Aeronautics, July 1910

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VOL. 7 NO. 1.

JULY, 1910

25 CTS.

acts About 'Elbridge*' Engines

More actual power for weight than any other engines in the world! Only engines with unlimited guarantee based on actual performance!

*ss bulk for the wer than any other gines in the world!

wer parts (Work-j" or otherwise) than y other engine in I world!

laranteed speed ige 200 r. p. m. to 30 r. p. m.

Extra large bearings, —more than 15 in. in ^cylinder engines.

A refinement of detail only possible in a light weight engine that has actually been on the market more than four years.


Elbridge rating, 40 h. p. A. L. A. M. rating 60 h. p. Weight 167 lbs. Also made in 2 cyl. 20 h. p.; 3 cyl. 30 h. p.; 6 cyl. 60 h. p.-Air-cooled engines, 1 to 4 cyl. 5-20 h. p. at 1,000.

Particulars and prices on request


Culver Road :: :: :: £ :: :: :: Rochester, N. Y.




"History Repeats Itself"

prince i>enrp Cour


I First five winning cars in tour

Ninety-five (95) out of a total of 1 27 entrants

% and the first ten cars in speed trials



* (Made in Germany)

% A Brilliant Repetition of Prince Henry Tour

* Victories in 1908 and 1909

Annular Ball Bearings

prince Jfytnxy Cour



$ Victories for



Made in Germany

% First and Second fastest times in speed trials







* Fourth in the big tour, defeating 123 other contestants


J Times Building, New York


In answering advertisemcntsQiease mention this magazine.





Four Lbs. per H. P. 50 H. P. and 30 H. P.

For ten years we have been building light weight speed engines That Run and our aviation engine is Not An Experiment

* *

* *


Propellers +

built of Laminated Mahogany fitted with Bronze or Aluminum Hub and


Price with Standard Equipment

50 H.P., $830 30 H.P., $650

C. 1 0 H. P. and 1 00 H. P. Aviation Engines built on special order

CL If you want a reliable Light Engine delivering

REAL HORSE POWER, call on us

Harriman Motor Works, Inc.

South Glastonbury, Conn.

June 2, 1910.

El Arco Radiator Co., Gentlemen:

I am pleased to report that the El Arco radiator used by me in the flight from Albany to New York has given the very best of satisfaction and cooled the engine perfectly, without any apparent loss of water during the flight. Your construction, without doubt, gives the greatest efficiency at a minimum weight.

Yours truly,

The EL ARCO RADIATOR COMPANY'S Factory is at 6-8-10 East 3tst Street, Ne-w York. Stock radiators on hand; specials built in ffte days; also lightweight tanks, and—of course—automobile radiators.


Coming Aeroplane Meets

YOU want exhibitions of Man-Lifting; Aeroplane Kite Flying- to interest the crowds while the aviators are not flying-. C, Ilig'li or even moderate winds will invariably keep the aeroplanists from flying-until late each afternoon. Before then we will fill the air with hundreds of 9- and 12-foot Aeroplane Kites of every known kind. By flying these, dozens in tandem, enormous American flag-s, streamers and announcement banners about the meet can be lifted a half mile in the air.

C. These scientific kites will fly all day and the displays will be a great attraction in themselves and will keep the crowds quiet and contented, when for any reason the aeroplanes cannot fly. C, At the Meet of the West Hudson Aero Club at Arlington, X. J., June, 190!), New York papers said, "The hundreds of kites in the air were a decided feature."


110 Tremont St. :: Boston, Mass.


llama SPECIALIST in the model-making art.

^ It is my business to duplicate in miniature any apparatus of any kind from the large machine or from scale drawings, accurate to the 100th part of an inch.

f§ Models made for the Patent Office.

֊ My plant is one of the most completely equipped in the country. ^ Only high class work solicited.


385-390 Second Ave. :: New York

— Glenn Curtiss Flies from Albany = to New York City

In a Bi-plane Equipped with PALMER AEROPLANE TIRES

(See page 7 for an account of the flight)

The B. F. Goodrich Company", Hammondsport, N. Y., June 4, 1910

c/lkron, Ohio

Gentlemen:—I have your letter of June 1st and thank you for your complimentary expressions.

The Palmer Tires, with which I equip all of my aeroplanes give the best of satisfaction for the purpose. The light weight does not greatly impede the lifting power of the machine and the great resiliency enables me to land without shock on the hardest ground and to pick up speed quickly in starting. I am glad to credit a part of the success of my aeroplane to the Palmer tire.

Yours very truly,

(Signed) G. H. Curtiss

The Palmer Aeroplane Tire

Manufactured by

The B. F. Goodrich Company :: :: Akron, Ohio



MV object in undertaking aeronautical experiments has been purely from the standpoint of sport. In this I must say that I have not been disappointed. I and my friends have certainly found in it more outdoor sport and interest than in anything else I have attempted in the past. Up to the time I sprained my ankle by a foolish attempt to beat a previous record, I made flights several times a week, or whenever the breeze was fair.

There is not the slightest doubt that "flying" is the great coming sport. From my experience I believe that the younger class of people who enjoy outdoor life will buy gliders and motor planes, and arrangements will be made so that the machines can be kept and used at the country clubs and the golf clubs, to one of which most of us now belong. At these country and golf clubs there is most always a

| Gliding as a Sport |

% By Hiram Percy Maxim % * *

Towed in this manner, the machine rises beautifully. It is absolutely steady, and when one gets thirty or forty feet above the ground there is usually found enough wind to keep one aloft without the tow having to advance.

After becoming acquainted with the machine and the balancing and controlling, the tow lines are left off, and flights are made by running with the machine down a hill against the wind. After running about ten or fifteen feet

corps of servants to look after a machine, and do the necessary repairing and refitting. In addition, these clubs always have splendid grounds upon which to practice flying. There are always hills for gliding, and in most cases there are large areas free from trees and similar obstructions. A great advantage is that in clnbs of this nature the general public would not have access, and one would be able to begin his practice, which is always very clumsy, without having the invariable "gallery" of hangers-on, which is unavoidable at any public field.

The illustration shows my Wittemann glider, which is really a very superb piece of work, being towed by a man against a breeze which probably was about fifteen miles per hour.

a lift on the front of the machine carries one straight up into the air, and it is possible to coast down to and beyond the bottom of the hill, very similar to one coasting down a hill on a toboggan in the winter time. The greater the skill and the better the breeze the farther the coast. Indeed, I am wondering if with enough skill and breeze it would not be pos sible to actually keep aloft indefinitely. If this were possible it certainly would open up great things.

The accident which I was unfortunate enough to suffer was due to carelessness on my own part. For the benefit of those who may also be so intoxicated by this most fascinating of all sports as to act foolishly, my experience may be worth noting;

I had made several very successful flights, being towed by an automobile against a breeze which did not amount to more than five or six miles per hour. Just at sundown I decided to make a new form of bridle hitch, and by the time I had completed it it had grown quite dark and the wind had fallen just short of a flat calm. Of course, it was no time to attempt to glide, and had it not been for the enthusiasm which this sport arouses I would have stopped. I told the driver of the automobile to give me as near 20 miles an hour as he could judge in the dark. At the rear of the automobile we had fastened a 15-ft. length of 2-in. by 4-in. spruce. From the ends of this two tow lines were run, one to each end of the glider. After starting I rose quickly to about 50 ft., and in the excitement the driver of the automobile veered slightly from the true course. This meant considerable variation at the ends of the 15-ft.

timber at the back of the car. The result was that my starboard tow line became very taut, while my port line became slacked. This pulling on one side immediately tipped the glider up. I corrected this, but in the swinging sideways, due to the elevation, it suddenly brought the taut line to the other side. This gave me a sudden reversal of the dip, which was of such terrific magnitude that I could not begin to control it. The result was that the planes actually tipped up until they were standing straight up and down in the air. The machine then, of course, dove sidewise, and the result was a sprained ankle, knee and hip joint for the too enthusiastic writer.

The moral is not to attempt these things unless it is light enough for the automobile to hold a straight course, and also unless there is a little breeze. In the free flights down hill there is practically no danger of accident to anyone having ordinary dexterity.


Can a Man Fly With Wings?

By~ H. La V. Twining

[Continued from the June Xumber]

President Aero Club of California ; Head of Physics and Electrical Engineering in the Los Angeles Polytechnic High School; Author of "Wireless Telegraphy." Etc.

A superficial observation of the bird brings out the following facts: The wing is attached by its front edge forward and above the center of gravity of the body of the bird ; and the center of gravity of the body and the center of figure of the two wings are situated in nearly the same vertical plane. This relation is fundamental.

The pectoral muscles that lower the wing are attached to the front edge of the wing

muscles. The muscles that elevate and depress the wing therefore oppose one another. This makes a lever of the third class of the wing, whereby power is converted into speed, forming a lever similar to the arm, at the elbow.

In Fig. 1, let A be the body of the bird, B the large pectoral muscle, D the hinge joint, and E the elevator muscle. In this lever, for striking the air D is the fulcrum, E and B the power, while C is the long arm to receive a long and swift sweep. Consequently, % short and powerful contraction of the muscle B resulting in a small movement at O throws, the end of the wing C, through a long distance quickly. Since the reaction of the air upon the wing C is proportional to the square of the speed with which it is driven, we can see at once the advantage of this arrangement. Here is a factor that makes the length of the wing much more effective than its width. In fact the wing must be narrow and long in order to develop the greatest reaction, and it is net a mere matter of the relation between square surface and weight with which we have to deal. The less the surface and the

near the body, and the elevator muscles are found underneath the large pectoral muscles. They send a tendon up around the hinged joint between the wing and shoulder. This tendon attaches to the upper front edge of the wing, nearer the joint than does the lower muscle. The remarkable fact to be noticed is that the elevator muscles are very small and weak compared with the depressor

shorter the wing, the greater the speed with which it must be driven in order to develop the same reaction. The wider the wing and the shorter it is, the square surface remaining the same, the faster it must be driven in order to develop the same lift. The longer the wing, the slower it can be driven in order to develop the same lift. In fact, its speed will vary inversely as the square of its length and

inversely as its width. It is readily seen that it is the outer end of the wing that really does the work. In fact, the inner part of the wing can be entirely cut away, and it will remain just about as effective. Either in soaring or in flapping flight, it is the end of the wing that is the most effective.

The next feature to be noted is this: In order to obtain support a 10-lb. turkey must develop 5 lbs. reaction under each wing.

We shall suppose that this 5 lbs. reaction to exist at the center of pressure which we shall suppose to be two-thirds of the way out towards the tip, at least. Since the pressure increases with the square of the distance from the center of motion, this is very nearly true. The turkey that 1 mentioned before has a wing spread of 5 ft., with an area of 3 sq. ft., and an average width of 7V2 in. This would locate the center of pressure about 20 in. out from the shoulder. The pectoral muscle that depresses the wing is attached about il/2 in. from the shoulder. Here an important point presents itself. In a lever, the power times the power distance equals the weight times the weight distance. In Fig. 1, if we regard the power applied at O as represented by X, D being the fulcrum, the power distance is OD. The reaction, which is equivalent to the weight, is at M and hence MD is the weight distance. OD is 1^2 in., AID is 20 in. and the reaction at AI is 5 lbs., hence (X) (1^2) equals (20) (5). Solving X, equals 661 lbs.

If the above analysis be correct, then the turkey must pull with a force of 663 lbs. on each wing in order to fly, if it is continuously to support its weight. That is to say the turkey must maintain a pull of 133J lbs., while flying or soaring, provided it is continually supporting its weight.

This means the expenditure of .24 h. p. in order to rise 1 ft. in 1 sec. or .12 of a h. p. to rise 6 in. per sec.

This is preposterous. A man's rate of work is about .1 h. p. If a man climbs a mountain, rising at the rate of a foot per second he has to be a hustler. This requires .27 h. p. In fact to go upstairs at that rate will take the breath out of an ordinary man. If he climbs at the rate of 6 in. per sec. he will be doing pretty well. This is .13 h. p. A 10-lb. turkey is not very fond of flying. A turkey buzzard, however, weighing 4 lbs. and having a wing expanse of 3 ft. and an average width of 8 in. flies and soars with ease. Each wing is \Vi it. long. This gives an area of 1 sq. ft. per wing, or 2 sq. ft.

In this wing then we have: (X) (1) equals (2) (12) : the pectoral muscle attaches 1 in. from the shoulder: and 5 of 18 in. is 12 in.; a 2-lb. reaction is necessary at AI. Consequently X equals 24. Hence the buzzard must pull 24 lbs. on each wing or 48 lbs. in all. This gives the turkey buzzard about .1 h. p. to rise 1 ft. per sec. whether soaring or flying.

An ordinary man weighs 37 V2 times as much as the turkey buzzard, and if the buz-

zard is expending energy at the same rate that a man expends energy, then it has to burn as much fuel as a man in a stove 1/37 as large. This does not look good to a reasonable mind, and there must be some mistake in it.

If, on the other hand, the fulcrum is not at D, Fig. 1, after the resistance of 2 lbs. is developed at AI, but at AI instead, then we have an entirely different proposition. In a lever the fulcrum is at the point of support when the weight is lifted. When the bird is lifted by the reaction of the air, it is resting on the center of pressure of the wing. Hence the fulcrum ought to be found at that point. If this supposition be true, then the weight arm and the power arm are very nearly equal. AID is the weight arm and AlO is the power arm. Then (20) (5) equals (18.5) (X) whence X equals very nearly 5.4, in the case of the turkey. In the case of the buzzard X equals 2.18 lbs.

This shows that a bird in flying has to lift practically its own weight only. This looks more reasonable. This represents .02 h. p. for the turkey and .008 h. p. for the buzzard in rising 1 ft. per sec.

There are losses to be taken into account here, of course, that would increase this.

But the question is, is the fulcrum really out at the center of pressure on the wing? Experiment only can determine it, although to suppose otherwise does violence to the judgment.

In a recent experiment results were obtained, which point clearly to the conclusion that the fulcrum is really out at the center of pressure.


Last summer I constructed a machine built on the principles of bird flight as I see it. The machine weighs about 100 lbs. My weight is 140 lbs., making 240 lbs. The wings are manually operated by levers, which attach to the front edge of the wings through links, giving a leverage of four to one. The links attach 3 in. from the shoulder of the machine. The point of attachment is thus located forward and above the center of gravity of the body and machine. The machine is mounted on three bicycle wheels. I had hoped to cause it to run along the ground when the wings were made to oscillate, and after getting up a speed of 8 or to miles per hour on the ground, I hoped to be able to develop enough lift to take it off the ground. But nothing of the kind happened. I could beat the wings some 52 half beats per min., and develop enough reaction to take the wind out of me in about 10 sec. The wings had 30 sq. ft. each of surface and were some 10 ft. long by 4 ft. wide at the widest part. It took only a one pound and a half pull to move the machine along I lie ground with myself in it.

We suspended the machine by a block and pulley attached to a spring balance, and with myself in it, it weighed 240 lbs. By beating the wings down the machine rose 2 in. and gave

a 120-lb. lift on the scale. On the up stroke the machine rose slightly and developed forward motion.

Now if the fulcrum is at the shoulder we have the following: OD, Fig. I, is 3 in., DM is 80 in., hence (3) (X) equals (120) (80) or X equals 3,200 lbs. That is it would take a pull of 3,200 lbs. at O to develop a reaction of 120 lbs. at M on both wings in order to lift the machine. It would take one-half of 3,200 lbs. or 1,600 lbs. to develop 60 lbs. at AI in order to lift half of the weight.

As a matter of fact I was lifting half of the machine by making a 200-lb. pull at O. If

the fulcrum were at D, I should have been able to have developed only a 9-lb. lift instead of 200 lbs. lift.

By an iS-in. motion between the hands and feet, the tip of the wings can be swung through 10 ft. The above results seem to indicate that the fulcrum is out on the wing, and if that is the case, there is no reason why flight with wings should be impossible.

There are other factors though that might favor or prove unfavorable to the above conclusion. If the wing is wasteful of power, or if the power is applied in a very disadvantageous manner, it might still be impossible. [To be continued]

* +

I New Prizes *

* t

* *

Curtiss' Flight Gets New Prizes.

The Albany-New York flight of Curtiss immediately had its effect on prize giving. For the past two years newspapers have been asked to offer prizes, but they seemed very cold. Mr. Curtiss' flight seemed to work wonders over night.

World-Post-Dispatch $30,000.

At the Hotel Astor banquet the $"0,000 prize of the New York World and the St. Louis Post-Dispntch for a flight from New York to St. Louis, was made public. Conditions have not yet been named, as the prize will, it is expected, be awarded under the rules to be formulated by the national federation at its convention on June 22.

N. Y. Times-Chicago Post Prize.

Another big prize of $25,000 was announced at the Astor dinner by the New York Times in conjunction with the Chicago Evening Post, for a flight between Chicago and New York, about 900 miles. Other prizes will undoubtedly be offered by cities along the route. Conditions for this. also will wait for the national federation which, no doubt, will in the future control all events in this country of local or national character.

Missouri Raising $10,000 Prize.

Only a few thousand dollars is needed to com plete the prize of $10,000 which will be offeree' in July for a trans-state flight in Missouri, the start being St. Louis and the finish Kansas City. The prize will be open for competition the week of July 18. according to the present plan.

It is further planned to allow five stops at as many controls, if more than one entry is received and to start all at the same time on a day to be specified by an impartial committee, which will take weather conditions and the preparedness of the contestant into consideration. Three days will be allowed for the journey.

The course will probably be along the Wabash

railroad to Kansas City, a distance of about 27<'

miles. , . _ , , _

Edwin Gould Prize.

Edwin Goul- -...s offered through the Scientific

'meriean a prize of $15,000 for the production of

the best successful aeroplane equipped with two or more motors and two or more propellers, so that any power plant can be used either individually or in conjunction with the other or others. This prize is to stimulate the invention of a "safe" machine. The conditions will be announced later.

Evening World Trophy.

The Evening World has offered' a perpetual challenge trophy in silver to the amateur making the longest continuous flight in any year. Each winner holds the cup for a year. The complete rules will be formulated and adopted at the national convention on June 22nd.

Scientific American $100 Prize.

The Scientific American offers $100 in three prizes to be awarded to the inventor who gives the best account of how lie conceived his invention, how he developed it in actual practice and how he succeeded in, getting it. This sum is divided $50, $35 and $15. open to August 15th. 1910. For rules address Scientific American, 301 Broadway, New York.

$20,000 for Race Between Wright and Curtiss.

The Aero Club of Washington has offered $20,000 to the Wrights for a flight from New York to Washington if they will enter one of their machines against a Curtiss.

J. P. Erie, of Denver, Colo., has been experimenting with a glider in which the upper surface is some S ft. greater in spread than the lower. This, he says, lends greater stability. There are triangular "wing tips" from the upper to the lower surface, at an angle of about 45 deg. from the horizontal.

First College Aero Degree.

The first degree to be awarded by an American University for work in1 Aeronautics was granted at the Columbia University commencement this June, when, Grover C. Loening received the degree of Master of Arts. Loening's thesis, entitled "An Investigation of the Practice and Theory of Aviation," is about forty thousand words long, and is a complete study of the aeroplane, from practical as well as theoretical standpoints. Twenty-six large plates accompanying the thesis, and show details of the various successful aeroplanes.


How to Make a Propeller ::

TO make a propeller templets for a uniform pitch propeller, using the Drzwiecki method, one follows the plan below, which has been adapted from the French of M. Drzwiecki's book. You can take the pitch and diameter yon have figured out yourself, or take the diameter and pitch of such propellers as mentioned in Aeronautics.

First obtain the pitch constant M, i. e., Pitch divided by two times 3.14I5'J2G5, or roughly, pitch divided by G-2/7, or p as it is near enough.

Having obtained your pitch constant M, lay it out on tlie horizontal line AC (sketch I). This will give you the distance EB. Draw a line EF perpendicular to AC from the point E. On this, starting from E, mark off lengths equal to %M, M, 2M, 3M, 4M, 5M, giving you the points 1, 2, :!. 4, 5, 0. Lines are then drawn through these from the point B.

From these points 1, 2, 3, etc., with a radius equal to y± of the specific width of the blade (This width is the width of the proposed propeller at Unit point and may be any width you choose.) arcs are drawn to intersect the lines IB, 215, etc.. on the same side of the vertical line EP as the point 15. Lines parallel to AC are then drawn through these points of intersection of the arcs with 115, etc.

The same procedure is carried out on the other side of the vertical axis EF, with the same centers, but with a radius equal to % of the specific width and lines parallel to AC are again drawn through the points where these arcs cut the lines IB, 2B, etc.

St. Louis in the elimination race, and gives tin club a chance to win all three places on the Ameri | can team. It is not expected that any other clu' ' will enter more than three balloons in the elimina tion race.

These templets, of course, may be curved' to form segments of a circle. It will be seen that the inclined edges of the templets form a guide to determine the shape of the blade of the propeller.

For illustration, take a Curtiss 6-ft. diam. and fi-ft. pitch propeller. 4 in. wide at hub, 7 in. at ex'-tremity. (Sketch III.) One blade is 3 ft. from the center of the hub. Draw a line 3 ft. long. Pitch is GO in. One-sixth of CO is 10 in. Lay off 10 in. on line EC. Then take distances, 5"=y2M, 10"=M. etc. This gives only four templets, due to the fact that Curtiss" propeller is shorter than Drzwiecki's standard length. (According to Drzwiecki, a propeller with a 5-fL nitch ought to be about 100 in. long.) This wilUmiplicate, however, a Curtiss' propeller, as it is not of uniform pitch.

The balloons piloted by members of the St. Louir club will be the club aerostats, St. Louis No. 3


New Engine of Detroit (^Aeroplane Company

and St. Louis No. 4, the latter just completed by Honeywell; the Centennial, of Honeywell; William F. Assmann's balloon, not yet christened, and the Million Club balloon.

Wooster Lambert says he will be Honeywell's aid in the Centennial, unless the health of J. W. Tolland, who was to have filled the place, improves sufficiently to permit him to take part. The St. Louis No. 3 will probably be piloted by James \V. Beinis, while A. B. Lambert may be the pilot of St. Louis No. 4.

The fourth sides of the templets are bounded by the vertical axis AD drawn perpendicular to AC at any optional distance from the point E. Drzwiec ki used narrow blades ahout one tenth of the di ameter wide.

The templets thus obtained are cut out of thin pieces of wood and the points "a" are marked upon them at a distance of V± their width. The % of width point "a" is measured from the front edge of the blade, i. e., the same side as axis EF is on and directly under the axis EF. This is where the thickest point of the blade comes, or the shank in a metal blade, and is near the front, to be at or in front of the center of pressure. (See sketch I.) These templets are numbered as in sketch I and fastened to a board with their plane perpendicular to the board. All the points "a" are placed on the axis "xy" in sketch II. These templets are spaced M, 2M, etc. The axis "xy" is di-

rectly under EF.

St. Louis Active in Ballooning.

Charles F. Wenneker, president of the Million Club, has placed an order with II. Eugene Honeywell for a balloon of racing size, which S. Louis Von Phul will pilot in the elimination race to select the American team of three balloons to represent the United States in the international balloon race, which will start from St. Louis. Octo ber 17. The elimination race will be held Septen: ber 17 from Indianapolis.

This action on Ihe part of Ihe Million Club now makes certain five entries from the Aero Club of

. Rh.neclitf


1 '


' 511



Curtiss Wins :: $10,000 Prize ::

Flies From Albany to New York


distance, course, albany to camelot, 7114 miles. distance, course, albany to spuyten duyvil. 128 miles.

distance, course. albany to governor's island. 112'» miles.

distance, straight line, albany to spuyten duyvil. 12-2.8 miles.

distance, straight line, albany to governor's island, 136.34 miles.

speed per hour, by path, albany to spuyten duyvil 50.52 miles.

total time in air, 2 hours, 50 minutes.

elapsed time, albany to spuyten duyvil 2 hours .12 minutes.

gasoline used, 15 gallons. oil used, 2 srallons.

weight of machine, curtiss aboard, with tanks filled, etc., about 1,000 pounds.

distances compiled for a»romautics by mr. williams welch, chief draftsman, office of the chief signal officer, u. s. a.


. camelot

landed 8:26 "iW a.lef' - 9-26

sunday. may 20. the hudson-pulton colebra-tion of last october was made complete only today when glenn ii. curtiss, bearing a letter from the 0ii mayor of albany to the mayor of new york. \vnn| the new york Worlil's .$10.000 prize for the first man to fly from albany to new york, with an allowance of two stops on the way. curtiss made but one stop within the conditions of the prize.

after waiting several days for favorable weather, the start was made from yan rensselaer island in the hudson river, at albany, at 7 :02 a. m. circling over the lower part of the city, a minute later he crossed the line and was on his way to xew york. *

at xew baltimore, a special xew york central train bearing mrs. curtiss, mrs. .1. s. fanciulli. augustus l'ost. the official observer; .1. s. fanciulli. henry kleckler. mi-. curtiss' chief engineer; a committee from curtiss' home town of ilammonds-port and the newspaper men and photographers caught up with the aeroplane and kept pace with it as far as the first stop. Dear poughkeepsie.

the xew york central railroad runs close along the river as far as spuyten duyvil and the passengers could see practically every foot of curtiss' flight.


on down the hudson without a skip of the engine, high over the poughkeepsie bridge he came, landing for gasoline and oil at camelot, a few-miles below poughkeepsie at s :'2i\. after flying 7144 miles in s3 minutes, a speed of 51.fi miles an hour. the machine was in perfect condition, save for one stay wire which vibrated too much. this was remedied. a farm had previously b. en selected here and a red fin? hoisted to enable curtiss to make out the place,!

7' hy

5puvten duyvil Landed i0:3S u:i2



Curtiss Passing West Point

At 9 :2fi Kleekler, who had come down on the special train, started the propeller and Curtiss was off again on the second half of his journey.

Passing through the Storm Kiug Mountains, where the crew of the llendrik Hudson are said to play at bowls on stormy nights, Curtiss met with his only difficulties in the way of air currents. Suddenly the air seemed to give way beneath the machine and it dropped like a plummet a few feet in the descending current.

"At Storm King," Mr. Curtiss told Aeronautics. "T was flying high through the narrow gap in the mountains and I caught the down current on one side more than on the other, and I dropped thirty or forty feet very suddenly and sideways. I had to shift the front control to get straightened out."

lands in new york.

Making a wide detour toward the Jersey side of the river, he flew over the railroad bridge spanning Spuyten Duyvil Creek and landed at 10:35 on an open field on Manhattan Island. His oil tank was leaking and, though the conditions were fulfilled, he wanted to make the feat complete by continuing on to Governor's Island off the southern part of New York City, so he deemed it best to fill up with oil to make sure of the accomplishment. From Camelot to Spuyten Duyvil is 50% miles, time C>0 minutes, or an average of 49.347 miles an hour, somewhat slower than the first half.

This field sloped steeply to the creek and there was no room to get a running start, so the machine was headed down the steep, grassy pitch and was in the air in record distance at 11:42. Out over the bridge again he went, between roughly wooded hills on either side and turned south down the Hudson, past Grant's tomb and

Pictorial Neva Co,

over the plying excursion and ferry boats, the Statute of Liberty, to within a few feet of the shed which housed his machine on Governor's Island during the Hudson-Fulton celebration. The exact time was not taken here, but has been put at 12 noon. At 40.3 miles an hour it would just, about take from 11.42 to 12 noon to cover the 14.5 miles.

As soon as the Curtiss party aud the newspaper men could get to the battery they boarded the little government ferry which runs to Governor's Island. Mr. and Mrs. Curtiss embraced! and were then congratulated by the few who were lucky enough to get by the guards at the ferry. The Hammondsport delegation and a committee from the Aeronautical Society were on hand to express their appreciation of the great feat. The Aero Club of America, under whose auspices the prize was donated, unfortunately neglected the formalities of such a momentous occasion.

The party went to the Astor for luncheon and then proceeded to the World office where the check for $10,000 was handed Mr. Curtiss with a few congratulatory words on his achievement.

trial flights.

Previous to (his memorable flight, Curtiss made several long flights at Hammondsport over Lake Keuka, landing in the water, one of which lasted1 thirty-eight minutes.

Mr. Curtiss also entered for the Scientific American trophy, and the first half of his trip counts) as a record for this event. Mr. Curtiss won the* cup on the only two previous trials.

the machine.

Nearly four pounds to the square foot were carried in the flight, the upper plane having a|

spread of 31 feet 3 inches, being extended 30 inches on each side. the lower plane measured 2l> feet 3 inches. the front and rear horizontals svere about three inches wider than usual. plat rubber bags had been, arranged below the outer extremities of the under planes, wooden strips icing fastened to the front and rear lateral beams forming the chord of the surface and in between ivere the rubber air bags. two cylindrical metal tanks were also attached under the lower surfaces in a line with the wheels, and the usual central <kid had a wide board1 nailed to it on which was mother rubber bag as shown in the photo. the two tanks were left behind at spuyten duyvil. lust in front of the front wheel, too, was a small mrved surface to net as a hydroplane in case of anding in the water.

a kosch maaneto secured the efficiency of the ;park and a special large kl arco radiator kept he oO ii. p. curtiss s cylinder engine cool, and vacuum oil did the lubricating. the wheels are itted with palmer tires and the planes are cov->red with baldwin combination cloth.

pauliian's flight com tared.

i'aulhan took 4 hours 12 minutes elapsed time o cover 1s3 miles when he won. the london mail's stio.uoo and made it in two stages of lit and c>(> miles each. the 117 miles were 'overed in 2 :30, a rate of nearly 44 miles per lour. a night's sleep intervened and the reinain-ng c>0> miles were covered in 1 :2.'!. a rate of nearly is miles per hour. the average for the above vas 44 :37 miles per hour. i'aulhan could have

landed at almost any time and started again, whereas curtiss could not have started if he had had to land in the water and for the whole distance there wa-s scarcely a suitable space for landing on the ground, as for nearly the entire way rocky, wooded hills with precipitous sides lino the river.

dinners to CCRT1SS.

the following tuesday evening a banquet was siven by the World at the hotel astor to mr. curtiss, presided over by mayor gaynor. to which invitations were sent by the commonplace telegraph. telegrams of congratulation from all over the world were read between courses. the speakers were: mayor caynor. hudson maxim, president of the aeronautical society: samuel ii. valentine, vice-president aero club of america: don seitz, of the ll'orirf; hon. .lames m. beck, and glenn curtiss himself was prevailed upon to say a few-words.

on. june 7th the x. v. press club gave a dinner to curtiss. president john a. ilennessy presided and introduced the speakers with an abundant fund of humor. .). bernard walker, editor of the Scientific American, announced the kdwin gould prize with appropriate remarks. william a. johnston, of the x. v. World, announced a trophy of the Ercning World for amateurs: both proffers aroused great enthusiasm. the other speakers were: g. ii. curtiss. charles m. manly, lieut. humphreys, late of the [J. s. a.: i.ee s. burridge. clifford b. harmon, william .1. hammer, and ithinelander waldo.

Just After Curtiss Landed at Governor's Island 9

Pictorial Xeirs Co.

Hamilton Flies to Philadelphia

First Round Trip Between Cities.


to philadelphia.

Distance. Time. Left Governors Island...... 7:43 A.M.

Landed at Philadelphia. 1H-}!t$M.(\ 9 :26 A.M.

return flight.

Left Philadelphia ............ 11 :33 A.M.

Landed, South Amboy (after a

detour)............S^-frF. tfSM} 12.54 P.M.

Reascended, South Amboy0:17 P.M. Arrived at Governors Island'."'.5? 6:40 P.M.

Time to Philadelphia, 1 hour. 43 minutes. Philadelphia to South Amboy. 1 hr. 21 min. South Amboy to Governors Island. 23 mjjiutes^ Total distance, Phila. and return. WN*fmiles. Total time in air, 3 hours, 27 ininujes^ Average speed per hour to Phila., IBS. miles. Average hourly speed from Phila.. 51.34 miles. Airline distance, one way, f^miles. Tf.3'tf-Average speed over straight line. 43.47- miles. Xote.—The distance by path is not exactly accurate.

Weight of machine with extra large oil and gas tanks, mounted, 950 pounds. Surface main planes, 230 square feet.

On June 13. Charles K. Hamilton Hew from New York to Philadelphia and back in a Curtiss biplane in .iust a trifle over eleven hours. This is the first round trip between large cities and he kept a schedule which had previously been prepared very closely. His average from New York to Philadelphia and return was 50.72 miles per hour. On his trip over he made 50.09 and returning, 51.34. A special train on the Pennsylvania railroad followed him nearly the entire distance.

Hamilton made the first start from Governors Island at. 7.11 A. M., but the propeller struck an obstruction, breaking one of the blades. Glenn H. Curtiss took the propeller from his Albany-New York machine, which fortunately was still housed on the island, and it was quickly put on Hamilton's 'plane, and he prepared for the second start, which was made at 7 :3G A. M. lie rose rapidly to a height of about two hundred feet and circled Governors Island, passing over his starting point and continued turning, until at 7 :43 be actually started over New York Pay. out over the Statute of Liberty and straight for the high chimney of the Standard Oil Company at Bayonne. Heading then to the right over the Kill von Kull at a speed of about 45 miles per hour he flew straight over Elizabethport. where he came in sight of the special train which accompanied him over the tracks of the Pennsylvania railroad. He passed through Trenton at 8:49 and landed ia Philadelphia at 9:20. just 1 hour and 43 minutes after starting.

Returning from Philadelphia the start was made at 11 :33 A. M. and Trenton was passed at 12:09

P. M. Shortly after this point the motor began misfiring and he became confused by the railroad tracks of the Pennsylvania railroad and the Baltimore & Ohio railroad. Following the latter to South Amboy, he then decided to make a landing and seeing what he supposed to be a meadow on the shores of the Raritan River, he descended, but found1 the ground was a marsh. The spark i plugs were changed and a new propeller sent from Governors Island was put on the machine to replace the one which he had which was broken in landing. The machine was carried from this wet ground., up, the bank to a roadway, and a new start was made from this narrow place at 6:20 P. M. and Goveimoxs Island was reached at 6 :40, a little over eleven hours from the time of eaving.

Bosch Magneto and Palmer lire< won again. The ladl ator was an A Z.

Other Flights in Curtiss Machines.

On June 7th to 9th, Willard and Mars were' at Topeka. Kan. In flying over a railroad train, the .aeroplane caught the suction from the last ca^raand dropped to the ground, partially wreck-1 (iKiog it. Mars was uninjured.

^ On June 12 at Springfield. Mo., Willard's engine failed him at a critical point, after making two good cross-country flights. In making a hasty descent Willard sustained cuts and bruises andi the machine was almost totally wrecked.

J. C. Mars and C. F. Willard gave exhibitions at] Joplin, -Mo., May 28-31. Both Willard-and Mars did well the first two days. Rain-then intervened and "rain checks" were issued. On the 31st a new "stunt" was developed.

propeller hit by bullet.

Opening the program of the last day of flights, Charlie Willard launched out on a cross-country flight early in the afternoon. Straight across tin even country he flew until he disappeared across the crest of a line of hills. When he did not return after an hour's wait. J. C. Mars, the other aviator, set out to find him. Following the direction taken by Willard. Mars found him six miles from the aviation field, near Carl Junction. Mo. Mars landed nearby and discovered that Willard's propeller had1 been splintered by a rifle shot, from some person whose identity is unknown. Willard was at a height of 500 feet when the bullet struck his machine. lie landed with considerable difficulty, barely escaping collision with a clump of trees. As soon as he discovered the nature of the accident Mars flew back to the aviation field, explained the circumstances and an automobile carried a new propeller to Willard1, Mars returning to him through the air. .

Willard's machine repaired, both aviators (lew back to the aviation field and described figures in the air for an hour.

Hamilton finished his engagement at Atlanta, where he made his usual highly spectacular flights over the Speedway and during the auto races, on May 7th. The day before he made cross-country flight to Jonesboro. thirteen miles away, and return.

At Augusta, Ga.. on the 1 1th of May he aroused an enormous crowd to a high pitch of enthusiasm. From there he went to Jacksonville, Fla., for May 21-22.

Willard flew in Alexandria, Va., May 14, for thirty minutes in a drizzling rain.

Wright Students Complete Training.

Dayton, 0., June 11.—The Wright Company closed the Montgomery camp the last of May. As the pupils there had practically completed their training they were brought on to Dayton to help train the new men. Since that time, flying has been done in all kinds of weather and in winds running up to thirty-two miles an hour. The men are taking long glides, and in fact, are thoroughly familiarizing themselves with the operation of the machine under every possible condition.

Some sensational flights have been made for altitude, gliding and short circles. Only a few days a;;o. June 8th. Orville Wright was up to an altitude of about two thousand feet. When about a mile and a half or two miles away from the field he shut off the power and descended on an angle, and to avoid over-shooting the mark, he had to make several large circles. This was certainly an inspiring sight.

Duval La Chapelle. Paris; Walter Brookins, Dayton Ohio; Ralph Johnstone and Frank Coffyn, of Xew York, and Arch lloxsey. of Pasadena. Cal.,

The (^Aviation :: :: World :: ::


to get into the air. The ground at the aviation training cam]) at Dayton is peat, which rises into uneven hummocks and makes what naturally would be thought a most objectionable surface to start or land on. The Wright aeroplanes have no trouble, however.

During the last ten days, more than 1G1 flights have been made of a total duration of twenty hours. The meet at Indianapolis, June 13th to ISth, is making everyone hustle, the factory is turning out a machine a week, and the Exhibition Department has bookings already to keep at least twenty-five machines going in the fall.

New Stability Plane on Wright Machine

with A. L. Welch, of Washington, are the men who have completed their training.

The photograph shows the students putting the truck under a Wright aeroplane at the Montgomery, Ala., aviation training camp in preparation for starting a flight. The rail on which this rolls is in sections which may be handled easily and quickly placed in position. Unless it is found desirable to make a quick and short start, as in a restricted area, the tower and weight are not used, but the machine travels along the rail with its own propelling force, gaining momentum until the aviator raises the elevating planes and the aeroplane rises in flight. The use of the rail makes it possible to start on, short notice on almost any kind of ground affording sufficient open space

Bishop Wright Takks First Tkip.

On May 25th the Dayton Aeroplane Club was invited by the Wright Brothers to visit the grounds and witness the flights. Eight were made, on one of which Orville Wright went up to 2.720- feet. In another flight Orville took his father for his first ride, remaining in the air for ten and one-half minutes. The last trip of the day was made by the two brothers together, for the first time.

A committee has been appointed by the Aero plane Vlub to arrange for a suitable memorial to the W-rights. The club will also purchase an aeroplane and has two sites in views for an aerodrome. The club now has over six hundred members.

Wright Machines Now Have Tails.

The illustration herewith shows the tail now being used at Dayton. This apparently is either under independent control of the operator or is connected by crossed wires to the front rudder and acts in conjunction with it. A rudder of this nature, under the control of the aviator, has been added to some of the French Wright machines, and in the German Wright machines a fixed horizontal surface, 12 ft. by 2 ft. is also located as shown.

Lots of Flying at Mineola.

Mineola, June 11.—A lot of credit must be given to Clifford B. Harmon, who is the only amateur in the East, at least, who is doing much Hying. Since he began flying at Mineola his aerial trips have become longer and longer and he has ventured forth in greater and greater breezes. He has had a couple of accidents of no very serious conse-

Seymour, who bought A. P. Warner's Curtiss! claims that he finds it very difficult to turn to the right, which is in the opposite direction to that of the rotation of the propeller, and a largeB circle must be made than when turning to thB left. The ailerons seem to have greater effect anil stability is more easily maintained when turninJ to the left. In flying straightaway in calm air no turning movement of the aeroplane itself is uol ticed.

Captain Baldwin, since the first of May, has ha<l about twenty days' flying, beginning with jusl runs on the ground1 and getting up to a fifteenl minute flight. Captain Baldwin believes in, a lowl center of gravity and has his motor placed lo\\l down on the lower plane, driving his propeller bJ a chain. While he uses ailerons now, he wTil| shortly put back his vertical fin on top of thJ upper surface.


^iii mm - 'pi___________


Hamilton making a Sensational Dive over the A<

aiienee, though a few days ago in landing a bit abruptly the running gear gave way, breaking some struts and the propeller.

flies 55 minutes.

His best flight has been one of fifty-five minutes and no one took particular notice of the fact. A year ago this was about the record and the papers described in full detail everybody's-aeroplane, even if on paper only.

These accidents Mr. Harmon ascribes to lack of power in his seven cylinder Gnome motor. -He has sent abroad for new valve springs which he expects will make everything all right again. Another Farman machine will also be delivered t< him shortly.

Joseph Seymour, the auto race driver, has made more than a hundred flights, from little jumps to one of twenty minutes day before yesterday.

nautical Society's Shed X Y. World Photo

Harry S. Ilarkness is competing a big shed to house his Antoinette.

W. D. Fairchild has installed his Keqna-Gibson motor, and will be ready in a few days to give his his monoplane, which comprises some new features, a. try-out. In the next issue we will be able to give full details of the machine.

In the Aeronautical Society's shed, Frank Van Anden has a new biplane, W. .1. Piefenbaeh is still working on his biplane, the Douis Itosenbauin monoplane is nearly ready for trial and Miss E. L. Todd has her machine there. Edwards and Edick have a Curtiss-type biplane with a motor of their own make installed.

Francois ltaiche. who built a Curtiss-type biplane for Daniel Frisbie. of Uochester, started to try it ont on June 8th. The engine was cranked, Raiehe got in the seat, touched the accelerator

and—but the machine did not move. Raiche looked wonderingly around to see why it didn't go, but there was nothin' doin.' The machine was given a good strong push and it ran along for ten yards when the propeller came off and the crankshaft broke in two. The engine has four cylinders, opposed, arranged horizontally. On a previous trial of the engine, the cylinders broke.

Hamilton Flying at Mineola.

On the day of the Ourtiss flight. Hamilton and his machine arrived in New York. Within a few days it was down at Mineola where Hamilton did some of his highly sensational flying for the benefit of the hundreds of people, automobile parties from New York, wealthly residents of nearby summer colonies, who are on hand daily now to watch the flights of Hamilton, Harmon, Seymour and Baldwin, and to look over the other machines being built there in the sheds and tents.

Hamilton goes up to a height of several hundred feet and then makes a dive to the earth at an angle of nearly forty-five degrees. Within twenty-five or thirty feet of the ground he shoves up his front control and the crowd breathes a sigh of relief at the safe and easy landing after the fearful dip. On only one occasion here has he carried a passenger.

On June 5th Hamilton began covering the machine anew with cloth, as the old material had become worn out with almost daily use in all kinds of weather, in preparation for the flight to Philadelphia, and on the Sth he made a trial flight with the new covering.

flies GO minutes.

The weather delayed Hamilton's projected flight to Philadelphia and the aeroplane was not ready at Governors Island till the afternoon of June 11. Toward evening Hamilton made a great flight of GO minutes, soaring and swooping like a gull over the ferry boats plying the harbor, not landing until it was pitch dark.

On .Sunday, the 12th, another flight was made in the drizzling rain of about ten minutes.

stevens gives advice tu flyers.

A. Leo Stevens offers a valuable suggestion to aviators. He argues that aviators should carry with them on the machine on cross-country flights a spare propeller. This would add little weight to the machine and would certainly avoid delays dependent upon the breaking of ihe propeller.

Erickson Gets His Plane Off Ground.

After experimenting for several months with two different biplanes. Louis G. Erickson, of Springfield, Mass., finally made good. On May 12 he rose about ten feet in the air, traveled' sixty feet or more at a very uncertain angle and then shut off the power just as it looked as if the biplane would turn completely over and bury the aviator beneath its wreckage. On May 20' another trial was made, but no better results obtained.

This is the second biplane Mr. Erickson has built, lie is now working on another biplane, the planes of which will be 5x30 feet. The frame will be of spruce and bamboo, and the fabric wii be rubberized silk instead of varnished cambric.


Main planes, which are perfectly flat, measure 20 ft. by 7 ft., covered with cambric, which was treated with linseed oil and Japan, equal parts of each. Bamboo construction is used altogether for ribs and main beams. Ribs placed 1 ft. apart and tied to main beams, overlap of 10 in. to the rear. Ribs, % in. diameter. The uprights are 1 in. bamboo. 4 ft. 0 in. in length. The riser is 2 ft. by G ft., bamboo frame also. The rudder is 2 ft. by 0 ft. horizontal and 2 ft. by .'! ft. vertical. Both riser and rudder Curtiss copy. Outriggers to riser and rudder are 1-in. bamboo, distance of each 11 ft, G in. Ailerons, 2 ft. by G ft., work with shoulder brace. Chassis, 32 in. by 20 in., regular aeroplane wheels with Hartford Aviator Tires, set same as Curtiss type. Bracing, No. IS piano wire used with cop per ferrules. Propeller G ft. G in., 11 in. at ends, made of Philippine mahogany, laminated G pieces, true screw. Motor power, a 30 II. P. Harriman-Fitzpatrick make, turning propeller 1,000. developing about 2on to 225 pounds thrust, holding aeroplane by means of rope tied to floor. Weight complete with motor. 475 pounds.

Flights at Plum Island.

William Milliard, an auto racer of Boston, has been making successful flights in a Herring-Burgess machine at the company's trial grounds at Plum Island, Mass.

The Herring-Burgess aeroplane bought by C. W. Parker, a showman of Abilene, Kans., made its first flight since the latter's ownership on May 2U at Salina. Shortly after it left tlie ground it was struck by a gust of wind and LaComme, the inexperienced pilot, shut off the motor. A couple of braces in the running gear were broken.

Indianapolis Meet Opens.

Indianapolis, June 15.—The second day of the meet closed yesterday. Five Wright aviators are here and in addition are: J. W. Curzon [Farman], M. Marquette [Marquette]. 6 R- Shaw [Shaw], Lincoln Beachey [Beachey] and G. L. Hunibaugh [Fisher].

Previous to the opening Ihe Wright aviators made some preliminary asci nts.

New World Altitude Rpcord?

W. II. Brookins [Wright] fiew to an altitude of 43S4 feet. A confirmation of this wassoughtand the corrected height put at -2\00 feet. There may be an error in tbe sending of one or the other of tbe messages. OrvilIt-Wright himself made a short flight. Brookins made ti miles f"r the fastest 10 mile prize. A. !,. Welsh [Wright] made the mile trial in lhookins gave a spectacular

exhibition of figures, sharp turns and a dive. Two machines were in the air at once, each carrying a passenger for 12 minutes.

Brookins [Wright] made a trial high flight, going up to 209.1 feet. In the second trial he did even better, being measured at 43St feet by A. B. Lambert of the St. Louis A. C.

G. L Bumbaugh met with an accident in a machine of local make, after getting sixty feet in the air. Bumbaugh, the veteran balloonist and dirigible pilot, was caught under the machine when it fell, and painfully injured.

Full details of the meet will appear in the next issue.

The Erickson Biplane

New cTVlachines

Bicycle Rider Turns Aviator.

Charles YV. Miller, the world famous six-day bicycle rider, says he expects to win the New York-Si. Louis if:!!"),OOO prize.

Mr. Miller has just had completed by Messrs C. and A. Witteinann, of Staten Island, an aeroplane of his own design, equipped with a 75 IT. P. Whitehead motor, a comparatively new, high powered aviation motor. With this power Miller's aero-

plane, which is of the biplane type, is expected to carry three.

The main planes spread 35 ft., by G\'± ft. fore and1 aft. These are covered with No. G Naiad cloth laced to frame and stretched to drumhead tightness. These are spaced G ft. apart.

The steering is operated by a wheel as in an automobile, somewhat similar to the Curtiss arrangement. The front elevator has an S-ft. spread, by 2%-ft. depth. A double surface, self-balancing tail is provided for stability, with a single vertical rudder in the center. Vertical surfaces between the planes, similar to the Voisin machine, tend to maintain lateral equilibrium. The machine is trussed with steel aero cable, galvanized' to prevent rusting, fastened to Wittemann turnbuckles and specially designed eye bolts.

Ni hlMli

Chas. W. Miller's Aeroplane, Built by Wittemann 14

the chassis- is equipped with three pneumatic tired wheels, the rear wheels having a spring shock absorber, as shown in the june number.

the ribs are three ply, laminated ash ana spruce. the weight of the machine, complete, is 7tv> pounds. the magneto is bosch high tension radiator el arco.

the propeller of the miller aeroplane is s ft. in diameter, of u-ft. pitch. the whitehead company reports that ''on test it gave l'to pounds thrust, but this by no means utilized' the power of the engine, the propeller being one that was merely calculated to drive the aeroplane about thirty-eight miles an hour. for higher speeds miller will carry different propellers.

"on a preliminary test, the engine with a 10-ft. propeller, with a 7-ft. pitch, and 17-iu. width of blades gave a thrust of 410 pounds.

"this is the greatest thrust that has ever been developed by a single engine on a single screw

has a much deeper curve and is set at a considerable angle. lateral stability is maintained by the raising and lowering of the bottom planes, making them more or less effective.

the gyroscopic force of the revolving cylinder motors also tend to keep the machine on an even keel. when the machine was first put together there were two horizontal rudders, 0 ft. by 4 ft. է! in.—one 14 ft. in front and the other the same distance in the rear, but after a few trials another surface was added to each rudder. the rear one was made stationary and the front one was moved to within lo ft. of the main cell. with this improvement the machine flew about 100 ft. at a height of 0 ft. the flight was stopped by the breaking of the tail. owing to breakages, no more flights have been made.

there are two revolving cylinders. .'hi h. p. ad-ams-farwell engines, set one on each side of the

Demoiselle Type Made in Seattle

for the given power and pitch speed, which was ."i.ooo ft. per minute.

"the whitehead motor in construction is of the utmost, simplicity, there being no valves, springs, cams, cam shafts, rocking arms, or intake manifolds. there is absolutely nothing to get out of order. the utility of the two-cycle type and its ability to make long runs without getting out of order is generally recognized. the whitehead motor has reached1 a degree of perfection which has neve before been attained by this type of engine, and its lightness, only 1200 pounds, makes it the leading engine for aviation."

The Andrews Biplane.

K. f. andrews, of daytona bench. fla.. has built a biplane which has a wing spread of 4.'! ft., the to]) plane being about 4 ft. shorter than the bottom one. the planes are 7 ft. wide at the middle and 4 ft. 3 in. at the tips, and are 0" ft. apart. the top plane has a very small curve and appears to be set level, while the bottom plane

aviator. these drive direct two 7 ft. 4 in. tractor propellers of 4v, ft. pitch.

the machine weighs about oihft lbs. and is mounted on three small wheels without springs. the horizontal and vertical rudders are controlled by two small wheels, one above the other, while the balancing planes are controlled by foot wires.

Sails Over New York.

xew york, june 14. fred owens sailed his t> ii. p. dirigible from hillside park, newark, across xew york to-day. 1'assaic was crossed, then the hudson kiver to the city hall. the engine got going bad and he attempted to land on the roof of the city court building. someone in his zeal to help grabbed the trail rope and the airship hit the chimney, breaking the frame and stopping the motor. the ship went up again in this condition and crossed the east kiver, narrowly missing the brooklyn 15 ridge, to a safe, though precarious landing m a tree in brooklyn; when he was rescued by tiremen.




George H. Loose Machine

rigid connections; are 10 ft. deep at the joining and extend 16 ft. laterally, the depth of the curved ends being 7 ft. G in.; total surface 275 ft.

Construction, double covered ribs, % in. by %, in., 6 in. apart, 3 built-up lateral wing bars or beams, 1 in. by % in., with Vz in. blocks between. Curvature, arc of a circle, a little over 1 in 19, greatest depth at approximately center of plane.

Incident angle on ground 9 degrees, flight about 5 degrees. Three bamboo poles 12' 2" long, reinforced with two wires, on each side, one behind the other in the plane of flight, take the weight and also a part of the lift of the planes, being fixed to the chassis at their lower ends in such a manner as to be easily removable in demounting wings.

Mounting. The novel idea of using full elliptic springs is, I believe, in this machine its first adaptation to the aeroplane. Tread, 8 ft.; wheels,

main planes, 2 triangular surfaces 4 ft. wide 2S in. deep, between which is a vertical rud'der 44 in. high by 30 in. wide. These rudders are kept in their normal position by spiral springs. The entire rear rudder construction is of small steel tubing properly brazed.

Keels, both horizontal and vertical are in evidence, tapering down from size of rear rudders to a point 10 ft. therefrom on the frame and having about 40 sq. ft. in the horizontal and 34 sq. ft. in the vertical.

Power Plant. In deference to Mr. Loose wishes, description of motor, further than it is a 4 cylinder S%" by 4", 25 II. P., is withheld as is method of lateral control. The motor placed! in front of and above operator drives by a short chain. The driving member is a 9" diameter 3%" face cone clutch, mineral-tanned leather face. Gear ratio

2 to 1 of propeller. A rear propeller shaft bearing is affixed to the front of motor. In "Mounting" have given description of front and thrust bearings. A clutch lever extends to within reach of operator's seat.

Propeller is 71/4 ft. diameter, 8 ft. pitch, but looks to be wasteful of power. R. P. M. stated 800.

Radiator, constructed of brass tubes 1%" wide, is of neat workmauship, specially built for this machine by the Pacific Radiator Company of San Francisco. It is of a triangular shape and fits into

the body frame-work over the motor, not increas ing drift to an appreciable extent. Tt is doubtful to the writer if the comparatively high pitch speed, 8xS00=0,40O ft., can be realized with the 25 H. P. and 7% ft. diameter propeller.

The weight of machine complete with operator and fuel for 10 miles is about 700 pounds, which compares favorably with the P.leriot XI. the latter having 2.1 H. P. and 151 sq. ft. lifting surface.

The body design is ideal in allowing propeller shaft free passage.

Miguel Lebrija has demonstrated that an aeroplane will fly in the altitude of Mexico City (7,500), and with a Bleriot monoplane he recently made fifteen successful flights on the plains of Valbuena.

Starting from the hangar, Mr. Lebrija ascended to the height of sixty-five feet and successfully steered his machine around and around through the air. maintaining that height for five minutes when he descended. After receiving the congratulations of his many friends who witnessed the performance, Mr. Lebrija again mounted his seat and made fifteen more flights, all more or less of the same duration as the former.

Machine Used Was A Bleriot Monoplane.

The machine he used in his wonderful performance was a monoplane of the Bleriot type similar to the one used for the cross-channel flight by Bleriot and was not equipped with any special motor or attachments, but was simply a stock machine as received from France.

Iu starting the machine left the ground 200 meters (6GC 2") from the starting Hue and rose to a vertical height of about sixty-five feet, and during the many trials this height was not exceeded by the aviator, but he stated that he could have gone much higher if he had so wished.

Apparatus under Perfect Control. The monoplane was under perfect control and obeyed the rudder with ease and when landing glided gracefully to earth and stopped without any perceptible jar. Xo accident occurred during any of the flights and there was no difficulty experienced with the motor and Mr. Lebrija, by these flights has plainly demonstrated that heavier than air machines can be flown successfully in this altitude, and the former theory that this was impossible on account of the experiments made with a few buzzards brought from Veracruz which died, a few days after reaching here, was completely exploded.

Yesterday Mr. Lebrija while trying out his machine, arose to the height of about thirty-five feet, and maintained that height for about ten minutes to the delight of the numerous spectators that had gathered around to witness the flight.

Mr. Lebrija while in the air stopped his motor and glided towards the ground, and when about fifteen feet from terra firma, started the motor again and rose to a height of about seventy-five feet. Then stopping the motor he gracefully glided to the ground, making a safe landing. After this Mr. Lebrija made several other flights, all of which were successful.

I Flying in Mexico

-iij By E. L. Ramsey.


Mexican Army Is to Have No Balloon Corps—War Department Denies Rumors to That Effect.

For some time rumors have been current to the effect that the Mexican Army was going to be equipped with an Aerial Fleet for which purpose a number of Aeroplanes and Dirigible Balloons had been purchased and that the equipment would soon arrive in, Mexico.

These rumors were denied at the war department yesterday by Col. Luis Perez Figueroa, who stated there was no truth in the reports. Col. Figueroa said :

"Some officers of the Mexican Army have been commissioned to study aviation in various countries, but further than this, the war department has not taken any steps to equip the Mexican Army with Aeroplanes or Dirigible Balloons."

An Aviation Treaty Between Mexico and the United States for the Proper Regulation of Emigration and Smuggling.

The Mexican Ambassador in Washington, Sr. Francisco L. de la Barra and Secretary of State Knox, have been discussing a treaty between the United States and Mexico with regard to aerial navigation and which will have for its purpose the enforcement of the treaties at present in force with regard to emigration and smuggling.

The treaty which will be signed by Mexico and the United States will be the first of its nature in the world as up to date, while the several nations of the. world have apparently become alarmed at the perils offered by aviation in the event of war, they have done nothing towards solving the problem as regards the Improper passage over frontier lines.

March t8, 1910. Enclosed find money order for $3 for which please renew my subscription to your valued publication. Tf T should miss a copy I would want to sue you for all you've got.

H. D. Callahan.

San Saba, Tex,

| cJTW eets and?

Tanforan Meet Held in Conjunction With Auto Races by the San Francisco Motor Club.

The Greene biplane belonging to Roy Crosby, equipped with a new motor and having a number of changes in its make-up, was brought out on the field at Tanforan, Cal., May 29th and ::Oth, but the wind was evidently too strong for the new aviator, Harold Hall, to buck against. Hall, who is only 1.8 years old, has made several flights with this machine and also has flown Frank Johnson's "Curtiss."

The gliding contests attracted a large number of entries. All flights were towed. The two-rope way of towing is open to criticism, it. being in. the writer's opinion a dangerous method.

Ten-year-old Walter Sittman won first prize of $100 for height. Wolf and Ilecher won second. A novel feature was the flights by the three young Misses Johnson, one of whom won second prize.

The second day the first prize was won by Harold Winthrop : second prize by J. Sittman. the P.echer and Wolf gliders winning three prizes.

Robert P.ergfeld. while being towed by two autos had a bad fall owing to a rope breaking. The glider was totally destroyed, P.ergfeld having a lucky escape.

Exhibition at San Jose.

San. Jose, Cal.. is tired of aviation and the promoters of the Auto and Aero Show during the Rose Carnival, had a hot argument with Frank 11.

Johnson, who has been giving none too sensational exhibitions with his Curtiss machine. Johnson is reported to insist on pay whether he flies or not. During the fete Johnson made one or two short flights and Harold Hall took Whipple Hall's Curtiss machine for a mile.

ՠUniversity of Illinois Flights.

The aviation "meet" of the University of Hli-I nois. at Urbana. was a fizzle, all but the kitej of Samuel F. Perkins, who had his usual bigl display of kites to make good when the aero-l planes fail to fly. In. a preliminary flight the day] before the exhibition day, May 21. Otto P.rodie considerably damaged the Curtiss aeroplane. The wreck was brought back to the university wood shops, and with the help of instructors, employes and students, was repaired lnte at night. Nothing more was done until the 2:!rd, when they took it out on the golf links, fin the repairing different wood had been used, and it had been rained upon, soaking it and putting the machine out of balance.) P.rodie ran the machine several hundred yards, under power, on the ground, and then flew back to the starting point, hit a small sapling, and —two hours or so for repairs. P.rodie or Wild made eleven starts, and once rose almost two feet off the ground and stayed up for almost thirty feet. So everyone came back in disgust and1 the machine went back to Chicago the next day.

The reasons ascribed to the failure of the event were: The unbalanced condition of the machine, and the overweight, due to the soaking; the small-ness of the field, 400 or 450 yards : the crowding of the spectators, and the possibility' of the engine being underpowered.

First National Novice Meet.

St. Louis, June 12.—The first real aviation meetj at which no other inducements than prizes ar" offered will be held at St. Louis, July 11 to 10. Ihe postponed dates of the First. National Aviation Meeting for Novices of the Aero Club of St. Louis, which was to have been held June 20 to 25. Already four actual entries have been received on the entry blanks provided for the purpose for tlr first time in America, accompanied by the $10 entry fee. to be refunded to entrants whose machines are on the ground Saturday previous tn opening day.

Seven more entries are promised from out c town owners or builders, while five St. LouisanH have signified their definite intention to participate. The first entry came from William Thomas of Hammondsport. N. Y.. with his biplane, recently described in Akrox.utics. Other entries-came from William Curtiss Robinson, of Grinncl la. (monoplane), and from Eric P.ergstrom, Chicago. 111., with what he claims is the smallest monoplane for its carrying capacity in the world. Howard Gill, of Los Angeles, Cal., entered a Gill Dosb biplane, and expects to enter a Curtiss-type biplane also.

Entries will close at tbe regular fee on June no They will be accepted at $20. not to be refunded: until July 5. and until July 0 at $100. not to hr refunded. P.Ianks and all particulars can be obtained upon application to E, Percy Noel, secre-

tary of the Aero Club of St. Louis, 304 North Fourth Street, St. Louis.

The meeting was postponed in order to gain firm in which to obtain larger grounds to accommodate the number of machines of which entry was promised. It is now expected that twenty planes will be on the field, and the construction of half tha. many sheds will be begun at once, others going <\\ as entries are received.

The new grounds will be sufficiently large for al purposes and will form the permanent aviation field of the .Nero Club of St. Louis, to be known as Cam]) Xo. 3. The Aero Club has already established a small tield within the city limits, when 11. A. Robinson and .1. X. Sparling are practicing with their machines.

Aeroplanes Will Fly in Montreal.

Montreal is giving evidence of her progressive spirit by announcing an aviation meet to take place there, commencing on the 25th of June and las ing until the 4th of July.

The meet will be held under the auspices of the Automobile and Aero Club of Canada, which is affiliated with the mother institution in Great Britain, and is being organized by E. M. Wilcox, publisher of Moloriny, and C. W. Bennett, a well-known Canadian theatrical magnate.

Five Wright machines will definitely fly and it is expected several others will participate.

St. Louis to Hold Show.

Under the auspices of the Aero Club of St. Louis, the St. Louis Xational Aero Show has been organized, and will be held in the Coliseum Building, October 81 h to 13th, during the period when outdoor aeroplane and balloon events will take place in St. Louis, and is under the management; of G. L. tlolton,

The Aero Show will be a complete exhibition of things aeronautic, and will include displays of nearly every manufacturer of aerial apparatus and supplies in America, and agents for foreign makers.

In kindly offering free news service of the show, the promoters state :

"The show has been organized with a serious purpose, which we believe will be appreciated by the press of America, in that the object is to advance the American aeronautic industry so that it will compare favorably to the industry which already exists abroad."

Model Flights.

At Hempstead Plains. Mineola. Long Island, there will be cross-country model aeroplane flight contests every Saturday afternoon, also kite flying contests free to all.

Mr. Edward Intrant, director of the Junior Aero Club of America, has donated silver cups for both contests, and the president of the Mineola I'rei*. Mr. .1. 11. Ellensohn, is in charge of the contests.

Members of the Xew York Model Aero Club will also compete in the model contests, and the school boys of Garden City and Mineola will be active in competing for the kite-flying contest cup.

Frank Schober made a new record in model contests at the 2:2nd Regiment Armory, Xew York. June 4th, by flying a Langley-type model 1215 ft.

Aeronautic Calendar for U, S,

June 13-1S—Indianapolis. Ind., "First Xat. Aviation Meet," with exhibit ions with Wright machines and open to all others.

June 18-1!)—Louisville, Ky., flights by Curtiss and Mars.

June 21-26—Xashville. Tenn., exhibition flights at Military Tournament by Hamilton.

June 22-25—Minneapolis. Minn., flights by thret Curtiss aviators.

June 22-20 Minneapolis and St. Paul. Curtiss. Willard and Mars.

June 2S-.Iuly 5 Montreal. Can., aviation meet, with five Wright machines and others.

June 2P-.luly 1—Sioux City, la.. **¥*HrrrT*=:iiuL

Mars. f.

July 2-4—'Aurora. 111., exhibition, one Wright machine.

July 2-5—Pittsburg. Kan.. Wright flights, on.

July4—Washington, 1). C, balloon races. July 5-0—Peoria. 111., balloon race. ■T»»^'^^~--^nJt'ia. 'N»l>„ Curtice. .Willnrd anc?

yfrm.y^ ?'<f k . Cm; wlu.a^

July 0-14—Omaha. Neb., flights by Curtiss. Wil lard, Mars and others. ("h^ v-m ^f*£^s^£?CJ*'t

July 11-10—St. Louis, balloon raceantji aviation meet for novice^*^^ 7^ ■— f| - | (.

August 12—Indianapolis, Ind.. balloon race.

Sept. 5-10—Lincoln. Neb., exhibition flights b\ Wright aviators.

Sept. 5-K>—Ilamlinc. Minn., exhibition flights by Wright aviators.

Sept. 17—-Indianapolis. Ind., elimination rao< for Gordon Bennett balloon race.

Sept. 10-24—Detroit, Mich.. Wright exhibition flights.

Sept. 20-30—Trenton, N. J., exhibition flights by Wright aviators.

Oct. 1-S—Springfield, 111., exhibition flights by Wright aviators.

Oct. 3-8—'Sedalia. Mo., exhibition flights by Wright aviators.

Oct. 5-15—St. Louis, Mo., aeroplane exhibition.

Oct. 8-13—St. Louis, Mo., Aero Show.

Oct. 17—-St. Louis. Mo., Cordon Bennett balloon race.

Oct. 22—Mineola. N. Y., Gordon P.enuett and other aviation contests.

Dec. 1-8 Chicago, 111., aeronautical exhibition of A. C. of Illinois.

8 in. The model was launched or started from the floor.

On May 21 the West Side Y. M. C. A.. Xew York, held another model contest a I the 22nd Regiment Armory. At this contest there was a new cup offered by M. P. Talmago for the boys* class, to be flown for by machines having two propellers. The first leg was won by Frank Schober. 104 ft. 4 in. Second was F. M. Watkins. 154 ft. 5 in., and third. C. G. Ilalpin. 139 ft. H> in.

In the men's class Mr. M. P. Talmage. with a Wright biplane, llew 132 ft. 1 in. This is the longest flight ever made with a biplane at any of the contests. Dr. Dederer gave an exhibition (light with his new machine and succeeded in making lit." ft., (he longest flight made by any machine since the flights were started.


Form New Organization.

Resenting its deeds and misdeeds, its arrogant attitude, the lack of representation, so on and so forth, half of the affiliated clubs have formally cut the strings of the Aero Club of America's apron and will now shift for themselves as best they may.

This happened at a meeting of the affiliated clubs called by the A. C. A. and held in its rooms on May L'3. When the delegates were called to order in the morning there seemed to be no business to transact except to renew affiliation for another year and make any suggestions to the mother club which might or might not be acted upon in the discretion of the board of directors. Someone moved to adjourn.

Following were the delegates assembled : A. B. Lambert, Indianapolis and St. Louis ; Col. Jerome H. Joyce and A. Albert Hughes, Baltimore; A. W. Carpenter, Harvard; W. B. Strang and George M.-*-Myers, Kansas City; James E. Blew aud Victor Lougheed, Chicago; J. V. Martin, E. C. Brown and R. M. Allen, Harvard Aer'l Society; J. S. Fanciulli, Washington; J. M. Satterfield, Buffalo; Alan R. Hawley, Pittsfield, and Augustus Post, Canton.

In the afternoon a second meeting was held. Samuel H. Valentine, the chairman of the morning meeting, Philip T. Dodge, Augustus Post and Alan R. Hawley, all of the A. C. A., withdrew at the second session, after granting the use of the club rooms. Jerome S. Fanciulli, representing the Washington Club could not officially represent that body at the afternoon meeting.

A resolution was adopted calling for the organization of the American Aeronautic Association, which was then formed with George M. Myers, Kansas City Aero Club, President; A. B. Lambert, St. Louis Aero Club, First Vice-President; J. V. Martin, Harvard Aeronautical Society, Second Vice-President ; Victor Lougheed, Aero Club of Illinois, Secretary, and Col. Jerome H. Joyce, Aero Club of Baltimore, Treasurer.

The reason for the new organization was defined in the following resolution, which was unanimously adopted;

"We recommend' that for the administration of Aeronautical affiairs, of national or local character in the United States, the American Aeronautical Association be formed at once, with officers elected1 to serve until June 22nd, 1910, in New York City, at which time we recommend that new officers be elected for the ensuing year.

"We further recommend that all aeronautical clubs and bodies now existing or in the future to be organized in the United States, including the Aero Club of America,

be invited to join this Association upon some acceptable basis of powers and representation, founded upon the numbers of such clubs, or upon their membership, in accordance with rules and regulations to be enacted into permanent form by the representatives of affiliated clubs here assembled, and to be revised from time to time as may be decided at future meetings of the representatives or delegates of affiliated clubs." The following letter was delivered to the A. C.

A. together with a copy of the resolutions printed

above :

"New York, May 23, 1910. "To the Aero Club of America, "29 West 39th Street, "New York City. "Gentlemen:

"At the meeting held today by representatives of the affiliated aero clubs, assembled in response to your call at your headquarters, 29 West 39th Street, after discussion it was decided that the best interests of the affiliated clubs could not be advanced by conforming to the proposed arrangement between your organization and the Wright Company, and that the future of the affiliated clubs and the interests of aeronautical development in this country could be better conserved by a separate organization, which would not be fettered by the entanglements now existing by reason of our connection with your organization.

"The meeting was, therefore, adjourned without action, immediately after which the affiliated club representatives called a meeting for the purpose of organizing the American Aeronautical Association, to be a democratic organization, representative of the aeronautical interests of the entire United States, for the purpose of controlling aeronautical events in this country.

"In accordance with the expression of opinion in the foregoing resolution, you are cordially invited to send delegates to our next meeting.

"In closing we wish to extend our sincere thanks for the courtesies of your organization.



New National Body Organizes June 22.

On June 22 in New York there will be held a big convention with representatives from a large portion of the eighty-odd aero clubs in, the country, at which time officers will be elected for the ensuing year, plans formulated for the work of the body, the adoptiou of rules governing contests and the various prize offerings now awaiting the action of the convention, etc.

As announced in the last issue, the movement for a national body was started by the issuing of a letter by Hudson Maxim, president of The Aeronautical Society, to all the aero clubs of the country. This met with great response.

The day folio-wing the secession of the A. C. A.'s clubs several meetings were held between representatives of the newly formed American Aeronautic Association, and of the Aeronautic Federation of America with the result that the convention of June 22 will be a joint affair comprising delegates from all the clubs with which correspondence has been had by both movements.

At a meeting held on June 2 of the Aeronautic Federation of America a temporary committee was formed taking in members thereon appointed for this service by the various clubs associated with the federation. Some forty clubs are represented on this committee, which is headed by Professor David Todd, of Amherst, and Thomas A. Hill, who has been one of the most over-worked energetic enthusiasts in the movement and is doing all the work of the committee up to the time of the convention, was made Secretary-Treasurer.

A proposed constitution and by-laws for adoption at the convention is being put into shape now by Mr. Hill. Daily more clubs are beinj added to the list of those sending delegates to the convention.

all clubs foe harmony.

The Aero Club of Washington is watching the new movement with great interest. Dr. A. F. Zahm hopes that the "final outcome will be one grand aeronautical organization embracing tbe whole country and enjoying solidarity and harmony of action."

While the Aero Club of Ohio has renewed its affiliation with the A. C. "A. for another year, the secretary, Mr. J. Blake, states: "We * * * hope that some course will be adopted that will promote general harmony."

Wright Injunction Vacated.

New York, June 15.—Yesterday the U. S. Circuit Court of Appeals vacated the temporary injunction granted tbe Wright Company against tbe Herring-Curtiss Co. by Judge Hazel at Buffalo.

Tbe history of the action is as follows :

The Wright Co. moved for a preliminary injunction before Judge Hazel. He held the infringement and validity of the Wright patent had been proved without doubt in the hearing and granted the relief prayed for. Judge Hazel, however, was willing to suspend the issuing of the order, but required the defendants to put up a $10,000 bond until the appeal, which was immediately taken by Curtiss, was decided. Now the Court of Appeals has reversed the Hazel opinion, with costs, and a trial of the infringement suit will now be had before iudge Hazel, with cross-examination of witnesses. Tbe §10,000 bond is cancelled.

The reversal of opinion in the case is not a criterion of tbe outcome, for no trial on merits has been held. The Court of Appeals merely holds that on account of sharp conflict of evidence and the number of affidavits submitted after the original decision, infringement was not so clearly established as to justify a preliminary injunction.

Lcs Aeroplanes—Considerations Theoriqucs, by Paul Raybaud. (F. Louis Vivien, publisher, 20 rue Saulnier, Paris. Price, i franc.) A brief expose of a new theory on effects of air on moving surfaces, which sets aside much of what has until now been generally admitted on the subject. It is written in French.

Lamson vs. Wright Suit.

Paxton, Warrington, & Seasongood, of Cincinnati, representing Becker & Blakeslee, of Los Angeles, Cal., have filed papers in a suit against The Wright Company and Wilbur and Orville Wright, in the United States Circuit Court for the Southern District of Ohio, Southern Division, at Cincinnati, by the filing of a bill of complaint against the defendants stated, Charles H. Lamson being complainant.

The bill of complaint prayed for an injunction restraining the defendants from making, using or selling aeronautical apparatus, such as flying machines, embodying the invention for which Letters Patent of the United States were issued to Mr. Lamson, January 22, 1901, No. 666,427. This patent, it will be seen, antedates by over two years the date of application of the Wright patent under which patent the Herring-Curtiss Company and Glenn II. Curtiss and Louis Paulhan have been sued for infringement. The bill of complaint filed as above also asked for an accounting of damages and profits.

The Lamson pateut, while stating that the invention relates to "ribbed aerocurved kites," nevertheless sets forth that the construction is capable of use as a flying machine by the application of suitable propelling and guiding mechanism. The patent discloses means for "tilting or inclining" the tips of the wings or planes at each side of the body, and these means are claimed to be equivalent to those embodied in the Wright patent and in the Wright flying machines.

The patent contains the following claim:

"The herein-described kite having a central frame, wings projecting out from each side of said frame and means for tilting the tips of said wings with relation to the body of the wing."

Mr. Lamson charges that the Wrights simply incorporated in their flying machine his invention; directed at maintaining lateral stability by warping or twisting the wings or supporting surfaces.

Becker and Blakeslee say : "We understand the Wrights insist that anybody can use a box kite, but Lamson's kite as shown in his patent is a triplane comprising ribbed aero-curves and connecting posts or upright standards joiuted thereto corresponding to Wright construction. Also tip warping or tilting means and a tail or rudder having horizontal and vertical members. Lamson's device as patented and operated resembles closely general flying machine structures minus propelling and guiding mechanism." Judge Hand, in his opinion in the Wright-Paul-

han case, said : "I cannot see any relevancy in this


The larger illustration gives a perspective view of the Lamson kite with the covering removed from the upper wing on one side. The tilting is effected as follows :

"A general adjustment is made by guys -K," each of which is secured at the front lower comer of the frame 'A' and at the under side of the upper arm 'C by screw-eyes, or by other suitable means. By adjusting

the position of these screw-eyes a general adjustment of the wings on each side may be made. a more delicate adjustment is obtained * * * by loosening one of the diagonal tie-wires of the panel and' tightening the other. the simple means here shown for accomplishing this result are two loops /, adapted to slide on the uprights d, each of the two diagonal tie-wires passing through one of these loops. by sliding both of these loops up or down, the inclination of the ribs to the horizontal is adjusted with great precision."

Bibliography of Aeronautics.

a "bibliography of aeronautics" has just been issued as volume 55 of the smithsonian miscellaneous collections. nearly one thousand pages are required to present the 13.500, references whi-h have been arranged alphabetically by authors, subjects and titles covering the subject down to july, 1000. mr. paul brockett. the assistant librarian

two minutes. high winds and considerable rain prevented nights on most of the days. lieut. foulois also had other duties in addition to aeronautical service.

three instructors and seventeen student officers of the army signal school from port leavenworth were on temporary duty at fort omaha from may 10th to 15th. captain c. de f. chandler was ordered from washington to fort omaha as instructor; two lectures were given and also practical instruction in the generation and compression of hydrogen, spreading and inflation of balloons: the drachen captive balloon made several ascents, and there was one free balloon trip with captain chandler as pilot, and captain it. j. l'.url and lieut. w. n. haskell as aids. signal corps dirigible balloon no. 1 was also used, being manned1 by captain charles de p. chandler as pilot and lieut. haskell as engineer.

of the institution, is the compiler of this valuable contribution to science, and in his introduction he pleasantly reviews the long association of the institution with aeronautics. there have been published by the institution two papers on the general subject of aeronautics, and thirty-five publications on various phases of the subject, since 1s01. in greater detail mr. brockett reviews the splendid contributions of secretary langley to this fascinating science. he tells of the publication of his "experiments in aerodynamics" in 1s01. and then of his further technical contribution on "the internal work of the wind." in. 1s0s. very briefly is the story told of langley's two epoch-making flights with heavier-than-air machines. this bibliography is a worthy tribute to the memory of the smithsonian's bite secretary, and much credit is due to mr. brockett for his careful and painstaking compilation.

Army News.

during the last month at port sam houston. lieut. b. d. foulois made six flights in the army's wright aeroplane, the longest being one hour and

Record Kite Flight.

a new world's record in high kite flying was made on may 5 by the mount weather observatory. 2.'',8oo feet, at which point twenty-nine degrees below zero were recorded, the lowest ever registered by a kile-carried instrument. the previous record was also held by this station of the weather bureau. the nearest approach to the three mount weather records of more than 23.0oo feet was made at berlin, germany. march 25, 100s. 21,320 feet.

Balloon Record Made Official.

the board of governors of the a. c. a. have made official the united states endurance and altitude record established by messrs. clifford b. harmon and augustus post on their trip in the balloon "new york" from st. louis on the 41h of last october. the duration, figure is in hours 20 minutes, and the altitude is 10.015 feet. a much greater altitude was actually attained, but ihe barograph only recorded to this height.

t Foreign Letter 1

* *

* By Greely S. Curtis. * + 4*

Paris, .lune 10, 1010.

The immediate neighborhood of l'aris has been \ery quiet for tile last few weeks, so far as aviation is concerned. This is due to the unseasonable weather, which during almost the whole of that, time has been either windy or rainy, or both windy and rainy. Two or three hail storms have been thrown in for good1 measure.

A week ago, however, M. Bleriot, at the suburb of lssy-les-Moulineaux. flew on his monoplane before thc Chinese Prince Tsai Tao with, [ understand, profitable commercial results. Another attempt by a less practiced hand on. May 14th was less successful, the aeroplane being upset by a gust, with some damage to the apparatus.

On May 10th. the weather again, permitted flights at lssy just at sunset, and 1 watched two Bleriots and a Summer biplane manoeuvre at will above the wide parade ground. Captain Maurice Clement also flew very steadily in the large Clement-Bayard biplane driven by a 4-eylinder 40 h. p. Clement motor fitted with a clutch and gear between the motor and the propeller. Cant. Clement preferred to make his turns while running along the ground, and stuck to low, straightaway flights. His biplane is controlled by means of auxiliary stabilizers of the llerring-Curtiss type.

A Swiss aviator, M. Audemars. was out with his Santos-Dumont Demoiselle. This monoplane traveled very fast, but its pilot also habitually flew low and made his turns almost entirely on the ground. A Voisin cellular biplane was exercised up and down the field, but 1 did not see it leave the ground completely at any time. It seemed to be quite unstable laterally, even in the comparatively calm weather which prevailed. There were in addition two experimental monoplanes, one a Yendorne, which also ran briskly across and around the field. But they, too, kept always in touch with Mother Earth. The exhibition as a whole impressed me with the caution of the French aviators while practising.

The Santos-Dumont Demoiselle is certainly an ingeniously designed and compact little flyer for lightweight pilots, it is a reduction of the aeroplane to its present day minimum limits, and is at the same time an unusually speedy machine. Some eight or ten of these little monoplanes were in the Clement hangar at lssy awaiting their try-outs. Among them was the one which I ordered last December, jointly with Mr. S. A. Heed of Xew York, for experimental flights around Xew York City. Before the weather had cleared enough to permit a trial. 1 had decided to change to a Bleriot. Apparently no one of my weight had ever piloted a Demoiselle (I weigh over SOi kilos; Santos-Dumont is reported to weigh 4S kilos), and the owners of the other machines at lssy were mostly in the featherweight class. In spite of their light weight, however, minor accidents to the apparatus on landing were frequent, and most of the machines at lssy had been reinforced at several points. Tn view of these and other considerations

the Bleriot, for instance, should be easier to repair after an accident—it seemed advisable to change to the larger and heavier apparatus.

M. de Lesseps' feat of" crossing the Channel aroused some interest, but no very great enthusiasm. "Le Temps" of the next day. in fact, left him still in the air, as it recorded his departure from French soil Saturday afternoon and had1 no report of his coming down again, either on this or on the other side of the channel, or even in the channel itself. Consequently as late as Sunday afternoon rumors reported both success and failure.

I have just returned from an all-day trip on the invitation of M. Henri Farman to the aviation grounds at Mourmelon. near Kheims. Unfortunately M. Farman was not there, but his coui'teous chef d' atelier. M. Fremri. showed me through the works. The shops are largely of temporary wooden construction, one story high. They are building two types of Farman biplane, both of which carry the high grade Gnome rotating motor. The lighter model has the lower plane some twelve feet shorter than the upper plane, the upper plane in both models being about .'!զquot;) feet long-. The special cloth used is given a smooth waterproof coating after attachment. The cloth is not mounted on the bias, but has the threads parallel to the main dimensions of the machine.

Unfortunately a sharp thunderstorm prevented flying most of the time I was at Mourmelon. but toward evening it cleared off and three or more machines took the air. These included a standard Farman. an Antoinette, and a new model Voisin. with ailerons of the Herring-Curtis* type instead of the familiar vertical panels. The Voisin Com pany are putting this new style on the market for racing purposes. This change marks the lina] adoption, by all the prominent French builders, of the Wright method of stabilizing.

The P.leriot. Santos-Dumont. tirade and Tellier are direct copies of the Wright patented invention, while the new Voisin and Clement biplanes follow the 1 lerring-Ourtiss modification by using independent stabilizing planes. The Antoinette. Far-man and Sommer machines infringe by employing hinged flaps or ailerons on the main planes.

The editor of L'Arropliile expressed his gratification and interest when I presented the card of Aeronautics, lie was naturally familiar with the publication, and much interested in our attempts in America to improve on and avoid the Wright patents. In France they find it difficult to understand the legality or justice of the Wrights" position. It is so obvious to foreigners that the widespread practice of aviation in the United States is smothered by the Wrights that they cannot understand the American acquiescence in what appears to them to be unjustifiable tyranny.

The photographs of the successful Xewburyport flights of the Burgess "Flying Fish" aroused the interest of French constructors and aviators, as this is the first successful model, other than the cellular Voisin. which is completely secure against infringing the Wright patent. The first Burgess production is more accurately termed the "Herring-Burgess Flying Fish." as Mr. A. M. Herring personally Contributed to the design. This designation, however, leads immediately to confusion with the better known Herriug-Curtiss flyer, which is not free from legal difficulties with the Wrights. in this connection, a late issue of The Car. London, contains an illustrated description of the Burgess biplane in flight under the heading "The Xew Curtiss Biplane." The confusion between the two rival machines was perhaps increased by the fact that 1 was piloting Mr. Burgess" "Flying Fish" when the latter was photographed. Needless to say. Mr. Glenn 11. Curtiss. the famous aviator, and 1 are not identical.

Speaking of the Wright patent, the Paris edi tion of the Xrtr Yurk Herald had most interesting news about the revolt against the agreement between the Wright Co. and the Aero Club of America. The new American Aeronautic Assoeia tion has a wide field of usefulness before it. May it fill it wisely.

Aeroplanes are being exported in large numbers, many of them going to Russia and England. The Farman factory reported that four of their biplanes had been shipped the day before my visit, while tin- output of the Ateliers Bleriot is said to be approximately thirty a month.

Builders are still hunting for the best motor, and those which give good satisfaction are difficult to secure without a long delay. M. Bleriot took me over all his well kept works and showed me monoplanes fitted with the following motors: Anzani 3-cylinder, V shape, 25 h. p., air-cooled ;

Clement 2-cylinder, horizontal, 30 h. p., water-cooled ; Ticker 4-c.yliuder, vertical, 40 h. p., water-cooled ; Gnome, 7 cylinder, rotating, 50 h. p., air-cooled. Mr. Bleriot has mounted a Clement 30 h. p. on my machine, but is ready to provide any of the other motors according to the preference of his customers. An experimental monoplane, designed to avoid the Wright patent, was observed under construction, but it was not sufficiently far advanced to justify description.

Another French monoplane should reach New York before long. This is one of the large and high powered Antoinettes which it is said that Mr. Darkness is taking in under bond for temporary exhibition purposes.

The death of young Ilauvette-Michelin in his Antoinette at Lyons seems to have been singularly unnecessary. An eye-witness tells me that the monoplane was rolling along the ground when itt/'


May 13.—llauvette Miehelin, at Lyons, in an

Antoinette, struck in flight one of the poles marking the course. The pole snapped and struck Miehelin. Picked up insensible, he died shortly afterward.

new passenger record.

May 15.—Nicholas Kinet carried a passenger for 2 hours 51 minutes on a Henry Farman machine.

Wachter flew 2 hours 2 minutes in an Antoinette.

May 16.—Roger Sommer flew across country, Mouzon to Charleville and return, SO kil'oms., in /. 1 houivlQ minutes.

May Illner (Etrich) flew from Wiener Neu-

" : tomei

knocked over the turning stake, and that Hauvette- I stadt to 'Vienna and back, TfTjr kiloms., in 1 hour Miehelin made no attempt to dodge the stake as 14 minutes. 'tW-

it fell across his eraft. Many of those looking oe, ^ May 19.—Count Lambert (Wright) flew from were astonished to learn that he had even been-"0 Vineennes to Gentilly with a passenger, injured by the fall of the post. The dent which Cheuret (II. Farman) flew from Mourmelon to the spar made in the light frame work of the aero- Chalons and back, 1 hour 12 minutes.

plane is clearly visible in a photograph.

Many of the French aeroplanes, particularly those driven by Gnome motors, carry speed indicators to show the pilots at all times the speed at which the motor is revolving. The indicator most generally in use is made by Chauvin, and Arnoux. It consists of a minute magneto driven by a cord from the motor, the current from the magneto being indicated on a meter graduated in revolutions per minute, which is mounted where it may be most readily seen, by the pilot.

An accomplished fellow passenger on the Majestic, after seeing the photographs of the "Flying Fish" in flight, dashed off the following amusing jingle. It evidently belongs in the advertising columns, but perhaps you will let it slip in with this letter, as being the latest word from the other side.


Don't hitch your wagon to a star, A tame and time-worn measure,

For planets and their orbits are Too fixed for perfect pleasure.

" But if, my friends, you really wish The heavens to explore—you Have but to try a Flying Fish—/ . The skies are all before you. [r 3n *i

non-stop cross channel and return.

May 20.—Sommer flew from Sedan to Verdun and return, 160 kiloms., in 2 hours 10 minutes.

At Mourmelon Captain Marconnet flew 1 hour 30 minutes, and Lieutenant Fequant, 1 hour 45 minutes.

new two-man cross-country record.

May 21.—Maurice Farman with one extra passenger flew from Buc to Etampes, SO kiloms. "y 11

cuoss-ciiannel flight.

May 21.—Jacques de Lesseps flew over the English Channel from Calais to Dover, time 42 min. The attempt to return was, abandoned. The machine used was a Bleriot XL, Gnome motor. Count de Lesseps is expected tb_fiy at. the Montreal meet, June 25 to July 4.

May 23.—Robert Frey flew over Berlin in a Farman biplane in a 35-minute flight.

May 23.—Martinet (II. Farman) flew from Chalons to Neufmoutiers, near Paris, a distance of 140 kiloms., in 1 hour 2S minutes.

May 24.—Lindpaintner (H. Farman) flew from Mourmelon to Rheims. 45 kiloms.

Maurice Farman (M. Farman) from Etampes to Tourv, 30 kiloms., in 20 minutes.

May 28.—Grahame-White (H. Farman), Brook-lands to Ranelagh, 24 kiloms., in 20 minutes.

Louis Paulhan (H. Farman), Verona to Sol-ferino, 36 kiloms.. in 30 minutes.

Louis Bleriot, Toury to Etampes, 30 kilometers.

A. Leblanc (Bleriot), Etampes to Toury, 30 kiloms.

June 2.—Hon. C. S. Rolls in, a Wright machine May 30.—A. Leblanc (Bleriot), Toury to Char-flew from Dover, England, at 6H-30 r. M., across tres. 45 kiloms.

the English Channel to Sangatte, dropped 4h*ee CL, May 31.—A. Euler (Euler) made a cross-coun-note$f, and returned to Dover in 90 minutes. Large try flight from Frankfort of 115 kiloms. in 1 hour

19 minutes.

air bags were attached to lower planes, if 7""-',.

Aeronautics' Permanent :: :: Exposition :: ::

More exhibits are wanted to make Aeronautic^ Exposition of still greater value.

Every manufacturer of anything in the flight industry should have a display for his own sake and that of the development of the Art in general

It is surprising that such an "infant industry" should be growing so rapidly that manufacturers cannot promptly fill their orders. Still, one must look ahead.

Try to scare up an exhibit for the Exposition as soon as possible and ship it along. If dire necessity calls, shipment of the display sample can be made from the Exposition.

We want to hear from every maker and urge everyone interested to call.


Hartford Rubber Works Co., Tires.

Wittemann Bros., Gliders and Supplies.

Warner Instrument Co., Aerometer.

Requa-Girson Co., Motors and Propellers.

Elbridge Engine Co., Engines.

Pennsylvania Rubber Co., Tires.

C. E. Conover Co., Cloth.

Edwin Levick, Photos.

Philadelphia Aeroplane Co., Motors, etc.

Roebling Co.. Wire Cable.

Victor L. Brunzel, Varnish.

El Arco Radiator Co., Radiators.

J. A. Weaver, Wheels, etc.

Whitehead Motor Co., Motors.

Greene Co., Propellers and Parts.

Boscn Magneto Co., Magnetos.

Auto-Aero Supply Co., Supplies.

R. I. V. Co., Ball Bearings.

J. Deltour, Bamboo.

J. S. Bretz Co.. Magnetos, Bowden Wire. Aero Supply Co., Supplies. Chas. E. Dressler, Model Maker. W.m. P. Youngs & Bros., Lumber. Buel II. Green, Turnbuckles. Profac Food.

| Club News !


Hamilton's record, and all of Paulhan's and Farman's, were made on BOSCH-equipped aeroplanes

Ignition information for aeroplanes on request ::

Bosch Magneto Co.

223-225 W. 46th Street New York, N. Y.

Branch Office : Detroit, Mich.

870 Woodward Avenue Branch Office : Chicago, 111.

1253 Michigan Avenue Branch Office : San Francisco, Cal.

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los angeles club dedicates shed.

The Aero Club of California held its annual picnic on May 29. This picnic was held at the motordrome, where the club now has a hangar, capable of housing sixteen machines. Eight machines are now on the ground and others building.

Some eighty persons were in attendance and the affair was in every way a success. The Cannon brothers towed their big biplane behind an automobile and succeeded in, leaving the ground and gliding some distance.

Mr. J. Wood Porter tried out his monoplane gliding machine, towed by an automobile, and mounted by Edgar S. Smith. The plane is circular in shape. The chassis is suspended1 from a central rectangle, the semi-circular wings being hinged onto this rectangle in such a manner as to allow of movement in a vertical plane like the wings of a bird. The whole surface is also hiuged so as to allow the angle of incidence to be changed. The surface comprises some two hundred square feet. After running on the ground for some distance, the machine lifted slightly on one side, toppled over and became a wreck.

Three of the machines now at the hangar have engines and they will be tried out in the near future.

The Aero Club of California offered a cup to the boy making the best showing with aeroplane kites. The following boys of the Boys" Aero Club contested: Harold Scott, Carl Dorsey and John Casey with Farman models, and Edwin Gettings with a tetrahedral kite that he called a bimoplane. Mr. Gettings won the cup with a seventy-foot glide.

The hangar was dedicated by Frank C. Garbutt. Addresses were delivered by President II. LaV. Twining, Charles E. Rilliet, W. II. Leonard, Buel II. Green, William Stevens, It. I. Blakeslee.

The Pacific Aero Club held its second annual meeting May 11, 1910. The following officers were elected. J. C. Irvine, Pres.; I. B. Dalziel, V.-P.; C. C. Bradley, 2nd V.-P.; C. T. Shaffer, 3rd V.-P.; H. A. Chandler, Sec'y.; J. M. Masten, Treasurer; Adam Knieling, Consulting Engineer; A. S. Pare, Consulting Patent Attorney. Directors: A. S. Pare, A. L. Eisner, J. T. Stanton, Jos. Hidalgo and Jos. Rosenthal.

The membership is increasing almost daily, the weekly meetings of the club being well attended. Lectures by people of note in the aeronautical world are features.

Stuyvesant Aeronautic Society. At the annual Mechanics Arts Exhibition of Stuyvesant High School, No. 345 East 15th street, New York, held June 2, the Society exhibited eight aeroplane models. Six of these were of the monoplane and two were of the biplane type.

The Society now has seven members, whose names are as follows: Carroll E. Edson, President; C. Graham Halpine, Vice-President; Percy YV. Pierce, Secretary; F. Eugene Robinson, Treasurer; Garford Oliver, Librarian; Bryan Battey, Frederick Fischer.

The Aero Club of Jacksonville now numbers more than sixty members. Charles K. Hamilton was recently the guest of the club at a water party. The genial treasurer, YV. M. Stimson, kindly placed his handsome motor yacht at the disposal of the club, and after a pleasant trip down the St. John River, with plenty of good things provided, Hamilton was made the first honorary member.

The Curtiss Amateur Aviation Club has been formed in Los Angeles, with officers as follows: Ed. Gettings, president; Lawrence Adams, vice-president; Harold Scott, secretary and treasurer.

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The Aero Club of Dayton is anxious to have the next national convention after the one in New York, June 22, held at Dayton. Dr. L. E. Custer has been appointed to be chairman of a committee to represent the club at the convention. The Dayton Aeroplane Club has also appointed three delegates.

Dr. P M. Crume and Dr. L. E. Custer will represent the club in the balloon race to be held at Washington, July 4th. A committee will be appointed by the club to officially observe any record flights which may be undertaken at the Wrights' Dayton school.

The Aeronautical Society still keeps up Interest in its well attended meetings. On May 27th. President Hudson Maxim addressed the members on "Aeronautical Warfare." On June 9th. Itoger B. Whitman, an expert on ignition systems, lectured on "Ignition." On May 19th another competition was held for the selection of a team to defend the Chanute Model Trophy.


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Exchange' and :: :: Forum :: ::

aids to the aeronautical art.

Following are some pamphlets containing valuable information. In all cases, we believe, these can be obtained free by writing to the addresses given.

Some Aeronautical Experiments, by Wilbur Wright.

Aerial Navigation, by O. Chanute.

Relation of Winy Surface to Weight, by R. von Lendenfeld.

Researches and Experiments in Aerial Navigation, by S. P. Langley.

The Greatest Flying Creature, by S. P. Langley.

Experiments ivith the Langley Aerodrome, by S. P. Langley.

—From Smithsonian Institute, Washington, D. C.

Some Theorems on the Mechanics of High Speed Dalloons.by Albert Francis Zahm, Ph. G

—From Catholic University of America, Washington.

The Resistance of the Air at Speeds Bclozu 1000 Feet a Second, by Albert Francis Zahm, Ph. D.

—From Johns Hopkins University, Philadelphia.

Researches on the Forms and Stability of Aeroplanes, by W. R. Turnbull.

Measurement of Air J'clocity and Pressure, by A. F. Zahm, Ph. D.

—From the Pliysical Revieiv, Ithaca, N. Y.

Atmospheric Friction With Special Reference to Aeronautics, by A. F. Zahm, Ph. D.

—From the Philosophical Society of Washington.


San Francisco, Cal., June 1, 111 1(1. Editor Aeronautics. Dear Sir :

In a letter from Mr. Dick Ferris, published in your June issue there are certain remarks that 1 take exception to, and beg that you will publish this letter.

As your representative at the Los Angeles Meet it would have been decidedly unethical and improper to have taken sides in any local differences or controversies, and if you will re-read my report (March issue) you will see that this was not done, that it was unbiased, in no way misleading- or derogatory, nor did it ignore Mr. Ferris, as he claims. Though he should have been given a great deal more credit for his executive ability in handling the meet. This was such a widely known fact that I. unfortunately, did not enlarge npon it further than to state that Mr. Ferris was one of the conceivers, and acted as manager.

As far as "petty jealousies" go, this charge is absolutely and obviously ridiculous, as 1 reside in San Francisco, am a vice president of the Pacific Aero Club, have been actively interested in and have written on the subject of aeronautics for a number of years, and our fields of activity in no way conflict.

Regretting that the fairness and impartiality, which I believe has always characterized my reports, has been (juestioned, audi assuring both you and Mr. Ferris that no injustice was intended, or done, Iain

Yours very sincerely,


MOLLER AFTER GOULD PRIZE. Referring to engines of the twin type with two propellers, for which Edwin Gould offers a prize of $15,000, we had Hie pleasure of seeing a new construction in a two-cycle, double acting twin engine, designed by .1. A. Moller, of Xew Rochelle. This engine looks very feasible and ought to fill the bill for aeronautic purposes. It has a special cooling device and can be built either air or water-cooled. Mr. Moller has been studying aeronautic devices a good many years and would like the co-operation of some gentleman for the advance of the art.

Detroit Aeronautic Construction Co.

Builders of Light Weight, High - Power MOTORS, PROPELLERS and RADIATORS

PARTNER WANTED. I have invented and applied for a patent on a gasoline motor. It is of very efficient design and only weighs I'Va pounds per horse power. It can be manufactured, I believe, cheaper than any equally good motor on the market. I need a little financial assistance to market this motor. I would like to form a partnership with some one who will put up the little cash required. Would make verv liberal terms with right party. R. E. LEE, Deposit, N. Y.


John C. Press, of South Norwalk, Conn., has devised a system of lateral control which he says is the most ingenious, unique and effective yet brought out, and does not infringe on the Wright patent. It accomplishes, he says, the same results as the warping and tilting devices used at nresent without changing from fho horizontal, and gives great lift without appreciably increasing head resistance, and that, as there is no turning movement, the rudder does not require to be operated in conjunction with the device.

Mr. Press is anxious to get in touch with someone to assist him in establishing his claims.


Los Angeles. June 5. 1910. To the Editor of A ei:ox attics.

Sir: As to the statements made by Mr. Ferris in his letter published in the last issue of Aeronautics. I wish to call attention to the following misapprehensions under which Mr. Ferris seems to be laboring. The Aero Club of California came into existence some seven months before it evef heard of Mr. Ferris, and it was not through any initiative on the part of Mr. Ferris that the Aero Club was organized.

This club was organized in May. 190R. and it was in full swing in the fall of 190S when Mr. Ferris pulled off his balloon race.

From the time of its organization this club has held continuous weekly meetings or semi-weekly meetings, and at no time in its history did it disintegrate or show any signs of disintegrating.

It applied for affiliation with the Aero Club of America six months before the international midwinter meet was heard of. but. owing to the slowness of procedure, it did not receive the papers until the movement for the midwinter meet had been thoroughly launched.

Mr. Ferris' statements also do rank injustice to the members of the committee of the Merchants' and Manufacturers' Association, of which committee he himself was a member. If it had not been for the Merchants' and Manufacturers' Association the Los Angeles meet would never have taken place, and it was the business acumen of this committee that made the meet such a financial success.

I do not wish to detract at all from the credit due to Mr. Ferris for the energy displayed by him in bringing this meet to a head, as it would not have taken place had it not been for him also, hut I do object to his misstatements with regard to the Aero Club of California and1 his attempt to belittle everybody else connected wilh the m^et. and to magnify himself.

Yours very truly.


President Aero Club of California.

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TO OUR FRIENDS.—We would appreciate it very much if you would specify in writing advertisers that you saiv the ad. in AERONAUTICS. This ivill help us, and eventually be of equal service to yourselves. _

Curtiss Uses Palmer Tires.

The B. F. Goodrich Company of Akron, Ohio, lias just received a letter from Mr. Glenn. Curtiss, written immediately after his recent record-breaking flight along the Hudson from Albany to New York City. Speaking of his1 equipment in, that flight, the Palmer Aeroplane Tires, which are of Goodrich manufacture, he said: "The Palmer Tires, with which I equip all of my aeroplanes, give the best of satisfaction for the purpose. The light weight does not greatly impede the lifting power of the machine, and the great resiliency enables me to land without shock on the hardest ground and1 to pick up speed quickly in. starting. 1 am glad to credit a part of the success of my aeroplane to the Palmer Tire."

Mr. Curtiss used the Falmer tire on the winner of the International Aviation Cup, Rheims, France, last autumn, and on the winner of the world's record for short distance rising from the ground, at the aviation meet, Los Angeles, California, this year.

"The light weight which does not greatly impede the lifting power of the machine, and the great resiliency" which allows the plane to land without shock," were particularly important in the Albany-New York flight, when two landings were made on the way for supplies, and yet the distance was covered in phenomenal time, and with remarkable ease.

The Sacramento Aerial Co., was incorporated in April for $25,000. They are building two machines which will be done about June 10th. A lot has been leased where a factory will be erected for the manufacture of all kinds of aerial craft. It is the i ai en tion of the company to manufacture a motor °which will have many improvements over anything that has been put out so far.

The Gill-Posh aeroplane which made its debut at the Los Angeles Meet, has made over fifty short flights. This was on the Curtiss order, but had a heavy automobile motor. A new model, different from anything on the market, is nowing being made and will be flown at the St. Louis Meet for novices. _

Several machines on the Coast have made short flights with the Hall-Scott motor, which is comparatively new to the aeroplane world. These are as follows : Wiseman & Peters, Farman type biplane, at Santa Rosa, Cal.; Frank Johnson, Curtiss machine at San Jose with Harold Hall as aviator, and Roy Crosby's Greene biplane with Harold Hall, rider.

Aero Motor for $250.

To fill the steadily increasing demand for a light weight aeronautical engine, the Detroit Aeroplane Co., of Detroit, Mich., has undertaken the rather difficult task to put a new motor on the market for the most popular price of $250.

This company has been incorporated under the laws of Michigan for $20,000, with F. Weinberg president, for the purpose of manufacturing aero motors and other devices. The firm of Wilcox & Carlson Co., of Detroit, makers of marine engines, has been bought out.

The engine is a two-cylinder of the double opposed type, four cycle, and has a bore of 5 in. and a stroke of 5 in., and the speed range is between 700 and 1,500 r. p. m., developing between


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! The Buyers' Guide |

twenty and thirty horse power according to speed and load. The weight is 9S lbs. Both valves are placed in the cylinder head, and all four valves are operated by one single cam. in this way eliminating a large number of parts, manufacturing cost and trouble. The advantage of this arrangement is largely due to the fact that by timing one valve the others are timed at the same time. Both valves can be detached with their valve cages by loosening only two screws, at the same time giving free view of the cylinder inside and the piston. The engine being air cooled is especially designed for this purpose, inasmuch as valve sections have been employed of an enormous area, the exhaust valve, for instance, being 3^ in. in diameter. On the other hand, the extreme large flanges have been arranged in double distance as customary practice shows. This is done to avoid the reciprocating action of the radiation from one rig to another, and has been thoroughly tested out on French and German motors.

By means of the double throw crank shaft, the pistons are forced in opposite directions, and as a result, a bright stream of air is thrown steadily inside the crank case and cylinder by each revolution, which helps considerably to bring the temperature of piston and cylinder walls down. This in connection with the arrangement of both cylinders opposite from each other, and the wide spread of the cylinder heads which are directly exposed to the cooling air draft of the propeller, warrants a most efficient cooling under propeller load.

The lubricating system is splash, and the crank case, therefore, is oil tight and from the best aluminum alloy. It contains, besides a lubricant, all moving parts of the engine, as crank shaft, timing gears, cam. connecting rods and pistons. The hollow double throw crank shaft is perfectly balanced and made from 40 to ">0 pt. high carbon steel, heat treated and mounted against thrust by a New Departure ball bearing, which feature enables a direct attachment of the propeller. All other bearings are made from best while brass, and are most liberally dimensioned and replaceable. This is the strongest keynote of the motor, which is not only as light, but as durable as possible, and distinguishes itself from all other light weight engines, because it does not need the care of any expert, but can be handled most successfully by amateurs.

Connecting rods and pistons are being weighed thoroughly, and this in connection with the balanced crank shaft is a most satisfactory running system. There are some other points of refinement employed in the design, one of which is that all the strain of the cylinder and crank case is converted into compression instead of pulling stress.

The gasoline tank may be mounted in or above height of the engine, as the carburetor is attached to motor on its lowest point of the crank case, forming with the latter a compact unit. The crank case itself is provided with flanges for the purpose of fastening to the frame of the aeroplane.

The design, in connection with the very best material used, and the very best workmanship obtainable, warrants a first class product. This, in connection with a large output and in always keeping a number of ready tested engines in stock, enables the company to' market this motor for only $2o0. This price includes the ignition system, consisting in snaptimer provision being made for attachment of magneto.

Propellers are made and attached to motors on special request, and arc kept in stock in sizes between 5 and 8 ft. diameter and 3 to 7 ft. pitch, these propellers being the sizes which the motor is able to pull successfully without overheating or destructive effect.

Catalogs are sent on special request. The company asserts that the price is so low that even the most modest aeroplane manufacturer can obtain a powerful engine at a reasonable price.

Wittemann Catalog.

C. & A. Wittemann-, Stapleton, Statcn Island. N. Y., have gotten out quite the finest aeronautical catalog yet issued anywhere. It contains a full list, illustrated, of parts, gliders, wheels, etc., and the Whitehead engine.


Aeronautical Society


All interested in the Art will be benefitted by becoming members.


NO association in the world has accomplished as much.

If you desire to learn what the Societ}7 has done for the Art in the last eighteen months, send for the brochure just published reciting the accomplishments from the formation of the Society in July, 1008, to December, 1009. It is practically a history of aviation in the U. S. during the above period.

For the purpose of increasing the sphere of usefulness the membership should be augmented. Every additional member advances the general good.

C Address the Secretary for booklet and application blanks at P. O. Box 28, Station D, New York; or 1999 Broadway, where weekly meeting* are held.



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Propeller Tests Well.

A test of a propeller, the design of which is new. made by the Requa-Gibson Company, was made at the Curtiss place in Hammondsport on June 4. Hugo C. Gibson had gone to the factory of the Elbridge Engine Co.. at Rochester, to make tests of the propellers on the Elbridge engines. Six propellers were taken., one of which was of the new type. Owing to the rush of business, there was but one of the large engines available, and that had been delivered to Glenn 11. Curtiss. So the tests had to be made at Hammondsport. The engine was hung in a frame suspended from the ceiling, and on a spring balance attached to the wall the thrust was read. Tbe 7-ft. diani.. 4-ft. pitch special propeller showed1 up :v.\7 lbs. at SCO r. p. m.. the engine developing at the time 20 h. p. With the balance of the power of the motor to draw on. the new propeller should show great speed possibilities and economy in gas consumption.

Fred Shneider Busy.

Three more aeroplanes, combination Farman and Voison types, will be delivered by the end of the month. One will be equipped with a M-cvlinder. ::0-3.r> h. p.. and the others with 4-cylinder, 40-100 h. p. Elbridge motors. One is for one Castellano, who used to loop the loop on a bicycle ; one is for Nicholas Rippenbein. of Perth Amboy. and1 the third is for Mr. Shneider himself, if someone doesn't buy it in the meantime, to try out some new devices.

Manufacturers Please Note.

A. II. llofer. 20.-!f> Michigan avenue. Chicago. 111., would like to get catalogues of all aeronautic supplies. He expects to construct a biplane of about the same dimensions as the Curtiss.

Many Aeroplanes Sold in Washington State.

The Hamilton Aero Mfg. Co.. of Seattle. Wash., have built and sold six machines, including several biplanes, and are now building two biplanes for the international meet, to be equipped with an Elbridge 4<>-r!0 h. p. motor and a Requa-Gibson propeller. They already have seven orders for "Dumonoplanes" and' biplanes. Many orders are ՠnrned away because they cannot make immediate delivery.

The Whitehead Motor.

The first aeroplane to be fitted with a Whitehead motor is that of Chas. W. Miller. Following are the details of the motor:

The engine is highly tinished and has specially tempered stool cylinders with steel water jackets welded in place. Cnder hydraulic pressure the jackets stand a pressure of (>00i lbs. to the sq. in, Forced circulation is maintained at high speed1 by a gear pump.

Tbe engine is of the two-cycle type, with eight port exhausts to each cylinder. Xo carburetors are used, a special Whitehead vaporizer being provided for each cylinder. Ignition is- Bosch magneto.

The intake is automatic, and is through a valve located in the center of the piston, head. The crank case is divided into four compartments, which serve as pre-eomprossion chambers, and in which tbe gas is compressed to 20' pounds per square inch, previous to being admitted into the explosion chamber.

When the exhaust takes place, the relief of the pressure in the explosion chamber enables the lower pressure in the crank case to force the valve open, admitting the new charge into the explosion chamber, coincident with the escape of the dead gases through the exhaust ports.

On the upward stroke a compression of 05 lbs. is reached, which is considerably in excess of that of any other motor, resulting in increased power. The exploding charge is at 300 lbs. per sq. in.

The bore is 5 in. and the stroke 5% in., making it a low speed, high powered engine.


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Johannes Schilling, Colonie Grunewald, near Berlin, Germany, 954,215, April 5. 1910, filed June 2. 1909. BALLOOXS. This invention relates to a method of insulating balloons, more particularly dirigible balloons, by providing a jacket around the gas chamber and filling said chamber with an inert gas, that is a gaseous fluid freed from oxygen such as the exhaust gases from a motor.

Edward J. Augsberger, Philadelphia, Pa., 953,810. April 5. 1910, filed April S. 1909. PLYING MACHINE consisting of an aeroplane (of any type) proved with front and rear planes at th*e sides of the main plane or planes. These side planes are inclined from the horizontal, the front planes inclining upwardly from the inner to the outer ends and the rear planes inclining in the opposite direction.

Albert Koegler, San Francisco, Cal., and Ka-millo Stelzer. Jr., Dresden. Germany, 954.574. April 12, 1910, filer! March I90S. MEANS FOR STEEK1NG PLYING MACHINE. This invention contemplates a supporting frame, above the basket or chassis, for a motor hung in a universal joint. Above the motor extends a sleeve and inner shaft caused to rotate in opposite directions, by means of bevel gears, and air vanes are secured to each. By changing the angle of inclination of the motor and air vanes, the apparatus may be steered in any direction.

Anna O. Ilagstedt. New York. X. Y., 954. 7.'!.°,, April 12, 1910. filed Feb. IS. 190!). PLYING MACHINE consisting of a body having two motors described as a main and auxiliary motor. Propelling means comprising front and rear propellers in addition to supporting means in the form of a plurality of flapping wings are operatively connected to both motors.

Gustavo II. Brekke. Seattle. Wash.. 955.049, April 12. 1910. filed May l(i, 190.S, renewed, Nov. 10. 1909. AIRSHIP comprising specifically a helicopter construction of oppositely rotated propellers supported on vertical shafts, one within the other, and means for swinging the propellers to and from an inclined position. The upper end of shafts being broken and provided with universal joints.

Lagar R. Culver, Salt Lake City, Utah, 955.3S9. April 19. 1910, filed May 5. 1908. AEROPLANE, the novelty of which lies in a kite-shaped frame supported on a wheeled chassis. The frame is integral with the planes .and is pivoted at the front corners so that each side may be raised or lowered independently. The tail is similarly pivoted and hand levers are connected for manual operation.

Nikolas Rueben, Aix la Chapelle, Germany, 950.-42.X, April 20. 1910. filed Sept. 1. 1909." AIRSHIP HALL with temporarily removable roof. A hangar consisting of gable side walls and pillars and rafters constructed to swing on said walls to vertical position, the rafters being divided in the middle to form a slanting roof when in normal position. The roof covering is slidingly arranged on the rafters and movable in divisions.

Henry C. Schanze. Sr., Camden. N. .1.. 950.(548, May 3. 1910. tiled Nov. 25, 1908. DEVICE FOR AERIAL NAVIGATION. A housing provided wilh propellers above and at each end. the former rotating on vertical shafts and the latter on horizontal shafts. Quadrants are secured at the ends of housing for supporting the horizontal shafts and means are provided for quadrants and pro pellers for the purpose of steering.

Rudolph Gendts, Xew York. N. Y., 957.2U5, May 10i, 19IO. filed April 29, 1909. AIRSHIP A rigid cigar-shaped gas balloon provided with compartments separate from the gas. An open air com partment at the top serves as a passenger car. Below this a compartment houses the power plant which through transmission gears operate vertical and horizontal propellers. Double rudder blades are provided at the rear on each side of envelope connected together by rods and operable simultaneously by transmission to a steering wheel in passenger car compartment.

William W. Christmas, Washington, D. C, assignor of 49,TOO to Creed M. Pulton and Thomas W. Buckcv, Washington, D. C. and Lester C. McLeod, Astoria. Ore.. 957.744,. May 10, 1910. filed Oct. 30. 1909. FLYING MACHINE. An. aeroplane consisting of a plurality of separate, inde-

pendent, suitably spaced supporting planes of concave-convex form in tbe direction of their length, transversely to the line of flight, tbe concave sides being towards each other. The upper supporting plane has also an intermediate air gap and is warped to present air guiding surfaces leading to said gap.

Louis Arnheiter, Jersey City, X. .1.. 95S,4G0, May 17, 1910, filed Oct. G, 19US. AlKSltlP. An aeroplane having the following characteristics : A frame-work on wheels supports in the center a large sustaining surface of arch shape open at the front, rear and bottom. Located at each side of main surface a smaller surface of same style is provided. Within the large arch adjustable propellers serve to propel forward or backward1 while under the side arches a propeller at each side raises or lowers.

John Iloskine, Detroit. Mich., 958,747, May 24, 1910, filed June 14, 190!). FLYING MACHINE, comprising aeroplane surfaces and a helicopter above them so arrauged that upon a rapid downward movement the spaces between the blades are automatically closed and an outwardly and downwardly extending rim surrounding the helicopter enables it to act as a parachute.

Frederic W. Schroeder, Kennington, London, ling-land, 959,20(3. May 24, 1910. filed Nov. 4, 1909. AERIAL SHIP. A combination of helicopter, gas bag, lifting vanes and parachute. -V series of lifting propellers arranged in pairs on vertical axes to rotate in opposite directions are connected with auxiliary lifting vanes lying below and across the main blades of the propellers. Vertically disposed gas bags are carried below tbe frame and above a series of parachutes are arranged normally collapsed and adapted to expand automatically when any downward velocity is acquired.

Marcel Kapferer, P.illancourt, France. Assignor to Societe Arouvme "Astra," IMllancourt, France, 95S.92G. Mav 24. P.HOt, tiled Sept. II. 1909. DEVICE FOR'FEEDIXO BALLOONETS ON AIRSHIPS, comprising a pipe within which is a flexible partition, running longitudinally and being of a width equal to half the circumferential development of the pipe. A flexible spherical cap, attached to the partition, is operable from the outside for the purpose of directing the gas into one or other of the compartments to be supplied.

John Buchanan, Holland, Mich., 959,199, Mav 24. 1910, filed Oct. 9. 190S. FLYLXG MACHINE. An aeroplane provided with propeller at the front and rudder at the rear with a car pivotally suspended below and means for adjusting manually the angular relation of the car and planes.

| Ascensions | + *

J :: :: Two 400-Mile Trips :: :: *

+ :: :: One of 200 Miles :: :'ՠ* * 4>

Forbes' New Record Altitude.

note: asxeuisk (*) denotes trip over 100 .mii.es.

*Quincy, 111., May 9.—A Holland Forbes, pilot, in bis new balloon "Viking." with .1. O. Yates, to ('rail Hope, Ky., a distance of Mt;:>Vi miles: dura tion 19 hours 55 minutes, highest altitude, 20,000 ft.

The trip was undertaken with a view of gaining the record duration, altitude and distance, but the poor quality of the gas cut down tin supply of sand bags. When the aeronauts landed there was but one bag left out of the thirtv-three at the start.

From 0:50 p. in., the time of the start, till 9:00 the next morning, but six bags were used. In passing over Illinois, the balloon suddenly dropped from an altitude of S.immi or 9.000 ft! and six-bags of sand were used to check this sudden descent, which was accomplished just as the trail rope touched the ground. It was found out afterward that a local rain storm probably created a rising column of cold air and caused the drop.




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Considerable ballast was expended in attaining the great altitude. The aneroid was examined at about 2 :00 o'clock, and it registered' 20.000 ft. At this point the aeronauts were gasping for breath, and this height was maintained for about ten or fifteen minutes. It is supposed the balloon went considerably higher. The instrument was later examined by the makers and it was found that this height was the limit of the capacity of the aneroid.

The gas left only slightly filled the balloon, and as it tended to collapse, it had a corresponding tendency to elongate, hence the pressure upon the rope extending from the base of the appendix to the basket became great. In fact almost the entire weight of the rigging beneath the balloon was forced upon this single line, and at length it parted. This dropped the basket, elongating the balloon so suddenly that the line from the ripping panel to the basket became suddenly taut, tore open the ripping panel four or five feet. The gas rushed out at terrific speed. The result was the immediate collapse of the balloon and its descent to the ground at 2 :45 p. m. At this time the 350-ft. trail rope was just touching the ground.

The aeronauts were found1 unconscious by farmers. Forbes was laid in a lot of poisin ivy vines and suffered from, their poison for some days.

Pittsfield, May II.—Charles .1. Glidden." pilot : Rabbi Charles Fleischer and .T. J. Van Valken-burgh in the "Pittsfield." to llolden, Mass. Duration 3 hours ; distance 75 miles ; altitude 5.4(10 ft.

Pittsfield, May 14.—Charles ,T. Glidden, pilot, and .Tason S. Bailey, in the "Mass.," to Berkshire—. Mass. Duration 1 hour 45 minutes ; distance 4> miles; altUude S.TjOO ft. Snow storm at 4,000< to 8,000 ft.Jfla*, / k\. it*

Philadelphia. May 14^-ln\Tliomas K. Eldridge. Ira Brown and Mrs. D. V. Evans, in the "Phila. I.," to Williamstown, X. J. Distance 20 miles-: tiration 5 hours ; altitude 0.000 ft. ^ittsfield, May 15.—William Van Sleet, pilot: Roswell C. Tripp. Fairman Dick and E. C. Ely. the "^prinp^eld," to., Sharon. Conn. Distance Allies ; dtn'ation o. hours^r" altitude 7.000 ft. it. Louis. May 10.—John Berry, pilot : Prof. G. O. James and Andrew Drew, in the "St. Louis III," at 0:35 p. m., to Carsonville at 7:15 p. m. At S :30 p. m. {Another ascent was made from here, landing eventually at ll:20i near llillview, 111. llillview cannot be found on the map.

crosses lake michigan ix night trip.

*St. Louis, May li).— II. E. Honeywell and William F. Assmann left St. Loins in the "Centennial" to make a new distance record. After being in the air 22 hours and traveling 400 1-3 miles, a landing was made at Shiloh, Mich. An altitude of 14.800 ft. was reached.

*Xorth Adams, May 20. A. Leo Stevens, pilot : Dr. David Todd. Percy Sherman and Charles Soin-erville, in the "Cleveland." to St. Dominique, Que., In, the longest flight ever made from a New England point. Duration 11 hours 52 minutes; distance 219 miles; altitude 11,000 ft.


CThe above book is an honest explanation of how the Inventor may guard against obtaining worthless Patents, and is written with a sincere desire to place the Inventor-reader in a position to determine intelligently when he should not file an application for Patent. Sent FREE on request.

The business of experienced patentees and inventors solicited. Inexperienced inventors will be rendered equally thorough service.

H. L. WOODWARD PA^'Jr^^^i'hu

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wins three cdps.

The pilot, Mr. Stevens, wins for the first time, until his record is beaten, three cups:

"La Patrie Montreal," to the pilot larding nearest the office of "La Patrie."

"Cortlandt P. Bishop." to the pilot making the longest flight in 1910, starting from a point in New England.

The "North Adams Cup." for the longest dis-ance made from North Adams.

A lower current was encountered which begnn to drive the balloon towards the States a sain, and it was thought best to land1 at Drummonds-ville. Tbe trail rope was dropped here and the aeronaut called out to a farmer to catch it, but the man's wife held him back. P>y this time the balloon had come up to a forest where it was impossible to descend, so the trip had to be continued some seven miles further on the return journey. The final landing was made at St. Iiominique, Que.

The Automobile Club of Canada's cup for a landing on the island of Montreal do^s nor appear to have been won, as St. Dominique is not on the island1.

London. England, May 20.—H. W. Gannett, of the N. E. A. C, made a trip over London and landing at Castle Abbey. Distance 00 miles.

The funeral of King Edward was viewed fr.im the balloon.

Pittsfield. May 21.—William F. Whitehouse/ to near Springfield, Mass., in the "Pittsfield." /Distance 40 miles. *1_ \\n^S ,

Philadelphia. Mav 21.—Dr. George II. S/mmer-man, Dr. Thomas E Eldridge. Prof. Chsyfles L. Doolittle and A. L. Millard, in the "I'h/la. II.." to Ciertmoor, N. .7.

ՠ'restmoor cannot be found on the mafy. Though the balloon was sent up 0,500 ft., on a coo tint of the dense clouds, no view of the comet w/as obtained.

Indianapolis, May 27.—O. L. Rumh/ugh and Dr. L. E. Custer, from the Motor Spee/lway. landing about 10 miles away.

Indianapolis, May 2S.—Luzern/Custer and C. A. Coey. from the Speedway to /lagletown. about 25 miles.

Pittsfield. Mass., May 27.-/L Walter Flagg. pilot, and W. G. Kelly, in /lie "Pittsfield." to Snrinsrfield. Mass. Duration / ^| hours* distance . ? miles. / y '♦VVtW

1 Pittsfield. May 2S.—Cha/les .T. Glidden, pilot, and Jason S. Bailey, in the "Mass." to Bethany. Conn. Duration 2% hours; distance 75 miles; altitude 7,700 ft.

Springfield. Mav 2S./-.Tav B. Benton, pilot : Louis Dederick. Prof. David Todd. Robert Wells and Nelson Waite. left/the ground in tbe "Snring-field1" but the ballooi/ caught in the wires lining the railroad and th/ gas had to be let out and the trip abandoned;

St. Louis. June A2.— S. L. Von Phul. pilot, and J. D. W. Lamhe/t. in the "St. Louis III.," to Xo>-th St. Louis/ In descending it was found the rip ;md valve /brds were entangled and the balloon was allowed to drop of itself. The descent was in the Mississippi River.



Late Examiner U. S. Patent Office


American and foreign patents secured promptly and with special regard to the legal protection of the invention. Handbook for inventors sent upon request.




Send sketch for free search of Patent Office Records How to Obtain a Patent, and What to Invent, with List of inventions Wanted and Prizes offered for Inventions sent free. Patents advertised free.

We are experts in AIRSHIPS and all patents and technical matters relating to AERIAL NAVIGATION.

VICTOR J. EVANS & CO., Washington, D.C.


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subscription rates United States. $3.00 Foreign, $3.50 advertising representatives: e. f. ingraham adv. co. 116 Nassau Street New York City

No. 36 JULY, 1910 Vol. 7, No. 1

copyright, 1910, aeronautics press, inc.

many kindnesses thrust upon the magazine, and may success eventually alight at our doorsteps. ERNEST L. JONES.

Entered as second-class matter September 22, 1908, at the Postoffice

New York, under the Act of March 3, 1879. ^T AERONAUTICS is issued on the 20th of each month All copy must be received by the 10th. Advertising pages close on the 15th. :: :: :: :: :: ::

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

Aeronautics New Year.


It is with somewhat more assurance of the ultimate than on three previous Julys that with this issue "Aeronautics" begins its fourth year.

Aeronautical affairs of late have reached a higher plane and the structure of the Art is attached more firmly to the industrial chassis.

In the face of the kindly advice of those foremost on the subject the magazine was started in July, 1907, when a gas balloon was a curiosity and the Wright Brothers' flights were still alleged myths. jjj^With the good will and ready support of lese somewhat pessimistic friends, and with 'the appreciation of those who found "Aeronautics" of interest and value, without a skip the magazine was continued single-handed through three not particularly encouraging years.

It was steep-angle work, you may be sure. No t;me or pains has ever been spared to make the paper as reliable, accurate and efficient as possible in its heretofore exceedingly limited field. The sun often set and rose again on a day's work, but the heart was in it, and this, perhaps, made the labor lighter.

In launching upon this New Year I want to express my sincere appreciation of the

Automatic Stability Problem Solved.

Longitudinal and lateral stability form the two most important problems in the development of thr aeroplane. Stability must eventually be automatic.

For some years past Lieutenant .1. \V. Dunne who was for some time attached to the Balloon Factory at Farnborough. England, but has repently continued his experiments at Sheppey on, his own account, has worked at the problem. A biplane designed by him. and piloted by Lieut. C-ibbs, aetr ally made several flights in Perthshire in thr autumn of 11)08. Since the beginning of this year flights extending in one ease to nearly one mile have been, made in the Isle of Sheppey. The machine was recently reconstructed, and was brought out once again and tried on the afternoon of May 27, in a fair breeze. Lieut. Dunne, who piloted the biplane, arose from the ground after a run of some forty yards and, rising to sixty feet, maintained this altitude for some distance', when he let go bis grasp of all the steering-levers and absolutely abandoned the machine to Hip air. Pursuing its free flight with perfect stability and steadiness, the aeroplane covered a distance of just on two miles, when Lieut. Dunne resumed control of his levers in order to clear a high mound, but, being unable to do so, came to earth in a ploughed field. The entire length of the flight was about two and one half miles. During its free flight the aeroplane gradually rose all the while.

The importance of this achievement need not be insisled upon, it simply proves that the problem of automatic stability is in a fair way of being solved, and as such its significance transcends that of the majority of sensational sporting and exhibi Hon flights. During the whole of its free uncontrolled flight the aeroplane remained1 absolutely stable. The aeroplane is a biplane : the wings project backwards from the central axis of the ma chine, and in plan have the shape of a Y with the apex in the direction of flight ; the wing tipe are actually situated in rear of the center of gravity of the machine. Their combined area i fi<><» square feet. The machine carries no tail no steering or controlling surfaces of any kind with the exception of a flap hinged to the rear extremity of each wing for effecting horizontal aiif vertical steering. A 4-cylinder. 50 If. I'. "Green" engine drives two propellers revolving at the rear of the surfaces. The wings have a positive angle of incidence near the centre, the angle gradually decreasing towards the tips, where the an<;le i actually negative. The machine weighs I.7<)<! pounds, the load therefore being about three pound per square foot.





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I. Austria-Hungary. Compound Motor Co.,

Brooklyn, N.Y



(See Above List of Referf.nces-TIIEY TALK!)


Successful Clients in Every Section of the U. S.

836 F STREET, N. W.

Expert-Prompt Services


Registered Patent Attorney Patent Litigation



my offices abe located across the street from the u. s. patent off1ck




CImprovements in Aerostructures should be protected without delay. Thousands are experimenting, and your discoveries may be made and patented by others. A seemingly unimportant point to-day, may control the Aeroplane and Dirigible in the future as the Selden Patents control the Automobile. Do not give your idea* away; protect them with solid patents.

We render an opinion as to the patentability of any invention without charge. Send us a sketch and description, photographs or a model for immediate report.

Hooklets giving full information in Patent Matters, a list of needed inventions and a history of successful patents, mailed free. Write for them.

ՠ, , —. —. r-k « m » »ՠr» r, _ , . _ _ . _ . __ __ prompt and proper service

WOODWARD &. CHANDLEE TgarTsi;^ Washington, d7c.


Diameter 7 ft.. Weight 5 WHICH WILL A stock propeller selected by guess for the special conditions of your machine.

A true screw of uniform pitch in which only a portion of the blade can have an effective gliding angle in the path through which it moves.

Material showing common "flat" or "bastard" grain which warps, checks and refuses a polish.

One kind can be had from several places; the


lbs.. Stands 200 lbs. Thrust. YOU CHOOSE."

A propellpr correctly and scientifically designed for the surface-weight ratio and speed and power of your machine.

A blade of variable pitch to take account of the elasticity of the air and the phenomenon of "slip" and that is effective all over.

A blade showing none but edge or "Quartered" grain and botli blades being exactly alike, even to the lines in the wood—and a perfect polish. other you can get only from us. Think it over !

616 G Street, Washington, D. C.



Aeroplane Fabrics Aeroplane Tires Bumpers

Tell us what you need, and let us explain the superiorities of GOODYEAR Materials.


Akron, Ohio


True Screw :: Spruce and Ash

In stock and can be shipped immediately

gft All Sparling-McClintock mLL, Propellers are of laminated spruce and ash. C,We get 200 founds thrust from our 6-foot propeller at between 1100 and 1200 revolutions per minute. Our 6-foot Propeller,

any pitch, wt., 7 lbs., Our 7-foot Propeller,

any pitch, wt., 8^ lbs., Our 8-foot Propeller,

any pitch, wt., 11 lbs..

$30.00 40.00 50.00

Sparling-McClintock Co.



Aeroplane Co.


Working Models Flying Models Separate Parts


From Working- Drawings, Etc.

supplies for model builders:

Aluminum, Rattan, Bamdoo, White-Wood, Etc.

Special Notice!

WE have received so many inquiries for agency propositions and orders are coming in so fast, that our mail has grown to such an extent, that we find ourselves unable to keep up with our correspondence, but will fill orders and answer all letters as quickly as possible until we have increased our facilities still further.

Price List of Models and Parts

is now ready, but it will be some little time before our

Supply Catalog for Full Size

Machines is ready for distribution as there are so many new things to list. In asking for catalog, please state which one yon want.


Main office and factory brooklyn, : : n. y. Chicago office. 49 Wabash Ave, H. S. Renlon, Manager.

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

A SCREW BLADE Laminated Wood Propeller

on lines giving



Mail or Telegraph 10% of amt. and we will ship C. O. D. for balance


Sole Manufacturer 67 Main Street San Francisco :: California


===== Published by =====


now ready


By Sir George Cayley, Bart., with Portrait and Biographical Notice. First published 1809.


By F. H. Wenham, with Portrait and Biographical Notice. First published 1866. ^T Four more volumes in the presant series will be issued during the course of the year, including the most important works of Walker, Stringfellow, Pilcher, Francis Lana, Leonardo da Vinci, etc.

The originals of this valuable series are extremely rare, and practically unobtainable. All the illustrations are reproduced in facsimile.

Price 25c. each volume. Post Free 30c.

Subscription for complete series of six, $1.35 post free On tale at the Publishing Offices of of the Aeronautical Society KING, SELL & 0LDING, 27 Chancery Lane, London. England


Latest Aero Books

AERONAUTICS 250 W. 54th St. New York



Foje Model and Full Sized Aeroplanes. C, Prices on Application

L. G. DUQUET imSJfif

I have just such a twin engine to win Edwin Gould's $15,000 prize. Want capital to exploit this patent.

J. A. M., care AERONAUTICS".

Well known inventor building biplane which* will not conflict with other patents, needs $3,000.

Perfectly safe, and simple control. Have machine entered for several contests. Best of references. No brokers.



Used by Leading Aviators.

Light in weight— Strong and


Wittemann Glider In Flight

C. and A.



Aeroplanes, Gliding Machines, Models, Separate Parts

PRACTICAL LESSONS IN GLIDING Experiments Conducted Large grounds for testing


7 Ocean Terrace and Little Clove Road, Staten Island, New York

Telephone. 390-L West Brighton



AH working parts of Krupp and other German Steels of highest tensile strength obtainable.







In Stock For Immediate Shipment

f")URG-ft. Propeller delivers 200 lbs. W thrust at 1200 R. P. M. C,Do you want to get the best results? If so get a "Brauner Propeller."

d.Our Propeller has proven more than satisfactory to those using it ::: :::

G-ft., 6i lbs. - - $40.00 7-ft., 8h " - - 50.00 8-ft., 11 " - - 00.00


335-339 EAST 102nd STREET

Phone, 2189 Lenox ::: NEW YORK

% |_|ERE'S what the other fellow says in !J! part referring to a big one- " It will %

remain stationary in the air or travel at *

|j| the rate of 150 miles per hour and up- |j

^* ward under any kind of weather condi- J |jj tions—it will go forward or backward,

|j ascend or descend, shift its direction under ||

^ instantaneous control of the pilot. It has |j

|j a natural balance, also automatic control, |j

|| hand control, hand and automatic in com- J

% bination, thus making capsizing impos- % sible" etc. etc. etc. He hasn't exaggerated one bit either. 1 particulars apply to





4* P. S. Remember the combination—It's a Helicopter, Para-4» chute. Gyroscope, FLY-wheel I


Set {Ready to J*ly


NK thousand satisfied clients testify that the service, the stock, the painstaking attention of the


is invaluable to builder, novice, owner or aviator.

C. In response to a persistent demand we have inaugurated a new department. We will build complete machines in our own shops to your specifications. Full size or models with or without our special advisory service.


C. The Aeronautic Supply Company, organized last year, is the first concern of the kind in all America.

C. Our catalog is now running in the third edition. Bulletin number three

very complete and especially valuable, now off the press.

C. If you are not already in correspondence with us, write now. We help.

Aeronautic Supply Co.

SHOP: 3923 Olive Street, St. Louis, Mo.

General Office:

302 N. 12th STREET

Long distance telephone connection

First in all America

scientific american trophy, 1907

How Competition Promotes — Progress ——

FOR the third time America's first aviation trophy, which commemorates Langley's aeroplane, has been competed for and perhaps permanently won


in his record-breaking flight down the Hudson River, on May 29th. On July ith, 1908, he flew a mile in a straight line; last year he covered 25 miles over a circular course; and now he has flown 74.$ miles from Albany to Poitghkeei'sie without a stop at a speed of over 50 miles an hour — a long distance flight already increased materially by Chas. K. Hamilton in his ] hour and 50 minute trip from Governor's Island to Phti-adelimha on June 13th. C.A11 this shows what progress has been made since we offered the Scientific American Trophy. The competitions this year which are to be cross-country flights — will evidently be very keen; and aviators intending to compete should make entry early.

l'oh V'Vll. particulars and hulls address

The Scientific American



Vulcanized Proof Material

^8Bft« WINS ?SRfe


Forbes and Fleischman, Balloon "New York"


35 Hrs., 12 Mins. Forbes and Harmon, Balloon "New York"


Harmon and Post, Balloon "New York," St. Louis Centennial


Harmon and Post, Balloon "New York," St. Louis Centennial



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 :an 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 [֥varnishing. The coining balloon material, and which through its superior qualities, ind 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.


Prices and samples on application

Captain Thomas S. Baldwin Box 78, Madison Square





Elbridge Special Feather-weight, 2-Cycle Aero Motors

(waler cooled):

3 CyL'nder, 30-45 H. P., 138 1-2 lbs. . $750.00

4 Cylinder, 40-60 H. P., 178 lbs. . . . 1050.00

Cylinders 4 5-8 x 4 1-2, copper jackets,

aluminum bases, hollow crank shaft. 4 Cylinder, 20-24 H. P., 150 lbs. (air cooled) 610.00 Cylinders 3 1-2x3 1-2, flanges 1 5-8 in. deep.

20 x 2 Aeroplane Wheels with tires built with steel

rims and special hub, very strong, price, . . 9.50

E. J. W. Aeroplane Hubs turned from solid bar of

steel, drilled 36 holes, well-nickeled, . . . 4.00

E. J. W. Aeroplane Hub Brakes, enables aviator to stop his plane before or after alighting on ground, length 8 ins., outside cones 5 3-4 ins., bored 36 holes............10.50

Requa-Gibsoo Propellors, laminated wood, perfect screw:

6 ft., 6 1-2 lbs...........50.00

7 ft., 9 lbs............60.00

8 ft., 12 lbs............70.00

The 6 ft. propellei gives 200 lbs. thrust at 1200 R. P. M. Model Propellors, laminated wood, 10 in. to 15 in.

perfect screw....... զbdquo; ՠ ՠ ՠ ՠ 5.00

Galvanized Steel Cable for " Guying" :

1-32 in., 200 breaking strength, price per ft. .03 1-16 in., 500 breaking strength, price per ft. .03*2 3-32 in., 800 breaking strength, price per ft. .04 1-8 in.,2300 breaking strength, price per ft. .06 Robber Bands for models, 15 ft. lengths, I-8 in.

square, each............ 1.00'

Complete catalogue of supplies, motors, gliders, and light metal castings mailed free, upon request

E. J. WILLIS CO., Dept. "F"

8 Park Place - - NEW YORK

July, ipio

^֬* *!* *i? 4* *t"l* «!ՠ■!ՠ^» ՠj» «J» «|* «|» ա■ ^

I NAIAD 1 Aeronautical Cloth*




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t t



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i i


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t t

Manufactured Especially for Aeroplanes

Light, Strong Air-Tight and Moisture Proof

Samples, Data and Prices on Request

The C. E. Conover Co.

101 Franklin St., New York ]

ttTtTTTtTtTtTtTttTTI I 1 I I 1 I I "F^


All diameters and gauges carried in stock

Also Nickel Steel Tubing for Propeller Shafts

NEW YORK 130-132 Worth Street


Importers of Piano Wire, specially up-set for use in Aeroplanes,

BUFFALO 50-52 Exchange Street'


Dynamometer tests of aeronautic motors made for inventors, manufacturers and experimenters.

Any size—Any speed Reliable, conclusive and confidential reports.


Conaulting Engineer 116 West 39th St. :: :: :: New York


1029 N. Illinois St. :: :: Indianapolis, Ind.

Designer, Contractor, Operator Constructor

Airships and Balloons

Builder of the Balloon "Chicago" the largest in the world; the "Indiana," which holds the endurance record of the U. S.

For Sale—Four new spherical balloons, four new dirigible balloons, just finished. Will sell at reasonable prices.




of America

Representing the

Rubber Fabrics For








Passenger Aeroplanes and Flying Models

W. Morrell Sage

Models Developed

One to Fifty Passengers

Contractor to the United States Government


Ninety-five per cent, of the Clubs in this country

Also Representing the Santos Dumont Aeroplane

American Representative

Carton & Lachambre

Balloon and Airship Builders of Paris, France

The Wilcox Propeller

Address : Box 181

Madison Square

N. Y.


% We Name



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Good Workmanship

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t stand on skids, run on skids,

I get into the air on skids,

alight on skids, and are

... SAFE . . .

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t on skids

| CThey are made by crafts-

| men, trained to careful work

t for many years on racing boats

% Our men know why and how





Ask the Man Who SAW One



OUR true pitch, laminated ash and mahogany propellers combine all the most valued and proven features of foreign and home practice.

THEY are built in large quantities on the inter' changeable plan.

WE specialize. You get the benefit of our experience.

YOU know the value of buying a stock article, one which is past the experimental stage.



6 ft. dia. for 20-30 H. P. $50.00 at our Works

(Thrust 200 lbs. 0 1,200 R. P. M.)

7 ft. dia. for 25-40 H. P. $60.00 at our Works

(Thrust 250 lbs. @ 1,200 R. P. M.)

8 ft. dia. for 30-60 H. P. $70.00 at our Works

(Thrust 300 lbs. («' 1,200 R. P. M.)

Larger sizes

to order

B U LLETIN Our latest design "SPECIAL" 7-foot propeller tested at the Curtiss Factory, Hammondsport, N. Y., fitted to an " ELBRI DGE" -engine, gave a thrust of 337 lbs. with great economy of gasoline.

-This means increased aeroplane speed and range of action-

Small propellers for Models 10-16" dia., $5.00 Mail or telegraph 10°o of amount and we will ship C.O.D. for balance, plus cratage.

When ordering state the direction of rotation of propeller when you stand facing the breeze made by the propeller, clockwise or anticlockwise?

If uncertain as to the size you require, state the horsepower of your engine and its speed.

The Requa-Gibson Co.

225 West 49th Street,

Phone 7200 Col.

- New York, N. Y.

50th Street Subway Sta.

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July, jpl

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Call Aviation Engine




Aviators, Attention! ^JimeILw,ord

----- About Motjors

What you want is A Real Aeronautic Motor, light and yet strong, simple, and above all reliable. A motor, moreover, that the average mechanic can understand and operate.

What you do not want is a combination motor cycle, or modified automobile, engine. Lightness in these is secured only by the sacrifice of strength and efficiency; yet either type is unduly heavy. We have tried both and we know. Before you invest, it will be worth your while to write us, and hear what we have to say.

At an expense of several years experimenting, and many thousands of dollars outlay, we have at last perfected a high grade, water cooled, four cycle, gasoline engine for aeronautic work.

By special method of construction, upon which we are securing patents, these motors are much stronger than the ordinary makes, and at the same time very much lighter.

The 45 horsepower engine weighs 3 pounds per horsepower,

and the 90 horsepower only 2i pounds per horsepower: -about one-half the weight per horsepower of any other adequately water cooled engine. The weight as also the quality of each engine is guaranteed. These motors are not of freakish construction, either in the number of cylinders, or in any other respect. They are of the regular opposed type, similar to the famous Darracq aeronautic engine with which Santos Dumont's machines are equipped, conceded by gas engineers to be the smoothest running, and nearest vibrationless type.

A scarcely less important feature is the fact that our motors are silenced (not muffled), which feature is secured without loss of power. They are in fact, the only silent motors yet devised for aeronautic work. The importance of this feature can not be overestimated; and in connection with their strength, lightness, and reliability, places these motors in a class by themselves.

MODEL E-l: Two Cylinder, 45 Horsepower; Weight, 135 pounds. Price, $700. MODEL E-2: Four Cylinder, 90-Horsepower; Weight, 225 pounds. Price, $1,200.

EXTRA—Bosch Magnetic Ignition: Model E-l, $50; Model E-2, $100. TERMS: 40 per cent, cash, with order. Balance Sight Draft against Bill of Lading.

Write to us and let as send you Illustrations and description of these Wonderful Motors.

P. S.-Send for particulars and price of our REVERSIBLE AERIAL PROPELLER. Something entirely new and absolutely indispensable.


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Dirigible Balloons and High Speed Motor Boats

THE D E LIGHTS of C'ross-^L. Country Planing are fully experienced when the Aeroplane is fitted with one of OUR ENGINES, as the aviator is relieved of any or all apprehension as regards this power plant.


fi»H.l\,Ehrht C y 1 i n (1 e rs , mounted "V shape with a 90° relation to each other. Weight, 27S lbs. complete.


SO H.l\, Four Cylinders, mounted vertically on a common crank case.

Weight, ISO lbs. complete.

COur motors express the ultimate achievement in engine construction, fulfilling a degree of perfection which leaves nothing to be added or desired in the way of improvement, and the construction is so thorough and sincere throughout that the reliability, which aviators demand, is guaranteed as far as is humanly possible. :: :: :: ::

Favored exclusively by the experimenter in the science of flight, as it insures to him the maximum of safety


" THE ARISTOCRAT OF FLYING MACHINES" The only type machine not infringing the Wrights' Patents

Easton Cordage Company, easton, pa.

Catalogue C will be sent upon request




on his record aeroplane flight from Albany to New York

Hotel ilotiir


Vacuum Oil Company, 29 Broadway,

Hew York City.

Dear Sirs:

I am pleased to report the success we have met with in the use of "Mobiloil" in lubricating; the engines in our aeroplanes, and to say that it maintained its reputation in ray Albany-Hew York flight.

Very truly yours,

Jw~. 1910.