson and Joseph ijlake in the Aero Club of Ohio's balloon "Ohio"; Dr. Goethe Link and R. J. Irvin in the "Indianapolis," and C. A. Coey and

"Jack" Bennett in Coey's "Chicago": the names first given being those of the pilots.

order of finish.

i.—Balloon Indianapolis, Link and Irvin, landed at Westmoreland, Tenn., distance 222 miles; balloon built by G. L. Bumbaugh, Indianapolis.

2.—Balloon Chicago, Coey and Bennett, landed at Scottsville, Ky., distance 208 miles.

3.—Balloon Ohio, Thompson and Blake, landed at Nashville, Ind., distance 39 miles.

In the championship contest six balloons started, with the following as pilots and aides: A. H. Forbes and C. B. Harmon in the latter's new rubber-silk balloon; Charles Walsh and Capt. T. S. Baldwin in the Indianapolis club's balloon; A. H. Morgan and J. H. Wade, Jr., Carl G. Fisher and G. L. Bumbaugh, A. B. Lambert and H. E. Honeywell, John Berry and Paul J. McCullough.

order of finish.

i.—Balloon University City, Berry , and McCullough, landed at Ft. Payne. Ala., distance 3S0 miles; duration 25 hours, 35 minutes.

2—Balloon New York. Forbes and Harmon, landed at Corinth, Miss., distance 357 miles, duration 35 hours, 12 minutes.

—Balloon St. Louis III, Lambert and Honeywell, landed at Kelso, Tenn., distance 321 miles.

4.—Balloon Indiana, Fisher and Bumbaugh, landed at Ruskin, Tenn., distance 261 miles.

5.—Balloon Hoosier, Walsh and Baldwin, landed at Greenbriar, Tenn., distance 234 miles.

C.—Balloon Cleveland, Morgan and Wade, landed at Columbus, Ind., distance 40 miles.

At the date of going to press exact data ij still lacking at the Aero Club. Pilots have not sent in maps showing landings, record sheets showing times, and barograph readings. The distances here given are approximate only. The close finish between Berry and Forbes will make necessary the porducing of maps and evidence. The Indiana. Fisher and Bumbaugh, stayed in the air 4Q hrs., 25 min., but was disqualified by the A. C. A. for coming down twice to get water. The aeronauts state that the first time they let down a rope; and the second time some men pulled the balloon down to rest on some rails. This ought to be a good test for the balloon and show skilful handling, for every descent means lost gas and ballast. Forbes and Harmon were awarded

Fisher's duration cup for 35 hrs. 12 min.

The races, while a success, were disappointing to some particularly interested therein. Bad gas and not enough of it reduced chances for long trips. The pipes should have been larger. Many of the balloons had to start inflating the day before, as was the case with the balloon "Ohio" representing the Canton Club. This balloon has seen a lot of service and should have been gone over, revarnished and put in good shape for a race. It is the same balloon that made a trip two days before the Gordon Bennett in 1907 frim St. Louis 10 Indianapolis with Hawley and Post, and which helped to interest that city in ballooning.

"Wade and Morgan did not inflate till the day of the race and got a poor run of gas," Stevens, the builder of the balloon, says. "The other balloons had all used the coal gas specially made and started for the race, but on account of shortage of gas toward the last the "Cleveland" got the regular city gas direct from the retorts."

Further details of the race will be given in a subsequent issue. We would like to hear from the contestants.

foul play claimed.

An examination of the bag of the balloon "Cleveland," which came down a short time after the start, has convinced A. Leo Stevens, the builder of the balloon, that the big bag had been slashed while anchored in the starting grounds the night before the race. Mr. Stevens has now cffered a reward of $1,000 for the arrest of the person responsible for the vandalism.

"Near the top of the bag," he said, "I found a long slash. The injury was where detection was not easy, and it was apparent that the man who did this piece of f< ul play intended serious harm to the aeronauts. Luckily the slit was too short, rod their descent was so slow that they escaped injury. The cut is in the ripping panel in the edge of the reinforcement, a place where its immediate discovery would not be likely."

Certainly if this matter is investigated and the charge found to be true a most severe jail sentence should be in order; 1 ut it is almost impossible to believe that anyone could perpetrate such a thing, that might lead to most serious consequences.

other balloon records.

World's distance record, 1,193 miles, held by Henry de la Vaulx, Paris to Russia, October 9, 1900.

World's duration record, 72 hours, held by Col. Schaeck, Switzerland, made in 1908, in the third Gordon Bennett contest, from Berlin, October 10.

United States distance record, 872 miles, made by Oscar Erbsloh in the Pommern,

from St. Louis, October 21, 1907, to Asbury Park, N. J., in the second Gordon Bennett contest.

United States duration record, hours, 1 y Alfred Le Blanc, from St. Louis^ October 21, 1907, in second Gordon Bennett contest.

Lahm Cup record, 475 miles, by Capt. Chas. de F. Chandler and J. C. McCoy, from St. Louis, October 17, 1907, to Walton, W. Va.

Long United States trips: John Wise, St. Louis to Henderson, N. Y., 809 miles; Dr. Frederick J. Fielding and PI. E. Honeywell, Chicago to West Shefford, Que., 786 miles; A. B. Lambert and H. E. Honeywell, from St. Louis, November 18, 1908, to Tiger, Ga., 461 miles, but made two intermediate landings; G. L. Bumbaugh, C. A. Coey and C. H. Leichliter from Quincy, Ills., June 1, 1908, to Clear Lake, S. D., 431 miles.

The necessity for conserving gas on long voyages would seem to make the plan of Darwin Lyon, a desirable one. For the March, April and May issues, 1908, of this journal the subject of liquefied hydrogen was discussed at great length, to the end that it seemed feasible, though costly, to lemain in the air for a great length of time by utilizing a supply of liquid hydrogen. It is to be hoped that some day this will be tried out.

Dr. Randall Wins North Adams Trophy.

The "point-to-point" race between Dr. R. M. Randall, the challenger in the "Grey-lock," and A. D. Potter, the defender in the "North Adams No. 1" from North Adams on May 12th in the second contest for the Forbes cup was won by Randall, who landed within three miles of the previously selected landing place. Potter, finding he could not get within the required distance, decided to keep on and make a long flight. Dr. Randall's was at Leeds, Mass., about 30 miles, and Potter's at Mansfield, Ct., about 72 miles.

Balloon Races at Milwaukee.

Novel features in balloon flights and races are promised for Milwaukee's homecoming week, August 3-7, if offerings of the Milwaukee Aero Club are adopted. Ordinary flights of at least three balloons are assured and a more elaborate program rests only in the willingness to provide inducements for outsiders.

If visiting air crafts are to be secured, one of the events will be a hare and hound race. This will consist of a concerted flight of about six balloons, one of which will drop after having been in the air for an hour. Each of the others must follow suit and play hound to the hare balloon, the prize winner being that which lands nearest the quarry.

Another stunt is known as the fixed point

race. Each pilot announces his determination to land as near as possible to a certain spot, which may be 100 miles from Milwaukee, if desired. The capital prize goes to . the one who makes his landing nearest his announced objective point.

A long distance race by three balloons not participating in any of the other events, also is a possibility. The club has arranged for A. Leo Stevens to come to the city with two other pilots and three balloons, and this feature would be the climax of a busy celebration of the aerial section of naval day.

The Great Loving Cup Presented by ihe Members of the Aero Club of America to L«o Slevens

Trophies for Balloon Sail to Montreal.

Members of the Aero Club of New England are much pleased over a communication received from Mr. U. H. Dandurand, Vice-President of the Automobile Club of Canada, at Montreal, which states that the Club will offer a valuable trophy to the pilot of a balloon landing first on the island of Montreal that starts from the State of Massachusetts, or a point in the United States south of the latitude of Poughkeepsie, New York; also that one of their directors, Mr. E. Tarte, one of the proprietors of "La Patrie," a leading daily of Canada, offers a trophy under the same conditions, that lands nearest their office building in the Dominion of Canada.

Both trophies are offered through the Aero Club of New England, and are opened to all pilots of clubs affiliating with this Club.


Distinguished Assembly at White House.

On June 10, Wilbur and Orville Wright received from the hands of President Taft, the Aero Club of America's medals.

It was a notable group that gathered in the East Room of the White House at 2.30 o'clock. There were members of the Cabinet, foreign attaches, military officers and men and women distinguished the world over in art and science.

Hon. Herbert Parsons spoke of the Wright Brothers' work and their delayed recognition. He said: "This is the first time that a President of the United States has honored the science of aeronautics since President Washington in 1796 witnessed a balloon ascent."

The medals were then handed President Taft who said in part: "I esteem it a great honor and an opportunity to present these medals to you as an evidence of what you have done. I am glad—perhaps at a delayed hour—to show that in America it is not true that 'a prophet is not without honor save in his own country.' It is especially gratifying thus to note a great step in human discovery by paying honor to men who bear it so modestly. You made this discovery by a course that we of America like to feel is distinctively American—by keeping your nose right at the job until you had accomplished what you had determined to do.

"It has been said that this is the first presidential recognition of aeronautics since President Washington. Well, all I have to say is that I had a predecessor who, if aeronautics had proceeded as far when he left office as it has to-day, would not only have gone down under the water in a submarine boat, but would have gone up into the air in a flying machine. (Laughter.) No one had a more earnest interest, a more active interest and a greater desire to see into the things that make for progress than my predecessor.

"There may be some reason why some presidents have not figured in aeronautics. I see that these gentlemen who have flown in the air are constructed more on the plan of the birds than some of us. (More laughter.)

"I don't like to think, and I decline to

think that these instrumentalities that you have invented for human use are to be confined in their utility to war. I presume that they will have great value in war, and I suppose that all of us representatives of the various governments ought to look at this matter, following the rule of governments of to-day, from the standpoint of their utility in war; but I sincerely hope that these machines will be increased in usefulness to such a point that even those of us who now look at them as not for us may count on their ability to carry more than "thin" passengers in times of peace. (Laughter.)

"I congratulate you on the recognition that you have received from all the crowned heads of Europe, and I congratulate you that in receiving it you maintained the modest and dignified demeanor worthy of American citizenship."

Immediately beside Wilbur, Orville, and Miss Wright at the presentation, were: Colgate Hoyt, ex-President Automobile Club of America; J. C. McCoy, Charles Jerome Edwards, Alan R. Hawley and A. IT. Forbes, officials of the Aero Club of America. William J. Hammer, represented the American Institute of Electrical Engineers with 6,400 members, and the Aeronautic Society. As soon as the President handed the medals to Wilbur and Orville Wright, he called them to another room, saying: "We must be photographed."

In the morning the Aero Club of Washington entertained the Wrights, visiting members of the Aero Club of America and distinguished guests at luncheon at the Cosmos Club.

Among those present both at the luncheon and presentation were, Vice-President and Mrs. Sherman, members of the Italian, Brazilian, French, German, British, Japanese, Austro-Hungarian, Russian, Turkish and Mexican embassies. General Nelson A. Miles, General James Allen, General Crozier, Major Geo. 0. Squier, Speaker Cannon, Rear Admiral and Mrs. Self ridge. Lieutenants Lahm and Foulois, Representative and Mrs. Nicholas Longworth, James Means, Dr. A. F. Zahm and others. There were <.t least twenty- members of the Aero Club of America present.

As a public exhibition of the appreciation of the citizens of the United States of what the Wright Brothers have effected in the

development of the practical navigation of the air the occasion was recognized by every one present as historical.

The Brothers Wright announced that the aeroplane would be shipped in a few days, and that flights would begin about June 21st. Orville Wright will do the flying.

America's Reception of the Wrights.

mishap balks balloon welcome plan.

Leo Stevens and Dr. Julian P. Thomas, acting on behalf of The New York American, were the first persons to step aboard the Kronprinzessiu Cecilie on May ii to welcome the home-coming Wrights. They had planned to take an inflated balloon down the Bay on the deck of a tug, greet the Wrights and then return to New York via balloon; but the tearing of the balloon in getting it from the gas works to the tug played the deuce with the novel scheme.

It was 10 o'clock the previous night before it was definitely decided that the flight was feasible. A big truck and two automobiles started for the Stevens works at No. 282 Ninth Avenue. Mr. Stevens notified the Signal Corps and members of the Columbia University Aero Club of the plans, and they gladly joined with him.

The basket, net, sand bags, gas envelope and other paraphernalia of the 18,000 cubic foot balloon "You and I" were packed on the truck and one of the machines started to gather the members of the party.

Meanwhile Dr. Thomas was engaged in the task of getting the gas. Finally it was arranged with the Astoria Heat, Light and Power Company.

Stevens and his helpers worked away in total darkness before lanterns could be obtained, and then until daylight he was busy laying out the net and making the gas connection. He was aided by the Signal Corps, and the young men from Columbia.

Many difficulties in the way of trees and wires had to be overcome, and the big balloon was carefully manoeuvred to the very water front, where it was necessary to jump it over a series of wires, through several enormous trees and a lot of telegraph poles, and yet retain it captive. This was arranged for by tying a second rope to the car, throwing it over all the obstructions, and then letting go of the main line.

Just as the main line was let go a sudden gust of wind caught the balloon and ' .ove it with great force against a tree.

ne destruction was instantaneous, the whole side of the balloon being ripped out.

"We can't let a balloon interfere with the reception to the Wrights," said Stevens,

and the party then boarded a fast tug, reaching the steamer and chatted with the Wrights before the revenue cutter arrived with delegates from the Aeronautic Society and Aero Club of America aboard. Robert Lee Morrell and A. H. Forbes represented the Aero Club, and William J. Hammer, the Aeronautic Society.

After the formal greetings were over, Mr. Hammer, an old friend of the Brothers Wright, had a pleasant talk until the boat docked, where other members of the Aero Club were introduced.

luncheon at lawyers' club.

The following day the Wrights were the guests of the Aero Club of America at a luncheon in the Lawyers' Club. Mr. Forbes presided. The others at the guest table were Colgate Hoyt, Colonel John Jacob Astor, W. P. Hamilton, Alan R. Ilawley, Charles Jerome Edwards, Robert Lee Morrell and L. D. Dozier, of St. Louis.

When Wilbur Wright was called upon to speak, he acquiesced for about three-quarters of a minute. He said:

"Since I arrived yesterday I have noticed a tendency to wobble that 1 thought was from the boat, but now I know your welcome is to blame for the rocking of this floor. It is not the custom of my brother or myself to do much talking." Here was prolonged laughter. "Other people sometimes take it upon themselves to read our minds and tell why we do this or that, and express views and opinions which, of course, are quite at variance with our own thoughts. Among other things, they have sometimes stated we were compelled to go abroad in order to obtain sufficient recognition. Now those who know the real history know the first recognition we ever received was given to us by the Aero Club of America. (Cheers.) Within a few months after we made flights, in 1905, and within a few months after the Aero Club was organized, by action of the Board of Directors our flights of 1905 were officially recognized. In later times it has sometimes been said we had to go abroad to obtain official recognition. Our members have all known it."

Prolonged applause greeted this loyal statement. Then Orville Wright was called upon.

"Fellow members of the Aero Club of America! My brother has talked so long that there is no time left for me. (Applause.) I wish to express my universal thanks for the very kind reception you have given us and to tell you how pleased we are to be back again in our native country."

John F. O'Rourke proposed "a rising toast to the rising aeronauts."

edwards ravs congress.

Charles Jerome Edwards, treasurer of the Aero Club, said, in part:

"The men who have wrenched from the caverns of the earth her hidden wealth; the engineer who opens up newly discovered country, where the agriculturist follows to make the desert blossom with golden grains; the merchant, whose warehouses cover the land and whose sails whiten every sea; the manufacturer, who turns the ugly raw product into beauteous designs of every phase of necessity and luxury; the architect, who pierces the heavens with monuments wherein to house the business of a metropolis—each and all have only followed the examples of earlier civilization. But you have surpassed all these, even in your modesty, for you have created. Where others have scratched the soil of aeronautics, }'ou have solved the problem of aviation and brought forth a bounteous harvest of results.

"It is a shame that cries aloud that our nation should so force its sons to demonstrate on foreign soil, and seek support from alien hands for the product of their genius. This is exemplified anew in the failure of the recent Congress to make the appropriation of $500,000 which had been inserted in the Appropriation Bill in order that America might not delay in carrying to fruitful results experiments in aerial science."

Colgate Hoyt, ex-President of the Automobile Club of America, a native of Ohio, boomed that State in his usual delightful vein. L. D. Dozier, of the Aero Club of St. Louis, was the next speaker. Col. Bingham, New York's Police Commissioner, wras glad to "meet men who have done something. This is the class of men we would all like to be, and all love and admire." He regretted he wasn't "from Ohio," but that he was grateful to the Wrights because they had put up a machine that would fill a long felt want in the army, or in the army as it was constituted at the first battle of Bull Run. He was not there, but he had heard of an officer who was and who attempted to stem the tide of retreat. The officer met a man who was going toward Washington and said to him, "What are you running for?" The soldier kept on, but looking back over his shoulder remarked, "Because, by God, I can't fly!"

The affair was a most enjoyable occasion and enthusiasm ran riot among the hundred present. The famous bird-men left the same afternoon for Dayton, after a call from Laurence Lesh, the young man whose ankle was broken in a towed flight at Morris Park last Fall.

Wrights Welcomed Home.

The Wright Brothers, Orville and Wilbur, famous aeroplanists, arrived at noon

of the 13th in Dayton, their home city. Miss Katherine Wright accompanied her brothers. A reception was tendered them by their old friends and neighbors. The Wrights were met at the station by a committee headed by their cousin, A. L. Shearer of this city.

Outside the station in an open carriage the aged father, Bishop Milton Wright, waited. Beside him sat his favorite grandchild, Leontine Wright, daughter of Lorin Wright. In another carriage were Mr. and Mrs. Lorin Wright and their other two children.

A throng of townspeople cheered, whistles sounded, and cannon boomed a salute of thirty guns, while greetings were exchanged. A procession formed and moved toward the home of the Wright family by way of Fifth Street, one of the principal streets of the city. At the further end of the bridge over the Miami a band was stationed, and from that point to the home it headed the procession, playing "Home, Sweet Home." At the house a laurel wreath, executed in India ink, was presented to the aviators. The design shows Mercury flying above the world. At the top of the design appears Caesar's famous message, "Veili, vidi, vici."

Dayton Celebrates on the 17th.

Great preparations are being made for the celebration June 17-18. Thousands of dollars have been raised for the event and the entire city will be enveloped in flags and bunting. The story of locomotion will be told by floats in a pageant representing modes of travel on the land, sea and in the air. There will be parades of the militia, fire department, band concerts, receptions, bouquets, fireworks and the presentation of the Nation's tribute in the form of a Congressional medal. In a previous issue we gave the history of our National medals.

The Wrights will not make a flight, even for Dayton. A. Leo Stevens, however, is to take one of his balloons to Dayton and take up both of the famous brothers.

E. R. Thomas Building Flyer.

An experimental machine, on the design of which John Squires, M. E., has been serving as consulting engineer, is being built privately for E. R. Thomas, the head of the E. R. Thomas Motor Co., which built the "New York-Paris" car, and will be ready for trials about Jul}' 1st. The design is highly original, several very unusual features being incorporated in the machine for experimental purposes.

Mr. Squires has just delivered a glider of his own design at Glider Hill, three miles south of Roycroft, N. Y., for the Glider Club, composed of twelve department heads, including the manager, who desires

C. A. Zornes and His Aeroplane

ՠo get the "feel" of free flight. Glider Hil' has a descent of about three-quarters of a mile at 25 degrees; clean pasture land without stones, fences, or trees.

It is now proposed that the Glider Club be enlarged an additional eight members and an aeroplane be built. In fact, the order has already been given to go ahead on the design.

These organizations are entirely independent of any connection with the factory, all expense being defrayed solely by the members, who are very enthusiastic indeed.

Aeroplane in Washington.

Harry A. Orme, of Washington, D. C, has completed the lightest aeroplane. This particular machine has never flown, but Mr. Orme has flown gliders built on the same principle, so he thinks there is no question about its working if the motor now installed is sufficiently powerful. The whole machine, including the motor, weighs less than 100 pounds.

The radical departure of the Orme machine is in the steering device, which it carries on top. The machine proper consists of two planes eighteen feet long. These are trussed with fine steel wire and are rigid, so they cannot be warped. There

is a horizontal rudder in front of the machine for elevating and depressing it, and at the rear is a double vertical rudder, apparently like the Wright rudder.

Over the top of the main planes there is a third round deck, much like a mushroom, or a very flat umbrella. It is in this that the chief peculiarity of the machine consists. This mushroom deck is set on springs and can be distorted in any direction—that is, the edge can be pulled down and thus will guide the machine like a bird's tail. Mr. Orme has built several gliders, using this system of control, and it has worked perfectly.

When it comes to the horizontal rudder in front there is another surprise in store. The movement of a lever from the aviator's seat bends the rudder in the middle along its longest axis and will act much like a skater sticking down his heel on the ice, giving a braking effect that could not be secured with a plain horizontal surface.

The double vertical rudder at the rear is also a surprise. By releasing a spring the vertical surface can be thrown up into a flat plane like the front rudder, so that a backward tilt of the machine is stopped as soon as it commences. The whole of the control mechanism is worked from a wheel and two levers at the aviator's seat.

The motor is an air-cooled affair of Bel-

gian make, of eight horsepower, and weighs only forty-five pounds. It is run by a high tension magneto and works as smoothly as a sewing machine. It is geared to two cog wheels at the back and drives the propellers by chains over two-to-one sprocket wheels. The engine makes about 1,800 revolutions, which drives the propellers at about 900.

The propellers are built of thin steel for the test and have movable blades that can be set at any pitch. No attempt has been made so far to determine the thrust of the propellers, but it is thought there is an abundance of power to drive the machine. The pitch of the propellers will be changed from time to time and when the most effective pitch is found there will be propellers cast of aluminum or built up of wood.

The work on the machine has all been done by Mr. Orme himself and is remarkably fine. The frame is built of spruce with the ends of strips only an eighth of an inch thick, steamed and bent to shape. The covering of the planes is of light canvas. The total supporting surface is 174 square feet.

English Helicopter-Monoplane.

by geo. h. loose.

At Fruitvale, California, which is a suburb of San Francisco, there is building a combined helicopter and aeroplane. Peter English and his son, W. P. English, are the inventors of the airship. Their design is the result of a number of years experimenting on different types, and in all the features in which it differs from the aeroplane proper it has been thoroughly tested.

The machine consists of a triangular frame of steel tubing, somewhat similar to the framing of our American dirigible balloons, tapering at the ends where the propellers are attached. Beneath this frame is suspended a square platform on which is the motor, operator, and any passengers. At each corner of this platform is a pneumatic-tired wheel supporting the machine when not in flight. At the top on each side, running parallel with the frame are the supporting planes. One plane on each side with a surface of 400 square feet. These planes are of especially prepared silk and are curved up at both the forward and after edges; also being curved from the frame to the outer edge as a bird's wing.

Mr. English believes that by curving the planes upward both in front and back, he obviates the danger of pitching, as the. curved portion will serve to right the machine should any failure of the motor cause it to lose headway, allowing the machine an opportunity to pitch forward or backward. At each end of the frame is a propeller of especial design. These are driven through bevel gears allowing them to be run in a vertical position or they can be moved to a horizontal position, while revolving, by a single lever on the operating platform. When in a horizontal position

one points upward while the other points down. The propellers revolve in opposite directions, but move from a horizontal to a vertical position or vice versa in unison, at the will of the operator.

The main driving shaft runs the entire length of the frame in the center of which are beveled gears, connecting a vertical shaft running down to beveled gears again, which connect it to the shaft of the motor on the operating platform. The motor is horizontal and parallel to the main driving shaft about 8 feet above. All the shafting is hollow steel and run in McAdamite and ball bearings. The propellers are 16 feet in diameter and are two bladed, or rather two disked, as two disks are used instead of blades. These disks are securely braced to a wheel, the rim of which reaches the center of the disk where the strain is greatest. Mr. English says when one of his propellers is driven at the rate of 200 R. P. M. it creates a lifting power of 830 pounds dead weight, which would make a total lifting power of the two propellers 1,660 pounds. As the machine is not expected to weigh oved 600 pounds, it will leave over a thousand pounds for gasoline, operator and passengers.

The rudder which is placed in front, midway between the operating platform and the forward propeller, is of a double elliptical design being moved in any direction by one lever.

The motor is an air cooled 8-cylinder V type 60 h. p., weighing 150 pounds. It was built at Hall's machine shop in San Francisco and is a beautiful piece of work. All the connecting rods are hollow as well as the crank shaft, all unnecessary weight being cut away.

In speaking of his machine Mr. English says, when a flight is to be made the propellers are moved to a horizontal position. The motor is then started and the machine will rise directly off the ground until the desired height is reached, then the propellers will be gradually turned while revolving to a^ vertical position. At this point the machine is converted from a helicopter to a monoplane.

When a descent is decided the propellers are gradually moved back to a horizontal position. Then when the headway or forward movement has stopped, the propellers being in a horizontal position, the motor is slowed down allowing the machine to gradually descend at the will of the operator.

Mr. English says he expects to make a trial flight the first part of July, as he will be finished with the machine in a few weeks.

One of the propellers was started in the shop recentlv and those who witnessed it say they were the nearest they had ever been to the starting point of a cyclone. The wind was terrific and the floor beams squeaked as the machine strained at the lines that held it down.


By Cleve T. Shaffer.

William Talbot, of Santa Clara College, Cal., is experimenting with a machine modeled after Prof. J. J. Montgomery's ideas.

Chas. C. Bradley's, of San Francisco, model incorporating several new features, has shown remarkable stability in flight. The weight complete, with fore-and-aft rudders, is only y2 pound for 8 square feet surface.

Cleve T. Shaffer is building a new glider with finer lines than the old machines, and will go for the gliding record.

H. C. Bulask is working with Prof. Hidalgo on a machine.

Roy Knabenshue's latest effort is the "Fairy," claimed to be the smallest balloon in the world. It has a Japanese silk envelope, netting of fine Irish twine. The whole outfit including basket weighs but 60 pounds. In the initial filling a strong gust of wind parted the thin net and but for the prompt work of the assistants the envelope would have escaped. Inhalation of the escaping gas, however, overcame for a short time Russell S. Mitchell, Grover Crall, Squire Chamberlain.

Working models of the Wright and other machines imported from France are to be exhibited at an aeronautical evening of the Pacific Aero Club this month.

The English helicopter met with disaster in a test for lift. It became unfastened from the floor, and the lift testing mechanism in its shed and the helices were wrecked against the rafters. It has never been tried in the open or free flight.

J. Zenon Posadas, Jr., of San Francisco, has almost completed his double deck machine, 35 by 4 feet. He will use a 7 h. p. motor, claiming that the peculiar form and great efficiency of the propeller will allow of the use of such low power.

Mr. Zerbe, of Los Angeles, has given up experimenting with his aeroplane and is devoting his time to dirigible construction.

G. H. Loose, of Redwood City, Cal., will be ready with his monoplane the first of Jul}r. Work on it is progressing rapidly.

The first test of the Zornes aeroplane will be made July 2nd or 3d at Lind, Wash., where a stock company has been organized and a factory secured for manufacturing these machines.

Messrs. John W. Hudson and Clifton O'Brien, both members of the Pacific Aero Club, are constructing a biplane 40 feet by 6 feet, supported on wheels, automatic balance to be a feature. They are building their own motor, 35-37. h. p., of special design, details withheld at present.

Bokor Gets Grounds.

Morris Bokor, who has put on the market a long-tied motor, has now 600 acres of perfectly flat, treeless, sandy land at West-bury, L. I., for the use of those inventors who desire to avail themselves of what Mr. Bokor has to offer. Two acres will be used for housing sheds at a small rental. A complete machine shop will be installed where construction will be carried on.

5,000 Wright Aeroplanes Bought.

The American Lithograph Company has gone into the aero industry and has already sold 5,000 Wright aeroplanes to the Chattanooga Medicine Company, away back as far as last July. If anyone says that Europe has more aeroplanes than America, you will know different. There is the objection raised to this order, however, that they are only on paper and made of printers ink in fancy colors.

Another New Aero Motor.

In the near future it appears flying ma-, chine inventors will have a long list of engines from which to make a selection. The latest to enter the field is Carl Bates of Chicago, who is building a 4-cylinder motor to sell for around $500. This motor, he says, will be built of the best material obtainable, copper water jackets, combination steel and cast iron cylinders, McAdamite crank case, nickel steel connecting rods, chrome nickel steel crank shaft. The valves will be in the head of the cylinders, mechanically operated from an overhead cam shaft, thus doing away with push rods. The engine is expected to weigh about 150 pounds, for 25 to 30 real h. p. The cylinders will have a bore of 4^ inches and a wide range of speed is promised.

New Bates Flyer.

Carl Bates, of Chicago, whose first aeroplane has already been illustrated in these columns, has started work on a new machine intended to be an improvement upon the former. It will be a bi-surface machine, of course, and will have something new in the way of lateral balance. There is a single rear vertical rudder, and a single horizontal rudder in front. The main supporting planes are about 42 by 6 feet. Baldwin's vulcanized rubber-silk will be used for the surfaces. The joints will be McAdamite castings quickly detachable so that the machine can be dismantled and confined in a small space. The motor will be one of his own design which is being built by a Chicago manufacturer, and it will be cooled by Livingston aeroplane radiator with an aluminum water bottom. The aeroplane is expected to carry two people, and will have many unique features for steering, starting and stopping, etc.

Patent List.

"Means for use with balloons and other air vessels, for indicating air currents," Chas. Davis, London, England, No. 921,515, May 11, 1909. Device consists of a bracket secured to the edge of balloon basket. A "captive device" is supported pendently by a gimbal ring permitting motion in any direction; an indicating mechanism records the motion of the "captive device" which is influenced by air currents. Means are provided to let out or draw in the device from the car.

"Flying machine," Chas. R. Culver, Springfield, Mass., No. 922,264, May 18, 1909. Unusual aeroplane construction consisting of a chassis on wheels supporting a frame provided above with a plurality of aeroplanes in two sets, each set consisting of several planes and one set superposed above the other, but all connected so that the angle of each can be regulated. A motor driven propeller at the rear and front and rear rudders.

"Airship," Ben H. Tingley, Hamilton, Wash., No. 921,915, May 18, 1909. Dirigible balloon of usual form, combined with a frame surrounding envelope and a propeller at rear of bag operated by transmission from car through center of gas bag.

"Airship," Michael H. Whalen, New York, N. Y., No. 922,228, May 18, 1909. Usual shape of dirigible gas bag surrounded by a wire cage supporting the car and motor below. Revolving rudder and rotating fans control motion. A canopy carried by gas bag provides flexible planes which can be raised or lowered.

"Airship," Samuel D. Wheeler, Chicago, Ills., No. 922,549. Propeller inside a large tube, supported in the air by a plurality of gas bags and sails.

"Launching apparati," James Means, Boston, Mass., Nos. 922,710; 922,711; 922,712. No. 922,710 covers a table, which may be revoluble, on which is a launching car, the latter operated by a power-actuated endless cable, means for holding table in set position and for its position held by utilizing the force of the wind. Nos. 922,711, 922,712 and 922,713 are for somewhat similar arrangements with variation in the controlling and actuating mechanism.

"Signaling System." James Means, No. 922,709. This is a plan for giving the exhaust gas from the engine of a flyer a distinctive color or shade.

"Flying Apparatus," Paul F. Degn, Bremen, Germany, No. 922,756. This patent covers a helicopter, yielding wings and method of connection to rotatable concentric shafts.

"Aerial Machine," John J. Rekar, San Francisco, Cal., No. 922,952. Cylindrical trussed gas bag with ends converging to vertical edges, propellers in a horizontal plane, and propellers in a vertical plane front and rear at corners of gas bag.

"Flying Machine," Geo. W. Thompson, Kingston, Okla., No. 922,972. Aeroplane with ovoid body, side planes, vertical fin on top, suction conduits in body, front of body open to receive front ends of central conduits, with fans or propellers for drawing in the air.

"Aeroplane," John Potts, Winchester, O., No. 923,975. Two parallel planes, with frame work for power plant below lower plane, plurality of propellers on either side of motor, and with a plurality of elevating and steering "fans."


The "American Aerial Adv. & Navigation Co." at 311 Citizen's National Bank Bldg., Los Angeles, Calif., has been formed with a capital stock of $1,000,000. The purpose of the company is to take up aerial publicity for nationally advertised commodities. The company will also manufacture aeroplanes, dirigibles, and spherical balloons.

The "California Aerial Mfg. Co.," of 117 W. 16th Street, Los Angeles, has been incorporated for the manufacture of airships, flying machines, balloons and accessories. The prospectus states that the company has purchased the U. S. and foreign rights "for the construction and operation of a perfected aeroplane similar in detail to that now being manufactured and sold by the Wright Brothers in France, but with several new features which will make the machine more practical and easier to manage.

"Jean Flying Machine Co.," New York, manufacturing flying machines, etc.; capital, $5,000. Incorporators, Octave Jean, Jersey City, N. J.; Charles S. Horowitz, No. 1328 51st Street; Herman Weiss, No. 185 Reid Street, both of Brooklyn.

"Rekar Airship Construction Co." Incorporators, John J. Rekar, Will F. Spencer and Felix Fruhauf; capitalization, $150,000, Portland, Ore.

"Anderson Airship Co.," New York City. Incorporators, J. J. Harper, E. J. Forhan and H. M. Browne; capitalization, $25,000. The company will promote the dirigible balloon of P. Anderson, 668 President Street, Brooklyn. The plan is for an affair 200 by 300 feet, in two halves like an egg cut in half lengthwise, with air space between the two portions. Each half will be 40 feet high. Underneath is the car with power plant.

The "Fred J. Titus Co.," Newark, N. J., has been formed by that famous bicycle racer to build, buy and sell, etc., apparatus for aerial travel.

"Standard Aviator Co.," Detroit, Mich. Incorporators, O. W. Owen, F. W. Hemin-ger and J. H. Pray; capital stock, $20,000.



Zeppelin Airship in Three-Day Trip—Monoplane Record Twice Broken and Sextupled —Wright Machine Makes World Record—Military Airship Race in Germany—New British Dirigible—England's Army Aeroplane Flies—Another Bleriot Monoplane—Flying in Japan —Aeroplane Track Racing Begins in France—French Government Prizes.


Legagneux has not yet succeeded in getting much out of the old Farman. On May 23d he was to give an exhibition at Vienna, but was able to make only a few leaps of a hundred yards or so, and the big crowd was badly disappointed. But the grounds the syndicate behind him has provided are not particularly inviting. One is almost sure to get either into a ditch or the Danube. As a result of the failure to make attractive flights, the syndicate has been dissolved and the machine presented to the army.

The War Office has ordered a dirigible of the semi-rigid Parseval type, and it is to be delivered in September. The requirements demanded are not very onerous beside what has been accomplished in Germany. It is to have a speed of 25 miles an hour, be able to reach a height of 3,300 feet and fly 25 miles at that height, and do 150 miles without stop against the wind.


Much is in preparation, but there has been little flying during the past month. But while waiting for the appearance of the first all-Belgian machine, The Hague is hopeful of soon seeing some real flying. G. P. Kuller of that city has bought a Wright flyer in France, and has gone to Paris to take lessons.


So far as is known, no native of China has yet joined in the modern movement, but the land of lanterns is now to figure in our news letter, for Professor Herbert Chatley of the Engineering and Mining College at Tang Shan, whose name is well known to students of aeronautics, is building an aeroplane.


Dr. Folmer Hansen of Copenhagen has purchased a Farman machine, and has been taking lessons at Chalons from Henri Farman. He is to fly at the Klampenborg race track, which is about 10 miles from the capital.

Delagrange has been engaged to make exhibition flights at an international exposition at Aartus Jutlands and also on the Amac military parade ground.


The feature of the past month in England— except that Cody really managed to fly, after

all—was the unification of the three principal aeronautical bodies and the definition of their various spheres of work. By this agreement among themselves, the aerial societies have cut out the Automobile Club from the control of aviation. The Aeronautical Society is to be the recognized authority upon the scientific side of the art. The Aerial League is to do the work of influencing public opinion, conducting the patriotic movement and education. The Aero Club is to be paramount in sport.

Whether or not this will put an end to the "Aero Club League," which the Aero Club started in opposition to the Aerial League, is not quite clear yet; but it is believed that it will, the Aero Club having got all it wanted— the "control" of the sporting side of the art. But it is doubtful whether the club will have things quite all its own way. The Aeroplane Club was not consulted, and does not like being left out in the cold. But meanwhile the Automobile Club is holding aloof.

Another interesting feature of the month was the formation of a Parliamentary aviation party, in imitation of that in France. Lord Montague, editor of "The Car," is chairman among the peers. Arthur Lee is chairman among the Commons; Cecil Harmsworth, a younger brother of Lord Northcliffe of the "Daily Mail," vice-chairman, and Arthur du Cros, honorable secretary.

This was immediately followed by a waking up of the government; but the amazing condition of the public mind was chiefly responsible for the government action. England during the past few weeks has had fits of airship panic, which, were they not so pathetic, would be amusing to outside observers. The Ministry had to do something.

Premier Asquith, to bluff the populace into the belief that the government was doing something, has appointed a "special committee." Its object is "the superintendence of the investigations at the National Physical Laboratory and for general advice on the scientific problems arising in connection with the work of the Admiralty and War Office in aerial construction and navigation." This committee is presided over by Lord Rayleigh, who, on the death of Lord Kelvin, became England's leading scientist, and its members are Dr. H. T. Glazebrook, director of the National Physical Laboratory; Major-General Sir Charles Had-den, chief of the Army Ordnance Department; Captain R. H. S. Bacon, chief of naval ordnance; Sir A. G. Greenhill, who used to teach

mathematics at the Woolwich Army School; Dr. W. N. Shaw, chief of the Meteorological Office; H. R. A. Mallock, a member of the ordnance committee; Prof. J. E. Petavel, an engineer; Horace Darwin, a son of Charles Darwin, and F. W. Lanchester, the author of "Aerial Flight." Mr. Lanchester was included so that the public could see that there was at least one member of the committee who was well read on the matter. But his knowledge will make no odds. A "special committee," or a "royal commission," is the balm for all ills in England. Nothing ever results except a "blue-book," which nobody ever reads but the secretary who draws it up. But its appointment fills the awkward gap at a moment of excitement, and its efficacy lies in the fact that soon its existence is forgotten. This committee, however, will not result in a report even, for it is not to be initiative, but only to deal with problems put up to it by the army or the navy. In practice, therefore, it will prove an efficient bar to progress. It has, though, adequate funds, which seems more than the United States will do.

cody flies a mile.

None the less, England has some real flying at last. With indomitable courage, F. S. Cody, the American, stuck true to his aeroplane after the War Office had ridiculed it, thrown it back on him, and begged him to take it away and lose it. On May 4th he surprised himself by keeping up for over 100 yards. What surprised him more was that he landed without breaking anything! But Cody had never lost heart. After every smash he mended up again and started afresh with what he believed was some improvement. On May 14th Cody made it fly nearly a mile with perfect success. The height reached was about 30 feet. With one exception, Cody had never before succeeded in keeping it in the air for more than about 50 yards, and generally less. The Prince and Princess of Wales happened to be at Aldershot, nearby, on May 14th, and, hearing of the great flight, sent for Cody and asked him to fly for them. Cody consented, and, trying to better himself, by making a turn, drove into an embankment —and since then he has been repairing. Some alterations have been recently made. I The front horizontal rudder remains the I same. Above it has been fixed a vertical surface working in conjunction with the I double vertical rear rudder. The small stability planes have been changed to the rear of the main frame, one on each side. The box tail in front of the rear rudder has been removed.

(See page 78, Feb.; page 126, Mar., '09; and Nov., '08 issue for full description.)

But Cody's was not the first flight in England. On May 1st Moore Brabazon got into the air with his Voisin, The Bird of Passage, at Shellbeach, the Aero Club's grounds at Sheppey Island. The distance

made was only about 200 yards. The next day he managed about 500 yards. Short Bros., famous as balloon builders, have erected there a great shop, with no less than forty men hard at work. Thirteen machines are under construction, six to the order of the Wright Brothers, already sold. They are refusing to book further orders at present. The Aero Club has been able to arrange special railroad rates out to Shell-beach, $2 first-class, $1.25 third-class, about half fare.

Still the British authorities are doing something. They are doing it on lines explained by Minister McKenna: "We are not thinking; we are constructing!" The new Army dirigible, non-rigid, made its first appearance at Farnborough on May 4. Col. Capper and Capt. King gave her an airing— and many admiring glances—but did not attempt to fly her. When he was about to do so the people called out, "Don't; she is so young and so small!" She has been christened "The Baby"! On the 14th, however, a flight was made, and she averaged a speed of 15 miles an hour, and paid quite decent attention to her helm. Further tests were made on the 21st and 24th.

description of "dirigible iii."

"The Baby" is quite different from and one-third the size of the "Nulli Secundus," which a year ago in its hurry to get away from the Crystal Palace broke itself to pieces after rounding the dome of St. Paul's Cathedral. Instead of the lines of the envelope being parallel and stumpy at the ends, the new bag is fish-shaped. Its greatest diameter is about a qquarter of its length from the front end. From that point it curves off to a sharp nose for the front end, and tapers away behind to the tail, which is embellished with three curious triangular bags looking like cushions, two of them horizontal at the sides, and the third standing up towards the skies. It is 84 feet long, and has a capacity of 21,000 cu. ft. Two 3 cyl. 8 h. p. Buchet motors are used to drive a 6-ft. propeller. The balloonette has 1-5 of the total capacity.

Along the meridian of the envelope are attached, by a special method, a series of silk loops, each loop being independent of the next. Steel cables are attached to these loops, and the car is toggled on so as to be easily removable. The framework of the car is of hickory and steel tubing covered with silk. To the rear of the car is affixed the vertical rudder, the horizontal steering-planes extending on each side of the car immediately in front of the rudder. Motors and aeronaut are placed in the front of the car, which is mounted on skids; the single two-bladed propeller revolves between car and envelope.

The country has not been greatly relieved by the proof given during the month that the artillery can really blow the bag of r balloon to smithereens with shrapnel though

o ■

it be 2,500 yards away and 2,000 feet up in the air. For the poor old balloon was captive.

The Aero Show at Olympia resulted in a loss of $15,000.

Patrick Y. Alexander has presented the United Services College .at Windsor with a fully equipped laboratory for aeronautical instruction and experiment.

A Women's Aerial League has been inaugurated by Lady O'Hagan in connection with the Aerial League.

To consider the establishment of a school for the theory and practice of aeronautics a conference between representatives of the Yrmy, Navy and Aerial League, has been called by the Army Council.


wrights' pupil third on list of biplane pilots.

Although there has been but little flying in France since the Wrights left, apart from practice by new fliers on old machines at the different schools, among that little have been some notable achievements. More than one new record has been set.

On May 20, at Pau, Paul Tissandier, in the Wright machine, flew for 1 hr, 2m. 13s., covering a distance of 57.5 km., or nearly 35 miles. In making this splendid flight, Tissandier was never more than about 37 feet off the ground. The Wrights usually fly at about a height of 75 feet.

On May 28, Tissandier went up with the purpose of flying for just an hour, and he beat his own recoid. For, not able to judge the time more nearly, he came down 4 minutes after the hour, and had covered a distance of 59.65 km. But this was not officially timed. After Wilbur and Orville Wright, he has flown a biplane longest in the world.

monoplane record broken.

In the "Antoinette," on May 6, Demanest flew between 6 and 7 km., about 4 miles, at a height of some 10 m., at a speed of 72 km. per hour. The end of April saw several flights of 6-7 km., and one not measured lasted 13 min. 23 sees., on April 30. M. Bur-geat made trial flights in the "Antoinette VI."

another new monoplane record.

Hubert Latham, on May 22, in the "Antoinette IV,." flew for 37 min. 37 sec. at an average speed of 72 km. an hour. He was at a height of 30 m., and had the monoplane under perfect control, taking all the turns with great ease. A few days before he won the first A. C. of F. prize for a novice's flight of 500 meters. On June 5 he flew for 1:07:47, beating previous record of 11 minutes held by Bleriot.

In the early days of the month, Comte

de Lambert was at Pont Long teaching a German pupil, Ganz de Fabrice, an engineer and sportsman, in the old Wright machine, which has not yet got into the museum at Paris, for though the old machine is pretty decrepit by this time, it goes very well with the new engine. Later in the month, Lambert established himself at the Napoule race track near Cannes with the new Wright. On the 17th he made his first exhibition flights there, and the "Petit Che-vaux" felt the effect, for all the fashionable mob deserted the tables to witness the flying. After about 400 m. straight, Lambert made several circles of the track and finished up with two figures of 8.

new bleriot xii.

Bleriot, giving his speedy No. XI. a rest, has been trying out his new No. XII. This monoplane is slightly larger than the racer. Its total surface area is 23 sq. meters. The length is 8.5 meters and a spread of 9 m. It has a single 2-bladed propeller, driven by chain from a 35 h.p. E. N. V. motor. The weight without operator is 300 kg.

Guffroy at Buc has got over most of his difficulties with the R. E. P. monoplane, and during the month has made several good flights.

Santos Dumont at Issy has been trying hard, but has not succeeded in making his little "Demoiselle" beat her record of 2]/2 km. Almost all his recent trials have ended in some slight damage. The most serious was on May 15, when in trying a turn he drove one of the wings against the ground and smashed it.

Henri Farman's best flight at Chalons during the month was on the nth, 8 km. On the 15th he took up a passenger weighing 200 lbs. and flew 800 m.

aeroplane racing begins in france—speed contests now supersede duration flights.

What was to have been the great event of the month turned out a great fiasco. This was the opening of "Port Aviation" as the flying grounds at Juvisy are now called. The syndicate of capitalists who are running it advertised nine entries, but only three machines actually came out on the track. Prizes were put up, railroads ran excursions and 30,000 people were on hand. Despite the wind Delagrange was out and made four straight flights and a round of the course. The people got insistent for a race and the crowd became unmanageable. Rougier tried to make a competition, but the crowd swarmed so thickly that he could not.

The last Saturday in May the second meet was held, and it was a great success. No less than nine flights were made during three hours' entertainment. Three aviators took part—all on Voisin machines. A prize

of 1,000 francs was won by Delagrange, who flew the circular kilometer in i min., 40 3/5 sec; De Rue won place money, 500 francs, and his time was a second slower; Rougier showed third in 1.532/5.

On the first round Delagrange was almost blown against the grandstand, but managed to steer away in time and get back over the course. The slowest time made by Delagrange was 1.53 3/5-

The following day saw more excitement. With machines exactly alike, with the same Antoinette motors, Delagrange and De Rue fought it out. The contest resolved itself into seeing who could cut the corners the closest. Delagrange lowered his kilometer to 1.18 3/5, beating De Rue's best by 5 sec. The course was marked by four posts outside which the flyers had to keep; each side of the square represented 250 meters. Delagrange thus beat his own record of the day before by 22 sec, and won at the same time the first, so far as known, speed prize, that of Ch. Stern of 1,000 francs to the man who made the fastest circular kilometer by June 3. _

Rougier is making rapid progress, and seems likely to take as prominent a rank as a flier as he held as an automobile racer when with the Lorraine-Detrich. On May 22d he made eleven circuits of the Juvisy course in his Voisin machine, covering about 30 km. at a height of 20 m.

The Ligue has ordered two new Wright machines for the use of its pupils.

Another Englishman has gone to France to learn to fly. This is G. B. Cockburn, of Taynton, Gloucestershire, who has bought a Farman and is at Chalons.

french government prizes.

The French Government has decided to offer the following prizes out of its grant of $20,000 for aviation: $2,800 to the French aeroplane making the longest flight of the year ($1,000 to the pilot, $800 to the builder of the apparatus, $600 to the builder of the motor, and $400 to the designer of the propellers); $1,800 to the aeroplane which has stayed longest in the air, and $1,600 for the dirigible making the best voyage.

a. c. f/s prizes.

The Aero Club de France is offering out of the government subsidy $1,000, $500, $200 and $100 to the four aeroplanists who shall stay longest in the air. The entrance fee is $20. The Club just now is very proud of itself. It has been granted by the President of the Republic the coveted decree of "recognized as of public usefulness."

Not to be behind the T. C. F.. the A. C. F. has appointed a committee to study the question of route signs for fliers.

Another new society, the Union des Avi-ateurs de la Seine, has been formed.

Adolphe Clement has entered his new

Clement-Bayard dirigible to compete for the prize of $2,000 put up by Henri Deutsch de la Meurthe in 1906 for the first airship which could make 200 km. in a closed circle.

Tests were made at Gennevilliers on May 19th of the 80 h. p. engine which the Dietrich firm has made for Walter Wellman's airship "America." In addition to gasoline, a mixture of hydrogen and gasoline, an idea of Melvin Vaniman, was tried, and it was found to give more effective results than the gasoline alone. If Wellman keeps to his program he ought soon to be on his way to the North Pole.

The "Wright Craze" has taken a new form now in France. Visitors to the places where Wilbur flew are paying extravagant prices for the privilege of sleeping in the same bed, eating from the same plate and drinking from the same glass as Wright used. Nothing like it has been known since the days of the great Napoleon.


The honors of the month belong to Count Zeppelin. In his new dirigible, "Zeppelin II," he amazed the whole world by a flight of 850 miles in 38J4 hours. Starting from Friedrichshafen on Saturday evening, May 29th, he set a course apparently straight for Berlin, distant away about 500 miles on the airline. Whether he intended to go to the capital is not known. All he will say himself is what he said to the Kaiser, "I never said I was coming to Berlin." But the general belief is that he really intended to fly to that city and back again. For some reason, however, when he reached Bitter-feld, about 80 miles short of the capital, he turned back. There are some who think that he merely intended to give a demonstration of what he could do, and would not allow the German Army to share in it because they have now turned the'r back on him.

Count Zeppelin was himself in charge, and he had with him two engineers and a crew of seven. Not a word had been sj-id beforehand that he had any intention of attempting a sensational trip, and hardly a soul was out at Friedrichshafen to give him a parting cheer. The weather was distinctly bad, rain was falling and kept on most of the night, and there was a strong headwind. All through the night, however, despite this, the great airship kept speeding on over Wurtemberg and Bavaria. On the way he passed over the towns of Treuchtlingen, Nuremberg, Erlangen, Bayreuth, Munch-berg, Hof, Plauen, Werdan, Zickau, Gera, and Leipsig. Leipsig was reached at 5.20 p. m. on Sunday. It may be that it was then that Count Zeppelin saw that he could not make Berlin until after nightfall, and so determined to give up the effort to get there. It is also possible that by this time it had become obvious to him that he had

not started with a sufficient supply of fuel for a longer trip.

After maneuvering over Leipsig for close upon an hour to the great delight of the people, the Count headed on again towards Berlin. Bitterfeld was reached at 7.20. There he threw out a card, "I have decided to return." And the monster dirigible turned its nose to the south.

Meanwhile the Kaiser and all Berlin, having learned from the newspapers that trie Count was on his way to that city, were all out on the Templehof field awaiting his arrival. Wilhelm had the soldiers out, and a large space was cleared for Zeppelin to land in, and the only person in the city whose eyes were not glued to the sky was the chef who was preparing the supper that was to be the Emperor's welcome. When, just after dark, the news came that the airship had turned for home, the Kaiser, the Empress and the Princess left the field, but the crowd waited on till after midnight.

For the return journey Zeppelin took a different route and passed over Schweinfurt, Wurzburg, Ffeilbron, Stuttgart, Essingen, Plochingen, to Goeppingen. At the last-named place, which was reached on Monday morning, a descent had to be made for gasoline. Unfortunately, in landing, the airship was blown against a tree and somewhat badly damaged about the prow.

Unable to complete his journey without repairs, the Count telegraphed home for his workmen. The next day the men were able to patch the dirigible up temporarily and sail it home. They left Goeppingen at 3.20 on Tuesday afternoon, followed by the Count in an automobile. About 40 miles from home another descent had to be made for supplies, much having had to be ehrown overboard in order to keep up in the air. The trip could not be resumed until after midnight, but Friedrichshafen was reached by daylight Wednesday morning. The trip lasted about 3^ days. The airline distance to Bitterfield and return is 609 miles, but the circuitous route probably adds something to this.

Count Zeppelin received a telegram of congratulation from the Kaiser in which his Majesty said "Thousands of soldiers missed their holiday (Sunday) waiting to assist you, and I trust you will make up for the disappointment. I had hoped to see you a guest at my palace, where rooms had been prepared and a meal with a loving cup was ready for you in the officers' mess. I hope to see you soon in Berlin."

The Count replied: "1 never said I was coming to Berlin. Somebody sent a fraudulent- despatch. The reason for my nonappearance in Berlin was fear that the supply of benzine would not suffice to take me to Berlin and back to Friedrichshafen. I hope in six weeks to be able to report to you in Berlin with my repaired airship."

The Kaiser suggested August 26th for the next attempt.

This flight entirely eclipses the last big flight of the Count made in the "Zeppelin I," on April 1 and 2 last, when he sailed from Friedrichshafen over Munich to Din-golfing and back, and was in the air for 18 hrs., 28 min. The trip lasted 39 hrs., 39 min. Deductions are made for all night at Din-golfing and luncheon at Munich. On April 5th the "Zeppelin I" was up for 11 hrs., and on the 6th for 11^2 hrs., without stops.

Whatever may" be its cause, and several explanations have been suggested, some serious disagreement has arisen between the German War Office and the Zeppelin Co. The War Office has now definitely refused to purchase more than two "Zeppelins." The company has, during the month, been approaching various towns with a view to selling for passenger traffic the Zeppelin airships now under construction. Cologne, Lucerne and Dusseldorf are said to be purchasers. Two "Zeppelins," it is declared, are to take up a regular service between Lucerne and Dusseldorf. A third is to be used for excursions round the Riga. M. Colsman, Zeppelin's agent, states that 600 trips a year could be made at a cost of $425,000.

german airship race.

The first race between airships has taken place in Germany this month. On May 22d the/'Gross II" and the "Parseval II" had a six-mile-and-back contest together over Berlin. The result was a dead heat. Each airship took exactly 30 min. in doing the 12 miles and the turn.

On the 25th both the "Gross II" and the "Parseval II" were flown for the inspection of the Kaiser. Wilhelm was reviewing cavalry at Doberitz, and the airships were sent with despatches from Tegel 10 miles away. The trips were quite successful. The "Gross II." it is said, has now been fitted with wireless telegraphy apparatus, but that so far the experiments have not been a success. None of our correspondents say what precautions are taken against the spark.

The new "Gross III" is 70 m. long and will have two motors of 100 h. p. each. A new smaller airship with one motor of 100 h. p. is to be built for dispatch service.

A company, called the Flugmaschine Wright Gesellschaft, has been formed in Berlin with $75,000 capital to build Wright machines. The Krupps, Allgemeine Elec-tricitats Gesellschaft, the Motorluftschiff-Studien-Gesellschaft and the bankers, Del-bruck. Leo & Co., are the chief shareholders. The Wrights sell the company for 15 years full rights for Germany, Sweden, Norway,

The Eulers of Frankfort have bought the Voisin rights in Germany.

In connection with the exhibition at Frankfort in the fall, the Technical-Scien-

England's "Dirigible III

Bleriot XII

line Committee is arranging a competition which they hope will produce a new metal as light as aluminum but with greater "life," and therefore more suitable for aeronautical construction.


Italy has solved the question of the "control" of aviation by the appointment of a mixed committee similar but even more representative than that in France. It is

formed from the Aeronautic Societ\-, the Automobile Club, (he Aviation Society and the Touring Club.


According to the Japan "Times," Isaburo Yamada, who was in charge of the military aeronautical experiments in Japan away back in the Chino-Japanese War in 1894. has constructed an aeroplane and made flights at Tokio.

club news

(Continued from page 12)

of directors, officers and two members of Aero Club of California, two members of Pacific Aero Club, and one each from two other cities of the state.

Mr. Ferris, president of the club, is the owner of two balloons which he has placed at the disposal of the club members without charge for the service.

It is the hope of the organizers of the club to avoid using it in bringing personal profit to any individual member. The scientific and inventive progress which should rightly be encouraged it hopes to encourage only through the aero clubs, and should it ever vote money for that purpose it is to be handed over to the organizations in whose province it rightly belongs. In the main, the Cal. Balloon Club proposes to cooperate in securing data about air currents and similar information, and to establish, for the assistance of balloonists, maps and records which will save much time in preparing for trips.

The Air Craft Club of Peoria was

launched on May 4 at a meeting at the Creve Coeur club, and has started sailing under most favorable circumstances. The following officers have been elected: President, Eugene Brown; vice-president, Harold Plowe, and secretary and treasurer, Leslie Lord. The president, together with Dr. George Smith and Ross F. Walker, were appointed to draft by-laws. Those who signed as charter members of the first society Peoria has had to study the science of the air were: Eugene Brown, Harold Plowe, Leslie Lord, William R. Bootz, Ross

F. Walker, George E. Smith, Dr. Arthur

G. Smith, Deloss S. Brown, Dr. Frank E. Baldwin, Percy A. Folsom, W. N. Kilbourn, and L. C. Worley.

The club is organized to "engage in the pursuit of Aei onautics," the intention being to start interest in ballooning first and then take up flying machines.

talks with inventors

(Continued from page 6)

requirements of application.

The application consists of a petition addressed to the Commissioner of Patents upon a printed form, and specifications embodying a preamble, statement of the object and nature of the invention, detailed description with reference to drawings, ending with summaries called claims, in which that part of the invention which is considered original is particularly described.

The preparation of an application is a task requiring practical skill and technical experience, of which any inventor can convince himself by consulting the book on rules issued by the Patent Office. The law

requires that drawings be furnished in all applications for patents, where the invent-on will admit illustration. The drawings must be made on pure white paper calendered and smooth, and corresponding in thickness to three ply Briscoe brand. The size of sheet must be 10x15 inches, with a marginal line of one inch around the same, leaving proper space for the printed heading, and for the name of the inventor and two witnesses. Every line and letter, signatures included, must be absolutely black, clean, sharp and solid. The scale in which a drawing is made ought to be large enough tc show the mechanism without crowding. Different views should be consecutively numbered, the letters measuring at least one eighth of an inch in height, and placed so as not to interfere with lines of the drawing.

Inventors make no mistake in having their inventions well illustrated. A well executed drawing brings out the invention clearly, will make the prosecution of the application much easier, and may secure more satisfactory results. It often plays an important part in cases of suits affecting the validity ( f patents. A well illustrated invention prevents its being confounded, and eventually assists the inventor in securing the aid of capital or to sell his invention.

An applicant or an assignee may prosecute his own case, but he is advised unless familiar with such matters to employ a competent attorney, as the value of patents depends largely upon the skilful preparation of the specifications and claims.

An inventor can, however, materially assist his attorney in enabling the latter to do justice to his client by furnishing an intelligent, clear and detailed description accompanied by a sketch or model.

(To be continued.)

trip of phi la. ii

1 Continued from page 5)

Woodbine, N. J. Dr. Simmei'man acted as pilot, while in the basket as passengers were Dr. Eldridge, Mr. Thomas Rose, and Mr. Geo. Benz.

While traveling over mountain, hill and vale, river, lake and stream is in itself a treat most rare, not the least of the appreciated pleasures of ballooning is the royal and generous manner in which aeronauts are always received when landing in strange places. While the party was still in the basket, they were seized by the superintend-ei.t of the Baron de Hirsch Agricultural and Industrial School, Mr. Henry H. Gellor, who insisted that they be his guests, and seeing that they needed assistance, blew his whistle foi the boys of the school, who responded immediately to this call. Trees were cut sway and the land cleared in such a manner


As used by Beaehey, Strobel and others



Cheap—Light Weight—Simple—Reliable Se?id for Data, Prices, etc.



2312 Broadway New York

that they will ever remember kindly and gratefully the services rendered.

At the cottage, Miss Lidia Cantor, the matron, assumed the responsibility for the party, and such a generous hospitality I had never witnessed before, demonstrating that even when among strangers "the whole world is kin."

They stayed at the cottage for the night, and the next day were breakfasted by Miss Cantor and Mr. Gellor. And at noon were dined by the boys who had rescued them. In the afternoon a Russian tea and informal reception were given by Mrs. M. Z. Bayard, the charming wife of the mayor of Woodbine.

This with a carriage ride and banqueting from the time of our arrival to our departure makes us realize that as the sweetness of the woodbine is due to its inherent properties, so the graciousness and fragrance of the Woodbine of New Jersey is due to its charming people.

I would suggest that all aeronauts seeking a landing near the coast would select the town of Woodbine as a landing place, and especially the Baron de Hirsch Agricultural and Industrial School.

new wright patents

(Conti)i ued from page 9.)

the application of friction-creating or holding devices for the purpose of holding the parts in the positions in which they are set, until moved out of such positions by means of the operating lever or levers substantially as set forth.

"8. In a flying machine, having aeroplanes with adjustable portions operated by a cable, and vertical rudders operated by a further cable or cables, connecting the said cables to drums mounted on a common axis, handles or other means for operating

Health Food Chocolate

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


Let me sell you my glider cheap.

I demonstrate gliders, pilot aeroplanes or airships. Some open time for gliding: exhibitions.


Address: WM H. AITKEN,

Advocate Office, CHESTER, PA.

Rare Books.

Under this heading we publish each month a list of such rare and out-of-print books as can be secured. The demand at the present time for rare aeronautical works is great, and it is usually not possible to obtain more than one copy at a time of any one work.

TRAVELS IN SPACE (Valentine & Tomlinson), introduction by Sir Hiram Maxim; many illusts. 8vo., cloth, London, 1902 ............................... $4.00

ASTRA CASTRA (Hatton Turner), many illusts., royal 4tp., boards with leather back, uncut, London, 1865... $10.00

TRAVELS IN THE AIR (James Glaish-er, Flammarion, Tissandier. etc.), 125 illusts., roval 8vo., cloth, London, 1S71 $6.00

AERIAL WORLD (G. Hartwig), 8 plates, map, many woodcuts, 8vo., cloth,

N. Y., 1875......................... $4.00

Same, new ec!., same illusts., London,

1892 ............................... $4.50

DOMINION OF THE AIR (Rev. J. M. Bacon), 24 plates, 8vo., cloth, London, 1004 ............................... $2.00

DONALDSON & GRIMWOOD, A True Account of Their Last Balloon Voyage and Tragic Death in Lake Michigan, thin, 121110., wrappers, illust., Philadelphia, 1875 (very

scarce)............................ $3-00

THIRTY YEARS IN THE CLOUDS, with Observations on Thunder and Lightning, Formation of Rain, Hail. Snow, etc. (John Wise), 8vo., pamphlet, 1S70.....$5.00

"Aeronautics"' Library Bureau

Will Supply on the Shortest Notice All Books, Pamphlets, or Periodicals Dealing With Aviation, No Matter Where Published. It Is Also Prepared to Furnish Photographs of all Machines and Aviators, and Articles Either Technical or Descriptive Treating of the Art. Lectures arranged.

said drums together or separately as desired, substantially as set forth.

"9. A flying machine having superposed aeroplanes with the tips of same adjustable, said tips connected together by cables, so as to work in unison in opposite directions in combination with front and rear vertical adjustable rudders, or one or both of them and a fixed vertical vane, substantially as described and illustrated in the accompanying drawings."

The U. S. patents are Xos. 821,393 and





Aeronautic Inventions a specialty at home and abroad

Central Valley, N. Y.

How to Make a Glider


8-page illustrated pamphlet giving full details for the construction of a bi-surface glider, with diagrams and exact measurements. Every experimentor should have this valuable treatise. Price, 12 Cents (Post Free). AERONAUTICS J777 Broadway, New York




Self cooled by its own revolution

get our catalogue no. 14 a


dubuqu:, iowa, u.s.a.




specific gravity 3 20 Tension, ■ 44,000 lbs. to sq. in. Compression, 126,000 lbs. to sq. in. Transverse, 87,000 " " " " .Torsion, - 60,000 " 1

Send for test bar or a pattern for sample casting


19 Rapelye Street BROOKLYN. N. Y


Used by Leading Aviators.

Light in weight — Strong and


Variety of types and sizes in stock. Absolutely Guaranteed.

Send for Catalogue 19.

All Sizes Hoffmann Steel Balls on Hand.

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

In answering- advertisements please mention this magazine.

®fje Seronauttc S>octetp


Join Now at the Opening of the Season.


WORKSHOPS—Where members may construct their machines without charge for space or facilities.

MOTORS — With which members may make their initial trials at the cost only of gasoline and care.

SHEDS — In which members may house their machines, rent free.

GROUNDS—Where members may try out their machines, learn the art of flying, and make flights.

EXHIBITIONS—To which all members are admitted free, and in which they have splendid opportunities to make their inventions known either in model or full scale.

Weekly Meetings — Held at the

club house of the Automobile Club of America, at which valuable discussions take place, and every assistance and encouragement given.

LECTURES — Well known scientists tell things worth knowing.

LIBRARY—Including a complete file of all aeronautical patents.

EXPERIMENT FUND — A fund is forming for the work of investigation and experiment.

CATAPULT — Apparatus provided for starting aeroplanes that are wheel-less or for gliders.

Gliding Mound—For the practice

and exercise of gliding.

Twenty-one Members of the Society are now building Machines.

no initiation fee.

dues-$10 a year.

write secretary for booklet.

form of application for membership.


Morris Park, Westchester, N. Y.

I desire to become a member of the Aeronautic Society. If elected I agree to pay the membership fee of $10 per year, and to abide by the Rules of the Society.


Profession or Occupation............................

Dale..................1909. Address................................

In answering advertisements please mention this magazine.


A E R O N A U Tigs f

Aerial Development Company

<1 This company is organized for the purpose of exploiting all business connected with aerial transportation, including the patenting of new devices, the purchase and sale of patents and patented apparatus, the establishment of laboratories for original research, the building of manufacturing plants for the construction of all types of flying machines and motors, the promotion of exhibitions, races, prize competitions. <fl Models and experimental work of all kinds to order.

<f Materials and appliances used in aerial transportation offered for sale.

<fl Estimates furnished for the construction and trial tests of all classes of aeronautical work. <J Write for prospectus.

45 West 34th Street, New York. KIMBALL AEROPLANE, $6000 UP,



RESIDENT TAFT has officially recognized the science of aeronautics. The


recognized it fifty years ago, and has ever been its advocate and ally, and a faithful recorder of the latest aeronautic developments

Aeronautic Patents

Having devoted especial attention to aeronautic patents, we are exceptionally well equipped to advise and assist inventors. *j Valuable information sent free on request.



p^iENfinc American 1


You must read the Scientific American, to keep posted.





Used in the U. S. Gov. Dirigible and Spherical Balloons

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

aeroplane material a specialty _

^^fl ^fe^ Prices and samples on application ^^fl

jJJ W Box 78 Madison Square P. O. ^

■J-4U1LX*J-j NEW york. I




Founded 1908, by ALBERT C. TR1ACA

aeronautic pilot of aero clubs ol america, france and italy.

Aerostats. Dirigibles and Aviation Courses. Home study and Resident. Model Hall, Shop, Construction Sheds and Grounds at Morris Park Aerodrome. Write for Catalog.

Morris Park Race Track, Westchester, N. Y.


(Next to Morris Park Race Track)

The Leading Road House




C. and A.




practical lessons in gliding

Experiments Conducted. Large grounds for testing.

GLIDERS IN STOCK Works: 17 Ocean Terrace and Little Clove Road.

Telephone, 390-L West Brighton.


1029 N. Illinois St., INDIANAPOLIS, IND.




Builder of the CHICAGO—largest balloon in the world; the INDIANA, which remained in the air 41) hours and 25 min., the ENDURANCE RECORD for the U. S.; and the INDIANAPOLIS, which won the Handicap Race.

No connection with any other concern.




interested in the Steam Car, all the new accessories, automobiling, and in

-■- fact keeping in touch with all that is

transpiring the world over in motordom, and who realizes the value of keeping informed about all that concerns it, should be a subscriber to The Steam Motor Journal, 15c. a copy, $1.00 a year.


1409 Welton Street.


Watch "The Aeriole" at morris park

"A Real Flying Machine'

Illustrated Descriptive Folder sent on request.


A COMPLETE MODEL AEROPLANE that has Twin Screws and flies Twenty Yards. Being a true aeroplane is entirely different from airships of the helicopter and balloon types.

The most scientific, instructive and fascia nating model flying machine ever put on the market. Price, securely packed and express prepaid, $2.00.


P. O. Box 584?, No. Phila. Sta. Philadelphia, Pa.


A SPECIALTY Livingston Radiator Co., 6 e. 3ist St., New York aty


" X tradfc mark ^r*^w ___ I m re.gistered\y




Will fly by its own power over one hundred feet, in a circle or straight away. This wonderful toy was an original model, developed in the making of a successful man-carrying machine. Built on totally new scientific principles, and acknowledged by leading students in Aeronautics as the most wonderful invention of the age. Measures 14 inches across, 5 inches high, 6 inches long ; weighs less than one ounce ; will carry more than its own weight. Very

durable, amusing and instructive to both young and old. Interest increases with every flight. If started upside down it will right itself and tontinue flying.

Price $1.00 at your dealer's. If he cannot supply you we will send direct by express prepaid in the U. S. on receipt of $1.00.


II N. E. 5th St. Minneapolis. iviidd.

—y--_v լ ՠ■ - ՠ -wv jr-^t

Bokor Aeronautic Motors

50^60 H. P. - 26^38 H. P.

the horse power absolutely guaranteed

Aeronautic Supplies of all Description


si j. p. fltzpatrick, sales manager

— i

5? MOTOR MART, 1876 BROADWAY, Comer 62nd Street, NEW YORK

- ! PHONE, 5039 Columbus




"University City" (Yankee ) "St. Louis No. 3"

Championship of America Third Place


In first national balloon race of The Automobile Club of America, Indianapolis, June 5th.

If The longest voyage by a licensed pilot in the United States, in 1908, was made with the 2200 cubic meter "Yankee"—461 miles with two stops—a remarkable perform= ance; 800 pound ballast aboard when landing.



If The greatest bal= loon trip of the year —850 miles, in com= petition—made b y the Z000 cubic meter balloon, "Fielding= San Antonio." Four American and two Foreign makes de= feated by wide margin.



This picture from basket was made 3000 ft. altitude showing French staggard block system perfectly constructed, as all our balloons are made, giving safety and strength.



H HONEYWELL CONSTRUCTION Utilizes the latest and best materials-varnished or rubberized envelope with French=type valve, and Italian hemp or linen nettings. Cars equipped for comfort and convenience —light and durable. .........


H. E. HONEYWELL, Director

3958 Cottage Avenue, St. Louis, U. S. A.