Aeronautics, September 1910

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Vol. VII


No. 3



38th ISSUE

atisfied with Elbridge Engines?


iecent flights have ֮ made with L B R I D G E EATHERWEIGHT

ines by J. J. Frisbie Vlineola, Dr. Wm. ene at Rochester, t.G. L. Bumbaugh

Indianapolis, vard H. Skinner, ith Beach, and ly others. -Jo one ever com-

ined that an ridge engine lacked /er or speed. Not r do they represent e actual horse-

ver for weight J- J- Frisbie at Mineola' N" Y"

i any others on the market; but broken parts are practically unheard of. You need sr descend for "Lack of Power" if you use Elbridge Engines.


Culver Road

Rochester, N. Y.


5 I


t ' t

* t

|| "That engine will fly any properly built plane " +

2j —Capt. Thomas Baldwin <ռ/p>

% "I made a 25 mile flight (at Mineola) yesterday (July 12), the *

% engine not missing once "—George Russell

t I

t The HF Flying Power Plant £

* Four cylinder, vertical, four cycle, water cooled engine, 30 H. P. and J | 50 H. P.; 100 H. P., 6 cylinder |

% 1. Engine. |

* 2. Oiling System, force feed. $ % 3. Oil Tank, aluminum, integral with crank case. $ % 4. Carbureter (aluminum), aviation type. *

«|i *ժ

J 5. Water, circulating pump. J

% 6. Radiator, special HF aviation type. %

% 7. Magneto, Bosch type or Eiseman Automatic advance. *

* 8. Copper Gasolene Tank. J j; 9. Propeller, laminated mahogany. |

* 10. Steel hub and thrust bearing. *

t 11. All necessary wiring; piping for gasolene, water and oil. J

+ t

% COMPLETE TOOL KIT—Water plug, wrench, socket wrench for plugs, |

£ screw driver, wrenches for all nuts used, monkey wrench, pipe wrench. *

Price, 30 H. P. Power Plant, $1250.00

| 50 " " " 1675.00 I

i . $

% The customer has no further expense except gasolene and oil 4.

i I



t *



Excellence in Design and Workmanship

guarantees %

+ +



Our Aeroplanes are Safe They Fly Well, Too

For a Convincing Demonstration

C.Our Model A flew successfully I

but our Model B beats it. t


COur new Model C is even better. CThe price remains the same.

_,_ *

Call any Day—Weather Permitting f

at our Aviation Grounds, f


Newburyport, Mass. f

f \' ' +

e Name £

Cheering Hamilton's Philadelphia Flight




No. 3



Copyrighted, 1910, Aeronautics Press Inc.



dklivkrki) bkhore the akronaiticai. societv

By C. H. Inman.

P'l'FJ:—-The author of this paper litis ilerised apparatus for iiitlirat intj the r. i>. m. of an fir ami the propeller thrust at all times ilur-\)li()lit. The paper contains much food for t/lit.—The Kmtok.

nit a number of years 1 have noted the need of some reliable method of determining the horse power of small internal combustion and other portable engines, and lite the possible value of some device which [l be attached to aeronautic and other similar lies to show at all times the horse power loped by the engine while in actual service. | steam engineer can tell by a glance at his n gauge whether his pressure is high or low [knows at once if he is supplying his engine I the maximum pressure. The gas engineer [not this aid. but must trust blindly to obtain-[he right combinations of numerous conditions I then guess at the result. ***** lere are various methods by which this may lone, of which 1 mention three, besides the [I will describe later: and of which last-lioned method 1 believe 1 am the origin*****

lould my method prove of value. 1 will exact l/ondition that the same be called as ] have Itened it. "The Ueaetion Test." to deter-[ the horsepower of engines and other mats where applicable; and further, that the |e l)e accredited to me unless someone else I)rove a better and prior claim, le first of the three methods mentioned. i Istate. is the well-known "l'rony brake test." It you will later note that i seem to follow la way. hut a close analysis will show a led departure in some respects, le second method in merit 1 will accord to ■dynamometer." also well known among engi-[. One application of which is to attach' a lor blades to the shaft of the engine, said Is being of a known area and set at a lin distance from the shaft centers, at a 1 sliced exert a certain amount of resistance, fling to area, diameter, speed and atmospheric ty. From these we may calculate constants

used in conjunction with speed of engine. J' next method is an electric one or the In resistance1 of electric currents flowing Igh proper conductors, or magnetic effects, icse three methods are all of merit in certain p, but none of them can he utilized, as far e writer knows, while the engine is develop-liseful work, possibly excepting some of the He devices. 1 will endeavor to show how a device may be applied to aeronautical and engines showing at all times the exact \' exerted by the engine without absorbing f»f the energy developed by tin* engine while ctual service. Said device. 1 think, need tveigh more than Hi pounds for a .~>o> horse-jr engine, and may be applied equally well to ".olving cylinder type or the ordinary crank type. With the aid of another attachment pht weight the exact pull or thrust of pro; may be measured at the same time in a nr manner. This may lie useful to aid in mining the variations due to changes in at-herie condition and also in different alti-. as well as showing al once the best mean ge speed, power absorbed and pull of propeller Ii varying conditions, absolutely doing away uesswork. With the aid of a suitable speed

indicator and a graduated strip or ribband of paper passing over a small, light drum driven by suitable means from engine shaft, it will be possible to obtain an accurate1 record under varying atmospheric conditions.

Xow in describing my method I will follow for a way the "Prony brake" system, the same rules for calculating being used ; but the method of procedure being diametrically opposite, there being no braking effect in my method and positively no absorption of power as in the other methods. 1 measure the power from tile end of a lever practically in the same manner as may hi done on the l'rony system, but on the opposite side and contrary-wise direction or in reverse direction of transmitted power.

Assuming a horse power to equal .'!.">.Oimi pounds raised one foot high per minute, a pulley :!:> ft. in circumference rotating I.immi r. p. m. would, with a resistance of one pound at the periphery, be exerting one horse power; with a lo-pound resistance. H> horse power; :"(» pounds resistance our load equals ."><> horse power. If the pulley is rotating ."(1(1 r. p. in. then our indicated horsepower equals one-half of the above stateil amounts. If speed of pulley should be I'.OOO r. p. m. then our reading would he doubled or 1\ no and l(i(i horse power, respectively. This pulley, like the North Pole, does not exist, so all persons are warned not to tit out any expeditions to search for it, but is used only as an illustrative poinr.

Showing an application of P-zony3Mke Trzt. "Jet coUnt-ei-volsesS io hAance '/z of £>j-&Jte Seam ^4. Jnm X lo'ultrvjxi + Firtcnssn. CovnterBalaace ttt of CC JnJ 3i?0chnx?n'5 to X pr?teraty&y rvT-pisj *.irt* Tension Jtrpw an JWhcsl l?Zl£e'''Szf '


Z>.LTvctiosi of Pressure from JCsigine SAafi

Si-aJte Blocks CC are vs rally cavej&J w'A J.iset metal to prevent IhropS-ins o*»> '

not shotrn

> s.'ieet metal to prevent tbras-s., —^->-j

o*water. B revresrnts pvl.'*y\ F.'aTfom Jour 11 Ae^ t*en&n<r 'sAaft. Z-ism'e (o) Try

3o-r to rvji ^ ... ,, , _ ^

Put we do nevertheless utilize a lever in the place of the pulley and for convenience sake in compulation consider il <o equal one-half the diameter of the pulley, although it may he in practice preferably shorter and also on that account compounded to reduce weight and pressure on the same principle as the platform scale, or a lever of the second order, therefore. .'!.'! ft. circumference — :;.141C. ipii -h U = 5 ft. 2y2 in--radius of wheel or the length of our lever and the same pressure exerted at the free end of this lever will register the same results on the platform seal or calibrated spring as the weight or resistance on (he pulley of same radius with corresponding speeds.

Now luagram \o. I will show the application of the l'rony brake principle. Let A he the lever. l'» the pulley attached fast to engine shatt. the exact diameter of pulley is not essential, but

the length of lever is; C the brake blocks, D the means to tighten the pressure on pulley, E the flow of water to prevent the ignition of wooden blocks sinrl overheating of pulleys by friction. V the platform scale on which the thrust of lever is weighed. This thrust is in the same direction as the engine shaft and engine must be bolted down or otherwise well secured to prevent overturning. A speed indicator being used in conjunction with the apparatus as in the dynamometer method and a constant to assist in the computations.

Now as the method is generally well understood and may be readily observed from the diagram, it may not be necessary for me to go into further ' details of the Prony brake principle, therefore in Diagram No. 2 I will illustrate my method of "Reaction Test."

Let A represent the engine, B the support for engine which may include a ballbearing and slipped on engine shaft, but preferably a short, projecting part of hub supporting engine shaft bearing. At each end of crank case and concentric with shaft, permitting a free movement of the entire engine and crank case independent of crank shaft movement, through a small are of possibly r> deg. will be sufficient.

Connections to engine, such as water circulation and supply pipe must be made flexible, of course, to permit free movement of entire engine tbrouiih the small arc needed. Should en tine

of crank shaft, contrary to the other methr above mentioned ; my theory being that the foi exerted on the crank shaft is also equail by an opposed force from the crank case those types where crank shaft revolves and t| reverse' order in the revolving cylinder ty< In the latter case we would merely attach, ci lever to one end of the crank shaft and in t' event allow free movement as before stated, onlv remains now to attach another small le<i and dial to the thrust bearing of propeller determine the pull of same and a small sp< indicator attached to engine to complete c equipment. The power dial will now show i torque exerted, the speed indicator the r. p. of engine and the propeller dial the pull pounds. If we do not wish to add extra moci ism to compute our indicated horse power i may do it easily mentally. For instance. sp<! indicator shows 500 r. p. m., power dial 40 pouu we are securing 20 horse power. The propel dial speaks for itself and if propeller is prope designed should show a pull of not less than pounds per horse power developed, or in ti instance ISO pounds.

Should our speed dial register 1,000 r. p. | then our reading with the same pressure power dial would be 40 horse power and u iuo-icP"r should shew .'ICO pounds pull. Un favorable atmospheric conditions and engine J tails. Should there be a variation du? to a

effraction -

Unction Trst


be of a design which is top heavy; that is, the center of gravity very much above the crank shaft, then we would probably have to counterbalance by attaching underneath the engine crank case, radiator or some other part of the equip meat: or it is permissible to make our engine supports large enough and eccentric to shaft to obtain center of gravity : in which event a flexible or universal joint would have to be provided for propeller shaft. This overbalance might not effect reading but a very small per cent while on an even keel, but doubtless would if a violent locking motion were given to plane or wherever the appliance were used, but as it is intended solely for aeronautical work, we will not further consider outside effects.

In the type of engine which I am now developing and have patents pending, the cylinders are diametrically opposed in pairs and the center of gravity lies nearly on the crank shaft, therefore they normally assume a horizontal position. Let (' represent our lever which we will compound on to the indicator hand to reduce weight and power of calibrated spring required. C being bolted fast to crank case moves through the same arc of vibration. 1> represents registering dial on which are indicated the pressure of the lever in pounds, corresponding to the 10-ft. pulley first mentioned. It may be noted here that the thrust of crank case lever C is in the opposite direction

tude or change of atmospheric condition, the pol dial will indicate by the pointer if the euJ does not keep up the pressure, whether dm! lack of fuel, or air, or other cause, as any ex friction due to sticking pistons or hot journ will not be registered, including also impro fuel mixtures, etc. Should the atmosphere very light and thin, then the speed dial u show the engine is turning over all right, with a corresponding reduced torque and a fall off or normal maximum pull of the propeller indicated speed, thus we may be enabled to I at a glance what is wrong. A wind anomome may assist in securing positive data on wh, to 'obtain more accurate calculation as to cal and effect of various altitudes and changes ofl mosphere in the operation of aeroplanes and ot kindred subjects.

]>y utilizing the three indicators as previoti mentioned, we may further make note of ot phenomena which will be of value to the avii and scientist alike. We can measure in act service the variations in propeller thrust due increased or decreased speed of plane, also < to variations of engine before inertia of mad) has been overcome. Also to variations due ascending and descending from elevations. I effect when striking a gust or eddy of air. I effect can also be observed independently engine, plane and propeller of the result ■ (Continued oiip. imge SS)

The Bowden Patent Wire Mechanism


PHE Bowden Wire Mechanism is particularly adapted for Motor ar, Motor Cycle, Motor Boat and .irship Service as follows: For

rakes for Cycles, Motor Cycles.

rakes for Motor Cars, Light or Heavy.

alve Lifters for Motor Cycles.

nition and Throttle Controls foi Motor

Cars, Motor Cycles, Motor Boats and

Airships, irburetor Ticklers. >rags for Motor Cars, uffler Cut-Outs for Motor Cars, Motor

Cyoles, Motor Boats and Airships, lxiliary Air Controls for Motor Cars, Etc. larclipse Gas Lamp Shades.

hat it is.—The Bowden Wire Mechanism emits of but two parts—a closely coiled and letieally incompressible spiral wire, consti-ing what is tenned " the outer member," and vire cable, practically inextensible threaded ongh the above and termed "the inner mber."

hat it does.—Previous to the inlroduction of ՠBowden Mechanism the usual mechanical thod of transmitting power in other than a light line was by means < f angle I .'vers and ts, cables and pullf y«, an 1 oilier such devices,

of which necessarily imolve considerable iiplieation. besides increased labor and expense

adapting them satisfactorily to the user's uirements Th' Bowden Wire Mechanism penses with all these difficulties, while ibling power to be transmitted by the mo t tuous route. The mediai ism i-i t o np'ete in ?lf, and requires only th it one member shall anchored to a stop at each ei;d, and 111 it the er member shall ie attached to an operating er at one end and to the object to be moved the other.

The opportunities for the use of the wden Wire Mechanism are practical]}' limited, and in every case its cinploy-nt is accompanied by decreased cost of ;uating mechanism, simplicity, instan-leous operation of actuated parts (due to solute lack of lost motion) and reliability. The Bowden Wire Mechanism may be pted to impart either a pulling or shing movement.

er Two Million Feet Sold Annually

S. BRETZ company

sole importers

hies Building :: New York

I The I



Dayton, Ohio

Sole Makers and Exhibitors of the Famous

tfTTBoth 'planes TlJand motors built entirely in our own factory



+ +


TO avoid tvpo description in connection with "Construction Aids" has been the aim all along, making the sketches themselves fully explanatory.

Fig. C> illustrates an interesting article by Marc I'aird in our English contemporary Aeronautics. lie says :

"The carrying surfaces of a monoplane enter into two classifications: the rigid and the flexible. The former typo, which forms the rational solution of a light framework, is so expensive and so fragile that it has not been generally adopted. The latter type, on the other hand, has now been made to acquire a sufficient degree of rigidity.

"Instead of merely nailing down the cross ribs at their intersection with the main and secondary transverse spars of the wing, the joint at these' points is now stiffened by various bindings, small blocks of cork glued in the corners, and other similar devices. Small square strips of Irish linen, even, glued in every corner have proved to strengthen the Hleriot type of wing to a material degree. The saw-cuts made in the distance pieces of the ribs, by the use of a band-saw (instead of a fret-saw > have to be closed by some process of this kind. (Al

"The general arrangement of the framework of a large wing, measuring some L'O ft. span from root to tip. is shown in 11:>). Strips of wood, preferably spruce. 1 in. wide, are used for the cross ribs. These taper down at either end. since the greatest strain nearly always falls about the center of their length (C). The distance pieces are carved out of willow V4 in. thick (D). They are fixed to the ribs by means of linen tape bound three or four times round and glued down.

էThe built-up transverse beams are made of two ash boards. V2 in. thick and 2 in. wide. A small number of distance pieces are sufficient to keep the boards together, since the ribs are placed only 1 ft. apart. In fact, three distance pieces for each boarus are ample ; two are utilized for fastening the steel bands to the wings, as shown in (Ki, and one to strengthen the root.

"The construction of the fuselage of a monoplane has given rise to innumerable experiments, designed to produce a structure combining extreme lightness with very great strength. As a matter of fact, one may state without exaggeration that those structures that present the appearance of greatest finish and neatest workmanship are generally the heaviest and most liable to break. Heavy, if aluminum sockets are employed: breakable, if any holes are bored in the beams. These members of the fuselage should never be pierced or weakened. They require a tight binding on their whole length, or at least in the vicinity of the struts. In this connection 1 may mention a useful tip, which is illustrated in F and (J, and which has been found very successful in practice."

A valuable feature has been added to the aeronautic department of the Philadelphia 1 in/uircr'x .Sunday issue, consisting of a weekly article by an expert, who writes under the name of P.irdinan. These articles are written in a bright, conversational style, and are replete with interesting facts and gossipy discussion of timely aeronautic matters. The Inquirer inaugurated a regular aeronautic department more than two years ago. at a time when many other newspapers were printing facetious articles about "present-day Darius Greens." belittling the efforts of aviators whom they now laud to the skies. The chief characteristic of this paper's aeronautic department is its sane editing. It wastes no space on fanciful schemes with absurd illustrations, but is a leader in the publication of real news and authoritative articles on aeronautic subjects.

The returns from the Louisville "meet" on .lune 1S-1!> are of interest to show the results under proper management.

The sum total taken in was $."3.0,30 in two days. The affair cost about $11,000, leaving a profit of Jj^iMiHtj. Had Curtiss been able to fly an hour earlier on one of the days, it would have meant a considerable increase.

Ash 2Vs V

,1 " Mf/Lioy/

12 / ^"men-

is frame wo an






Henri Farmsn


J. Prentice. Captain, U. S. A., stationed at Fort Hancock, X. .1., has been working for a considerable period on the structure and curvature of the gull's wing, building many models and a large .'10-ft. surface, made to scab; to duplicate a gull's wing. It is Captain Prentice's theory that a surface after this pattern will prove much more efficient than the usual type of plane, and will enable flight at speeds down to 111 miles an hour. He has had exceptional opportunity for studying these birds, and he has observed them in free flight in smoke to obtain data on the action of the air currents leaving the wing.

William Evans, S17-A Past Fifteenth St.. Kansas City, Mo., has bought a Creene biplane equipped with a four-cylinder Klbridge engine. He will give exhibitions with it.

Charles K. Hamilton's new biplane, of the Cur-liss type, is progressing. Walter Christie has the x-cyele "V" ion h. p. engine well in hand. This is intended to weigh less than L'OO pounds. The piston rods are of tubular steel, the wrist pins, connecting rods and heads being bored wherever possible to reduce weight. The controversy between Hamilton and Ulenn II. Curtiss is still in flight.

Lewis Strang, the famous driver of automobiles, has bought the imitation Curtiss biplane built by Fred Shneider for <!. K. De Long, of the Klbridge Engine Co. This is fitted with an Klbridge 4-40-(i(i ֊-cycle motor. Bosch magneto. Sehehler carburetor.

The public interest in aeronautics has been turned to good account by L. K. Dare of 210 West ]04th St., New York, who recently returned from a tour of the country, showing principally in large department stores, lie gathered together'large-size working models of all the well-known flyers, with pictures, etc.. to decorate the exhibit. A lec turer demonstrated the models at certain hours every day and explained to all inquirers the business of every part of the machines. The stores featured the exhibition, which covered about 400 sq. ft., in their advertising, and great crowds were daily visitors. In some cities the public schools attended in classes.

Ward and P.rodie are trying out the Prof. J. J. Montgomery monoplane in Chicago and are making daily flights in .lames E. Plew's Curtiss machine.

Comparing the (iuome and the Adams revolving motors. Eric Walford gives credit for the early conception and practical work of the Adams-Farwcll construction and finds them similar in principle. While the greater lightness belongs to the <;nome. the Adams has important constructive advantages. The power of the engine is controlled by varying the compression. A lever permits tlie adjustment of the inlet cam with relation to the revolving engine. For full power the cam operates as usual, but otherwise the inlet valve remains open during part of the compression stroke, so that part of the gas is blown back in the inlet pipe and less is compressed. This has the advantage that, when the engine is throttled down considerably, the pressure within the cylinders does not fall very low on the suction strokes, as in ordinary engines, and the lubricating oil will not be liable to be drawn past the piston rings into the combustion chamber. 3>y this pro vision one of the great difficulties of revolving motors seems to be obviated in the Adams type. It has no exhaust pipe or mulller. but auxiliary exhaust ports at the bottom of the stroke break up the exhaust into two portions and reduce the noise. The gas is not fed into the crank chamber, as in Ihe (inome. but into an induction chamber, and thence through live radial inlet pipes to the tops of Ihe cylinders, so thai this engine does not resemble the radial-flow turbine as much as the (limine, in which the gas travels radially outward through valves in (he piston head, and then expands inward, passing outward through the cylinder heads again on the exhaust stroke.—The . I nIncur. .Tune 4.

= Glenn Curtiss Files from Albany ===

In a Bi-plane Equipped with tO Ne\V YOfk City


Hammondsport, N. Y., June 4, 1910


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.

* "Curtiss-jerked a lever. Themachine glided \ "Calm and cool, as unruffled as if stepping

along the ground for perhaps fifty yards, and out of a street car. Curtiss, as he landed, called

then rose steadily, gracefully in the air."'—The out. 'where's that oil and gasoline?' "—The Out-

Outlook, June 25. look, June 25.

t "There was a sudden whir of the engine, a dash, across the field, and then like a huge bird Curtiss, in his aeroplane, rose gracefully in the air. circling about so as to come within the limits of Albany."—The Outlook, June 25.

The Palmer Aeroplane Tire

Manufactured by

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



Aeroplane Fabrics Aeroplane Tires Bumpers

Tell us what you need, and let us explain the*1 superiorities of GOODYEAR Materials.


Akron, Ohio


Clincher type only, which is the lightest and most satisfactory type for aeroplanes

SIZE Weight complete

20x4 in. 6i lbs.

26x2i " 6i "

28x2l " 74 "

28x3 " 8 "

28x3£ " 8f "

Wheels also furnished for the above sizes Pennsylvania Rubber Co., Jeannette, Pa.

BRANCHES: New York— 1741 Broadway ; Boston— 167 Oliver Street; Chicago— 1241 Michigan Avenue; San Francisco—512 Mission Street: Los Angeles—930 So. Main Street.

The Buen Tono Bleriot Monoplane Totally Wrecked.

T1IEKE was great enthusiasm displayed on the 24th of July to attend the trials of the HIeriot monoplane, made by Sr. Manuel Le-brija, the Mexican aviator, on the lands of the Kancho dc Valhuena. and 8 a. m.. at which hour the trials were scheduled to commence, the field was rilled witli an immense crowd, that anxiously and impatiently awaited the promised nights.

After several successful trials, which earned the daring aviator tremendous applause, and when the crowd had gone, quite a serious accident occurred, which, had it not been for the agility of Sr. l.ebrija. might have resulted fatally.

This accident took place when the aviator was returning to the hangar after having: made an excellent flight, which easily surpassed all others made thus far. making all the turns witli ease and having maintained a good height from the time he started until the accident tcok place. As he was coming along, and on descending, he struck a place where the- mud was extremely soft and sticky, causing the machine to skid along for quite a distance and to turn over on its right side, and as the wheels sank into the mud andresisted the forward movement, the frame of the machine broke in two from the force of the impact, the part containing the motor and propeller sticking in tlie mud. Minor injuries were received hy the aviator.

The Captive Balloon "Ciudad de Mexico."

The captive balloon which has been on exhibition in th» City of Mexico closed its season the other day and will certainly be missed as an attraction. The ascensions were discontinued on account of the rainy season.

Great crowds would throng the streets to watch the numerous daily ascensions, and many of the most prominent people of the metropolis, including Vice-President Kamon Corral and Governor Guil-lermo de Landa y Escandon. had the pleasure of making the trip and enjoving the beautiful panorama presented by the Valley of Mexico when looked at from a great height.' The weather was generally superb and the atmosphere so clear that It he innumerable villages which surround the capital land the cultivated fields and orchards which dot the valley looked like a gigantic checker board.

On the last ascension the pilot. Sr. Manuel L»-Ibrija. who has also made several short flights in [the Bleriot. monoplane, took up a party of his friends, on which occasion the balloon was freed. iThe party descended near a railway station, where jfi lunch which was carried in the basket of the balloon was served.

[Mexican Aviator Makes His First Flight.

I On July S. in Cuadalai-irn. on the large and level lands known as "Las A.inntas." to the right of the private road of the' Guadalajara Automobile flub, where plenty of space is to lie had for the. purpose, though a tree here and there makes it dangerous for the aviator and machine should the latter not be provided with guiding gear, the preliminary public trials of the aeroplane "Jalisco." Invented by Sr. Lopez Mejia. a Mexican youth. Ivere held.

I The machine was run along the course several զquot;imes at a prettv .good clip in order to test the Imgine. which was imported from Europe, then Ithe aviator raised his elevating planes slightly land the machine rose about fi ft. and skimmed llong. Finallv. after several attempts, an eleva lion of about uV> ft. was attained, but on attempting to make a turn one of the main planes struck It tree and broke, which brought the trials to an imd until such ti e0 as repairs can lie made, when nnothcr demons! 1-1 tion will he given. I The trial was a success, and showed that the

machine would fly. The large crowd in attendance expressed its appreciat ion by heartv cheers and prolonged applause, and the voung inventor was warmly congratulated.

New Aviator Will Fly from San Antonio to Mexico City.

Henry Alfred Schwob, a young French marquis who has come into prominence here through an inheritance of .fi.'OO.noO S(,]<i, js the latest aspirant tor aeronautical honors in Mexico.

Mr. Schwob states that a biplane is being built for him at San Antonio. Tex., which will have radical features of his own design which are not used on any of the other aeroplanes, and will he equipped with a 140 h. p. motor, to allow 40 per cent for the loss in power on account of the high altitude.

He also claims to have partially built a biplane with his own hands in Europe and has also made several successful flights in France, lie was contemplating flying from San Antonio. Tex., here in his machine, but as he is afraid that there might be long stretches where water and gasoline could not be obtained, and as his machine is a light experimental one and not equipped for carrying supplies, lie has given up the idea and will have it sent by express, lie anticipates no ditliculty in flying with his machine at this altitude, lie expects to lv ready to make his first flight in about a month or two.

The Monoplane as a Freight Carrier.

Perhaps the tirst practical adaptation of the aeroplane for freight-carrying purposes in the world is shortly to he made by A. A. Williams, an aviator of Douglas, Ariz., he having contracted with Dr. .1. J. P. Armstrong, who owns a placer mine in the Chihuahua Mountains, in the Sierra Madre range, near the city of Chihuahua. Mexico, for the transportation of placer mining machinery from Douglas to his property, a distance of about 300 miles. The machinery in question consists of pieces which can be made up into 100-pound lots. The machine which Williams will use is a monoplane.

When the above notice was brought to the attention of officials of the Mexican government, immediate instructions wore given to Sr. de la Barra. Mexican ambassador at Washington, to hurry the signature of the treaty for aerial navigation, which is at present being considered between the Fnited States and Mexico. The Mex ican government, when proposing such a treaty to Uncle Sam. not flunking, perhaps, that such legislation would be required so soon for the purpose of regulating aerial freight t raffle.

Aeronautical Society Lectures Printed.

The Aeronautical Society I New York) has issued the first of its series of bulletins containing all the discussions and lectures held at the special twice a month meetings. Since last fall stenographic notes have been taken at each of these meetings with this end in view. The first bulletin contains the talk of .lames 11. Scarr. head of the Weather Bureau in New York City.

An abstracted aoronanl icqfl dictionary has- also been prepared for distribution and copies will be sent to the various newspapers of the country for their use. Tt is hoped that this missionary work will result in the doing away with such absurd headings as:—

Airship Wrecked at Mineola.

Dr. Walden Injured in Monoplane.

which appeared in several of the Xew York afternoon papers recently. Even in Philadelphia the Aeronautical Editor is up on the new Art.


By E. L. Ramsey.

EXCEPT1XO power plant, Ibis machine would appear at first glance to be an exact duplicate of the Farman machine in which Paulhan made his height record at Los Angeles, but on closer inspection a number of modifications and some improvements may be observed. For instance, the diagonal cross stmt, or stay, on each skid. Curtiss lateral control by shoulder brace, and elevator and rudder control by wheel: skids on ends of plane; skids on rear cell, which on striking the ground allow the rear edge of the lower plane to swing up and thus avoid injury in landing. One noticeable defect, to the writer's mind, is the flatness of the planes, the camber being only 1 in 30, which, no doubt, accounts for the large horse power and high incident angle. It is claimed that this machine has flown with a 30-35 horse power motor, but evidently results were not satisfactory as a 00 horse power is now installed.

The machine is of very neat construction and workmanship, though the sockets anpear cumbersome and have altogether too much head resistance. Except on rudder, elevator and aileron controls, where Iloehling "aviator eord'! is used, oil-tempered steel wire is used throughout. Xo. 112 guying the planes. Xo. fl attached to skids and Xo. G between skids. Ferrules are used in fastening. Efficient turnbuckles of their own design are used, a small one testing 1.14!) pounds, a medium and a largo testing (stated! 4 tons. They consist of a McAdamite body of suitable shape into which screws (he eyes by right and hut-hand threads, a lock nut on one of the eyebolls is screwed against casting or body end and locks.

The skids extend out in front rjuite a bit further than in (he Farman. ferrulcd end being gnved to frame in usual manner.

Spread is 32 ft., length 42 ft., surface 372 ft., weight SoO pounds without operator.

/'lanes.—32 x 0. lower cut out to beam for proneller, are double covered, ribs and beams enclosed with Naiad Xo. <i; beams are laminated, front 1 =/v x 2Vs- rear 1 V2 x 214 : ribs are built up. nailed and glued to beams, camber 2 in., no in. back from front edge; struts, oval. 1% x 1 in. center cross section: 'A x %-in. ends. Incident angle very hierh for biplane nractice. though measured, is not to be made public as yet.

Chassis.—Regular Farman type—Two skids and four wheels, with the addition of a diagonal cross strut from underside of lower rear beam to skids in front of wheels. Chassis struts are IVs x 2Vi in., cross section oval. McAdamite sockets of suitable angle. Holes drilled into casting are used for guy-wire fastening: this is not very good practice unless some sorl of a bushing is used, as the vibration of the wires wears the metal an-nrceiahly. Am indebted (o Mr. Peters for t'Ms information, which I believe is not generally known. Skids are of hickory 1 in. wide. 2*4 high. Wheels are 2S in. with a 214-in. tire, si eel rims, narrow hubs and babbitt friction bearings, are 33 in. apart on a 214-in. axle, held in place on inside by stay collar and outside by a colter pin. An eyeholt set in the skid takes the ends of the two "/(.-in. IS-gaugc stays, other ends fastening to collars on axle. The method of hanging skid is ingenious : the skid passes through two rectangular links of '4-in. iron, which engage grooves on bottom of skid, lleavv leather slraps, adjustable by a buckle, fasten (he links to two other links of 1Vt-in. square-moulded rubber: these latter nass over axle and are held in place by wooden shoulders bolted to axle. Light skids are pivoted from roar beam at each cud; wires with a rubber elastic medium, to take up shock, run from middle of skid to front beam.

Controls.—The elevalor axis is at a point 12 ft. out in front, a McAdamite casting connecting the two spars and serving as a bearing for the shaft. This is placed a litlle forward of center of (he double-covered plane, which is flat on the bottom, size .n, x S fl.. and works in conjunction

with a flap hinged on the upper rear surface! Three posts are placed on the front and two oil rear. Tail planes are S x 0 x 0 ft. apart, supl ported by two skids (see general description)! The front edge is 14 ft. 3 in. from rear cdgl of main planes. Outrigger spars are two-pll laminated. 1 1/10 in. square section, struts sauil size as in main pianos. 48 in. apart.

The rudder is 4 x (» ft., placed between plane! on front middle strut. A cord prevents more that! lS-in. movement to each side.

Ailerons. 1V2 x 0 ft., hinged (o rear beam b! three hinges.

Steering wheel, automobile, spider bored oul to lighten, post pivoted at center (see photo! between seat and engine base frame, to whiell are mortised and bolted the V*s which hold th! stationary foot rests. Aluminum treads ar! placed on these, giving the machine a finishel appearance.

The shoulder brace is laminated and the seal of wickerwork.

rower plant.—A 00. horse power Hall-Scot! S-oylinder engine drives direct a 7 ft. S in. Hall! Scott propeller of about 4%-ft. pitch—not unil form: blade VIV2 in. wide with %-in. camber at this width. Thrust at 1.400' r. p. 111. (stated)! 2S0 pounds. Shaft approximately horizontal in flight. Motor is equipped with a P.osch magnet٠Oear water and oil pumps. Oil tank fixed to base of motor. Radiator placed over and in back of operator. Gasoline tank, three-gallon, sum ported by wires. Engine and seat base clamped to beams by %-in. U bolts.

On July 24 three flights of about a mile eacll were made without accident, including turns. Thl machine handled excellently willi .1. W. Peters pilot.

Akroxai'tics is greatly indebted to the courtesl of the owners for allowing its representative to go over the machine so thoroughly and secure thl above valuable data for publication. Mr. Don fl Prentiss and Mr. .1. W. Peters were especial].! kind. -

O'Brien Flies Farman Type.

Clifton O'Brien, of the Pacific Aero Club, hal a Farman-type machine. Tie reports having inadl several flights, longest being about a quarte! mile. In bis last flight he rose from the groini! in a run of 7."> ft. and while flying along at a height of 20 ft. was caught in a downward eddl that swirled around the grandstand and tippet! him over to the left at an angle of nearly 15 deg.. despite his manipulation of the ailerons. He finally recovered his lateral control, hut in tlie meantime lost in the fore and aft direction and the machine, which was prohablv too lighllfl built, struck the ground violently and waf wrecked. Mr. O'Brien escaped injury.

The machine is 31 ft. spread by ' 42 ft. fori and aft. Planes 31 by 0 ft., curvature 1 in 32. Weight of frame without power plant, 370 pounds! Weight complete. S20 pounds.

The power plant consists of a llall-Scott S cylinder 00 horse power engine, driving direct a Hall-Scott 7 ft. 0 in. by 4-ft. pitch propeller! The thrust claimed is 2S5 pounds. A "Sunset'l radiator of hut 1 ."> nounds weight does the coolincM

The biplane is almost a duplicate of the WistB man-Peters completely described in this issue, hav! ing (he same sockets, ribs, struts, control and? general dimensions and power plant. As pointed out by the writer in the description of the lattel machine, the small camber of the surface noeessil tates a greater angle of incidence and a currel spondingly greater horse power.

Leyland Br;, ant and Louis Forlncy. of Sal Francisco, who recently completed a large Ai! toinetle typo lnononlaue. wrecked the machine mi each of its two trials and are now at work dis sembling the remains, having given up acliv! participation in the conquest of the air. The! will soli the 00 horse power auto engine wit! which the machine was equipped.


By Cleve T. Shaffer.


Complete Light-Weight Aeronautic Power Plants

4 cyl. 30 to 40 H. P.



4 cyl. 40 to 50 H. P.



6 cyl. 50 to 60 H. P.



For prices and descriptive circulars, just write to

Detroit Aeronautic Construction Co. SSS.

m. Paridon In Machine July 2nd


Do You Want a Reliable Machine ? Do You Want a Handsome Machine? Do You Want a Durable Machine? Do You Want a Powerful Machine?

If you do, we have it. Write or call on the

IBARBERTON AVIATION CO., :: Barberton, 0. !

+ + + +

+ +



+ +




Aeronautical Supplies


Catalogue of Aero Supplies

-37 Models of Aero Motors, 7 makes of Propellers. -

Complete line of Aerial Building Material and Accessories.

ՠ " . ■■ ■ :

R. O. RUBEL, JR., & CO.

The Aero Supply House of America

132 N. 4th St., LOUISVILLE, KY., U.S. A.


A SCREW BLADE Laminated Wood Propeller

on lines giving



Mail otTelegr^ 107" of ami. and we will ship C. O. D. for balance


Sole Manufacturer

67 Main Street San Francisco :: California




= G. & A. =


A I MYFRS Tnr 244 West 49th St., NEW YORK 1T1 1 J-'t^'Jj M.UK,. Sole owners U. S. Patent Rights

More Power- Less Gasoline- No Adjusting—No Priming- No Float Leveling—No Springs

AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE SPRAY NOZZLE: Automatically atomizing the pioportions of gasoline for high and low speeds. BALL CAGE: Automatically controlling the openings of auxiliary air for high and low speeds. ————Write for Booklet on Carburetion

All persons are cautioned against infringing on the ball cage for the intake of auxiliary air.


25 -30 h. p. c/lnzani oTVlotor

now on exhibition at UNITED STATK.'cANAM AND MEXICO

735-7th venue, New York. Yves de villers & Co.

We su.irantcc delivery of any one of our motors between 19-15 d:iv« after veeemr of tli



order. For failure of delivery

THE Stevens monoplane, built by Wm. Stevens, of Los Angeles, Cal., which lacks but the motor to go on its trials, embodies some new ideas in monoplane construction.

Frames. The framework consists entirely of steel tubing, except the ribs and lateral beams of wings. These are hollow wood, wrapped with muslin tape and glue, then wound diagonally with piano wire. All joints are brazed. The body is of hexagonal design properly braced by steel wires equipped with turn buckles.

I'lunes. The width of the maiu planes is 32 ft. over all with a depth of 10 ft. tapering to 3 ft. at the tips. Width of rear plane is 0 ft. 0 in., and depth 10 ft. The total length of the machine is 24 ft.

Runnlny gear consists of three caster wheels 20 x 2%, spread of the front pair being 7 ft. G in., all wheels being pivoted with spring suspension.

Propulsion. The diameter of the propeller is 8 ft. with 10 degrees pitch. The motor has been built by Buel IT. Green, of Los Angeles. The engine is an eight-cylinder set at 00 degrees, "V" type, 50 h. p. ; the bore is lOOm/m, the stroke is 13<>m/m. The cylinders are made of high carbon steel, turned from the solid billet, the pistons are low carbon steel with cast-iron rings ; the cylinder jackets are of spun copper, and the cylinder heads are water jacketed cast iron; the valves are placed at an angle in the cylinder head, and are operated by a cross beam from the cam-shaft, which has four double throw cams, each cam operates the valves for two cylinders. Connecting rods and crank shafts are made of Vanadium steel, the crank case is aluminum, carrying at each end large

annular ball-bearings which support the crankshaft, F. & S. ball-bearings also are used to carry the cam-shaft as well as for rollers in the valve plungers. Mr. Stevens is also using a special turn-buckle which Green is making for the aeronautic trade.

Both inlet and exhaust valves are of generous proportions, being 50m/m diameter, so as to offer as little resistance to the passage of the gases as possible.

Control. The control of this monoplane embodies some new ideas, the lateral stability being maintained by the main supporting planes in this way: The planes are pivoted in their center of pressure and independently of each other, and can therefore be offset, viz. : one plane can be given a greater angle than the other. The scope of angles is from 3 degrees negative to IS degrees. Both the elevating and offsetting of these planes is ingeniously effected by the movement of one handlebar in front of the aviator in such manner that swinging this handlebar upwards in a vertical plane gives a larger angle to the plane on that side, thereby righting the machine. By pulling the handlebar on the left towards you, gives the planes an angle of 3 degrees negative and the opposite movement gives IS degrees positive. As can be seen by the photograph, the aviator sits over the rear plane, back of the rear wheel and just in front of the direction rudder.

The weight of the machine when fully equipped and including aviator will be 1,000' pounds.

The double surface direction rudder is operated by the feet on a cross lever connected up by wires through pulleys.

The Stevens Monoplane 86


By Chas. E. Schmerber.


Diam. 8 ft. Pitch 4*2 to 5 ft. variable. Weight 103t lbs. This style of propeller yields over 450 Ibs. thrust at 1100 revolutions per minute.

The following letter should interest those who have inquired about the standing thrust produced by our propellers:


American Propeller Company. August 10, lulu.

Washington, D. C.

Gentlemen : We have the pleasure of reporting to yon that on July 20. 1910, we tested one of our li-cylinder aeronautic engines, furnished for Dr. W. \V. Cnristm is' biplane, using one of your PARAGON propellers of 8-fool diameter by 4,i> to 5 ft. variable pitch. The propeller gave a thrust of t">t> pounds at 1100 rev. per min.

We also examined the propeller for accuracy of balance and correctness of form and pitch on the opposing blades and found them very perfect The mateii 1, workmanship and finish and your mode of fastening the laminations together are to be highly commended. Although Ihe weight of the propeller was but 1<)34 pounds there was no apparent deflection under the extraordinary strain.

Very truly yours.

The Emerson Kn<;ink Company,

Victor Lee Kmerson. President.

We guarantee our propellers to lie superior to others by every test rnd in every particular.

It is "up to you," Air. Flying,- Alan, to have your propellers scientifically designed for your machine or to take your chances of success with the common kind. The cost is no more-Let ns send you a printed form for information upon which we can make preliminary calculations and give yon an estimate.

AMERICAN PROPELLER COMPANY, :: 616 G Street, N.W., Washington, D. C.

Makers of the "Paragon" kind



In Stock For Immediate Shipment \


335-339 EAST 102nd STREET ♦

Phone, 2189 Lenox ::: NEW YORK ♦

QURlj-i't. 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." COur Propeller lias proven more than satisfactory to those using it ::: :::

G-ft., lbs. - - $40.00 7-ft., 8i " - - 50.00 8-ft., 1 1 " - - GO.00


| LAMINATED WOOD | True Screw : Any Pitch

1 $30.2°


I Aluminum Castings, Turnbuckles, $ Aeroplane Cloth, Wire, Bamboo

X -Write For Particulars About-

I De Chene Motors

35 h. p., $650.


I JOPLIN :: :: :: MO.



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

T"HEY are built in large quantities on the inter' changeable plan.

1A#E specialize. You get the benefit of our experience.

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


TERRITORY OPEN FOR AGENTS. $50.00 at our Works

6 ft. dia. for 20-30 H. P. ^u.vv d uur vv u. -vo ,

(Thrust 200 ibs. @ 1,200 r. p. m.) Larger

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

(Thrust 250 Ibs. @ 1,200 R. P. M.) to

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

(Thrust 300 Ibs. @ 1,200 R. P. M.)



New Vokk, July 9th, 1910. THE REQUA-GIDSON COMPANY, No. 225 West 49th St., New York.

Gentlemen:—It gives me pleasure to be able to tell you that your propeller has given me entire satisfaction. I think the silk reinforcement on the tips is a great improvement, as 1 have had broken wires, etc., get caught in the propeller without doing serious damage to same.

Whenever I can say a word for the REQUA-GIBSON propeller you may rest assured that 1 will do so. Very truly yours,


Small propellers for Models 10-16" dia., $5.00 Mail or telegraph 10' 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.

60th Street Subway Sta.


September, ipio


By Prof. H.

Three machines now at the Los Angeles Aero drome are endeavoring to fly. J. J. Slavin, with his biplane, has made a flight of 50 ft. The aerodrome is one mile in circumference, thus making it 1,700 ft. in diameter, Part of this distance is taken up by the motordrome track and the inner field fence. This leaves but 1,000 ft. clear space in. length. This is too restricted a space for amateurs, as it takes a large part of the distance to clear the ground, and one must alight within a small distance to avoid running into the fence.

A track outside of the enclosure has just been completed. This track is over a mile in length.

LaV. Twining.

I'p to the present time a thrust of lstt pounds has been obtained at 1.40O. revolutions.

George Deussler lias built a machine of the Farinau type, equipped with a Mitchell automobile engine of 30i> pounds weight and .">o h. p. lie has been off the ground with this machine and in a try out on July .'!1 the front control broke. The wind blew it back into his face and cut the bridge of his nose, lie escaped otherwise unhurt.

The Greer-Kobbins machine is a monoplane of peculiar construction. This machine is equipped with an "X" model Ford automobile engine. It has made a flight of some 05 ft. This machine

The Aero Club of California's Aerodorr

and Mr. Slavin intends to try out his machine on this track on Aug. 5. Slavin's biplane differs from others in the arrangement of the main planes, in order to secure automatic lateral stability. The resistance under one plane causes that plane to shift the opposite plane automatically. The same is true of the fore and aft stability.

The Eaton-Twining machine has been running around on the ground endeavoring to fly. This machine is a monoplane of the Bleriot type. It differs from that machine in having sliding planes for securing lateral stability, instead of ailerons or warping. The machine is making daily jumps of 10 to 5th ft. On one occasion it rolled over on its back. Warren S. Eaton was driving the machine. The main planes had not yet been put on. In making a turn the machine skidded and turned over sideways, landing on its back. Warren escaped unhurt.

On another occasion the axle broke, and as the machine was traveling some 25 miles an hour, it pitched over on its nose. Warren Eaton was the driver and he again escaped unhurt.

Mr. Slavin's machine is equipped with a Werner motor, made in 1 os Angeles. Tt is a "0 h. p. 4-cylinder water-cooled motor. The Eaton Twining machine is equipped with a Ford automobile engine. "T" model. 4-cylinder water cooled. 22% h. p. Total weight of power plant is 200 pounds. Weight of machine with aviator is 700 pounds.

The Eaton-Twining Machine

is probably the second machine belonging to a member of the Aero Club of California to leave the ground, the Gill biplane being the first. The Gill machine is a Farman type *o that the Greer-Robbins is the first monoplane invented by a member of the Aero Club of California to clear the ground. There are some ten other machines at the "aerage" in various stages of construction.

Praise for "Aeronautics."

Hi-tar Sit; :

I have read your editorial note for July with admiration and enthusiasm, and note your splendid advertising patronage, and its logical nature, with real astonishment. Your periodical has been as complete, world wide and nearly as wonderful as the triumph of Wilbur and Orville Wright.

1 am only a literary man of CO; I have stuck to my trade and have beheld the death of nearly all illusions. Vet the scientific progress since 1S7C,. the phonograph, telephone, the dynamo, spectroscope, turbine. X-ray and radio-activity, and finally the Wrights, have kept me alive to the interest irig character of this otherwise unpleasant world. Wonderful ! Wonderful ! One may be an inquiring little child at CO!

John McGoveun, R32 North Central Ave., Austin Station.

Chicago. 111.


Curtiss Flies Over Mars at Omaha. Windwagon'at Detroit. Brookins Flying at Detroit.

Brookins Jusf Before his Accident at Asbury Park.

Curzon Flying his Farman at

St. Louis Novice Meet. The New Wright Chassis.

Asbury Park.

Aug. 15.—The success of the Wright Meet which opened at Asbury Park, August 10, under the auspices of the New .Terser Aero and Motor Club, was marred on. the very first day by the injuring of several spectators when Walter Brookins smashed his machine at one end of the grand stand. The machine used was the first Wright machine to he seen in public with wheels and Ihe flight was the very first one that had been made. The wind at the grounds was very strong and at times the aeroplane almost stood still. Gliding down from a height with the engine shut off, Brook-ins was just about to touch the ground, so eye witnesses state, hut right in front of him were newspaper men and photographers. To avoid these. Brookins. with the little headway he had, turned up again to clear them but he did not have speed enough. Turning the machine quickly toward the most available spot, it landed on its nose and was smashed, and Brookins somewhat hurt. The spectators who were injured, and several quite seriously, were struck by the machine in making its landing. The highest wind velocity between 1 :00> P. M. and 0 :00 p. M. that day, according to the nearest weather bureau station, at Long Branch, was 24 miles an hour, lloxsey. immediately after the accident, went up for five minutes, and one of the hot air balloons was sent up.

The Wright aviators at the Meet are: Walter Brookins. Frank Coffvn. Duval La Thapelle, Arch lloxsey and Ralph Johnstone.

Up to :00 P. M. every day there is an exhibition of kite flying given by A. E. Wells with his outfit of all kinds of kites, and by the Signal Corps of the New Jersey National Guard using

Eddy kites. Every day that the weather permitted Fred L. Owens has been, going up in his dirigible. Johnny Mack gives each day an exhibition of single and double hot air balloon ascents with parachute drops. The field is one of four acres enclosed! by a 15-ft. canvas fence.

The accident seemed to double the sale of seats! the next day when 10,000 persons were present. Wilbur Wright came on from Dayton to visit Brookins and saw Johnstone and lloxsey fly, and| in a contest, alight in a pre-arranged space.


The third day saw the death of Benny Trinzi who was killed in making a double parachute drop, the second parachute failing to work. He must have fallen from a height of about 1.000 ft.I Two men were in the balloon. Samuel Ilartland, and Prinz. Hart land had already cut loose frond the balloon and reached the ground safely in the single drop. Governor Fort was present and saw the flights, leaving just before the fatal accident.

On this same day Hoxsoy and Johnstone were both in the air at the same time making short turns and dips, and cutting fancy figures. lloxsey went up to 1,S00 feet, the highest that he hisl yet been.

Johnstone made his longest flight Saturday. re-| maining up .°>5 minutes and attaining an altitudoJ of .°,.!MiO ft., the end of his descent being at aj sharp angle with the engine cut off. During thisl flight the dirigible was sailing around and IToxsoyj did "stunts" many hundred feet below Johnstone.] Coffyn also tlew.

Sunday there was no flying and to-day a rainl storm prevented. The meet has six more days to| run.


Aeroplane Co.


Working Models Flying Models Separate Parts


From Working- Drawings, Etc.


Aluminum, Rattan-, Bamboo, 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 ii]) 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 tilings to list. In asking for catalog, please state which one you want.


Main office and factory 123 Smith St.. BROOKLYN, N. Y.

Chicago office, 49 Wabash Ave., H. S. Renton, Manager.


{jUR large illustrated catalogue list of all materials for the construction of any type of aeroplane at moderate cost.

Our skilled workmen can build for you any special device or part that is not included in our large stock.

Our woodwork men are at your service for the construction of ribs and spars in the latest and most successful manner.

Our facilities are the best because we carry all materials in stock and are manufacturers as well as importers and dealers. Oval tubing for Demoiselles now furnished.

4> used, are usually on hand, ready for immediate $

4* delivery. *i"

^| Aviators for exhibitions are available through

our office. <fr

* *

* There is no want of an aeronautic nature that *

^| we cannot promptly fill. ^.

4* Highest references from clients who have bought 4"

* from us, located in every state in the Union, and J .j, several foreign countries. 4,

* +

+ Send 10 cents for neiv complete +

J catalogue — No. 3, 50 pages. %

*__ *

* = *

! The Aeronautic Supply Co. !

£ 3930 Olive Street St. Louis, Mo., U. S. A. %

+ *

First in all America" 4.


{Concluded from page 7S)

hot. sultry atmosphere to dry, wet or cold, or the effect of rarifled atmosphere at high altitudes; in fact, the combinations of tests which may be made are numerous.

Your author has not had the time or means to prove out his theories in actual practice, but cheerfully makes these suggestions of the possibilities with the simple little devices previously mentioned. Your author also contends that the horse power of a large majority of the present aeronautical engines rarely comes up to the rating quoted by the builders, and, still worse, cannot as a rule continue to run for an extended period of time. Having no convenient means at hand to test his motor, the purchaser often does not know tlie [lower his motor actually develops, although the fault may not always lie in the motor, but possibly due to numerous conditions and causes hard for the layman to locate.

Your author further couteuds that the present type of the four-cycle engine is not ideal for aeronautics and hopes at a later date to demon strate this theory by practice. The extreme light weight is not so essential as the propeller pull per horse power, as upon this feature in a large measure depends the ability to fly with the present type of plane, but do we get the pull on propeller desired at normal speed of engine? i think not.




Elbridge Special Feather-weight, 2-CycIe Aero Motors (water cooled):

3 Cylinder, 30-45 H. P., 138 1 -2 lbs. . $750.00

4 Cylinder. 40-60 H. P.. 178 Ibs. ... . 1050.00

Cylinders 4 5-8x4 1-2, copper jackets,

aluminum bases, hollow crank shaft. 4 Cylinder, 20-24 H. P., 150 lbs. (air cooled) 610.00 Cylinders 3 1-2x31-2, flanges 1 5-8 in. deep.

20 x 2 Aeroplaoe 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-Gibson Propellers, laminated wood, perfect screw :

6 ft., 6 1 -2 lbs...........50.00

7 ft., 9 lbs............60.00

8 ft.. 12 lbs............70.00

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Omaha, July 23-27.

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The Omaha (Xen.l meeting, on July 23 to 27, was held under the auspices of the Aero Club of Nebraska, and was particularly interesting owing to the fact that every type of craft that navigates or sails the air participated. There were two hot-air balloons, a captive, a free balloon, 1 dirigible balloon and three Curtiss aeroplanes in the air each day.

The chief attractions, however, were aviators ^lenn H. Curtiss. J. C. Mars. ,1. A. 1). McCnrdy ind Engene B. Ely.

The weather made it a difficult task for the iviators to open the first day with their best \ ork.

Weather conditions on the second day were lliont the same as the day before, hut in spite >f this handicap nil aviators made flights. The irogram closing with a spectacular race be-wecn Curtiss and Mars. In the evening the i. S. Dirigible No. i left Fort Omaha with Lieut, laskell in charge and could be plainly seen loin the aviation field.

u. s. dirigible brkaks crankshaft.

About G:.':0 P. M.. July 24. Dirigible No. 1, t'ith Lieutenant W. X. Haskell, Signal Corps, as ilot, and Sergeant Ward as engineer, started from "ort Omaha. Xeb.. for the Aviation Field. A good tart was made and the balloon rose about 200 ft. n the air- -everything apparently working in rst-ctass condition. A couide of circles over the 'ort were made and then the balloon was headed >r the Aviation Field abont four miles away. The onditions were very good with only a slight wind ehind the balloon. Shortly after starting and till while over the reservation, the engine stopped ue to a.j>reak of the crank-shaft. This precluded ny fnrther attempt with the dirigible until re-airs could be made.

On .Inly 20. captive balloon. No. 9. was inflated 1 the balloon house at Fort Omaha and towed lx>ut 2V2 miles across country to the Aviation ield. This was accomplished in 1 hour and 50 ■mites. Fpon arrival at the Aviation Field the llloon was put in operation and several ascents ade between 6 and 7 :30 P. M. Mr. Glenn Cuius made several flights in his aeroplane around ie balioon while It was in the air. On Monday the wind increased in velocity and was impossible for the aviators to make any-ling more than short straightaway flights.

new short start record.

The government captive balloon was blown ose from its moorings late in the afternoon id landed a mile from the grounds after the p cord had been pulled automatically when it rked loose from the winch wagon on the ֯unds. Many thousands of spectators stuck

i til the last announcement was made that "wind tecks" would be honored the following day at e gate. It was in the face of this wind that ars rose into the air in his four cylinder Curtiss -30 horse power machine after a ran of 53 ft. in., establishing n new IT. S. record for short

art and earning thereby a silver trophy offered a local paper.

Tuesday and Wednesday, the fourth and fifth ys, the weather conditions were more suitable r good flying, the wind velocity having dropped wn in the late afternoon on each of these days, irtiss, Mars and Ely drove their machines at

II and each day Curtiss and Mars raced aronnd e field at a height varying from 100 to 300 ft. ie attendance 011 each of the last two days is more than 10.000. On Tuesday evening e captive balloon was refilled and made an ascent th Mrs. Mars, wife of the aviator, and W. II. tton, of the Curtiss company, as passengers. At the close of the meet Cnrtiss was awarded

one of the local papers a heavy silver water 1 pitcher for making the most daring and 'Ctaeular flight during the meet. This flight s made on the first day of the meet when

Irtiss flew out of the grounds and out over the mtry, which was covered with fences, gulleys d trees, in the teeth of almost a gale.

Pittsburg (Pa.), Aug. 4-6.

By Earl O. Gunther.

The Pittsburg Aero Club held its first meeting Aug. 4 to 6 at Brunot Island race track. There were four biplanes present, three Cnrtiss and the Baldwin. The aviators were Curtiss. Mars aud Capt. Thos. Baldwin. The official timer and recorder was Augustus Post.

The first day of the meet there was only one straightaway flight made, by Mars in a gusty wind of 35 miles an hour.

The second day all three aviators made flights, Mr. Curtiss making the first and most spectacular. His first flight, in a wind of 25 miles an hour, circled the mile track twice, with remarkable skill at balancing in a gusty wind. His longest flight for this day was about six miles, lie also made trial for short starting, arising in SI ft. 2 in., officially measured. The wind was very gusty not allowing very much flying this day.

another new shout start record for V. s.

Mars was able to get off the ground in 35 ft., making another new short start record.

The third day of the meet was windy and the aviators were hamperea very mucli by it. Curtiss again made the most spectacular flights, flying out over the river. Mars made a series of short circular flights around the mile track. Capt. Baldwin made only straightaway flights. Great enthusiasm was created by the flights of Cnrtiss and Mars, Curtiss flying above Mars and in the same direction and at the same time.

The last day of the meet broke all records for crowds at the track and thousands of people were on the snrrounding hills watching the flights.

Decatur (Ills.), July 16-17.

Charles F. Willard (Cnrtiss) flew before good crowds in Decatur, Ills., July JG-17. On the first day he made a cross-country out of the field and back, estimated by local experts as 30 miles, in a flight lasting 40 minutes.

St. Louis Show Date Changed.

The date of the aero show at St. Louis has been changed from October to Xovember 17-24 to avoid conflict with outdoor events on Hempstead Plains.

Toronto, Canada.

There were nine days of flying, participated in by lialph Johnstone (Wright), Count Jacques De Lesseps (Bleriot), Duval La Chapelle (Wright), Walter Brookins (Wright) and Frank T. Coft'yn (Wright), July S-10, except Sunday. Count De Lesseps flew from the grounds, which were lo cated on the Trethewey Model Farm, about eight miles from the center of Toronto, over the heart of Toronto and back, duplicating his Montreal feat, and once flew to a height of 2.700 ft. Kalph Johnstone made two remarkable flights and seven in all, once battling an extremely high wind at an altitude of 3,400 ft., and on another flight executing all sorts of maneuvers of which the Wright aeroplane is capable, aerial "roller coasting," sharp circles and spirals, skimming the ground, etc. The newspapers divided the honors between Johnstone aud Count de Lesseps. Five thousand to fifteen thousand daily was the attendance.

bleriot lands in tree.

The Carruthers "Bleriot." flown by Stratton. ran into a tree. He lost consciousness during his jump and when he came to his senses he found himself in the top of a pine tree 30 ft. from the ground. He said he did not know how he got there, fit was funny."

Samnel F. Perkins, whose specialty is kite and banner flying, filled in all gaps in the program. The banners could be seen from incoming trains and indicated the location of the grounds. Before and during the flight the kites could be seen high in the air. These now are one of the necessities of aviation meetings. Harvard is the next on the list for the kite exhibition. Here he will attempt to lift a man up hy kites. It is estimated the pull will be about 1,500 pounds, taking 10 or more 15-ft. kites.

St. Louis National Novice Meet.

by e. percy NOEL.

Although eight machines were on the field the opening day of "First National Aviation Meeting for Novices," July 11. only two got off the ground during the week and the prizes were all won by one man on account of an accident to Howard W. Gill, while practicing on July 12. J. YV. Curzon (Farman) won $300 in three prizes by flights made July 14 and 15. There was no competition on July 12, 13 and 15. On July 11 Gill flew 25 yards and landed in a ditch disabling his naebine for the day. On July 12 while practicing in the evening, (Jill flew half a mile outside the field. .Something went wrong with his elevating control and in his inexperience he dropped from 40 ft... smashing half of the machine, lie picked himself up hut" was confined 1o the hospital for three days.

July 14 was a good day for Curzon, flying 92 yards on his first trial and 113 on his second, winning his debut prize of $100. Later he won the $100 daily prize for the first flight of 200 yards, traveling .",22 yards straightway after 113 yards and then touching. Kain interfered on July 15.

On. July 10 Curzon made a flight of about 500 yards, winning the if 100 daily prize. The meet was continued July 17, but wind prevented flying until after official timing closed, then Curzon flew ISO yards. Curzon and Gill have both made permanent headquarters on the Washington Park aviation field of the Aero Club of St. Louis.

On August 13. Ilillery Beaehey, Hying one of Gills' biplanes without front elevator", made two circuits of the course without stopping, about iy2 miles.

Dr. J. ,T. De Praslin. of Nicaragua, has ordered material from the Aeronautic Supply Co. for the construction of an aeroplane here.

Chas. Kuhno had a monoplane that was equipped with a Curtiss S-cylinder 40 h. p. engine that looked very promising, construction and designing above the ordinary.

Robinson's monoplane of the Bleriot type, equipped with a 3-cylinder Klbridge motor, did not get up enough speed to make a getaway from terra firma. although the construction was very good.

Zehler's monoplane was a machine that differs from the general run of flyers, and if you are able to get a pholo of it,'you could probably understand same better than the maker. Equipped with a 4-cylinder 4-cycle marine engine, it was unable to make a speed of more than five miles per hour.

Snarling's Curtiss type biplane, equipped with a 4-cycle Elbridge was very neatly made and looked promising. It was mounted on Farman type running gear.

Curzon's "Farman" biplane seemed as though it had seen better days, although of the standard type of a past season was still in the ring. The big Vivinus motor does not give power enough to enable the machine to make extended flights. Those made have been but short ones.

seven aeroplanes smashed by wind.

A few days after the Novice Meet _at St. Louis, a terrific storm blew down the tent which housed the aeroplanes, demolishing 7 machines. Nothing was saved of Curzon's Farman but the engine and propeller. Howard W. Gill's machine was unharmed as it was housed in a wooden shed.


At Detroit. La Ohapelle, lloxsey and Brookins made sensational flights and delighted the management and large crowds. The Wrighl machines will return to Detroit in September.

Lexington, Ky.

J. A. D. McCurdy filled the Curtiss date at the Lexington. Ky., State Fair, Aug. 7-13, making several flights'each day of the exhibition.

Grand Rapids.

Mars <Curtiss) was to have flown here July 10-17, but the high wind prevented flights both days.

New York, Aug. 19-21.

Glenn H. Curtiss, J. C. Mars, J. A. D. Mc-i Curdy, C. F. Willard and Eugene Ely are scheduled to give a .".-day exhibiliou at the Sheepshead Cay racetrack. New York, Aug. 19-21.

Eugene B. Ely, a Curtiss aviator, began pracfl ticing at Sheepshead Day racetrack in preparation for the exhibition on the 19th, using for the first time the S cylinder Curtiss engine which is slowly I being installed in all the exhibition machines.

J. A. Douglas McCurdy, former member of the| Aerial Experiment Association, who with F. W., Baldwin, another member, formed the Canadian Aerodrome Co. at Baddeck, Nova Scotia, has signed a contract with Glenn Curtiss to fly a Curtiss' machine. His first appearance was at Omaha, July 23-28. From there he went to Lexington, Ky., Aug. 7-13. Eugene Ely of Portland. Ore., who has been flying a Curtiss machine for E.1 Henry Wemme, Curtiss agent of that city, is another addition to the Curtiss troupe of aviators. ,

Augustus Post, former secretary of the AeroL Club of America, has bought a Curtiss machine! under a special arrangement, and will fill exhibi-i tion contracts wherever they do not conflict with! Curtiss' interests, or will fill engagements obtained! by Curtiss. He will begin practicing under the] able tutorship of Charles F. Willard, using a machine which Willard has been putting in shapa in the Aeronautical Society's shed at Mineola.

Clifford B. Harmon has ordered a fast maehine] from Glenn Curtiss. in which it is expected he willl install his Gnome engine for trial.

Harvard Aeronautical Society to Hold Aviation Meet Sept. 3 to 13.

The Harvard Aeronautical Society, of Cam! bridge. Mass., will hold an aviation meet at AtlauJ tic. Mass., from Sept. 3 to 13th. inclusive, witd the exception of the two Sundays intervening! The programme of events and prizes already schedl tiled are as follows :

Speed: 1st, $3,000; 2nd, $2,000; 3rd. $1.00iOl Altitude: 1st. $3,000; 2nd. $2,000; 3rd, $1.0O0j] Duration. $2,000 and $1,000. Distance. $2,000 and $1,000; Slowest Lap. $1,000 and $500. Getawavl $100 and $50. Accuracy, $500 and $250.

$10,000 prize.

To which must be added the premier event oil the meet, for which the Boston Oh the offers a cash] prize of $10,000 ; the condition of this contesi being a flight from Atlantic to Boston Light anrl return against time. For novices there will h4 additional events and prizes.

A large number of entries from the ranks of th<l leading aviators of America. England and Franc J have already been received by the Society, assurl ing the success of the meet, which is not only thJ first 1o be held in New England, but by far thJ most important attempted in America up to th«J present time. Additional entries will be receive*! and full detailed information furnished prospective entrants at the temporary headquarters of thl Society. No. 104 Washington St.. Boston, Mass. J

The grounds cover 500i acres, on Dorchester Bay, and are surrounded on three sides by water]

special $5,000 prize. The announcement of a $5,000 prize and thct Harvard Cup is offered the aviator who, durinj the meet, makes the best record in dropping bomhl on a battleship model, which is to be set up ori the field, marks that event not only as one of thd most interesting of the meet, but one which tli^ Society deems most important from the standpoint of scientific investigation.

Bennett Race Changed to Belmont Track!

There are 10 entries in the Gordon Bennett aviation race to be held at Belmont racetrack! near Jamaica. L. L. during the week of Oct-15-23. As follows: France. 3; Italy, 1 : England! 3 ; and America has the naming of 3. France '։ the only country which has named her represent! atives, as follows: Alfred Lehlanc (Bleriot), wha was a contestant in the 1907 ■ Gordon. Bennett ball loon race from St. Louis; Hubert Latham (Antoinette) ; Rene Labouchere (Antoinette).

Plans for the meet, and the events which a ret

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promised to be held in addition during the week, have apparently not developed very far as yet. Not a single announcement of prizes has been made, and it is now very late for foreigners to figure ahead. Unless announcement is made very shortly, aviators of other countries will have made their arrangements for that period at various European meets.

Following on the heels of a disagreement with Cage E. Tarbell. who was the Aero Club's general manager for the meet. Belmont racetrack was made the place for the Gordon Bennett aviation race and other events, instead of Hempstead Plains as at first planned. L. L. Gillespie stated to-day, Aug. 15. that the amount figured to be necessary. .$110,000, had all been raised. "This will be the biggest meet of the year." Gillespie said, ".$50,000 being offered by the committee in prizes"; and that the magnitude of the affair will be such that no aviator, American or foreign, whether for financial reasons or for the sake of glory, can afford not to take part. Referring to the rumors that Curtiss might not be on hand to defend the cup by reason of the fact that arrangements are alleged to have been made that the Wright company shares in the gate receipts, Mr. Gillespie said that Curtiss would, of course, be asked to take part, but that the acceptance of the invitation was up to Curtiss and he could do as he liked.

The meet will be financed by the Aero Corporation. Limited. August Belmont has been chosen president of the meet. The executive committee is composed of the chairmen of the various committees, as follows: L. L. Gillespie (Finance Committee), Allan A. Ryan (Arrangements Committee), J. C. McCoy (Aviation Committee), and Andrew Freedman. chairman.

Five Wright aviators will fly, and it is expected eight or ten foreigners will appear.

At the Aero Club of America no information could be had as to the foreign contestants.


The Wright company is building a special racing machine which may be entered to defend the cup. At the same time, Curtiss is also working on a machine designed to be capable of beating the speed expected to be made by others in the Cordon Bennett. It is very likely that to defend the cup successfully a machine will have to go 70 miles an hour. The 100 h. p. Bleriot made 00 m. p. h. at Rheims in July. Clifford B. Harmon has ordered a Bleriot, in addition to his Curtiss.

Clifford B. Harmon Adds $1,000 to Times Race.

Clifford P.. Harmon, chairman of the national council of the Aero Club of America, has offered $1,000 in cash or pbrte to the contestant in the Chicago-New York race who first covers 500' miles in the first 50 consecntive hours.

Gordon Bennett Balloon Race.

Six countries have entered 14 balloons in tbe Gordon Bennett race on October 17. as follows: Prance 3. Germany 3. Italy 2, Switzerland 2, Denmark 1 and U. S. 3. Only the German entrants have been named to date. They are: llauptmann Von Abereron, who was in the 10(17 Gordon Bennett at St. Louis, Lieut. Yogt. Ing. Hans Oericke.

In the elimination race to pick the American team, Sept. 17, Alan R. Ilawley and l'ost will have one balloon. C I!. Harmon and Capt. P.aldwin a second and possibly A. II. Forbes will be suflicient-ly improved in health to take part. A. T. Ather-holt from Philadelphia will be another. St. Louis is likely to have more than half a dozen entrants. A. P.. Lambert is sure to go in. G. P. Rum-baugh, St. P. Von Phul. II. E. Honeywell and W. P. Assman are strong probabilities.

Aero Calendar for the United States.

Aug. 10-20.—Asbury Park, N. J.. Wright aviators, Owens dirigible, etc.

Aug. 17—Warehouse Pt., Ct., Chas. F. Willard.

Aug. 10-21—Sheepshead Bay. N. Y., Curtiss exhibition, with G. II. Curtiss, Willard, Mars, Ely, McCurdy, Post and Baldwin.

Aug. 20—Quincv. 111., flights bv Lincoln Beachev.

Aug. 23—Bradford, Pa., C. F. Willard at Elks-Carnival.

Aug. 20—Curtiss to fly from Cleveland to Cedar Point and return, over Pake Erie, about GO miles each way.

Sept. 3-13—Boston aviation meet of Harvard Aeronautical Society. Curtiss, Willard (Curtiss), Wright machines and others.

Sept. 5-9—Hartford. Ct., Wright aviators.

Sept. 5-10—Minneapolis, Minn., Wright aviators.

Sept. 5-10—Ilamline, Minn, at State Fair. Wright aviators and J. C. Mars (Curtiss).

Sept. 5-10—Lincoln. Neb., Wright aviators.

Sept. 6-10—Parkersburg. W. Va., Wright aviators.

Sept. 12—Syracuse, N. Y., State Fair. J. A. D. McCurdy (Curtiss).

Sept. 12-16—Milwaukee, Wis., one Wright machine.

Sept.---Flights at Mexico City.

Sept. 12-17—Rock Island, 111., State Fair. J. C. Mars (Curtiss).

Sept. 17—Indianapolis, Ind.. elimination race to select representatives in Gordon Bennett balloon race.

Sept. 10-24—Detroit. Mich., Wright aviators.

Sept. 21—Olean, N. Y., State Fair, flights bv McCurdy (Curtiss).

Sept. 22-2S—Knoxville. Tenn., Wright aviators.

Sept. 26-30—Trenton, N. .1., Wright aviators.

Sept. 27-30—Rochester, N. Y., Wright aviators.

Sept. 26-Oct. 1—Helena Mont., State Fair, J. C. Mars.

Oct. 1-8—Springfield, 111.. Wright aviators.

Oct. 1-7—Sedalia. Mo.. Wright aviators.

Oct. 3-8—Spokane, Wash., State Fair, J. C. Mars.

Oct. 15-23—Belmont Park, L. I., aviation meet of A. C. A., including Gordon Bennett aviation race, latter on Oct. 23.

Oct. 17—St. Louis, Mo., Gordon Bennett balloon race.

Oct. -St. Louis, Mo., aviation meet.

Oct. 22-Nov. 5—Philadelphia, Pa., aero show of Penn. A. C.

Nov. 17-24—St. Louis, Mo., aero show, Coliseum. Dec. 1-S—Aero show of A. C. of Illinois.

Simple Conditions for N. Y.-St. Louis Prize.

Official announcement of the stringless prize of the New York World and the St. Louis Post-IHs-patch has been made, and follows :

The New York World and the St. Louis Post-Dispatch will give $30,000 to the first aviator who, between Aug. 15. 1010. and Jan. 1. 1911. flies from New York to St. Louis or from St. Louis to New York within 100 consecutive hours, using the same aeroplane from start to finish.

The only condition attached to this offer is that at least three days' notice of intention to start for this prize must be given to either the New York World or the St. Louis Post-Dispulcli, in order that announcement may be made of the actual starting and finishing points, the approxi mate route anil other details as agreed upon.

Book Note.

Aerial Locomotion, by F. H. YVenham, and Aerial Navigation, by Sir George Cayley, are the first two of the "Aeronautical Classics'' which have been gotten out by the British Aeronautical Society under the editorship of Messrs. T. O'B. Hubbard and J. H. Ledeboer. The other four of the set will be published during the year. These cost but a shilling each, and may be had from King, Sell & Olding, 27 Chancery Lane, W. C, London.

AERONAUTICS September, 19 to


NEW CURTISS AEROPLANE Willard Carries Three Passengers THE NEW BALDWIN Walden Accident

THE now Curtiss biplane, built especially to specifications of Charles F. Willard. the assembling of which was completed at the Aeronautical Society's shed at Mineola. L. I., the 11th of August, differs from Ihe standard Curtiss machine only in size and minor details of construction. The accompanying drawing gives complete measurements :

Main ['lanes.- -These are 32 ft. spread by 5 fl. fore and aft. spaced ~> ft. apart. The oilier Curtiss machines spread 20 ft. 3 in. by 4V2 ft. the other way. The main cell is divided into five sections for shipping purposes. These sections of the lateral beams join as shown in the following sketch : The curve of the ribs is 1 in 20, the deepest point 3 in., coining 18 in. hack from the front edge. The Baldwin rubberized linen covering, placed on top of Ihe ribs, is made in panels 5 ft. by 0 ft. (fi ft. bv S ft. in the center panel) and laced to the large ribs (which come at strut pointsi through holes therein. The eloih is tacked on lop of the intervening smaller ribs with large-headed brass tacks through a strip of black tape. The whole main cell is stayed in the usual manner with Koehling "aviator"' cable. All ribs, even in the ailerons and rudders, are laminated ash and spruce. The spruce lateral beams of the main planes are solid. All ribs and beams of rudders and ailerons laminated ash and snruce.

[ladders and Oilier Surfaces. There is the usual double plane horizontal rudder, or "elevator," in front, spreading 7 ft. by 27 in. by 27 in. The surfaces of this are douhlo—i. e.. Ihe cloth is on hoth sides of the ribs. The same is true of Ihe vertical rudder in the rear. 3 fl. high by 30 in. the other way; and the fixed horizontal plane in the rear, measuring 7 fl. by 30 in. The la 1 tor has

a slight curve, the depth of which is '% in. at a point one-third back. The elevator has the same curve running back from the front edge, but is cut off at 27 in.

Stability.—This is secured by ample-sized "ailerons," 10 ft. spread by 2 ft. 9 in. length. Instead of having the customary two wires (L), top and bottom, running to one point, joining, and thence over the pulleys to the shoulder brace, double-sheave aluminum pulleys are used and both wires run around the sheaves and then join, giving additional strength.

The control cables from the ailerons run through pulleys on top of the lower plane and under the upper plane to the hinged si eel tube back of shoulder brace. Leaning to the high side of the

/^of? STrtUT

Beam Connection

machine when it tilts pulls the aileron on the low side down (and on the high side up), increasing ihe lift on the low and decreasing it on the high.

Ktecriiu).—Steering up or down is by the usual movable column ; pushing forward steers down, and pulling hack steers up. A bamboo rod runs from the column to a short mast at the front edge of the elevator for this purpose. The vertical rudder control cables run over pulleys at the end of the

Photo by Joseph Hurt, Mineola, L. I.

Photo by Joseph Hurt, Mineola, L. I.

\ ■

Harmon in His Farman. Russell in a Curtiss with Harriman Engine. Seymour Flying His Curtiss.

bamboo oulriggers and through tlie lower ones to pulleys at the bottom end of the aluminum steering column or pillar, up 111 rough the inside of same, crossing, and twice around a groove in the wheel. Turning the wheel left or right, as in an automobile, steers the machine accordingly.

1'oirer Plant.--A Curtiss eight cylinder, rated (A. L. A. M.) 51.2 h. p.. "V" water cooled engine drives direct a 7-ft. Curtiss propeller. Heretofore all of Willard's flights have been made with the four-cylinder 2.~>:;o motor. The cylindrical gasoline tank is placed in front of the engine on the same bed. as is the extra large El Arco radiator, which is just behind the front struts at the back of the operator. 1'nder the engine js suspended, by steel tubes from the engine bed, the oil tank, the oil feeding up by a small pump. A float has been arranged in bolh oil and gasoline tanks and gauges, to show the level of supply are placed convenient for the aviator's sight. On the side of the steering column is a throttle lever connected by P.owden wire system to the carburetor. At the left foot is also nn accelerator, connected to the above l'.owilen wire at a point on the inclined beam where the steering column hinges. A P.osch magneto, with set spark, furnishes ignition. The brake on the front wheel is operated by the right Tool ami at the same time short circuit's the magneto.

Details of const met ion are shown clearly in the drawing and sketches. The weight of Hie machine is estimated al <;."in pounds. Where several cables come 1o a eomiixn point, linen cords are tied from one to the other (see sketch) to prevent their catching, say. in the propeller in case of breakage, which generally .....lies near the

Capt. Baldwin in Flight. Baldwin Close Up. Curtiss Copy of G. E. DeLong of the Elbridge Co.

sockets. This habit has saved many propellers in Willard's experience of a year.

Aug. 12.—The first flight, of 7 minutes, was successfully made over the Hempstead I Mains lasl evening.

Willard Carries Three Passengers—United States Record. Mineola. Aug. 14.—Charles F. Willard to-day established an American record for passenger carrying at the Mineola tield when he took up with him It. E Patterson. Harry Willard and A. Albin. Starting from the Aeronautical Society's shed, he flew at about 1 r> fl. above the ground as far as the grandstand, a distance of a quarter mile. The machine, a Curtiss of larger size than usual (described in this issue I, had only been assembled two days before and inside its initial (lights. The four men weighed ::7." lbs., the machine is esli-mated al 050, and with the balance in gas and oil, made up about 1.2<>n lbs. total for :'.2(» s<|. ft. of supporting surface. Other flights were made by Willard alone. The day before several tlights were inside, one of 12 miles across country, and he carried two passengers on one trip, .1. C. Mars and his brother, Harry Willard.


Clifford P.. Harmon tlew for I nr. 1 niin. on this day, the longest flight that has been made sit the grounds for the pusl month. .1. J. Frisbie made his first attempt sit Might in his finely built Curliss copy, equipped with an Klbrhlge-40 engine, lie wsis Hying nicely, when he turned the elevator up (Continued an paye '■><■.)

front lateral beam r(bj/m.&„.,k)X , ..n.

AILER0M5 AND ed&bent luJ



at corners reinforced with mod and tinJaltertacKed. „

5hoi/Jder aileron control of ——^ /


1 mangle/?/Ming reinloired (Eland brazad into onepiece




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tinted back to seat, motred left or rtjfht by operator leaning ^ajjem



The contents of this magazine are protected by copyright in the U. S. 96

too quickly and shot up to 50 ft. In landing hard he broke a rear wheel, liy reason of lack of space the description of his machine is held over for another month. A feature of the Prishie machine is the two El Arco radiators, placed on either side of the operator. This is the first time1 that two radiators have been used.

Philip W. Wilcox also made his debut in his Farman-type biplane with a Uinek 50 h. p. engine. He circled the lield at a height of 25 to 100 ft., and the machine appeared the most stable of any on the grounds. The machine was tried out twice before, by Lewis Straug and by Hamilton, hut each time the running gear gave way. Full details will appear later, (i. E. De Long, treasurer of the Elbridge company, had a slight accident, breaking a wheel, in his first trials on this day. W. L. Fairchild has received an Emerson engine and will shortly begin trials witii his monoplane.

The Capt. Baldwin Biplane.

Captain Thomas S. Baldwin has made some charges In his biplane which be has been llyingat Mineola for Mime time. The Curtiss ■1-cyliuder engine has been replaced b> one of 8 cylindeis with an A. L. A. M. rating of 51.* h. p., though 01 h. p. has been claimed for a similar engine. The Curtiss propeller has been replaced by a Reqtia-Gibson oriven direct. The engine, of course, has been placed higher up iiir-stead of being situated as formerly on the lower plane and driving by chain. Formerly the propeller was ahead of the main planes and the aviator sat on a level with and just back of the lower plane, as illustrated in the May number. The vertical stability surface above the upper plane has been left olf temporarily, Capt. Baldwin still believing in its possibilities.

Though larger in spread than the planes of the Curtiss machines, the ribs are standard Curtiss. The surfaces are single Baldwin rubberized silk, laced to the main ribs, and tacked to the front lateral beam. A wire runs through a pocket in the cloth to form the rear edge. The spruce lateral beams are 1 !U h.V 1*4. Hat with half-round edges, which maices the cross section nearly elliptical. The struts are 2*4 in. by 1 in. fish-shaped of spruce. These narrow down to 1 in. round where they tit in the sockets. Koebling wire cable 1/10th diam. is used to stay the main cell, as well the forward and rear construction. In place of the two rear center stru s stei 1 tubing is used and to these the horizontal beams forming

the engine bed are bolted. Diagonal steel tubing braces are also used at this point. The two front center uprights are 3% in. by 1 in.

The front horizontal rudder, single surface, with a curvature of 1 in. in 32, is stayed by wire cable from lS-in. masts, one on each side. The frame of the rudder is covered both sides with cloth, tacked to the ribs. The ribs in the rear cell, or tail are covered both sides with cloth.

The rear three feet of the tail cell is so arranged that the angle of incidence may be changed by tightening one set of guy wires and loosening the others. This part is hinged on the front eighteen inches which remain stationary. The control of the ailerons is by a shoulder brace, and the rudder by turning a wheel, similar to the system employed by Curtiss. All wires running to the rudder and controls instead of passing over pulleys are run through copper tubes, bent to the required curvature, as described some time ago in Aeronautics. The weight is around <>7o lbs.

The equipment includes Palmer tires, l'.osch magneto, and 101 Arco radiator.

Dr. H. W. Walden's Monoplane.

Dr. 11. W. Walden gave .his monoplane—the third machine he has built -its lirst trial on .vug. 3-7, with disastrous results. In just one short initial try three ribs and one collar-bone were broken. 'And then, to make matters worse, a none-too-kind female nurse at the local hospital insisted on plucking from his lips with unneedful force, a consoling cigar which had been given him at his request just after the accident. Then he lapsed into unconsciousness, which may or may not have been a direct result. Then, again, it was found the hospital was shy of bandages, all having been used up on the previous aviator.

In this flrst attempt the machine got off the ground all right and the new stability device seemed to work perleetly. The lateral beam of tubular steel on which rotate the two elevators was too weak and bent up, shooting the nose of the aeroplane quickly down, so that the aeroplane struck on its front wheel, with the tail vertically in the air, the front lateral beam pinning Dr. Walden to the ground.

description of THE ilACHINE.

The main supporting plane spreads 20 ft. by 7 ft. in depth, and contains, allowing for the portion cut away for the propeller, 105 sq. ft. The lateral beams, of spruce, are in five sections, joined (Continued on page 98.)

together by sleeves of steel tubes. The ribs are of "I" cross section, the horizontal strips % in. wide, the whole rib tapering front and rear froni 3 in. at greatest height. The vertical part of the rib Is bored full of holes throughout its length. The strips on top and bottom are screwed and glued on. The ribs follow a parabolic curve from the front beam to the rear edge. For 0 in. forward from the front lateral beam the surface narrows to a point. The greatest depth of the curve is 4SA In. at a point one-third hack from front edge. . Tail Plane and Elevator.—At the rear is a fixed surface of 15 so. ft., with a movable section at either lateral extremity, both totaling another 15 sq. ft. These are curved in the same ratio as the main plane. These latter pivot about a lateral steel tube one third back from forward edge. From a short mast running through each of these wires run along the "fuselage" and over the pulleys over the front wheel and fasten to the steering column. Pushing forward on the steering column steers down, and vice versa. All surfaces are covered both sides with Xaiad linen.

Rudder.—The vertical rudder has a surface of IVz sq. ft., and is operated by turning the steering wheel left or right.

Staoilitit.—A new scheme for automatic lateral stability has been devised and patented. This consists of small planes inclined at an angle of about 45 degrees, placed on a rectangular frame on top at the extremities of the main surface. Each small plane is hinged near (H) its rear and near the forward end is a spring (S). If the machine starts to slide to one side or the other, the increased pressure is designed to cause the front end of the little plane to raise up against the spring's pull and present a greater angle to the wind. The spring holds the plane normally egde into the wind. This is illustrated herewith.

Poirer Plant.—An Anzani three-cylinder air-cooled motor of 25-30 French h. p., mounted or hung in a frame of tubing, placed below the rear lateral beam, drives direct a fi-ft. propeller. One of those used was a Requa-Oibson of 4-ft. pitch, and the other a Brauner of 4-ft. 3-in. pitch. There is no throttle to regulate the O. & A. carburetor, but a lever on the engine is utilized to lift the valves, permitting, when occasion demands, the propeller to turn perfectly free, with no explosion taking place. The moment the lever is let down again, the motor starts its usual work. This compression release is operated by the left foot. On the steering wheel is a spark cutout. The spark advance is on a right-foot pedal. Coil and battery ignition.

Chassis.—The running gear has for diagonal struts steel tubing pinned and brazed in sockets. The horizontal members connecting the hubs of the three wheels are of spruce. The axle of the two rear wheels is of angle steel.

The wheels are of Weaver make, 20 in. rear and 16 in. front, fitted with ITartford aviator tires

The fuselat/e is made up of spruce, with steel sockets, stayed with piano wire. In the next machine, which is to he finished by Sept. 1, this will be built of ash and stayed with Roebling aviator cord. The aviator's seat is suspended by piano wire.

The Month Past at Mineola.

Nearly every day during the past month flights have been made by Harmon. Baldwin. Russell and .Toe Seymour. .1. J. Frisbie on two Sundays made hot air balloon ascents and parachute drops.


Dr. William Greene will soon have one of his biplanes down at the Aeronautical Society's shed for flights.

The machines in the Aero Club sheds are: Clifford B. Harmon (Farman), Capt. T. S. Baldwin (Baldwin!, W. L. Fairchild (own monoplane, building), H. S. Harkness (Antoinette), and Philip W. Wilcox (Farman-type). At the Aeronautical Society sheds are : Miss E. L. Todd (biplane, not yet tried), W. Diefenbach (making). Frank Van Anden's light Farman-type with Harriman engine. Geo. Godley (imitation Curtiss, making). Dr. H. W. Walden (monoplane with Anzani motor, recently damaged at trial), M. P. Talmage (making Cur-tiss-type), G. E. De Long (Shneider make of Curtiss type, with Elbridge engine), .las. Murgatroyd (biplane own design, with two Adams-Farwcll motors operating individual propellers, not yet tried), George Russell (one Curtiss with Harriman engine and one copy, former making almost daily flights), Elmer Buiiingame (own design monoplane. Harriman engine, not yet tried), Louis Rosenbaum (monoplane, owner's design, not yet finished), Edwards & Edick (small copy of Curtiss. well built, own make of engine). Paul Kilduchevsky (monoplane, owner's design, making).

The Society has added an extension 30 by 138 ft. to its already large shed to accommodate some of the machines which have been housed under tents.


Some time ago the owners, a real estate concern, of the lands over which the flights are made, built a fence on three sides and began charging the public admission to a grandstand and the field. On Aug. 13 there was established a system of "points." each machine making an appearance on the field earning 1 point, a short jump a certain number, length of flight is rewarded, etc. The aviators share in profits according to the points earned. The two aeronaut ical organizations have nothing to do with the financial end of the enterprise, merely leasing shed ground and privilege of flight over the other lands. Each Saturday and Sunday large crowds view the flights of Harmon. Baldwin, Russell, Seymour, etc. Mr. Harmon objects to accepting money prizes and takes a cup or trophy instead.


Theodore Kornbrodt. Chicago. III.. 902.064. .Tune 2S, 1910, filed Oct. 28, 1909. AIRSHIP. A dirigible balloon having an elongated air bag semi-circular In form which is inflated with heated air from the exhaust pipes of several engines. A plurality of propellers provide the motive force while the steering is performed by a "resident element" acted upon by an air blast from a tube at each end of which propellers are arranged.

August Richard Kieger. Chicago, III.. 962,977, June 28. 1910. filed Sept. 9. 1909. AIRSHIP. A chassis of tubular form on wheels, provided with a motor operating a propeller at the front which is adjustab'e as to the plane of rotation. Reciprocating wings extend at each side and in addition gas containing cylinders are provided at each side to sustain-a portion of the weight. The cylinders are movable back and forth to maintain equilibrium.

Thomas Mortimer Crepar. Fargo, N. D., 963,522, July 5, 1910, filed June 2. 1908. FLYING MACHINE, the main characteristics of which are a plane of corrugated form, instead of the usual

flat surface, pointed at the front and diversing outwardly and down at the sides. A series of vanes are disposed on the plane adapted to be moved simultaneously at various angles and a spiral propeller supplies the motive force.

Harold M. Chase, and Minor F. II. Gouverneur, Wilmington, N. C, 963,510, July 5. 1910, filed March 17. 1910. STABILIZING MEANS FOR AEROPLANES. A biplane provided with vertically arranged partitions located between the planes extending longitudinally of the machine. The rear portions of said partitions are movable manually.

Gerald Geraldson, Newcastle. Cal.. 963.543. July 5. 1910, filed May 14. 1909. AEROPLANE formed by stretching material over a continuous rim which may he elliptical in shape. A transverse rod passing substantially through the center of the ellipse secured at each end to the rim, serve as the supporting means by pivotal connections to standards rising from the oar. Means are provided for changing the angle of the plane and also the standards relatively to the car.




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Curzon-Aviation Co., Inc.


American Aviation Training School




Curzon No. 1 Biplane, Speed Machine, $3,500 Curzon No. 2 Kurmaii Type Aeroplane, #3,500 Curzon Monoplane, - - - $4,000

All equipped with the Elbridge Featherweight Engines

The Fr.nch Gnome Engine will be furnished for the additional sum of $2,000 on machines only at this combined ligure

You can witness demonstration flights of your machine of at least 5 miles before accepting same.

Free tuition to purchasers.

Only a limited number of machines to be sold at the above figures, prices will advance shortly.

America's First Aviation Training School Open to the Public

Actual practice in the Art of Flying'. Aviators' diplomas issued on qualifying. Technical training; how to build, lectures, etc., by Prof. Harrison, motor expert, master of mechanics and profound student of aviation for the past three years.

Address all communications to J. W. CURZON, EAST ST. 3lfoUlf,triLL


Coming Aeroplane Meets

YOU want exhibitions of Man-Lifting Aeroplane Kite Flying to interest the crowds while the aviators are not flying. C. High 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 flags, 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, N. J., June, 190!), New York papers said, "The hundreds of kites in the air were a decided feature."


110 Tremont St. :: Boston, Mass.

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Flights With Burgess Aeroplane.

William Hilliarri has been making a constant succession of flights with one of the Burgess Co. & Curtiss machines ai Plum Island. Mass., having flown on one day alone 25 times without breaking even a rib or skid. The company's energies are being devoted to the Model 0 'Flying Fish" which is to have wheels as well as skids and to he driven by a Clement-Bayard :io h. p. motor. The company has hitherto employed two different types of propellers designed by A. M. Herring, two designed by Mr. Pflitzner and two Chauviere. A now propeller is being developed to have the good points of these without the defects. This will hi4 of the 2-bladod type with uniform pitch and as symmetrical as the highest efficiency will permit. The general design will he adapted to different diameters, the standard diameter for light ma-

Harvard Biplane Flies.

The Harvard Aeronautical Society, numbering 400 members, lays claim to having the lightest biplane in the world, its weight being but 105 pounds, including wheels, hut without engine.

The riding surface is i!<>o so. ft. and the control surface 35 sip ft. Fqnipped with disappearing wheels and offset surfaces, it is constructed of hollowed and laminated air-dried spruce without holts, screws or nails. The after cross-piece is on top of ribs, while the fabric is underneath the ribs.

The machine, which was built by S. L. Saunders and certain Harvard students, has made several 125-yard flights within Soldiers" Field, fitted with a regular Cameron 4-eyIinder, air-cooled automobile engine, at a height of S or 10 ft. However, the engine was not developing more than two-thirds

chines being G1,^ ft. The Pfitzner monoplane, now the property of the company, is at Garden City for sale at $4,000, with a Curtiss 4-cylinder engine.

The control device is novel in the "Harvard 1." There are two elevators in front, each operated by separate levers at the right and left hand of the aviator. In ascending or descending, both are moved to the same extent, hut one or the other is moved individually to maintain lateral equilibrium. The levers lock automatically on being released. The vertical rudder is regulated by the operator's foot. The motor and direct-connected propeller is swung in a revolving cradle, with the axis of support passing through both the center of gravity and the line of thrust of the motor. B5' a simple movement of either hand or foot the operator can adjust the thrust angle at will. The device is self-locking and free from vibration. The norm of the line of thrust passes through the aeroplane's center of pressure. Detachable wheels equipped with spring shock absorbers are attached to the skids.

The "Harvard I" was designed, patented and flown by James V. Martin, manager of the society.

Navigates Over New York.

Thousands of residents of the village of Manhattan were startled on the evening of July 10 when Frank Goodale operated his dirigible balloon from Palisade Park across the Hudson to Broadway and then down around the Times building and return. The distauce is about 10 miles.

of its horsepower and weighed with equipment 250 pounds. The engine itself weighed 100 pounds. The propeller was a Herring four-bladed, giving 200 pounds thrust at 1.200 r. p. m.

Trans-Atlantic Airship Ready Soon.

The Wellman polar airship. "America." is being assembled at Atlantic City, X. J., and before long trial ascents will be made. Previous to the cross-ocean attempt the ship will be navigated to Philadelphia and Xew York, it is promised.

Flight up York State.

Bath. X. Y.. Aug. 10.—Fred Fells, who has been making several short flights in the Kirkham-Fells biplane here for the last week, this morning made a flight of one and one-half miles at a height of 75 ft., making a complete circle and returning to starting point. The machine is a biplane with a new system of control and is equipped with a 25-P.0 horse-power 4-cylinder Kirkham aero motor. A complete description will appear next month.

The Nashville Aero Club seems to be another "fly-by-night" club, as letters addressed to it as well as individual officers are returned by the post office. A chance for the national council of the Aero Club of America to do some work. An exhibition was recently held in Nashville.


TO UFR FRIENDS M'e would appreciate it very much if you would specify in nritiny advertisers that you saw the ad. in AERONAUTICS. This will help us. and eventually be »f equal service to yourselves.

Detroit Aero. Construction Co. Motor.

The Detroit Aeronautic Construction Co. of Detroit. Mich., realizing some time ago that the present type of automobile or marine motor was entirely too large, heavy and cumbersome for aviation work, set about to build the smallest, light est and most effective power plant which could possibly be constructed. Its :!0-40 h. p. motor weighs well inside of 1T5 pounds, including a double ignition system, carburetor and propeller.

In order to secure efficient service, ball bearings are used wherever the same are at all practicable or applicable.

With the exception of the cylinders, pistons and crank shafts, the entire motor is built of aluminum, including the Schebler carburetor, which is being made especially for this motor, thus reducing the motor to the very minimum of weight without sacrificing strength in. any way.

The company has no hesitancy in saying that, in so far as size is concerned, it is building the most compact motor, for the power developed, in the world, the MO-40 h. p. motor occupying but about 1JS by 19 in. of space over all.

The cylinders on all motors are cast en bloc. The crank shafts are cut out of solid blocks of chrome nickel steel, and are carried on two large Hess-Bright ball bearings. All rotary parts are thoroughly balanced and in every way made as light as possible, without sacrificing strength for lightness. The intake, as well as the exhaust valves, are made especially large, to insure perfect intake of fuel, as well as absolute scavenging of cylinders. In the construction of the intake valves and manifold, the company has gotten away from the adopted form, and has adopted a system of its own, which is unique in so far as compactness and simplicity are concerned. The exhaust is effected by a peculiar cam operation, giving an easy rotary movement, combined with quick action, and is "fool-proof."

The company has also gotten away from the ordinary in its oiling system, which consists of a very small rotary gear pump built in the crank case, so as to be easily accessible in case a repair should be necessary. This forces the oil to all cylinder and connecting-rod bearings. The oil being pumped from a sub-base to the cylinders and to the crank case makes a splash system, a lever overflow pipe to the sub-base taking care of all excess oil.

Years of experience in building motors for racing boats has taught the company that in order to secure absolute ignition its motor must be equipped with a double ignition system. This system consists of a Bosch magneto and of a primary and secondary distributer with a single coil, and it is the claim of the company that it has the only perfect ignition system in present use.

The company states: "That the motors built by this company are a success is proven by the many orders which it has received from persons who have spent much time and money in experimenting with other motors, and who have discarded the same for the Detroit motor, and have found perfect success with it. References as to successful users of this motor will be gladly furnished by the company on application."

The company is now making arrangements for the building of a larger factory, in order to enable it to take care of its rapidly increasing business. Orders for more of the latest improved machines have already been placed, and negotiations for the building are now in progress. The

Detroit Aero Construction Co. Motor

company is always glad to see prospective customers and have them examine the plant and the motor. All motors are furnished with either aluminum flywheels or laminated wood propellers.

Hall-Scott Aeronautical Motor.

Two types of aerial motors of light weight are offered by the Hall-Scott Motor Car Co. of San Francisco, Cal., this concern having already delivered a number of them to western aviators.

One of the interesting facts about the successful flight of the Wiseman-Peters aeroplane at Petaluma was the use of a Hall-Scott eight-cylinder, GO h. p. motor. Al Hall, the designer, is best known as an automobile man, being well known locally as the builder of the Comet automobile, which made all kinds of records on local California tracks for two seasons.

These engines are both of the four-cycle type, water-cooled : a four-cylinder, :ju h. p. and an eight-cylinder GO h. p.. both having cylinders measuring 4 in. bore and 4 in. stroke, and with the exception of the crank shaft and crank cases all the parts on both typos of motors being interchangeable.

The cylinder walls, pistons and heads are made of a special cast iron. The valves, of nickel steel, are seated directly in the removable heads and operated by push rods and rocker arms. The water jackets are of spun copper, a by-pass between the jacket and cylinder head being used as a preventative of any leakage into the cylinders.

The cam shafts are located in the crank cases, which are of the strongest known aluminum alloy. The crank shafts and connecting rods are machined from hand forgings of a low carbon machine steel, which it is claimed is best adapted to use where a propeller is employed, bored and milled and ground accurately to size. Main and connecting rod bearings are of larger size than ordinarily used, being 1% in- in diameter.

The crank cases are split, the bottom oil cases having an oil reservoir cast integral, from which






Original in every respect but embodying the best principles now used on all successful monoplanes.

The Improved "Demoiselle"

A larger machine

150 Pounds for 150 square feet

a 26-foot span Designed for 5 pounds per squ re foot

Xo infringements—Ready for Power Plant


t ply laminated ribs Roebling steel cable

20n steel wheels Palmer tires

f steel axels Hartford varnish

Only a Limited Number at this Price

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The G. H. Loose Monoplane Co.



Immediate Delivery If Unsold:

One 4-cyl. 40-60 H. P. Elbridge aeroplane motor complete, new - - - $900.

One 7-cyl. 30-40 H. P. revolving motor

complete, new - 750.

One 8-cyl. 30-35 H. P. V type motor

complete, new......... 750.

One Biplane complete, less motor - - - 500.

One Monoplane, complete, less motor - - 500. Propellers and Aeroplane Tarts

On account of the pressure of other business we

have discontinued the manufacture of aeroplanes.

The above prices are way below cost to close out

quickly. If interested, write at once.



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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.


THE nextoreatachieveinent inavia-tion may be Motorless Flight. Many eminent engineers and physicists believe it to be attainable by man. We know that it is performed by the birds. Head the article entitled Soaring Flight," by Octave Chanute, in the Epitome of the Aeronautical Annual. This Epitome contains also articles by Cayley, Wenham, Lilienthal, Maxim, Langley and others who laid the foundations of the science of aviation. 22 1- pages, 18 plates. Price #1.00; postage 12 cents. W. 13. CLARKE CO., 2(> Tremont St., Boston.





Telephone 108 FULTON STREET Cable

100 John NEW YORK Photonews, N.Y.

Photographs of Practically every Aeroplane and Airship in the World

Lantern Slides and Enlargements our Specially Wrile for Catalogue Agents Throughout Europe


"Stop Thief!! and Nature gave a yell

As Willie dove to Death and Hell--

Thou hast my choicest model ta'en—

How shall I ste to make a Fool apain?"

See the Hump! It's a non-upsetable Helicopter, Parachute, Gyroscope, Fly-wheel Monoplane.

JOS. E. BISSELL, Box 795, Pittsburg, Pa.

a gear pump draws and keeps the oil in continuous circulation, constant level splash system of lubrication being used.

A ball-bearing thrust collar, integral with crank case end. is arranged to take a thrust in either direction, so that a push or pull propeller may be used.

Ignilion is by I'.osch high-tension magneto, and a special aluminum Stromberg carburetor is regular equipment.

This company claims simplicity of construction and design, wilh as much lightness for the power developed as any other water-cooled motor that will stand up under the hard usage that an aeronautical motor has to contend with.

In addition to these motors this concern offers laminated elm and mahoginy propellers, which they believe have oriiinal lines, and which they claim give more thrust for the norsepower expended than propellers of other manufacture. Using a (i-ft. blade on their :_!<>■ h. p. moto '. they claim a thrust of 2l'<i pounds at 1,100 revolutions, and with an s ft. blade and their C>0' h. p. motor a thrust of from :'.:!() to :'.!»<> pounds at 1.20O revolutions.

They are also prepared to furnish radiators of light weight, but with liberal cooling surface, in two types, a .զgt;() h. p. weighing 14 pounds and a 00 h. p. weighing :><) pounds.

The Detroit Rotary Motcr.

Tlie Michigan Airship Co. has been formed in Detroit. Mich., to make and distribute a new rotary en-rim1, called the ֔totaero." It is claimed by the makers that in this motor many of the aims of tin1 engine designer, great power with little weight, long life, simplicity, accessibility, freedom from repairs, etc., have been accomplished.


The engine is a 1-cylinder in principle, which

has been divided into two perfectly balanced units, and the different working phases of the cycle, as charging, compressing:, erplosion and expansion, occur in both units exactly at the same time but in opposite directions. This relieves the center of the engine from any bonding strain under normal conditions.

Adverse, criticisms have been made against the multiple type of rolary engine for the simple reason that it requires a man of thorough technical knowledge to locate ignition troubles. In the revolving 1-cylinder type the difficulty of locating the ignition troubles of the multiple cylinder rotary type is being eliminated, as both sparks must occur simultaneously in the same place, which is not the case in a multiple cylinder type of engine.

This engine has been designed in accordance with the 2-cyclc principle, because a 2-cycle engine gives more power for a given weight than the 4-cycle, and eliminates in the present design the intake valves entirely, and simplifies the electrical or mechanical timing arrangement to a great extent.

In the present design the .so-called, "straight-line" clearance has been introduced which is even of a greater volumetric efficiency than the 4-cycle principle, inasmuch as there is no non-scavenging space above the piston in which the burnt gases can possibly remain, which is often the case in the imperfectly designed valveless 2-cycle engines. The new charge, by aid of the crank case compression, fills the cylinder through the by-pass on the very lowest point and leaves through the head valves after the expansion stroke, and inasmuch as carburetor intake and exhaust ports are located in a radial direction to each other, the centrifugal force plays a very prominent role in the process of charging and discharging, helping to throw the charge into the crank case, transferring the same from there into the cylinder and after the expansion stroke into the air.

The engine may be mounted hanging from one bearing like the French (Inonto motor, or it can

Detroit "Rotaero" Motor 101

preferably be located between two bearings while the propeller swings outside the front bearing.

Tbe pistons describe a true circle around the wrist pins and form, during a half revolution of tbe engine, a vacuum in (be crank case, drawing the gas and oil mixture through the hollow crank shaft and a mechanically operated poppet valve into the crank case where it is compressed during the next half revolution, then entering the cylinders by means of the by-pass, filling same. A short time before the head of the piston clears the by-pass, the exhaust valve is opened mechanically and the burned gas rushes out, driven by its own pressure, mostly before the piston head reaches the by-pass opening and as the exhaust valve is still open at this moment, the new charge entering the piston gets a chance to assist in driving the remainder of the burnt gas out.

Touching on the constructional side of this new aeronautical power plant, tbe different parts of the engine are machined to fit within one-thousandth of an inch, and are made on the interchangeable plan through the use of precision instruments and fixtures. The crank case is made of aluminum, and is east in one piece. Cylinders are made from cast iron machined all over. The pistons from the same grade of cast iron and contains three rings, of which two are above nnd one below the wrisfpin. The crank shaft is double throw, and bored out to reduce weight and to admit the gases. The exhaust valve is located

aid of all scientific means, and the results of these tests will be published in a subsequent issue. _

Church Aeroplane Co. Busy.

The Church Aeroplane Co. lias completed a Bleriot, cross-channel type, for Cohan & Harris, theatrical managers, to be used this fall in the new play, called (he "Aviator.'"

A biplane is also building for Kramer, the former bicycle champion.

The World has bought an exact model of the Curtiss Albany-New York flyer, built to scale 2 in. to the foot, aud all details are carried out very minutely. Seven of the principal type models have been shipped to Revere Bench. These were built to order for the Suffolk Amusement Co., and are on exhibition in connection with a daily balloon ascension.

The Church company recently moved to new (juarlers. 12" Smith St., Brooklyn, where there is room enough to build four machines at once.

Rinek Engines Two a Month.

The Rinek Aero Manufacturing Company have now secured the services of a first-class mechanical engineer, Mr. William Francis, and are now in a position to turn out two engines a month. Mr. Francis succeeds .T. E. Smith, who is no longer in their employ.

Detroit Rotary Motor

in I lie head of I he cylinder and is made from (lie same grade of cast iron as the latter aud is of sufficient area to empty the cylinder in minimum time. The magneto is driven positively at crank shaft speed which insures an easy starting of the engine direct, without the aid of battery ignition. The engine is held together by means of two tension bars terminating at each end in a valve cage retainer in which the valve is seated and held to the cylinder and with the same is held to the crank case. It is natural that the cylinder valves, etc.. exert an enormous pressure through the action of the centrifugal force, and keep the valves seated tight. Consequently in this way the cylinder is in compression instead of intention and as the tension bars are of sufficient size 1o take care of the pressure at a high speed with an ample factor of safety, there is no danger whatever for the parts to become loose or to be thrown off. American-made annular ball bearings have been used as main bearings. The connecting rod bearings are made from hest white brass. The lubrication system employed is the spraying system by which the oil is drawn into the crank case in form of a fine spray, oiling in this way all internal working parts. The testing experiments of this engine have nol been completed, at the time of going to press. However, arrangements have been made with one of the foremost universities to have this engine tested with the

New Books.

Modclcs d'Aeroplanes is the title of a recent hook on model building. It is well illustrated, with drawings of models, power plants, etc., and there are listed small propellers of various sizes, gasoline motors and rubber-band plants.

Price, 2 francs, from Librairie de YAvid lion Illnstrce, 5, due Coetlogon, Paris (Vie), France.

Encyclopedic Acronautiquc, by L. Veutou-Duclaux. (Published by F. Louis Vivien, 20 rue Sattlnier, Paris. Price, 1 franc 75.) An 8vo brochure containing 300 aeronautical items and terms with definitions and comments. The various machines are concisely described and illustrated and the book is practically an extension of the author's popular "l'Aviation Expliqttee."

AERONAUTICS September, ioio


Vulcanized Proof Material

f^^a WINS flBfe


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 can take care of his PROOF balloon, as it requires little or no care, and is NOT subject to spontaneous combustion. Breaking strain 100 lbs. per inch width. Very elastic. Any weight, width, or color. Will not crack. Waterproof. No talcum powder. No revarnishing. The coming balloon material, and which through its superior qualities, and being an absolute gas holder is bound to take the place of varnished material.-The man that wants to have the up-to-date balloon, must use VULCANIZED PROOF MATERIAL. Specified by the U. S. SIGNAL CORPS.


Prices and samples on application

Captain Thomas S. Baldwin Box 78, Madison Square





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 The WilCOX Propeller

Carton &, Lachambre

Balloon and Airship Builders of Paris, France

Address -. Box 181

Madison Square

N. Y.

Trade Opportunities in Mexico.

AERONAUT1CS' representative in Mexico, Mr. Edward L. Kamsey, Box Xo. loo, Veracruz, V. C, ilexico, advises ttiat lie receives incpiiries almost ■tally from parties in different parts of the Republic, for information as to where aeronautical ֳupplies of all kinds can be obtained, and states that if the manufacturers and dealers will send ■im catalogues and descriptive matter of en-tines or samples, of supplies, etc., he will be pleased to forward same to parties making inquiry.

Independent aviators or exhibition companies would do well to address .Sr. Don Guillerrno de Landa y Escandon. Governor of the Federal District, at Mexico, D. F., Mexico, who is also the President of the National Centennial Committee, with the idea of securing engagements for the Aviation. Meet which is being contemplated and ivhich will be held in conjunction with the Centennial Celebration in the City of Mexico during the month of September.

Barberton Aviation Co.

The Barberton Aviation Co., liarberton, O.. is Offering a modified Curtiss type machine for general ■ale, equipped with an Elbridge engine. 40,-go h. p. fhe spread is 37 ft., by OVi ft. fore and aft the [tain planes'. The weight complete is about SOU Founds. The equipment includes Bosch magneto Und El Arco radiator.

Rubel Company Aero Catalogue.

A most pretentious catalogue having a full line >>f aero motors and supplies, aeroplanes, etc., is lhat just gotten out by R. O. Rubel, ,lr. & Co., If Louisville. Ky. Nearly everything in the aeronautical line is" listed.

Many Engines Sold.

Many sales have been made the past month \y engine makers all over the country. The Hall-Scott motor, a new one on the Coast, has llready done a promising business. And in this Issue will be found some other new motors on Ihe market. The Rinek Aero Manufacturing Co.. p Easton, the llarriman and oilier companies feport demands up to the limit of output. Among Inrchasers of Elbridge engines are .John E. Clark If San Francisco, who is building two biplanes; Ranniel Barton, 1008 Herkimer St., Brooklyn, N.

a I'll h. p.. 2 cylinder, for a monoplane;" John levler. Union Mill. N. J., a 40-G0 ; Glenn Ethridge, Vestbury, L. I., 40-GOi, for a Curtiss type biplane ; I. C. Cook, 128 West 125th St., New York, who Has a 40-00 for his Curtiss type ; George Schmitt, Jutland, Vt., a 40-00, for a Curtiss type being milt by Wittemann Brothers.

Nicaraguan to Buy Aeroplanes.

Dr. .7. .T. de Praslin of Nicaragua has been vis-ting various aeroplane exhibitions in this country ind is now in St. Louis, lie been me interested here in the Curzon machines, and states that he nay possibly buy 12 and remain long enough to lecome proficient in operation, so as to teach ilia tors in his own country.

The Curzon manufacturing plant and training chool has removed from Chicago to Washington 'ark, East St. Louis, 111., where perfectly level rrounds are to be had. two miles long by one aile wide, with plenty of surrounding country ree of obstructions. A course five miles in length an be flown over.

L. Davis, both of Chicago: 111.: G. \V. Dorsey, Jr., Wilmington, Del.

Detroit Aeroplane Co., Detroit, Mich., $20,000. Curt Weinburg, Fred Weinburg, Ray Wilcox, William Anderson, Alfred Brawn.

The Lateudorf Aerial Navigation Co., 34 East 28th St., Bayonne. The authorized capital is $50,000, divided into 1,000 snares of $50 each. The incorporators are Lowell li. M. Hoig, of Orange; G. Edward Menzel, of Maplewood, and Howard W. Forsyth, of Mount Vernon, N. Y.

Chicago Aeronautical Exhibition Co., 2,500; exhibiting airships, aeroplanes, balloons, etc. Charles E. Hartley, Robert T. Laughlin, James E. Gilles.

The Aeronautical Society, New York; promote aeronautics; capital, $10,000. Incorporators Thomas A. Hill, Lee DeForest, Hugo C. Gibson all of New York City.

Stella Aeroplane Co., New York City; manufacture and construct airships heavier than air; capital $50,000. Incorporators, Paul de Kildu-chevsky, 316 East 10th St. ; David Edelstein, 1605 Prospect Ave.; Isidor Wolfberg, 841 Fox St., all of .New York City.

American Aeronautical Association, membership corporation, June 22, 1010. To form organization of representatives of lawfully organized aero bodies, organize other bodies, issue pilot licenses and generally supervise and regulate aeronautic endeavor, hold meets and contests, maintain club house, develop science of aeronautics, establish aviation schools, encourage helpful legislation, cooperate with manufacturers of aerial products on tue continents of Aorth and South America and adjacent islands. Directors named to serve until first annual meeting: Joseph T. Adams (New York), Martin Bloomer (Westrield, N. J.J, William Borchers (Brooklyn), A. Franklin Callahan (Chicago), James K. Duffy (New York), Mayer C. Goldman (New York), Clifford B. Harmon (New iork), Joseph D. Havens (Kansas City), George

Chas. C. Bradley, of Pacific Aero Club, has tad some interesting results with his large pro-teller. This laminated propeller is 8 ft. in diam-■ter, with an S ft. 3 in. pitch; blade at widest lart is 24 in. Turned at about 400 r. p. m. by l 20 horse power 4-cylinder, water cooled motor. i?4 x 3% bore and stroke, the propellor going

to 2 of motor, a thrust of 230 pounds was ecorded on scale. This propeller is of very neat workmanship and was made by Mr. Bradley per-onally.


National Manufacturing & Aerial Exhibition Co.; apital $50,000. Incorporators. Eric R. Mackay, James

seph Snyder (New York), William B. Strang (Kansas City), Albert F. Zaum (Washington).

Pelletier Aeroplane Co., $25,000, New York City. Manufacture of aeroplanes, motors, engines, etc. Incorporators are 11. E. Pelletier, E. J. Pierce and N. K. Green, New York City.

Burgess Company & Curtis, Marblehead, Mass. For the manufacture and sale of aeroplanes ; capital of $80,000. Incorporators: President, \V. Starling Burgess, Marblehead ; treasurer, Greely S. Curtis, Rye, N. Y. ; clerk, John Noble.

The Gallaudet Engineering Co., Norwich, Conn. ; $100,000. Incorporators : E. F. Gallaudet, Denisou Gallaudet and Grosvenor Ely, all of Norwich.

The Walden Manufacturing Co., New York City. To manufacture and deal in aeronautic devices. $10,000. Incorporators; Henry W. Walden, 37 St. Mark's Place; Abraham Levin, 1020 Simpson St.; Jacob Glass, G7 Second Ave., all of New York City.

America Exhibition Co., Atlantic City. For the holding of meets and the exhibition and flying of all types of air craft; $10,000. Incorporators: Charles B. White, A. T. Bell, J. Haines Lippin-cott, Harry B. Cook, D. S. White and Jacob Weikel, all of Atlantic City.

Aero & Motor Club of Asbury Park, $25,000; incorporators, Geo. W. Pittinger, A. R. Parsons. J. G. Warner, J. M. Ralston. II. E. Denegar, II. G. Rockefeller, C. A. Atkins, Milan Ross. J. L. Kin-mouth, W. A. Berry, J. M. Ralston, C. K. Zacharias. Margaret II. Frost.

The William T. Thomas biplane has been making many good short flights at Hornell, N. Y. A full description of this machine appeared in a recent issue of Aeronautics.

AERONAUTICS September, tqi



To tlie Editor of Aeronautics :

The accompanying illustration is an amplification of the air runner or Uotaplane set forth by the writer in the XcicnHfir A mci irmi Siipijlenivnl of Oct. 25, 1U02. In that article will be found, 1 think for the iiest time in print, the recently much-used word aviator, to designate the operator of a heavier-than-air flying machine. The general subject of orthogonal flight was illustrated and discussed by the writer in the above publications of Aug. 11. lS'.U ; Jan. yn, 1!H)4, and the FJcdriva) World of June 20, lSlMi.

As a replica or close copy of the device herewith illustrated is now under construction, it is thought a brief statement of the characteristics we will doubtless establish may be of interest to readers of the fast developing aerial art, and they are certainly more numerous than when the articles referred to were published. This device is especially designed for warships and kindred purposes, for the army, for explorations or for preliminary surveys, etc., it may be dismantled for compact transport. The design for' general commercial usage weighs less and appears somewhat different in aspect, as the aviators are seated and other expedients availed of for maneuvering, which will be described later. It may be flown from any place without a runway or other starting arrangements, and will alight at any unobstructed point where there is space for it to stand upon. It is intended for use as a ship's adjunct aud flown from its deck. It may be flown from land; it may be flown from water. It will rest upon a sea of considerable roughness, when properly e<pnpped therefor, and will rise therefrom with greater efficiency (less power) than from the land, because of lessened weight, due to parfial submergence, and greater facility, because of the absence of drag due to vertical tilt as distinguished from forced translation through water and the consequent skin frictional resistance of any such attempts witli monoplanes, biplanes or triplanes.

Tbe modus operandi of tbe translation and direction of this machine is, curiously enough, the same physical principle that lends itself to the locomotion of land animals in- walking or running—viz., the center of gravity displacement. That is to say, when in suspension, the center of gravity of the machine is determined by tbe position of the load relative to the axis and tbe load is the operators, who are free to move together or separately about and around the axis or supporting pedestal of the machine. Obviously, then, the machine is careened and the cant or tilt of tne axis to the points of the compass determines the direction of translation through the air, and it takes little cant to make high speed. If is easily shown that gyroscopic action will not interfere appreciably in the operation of handling this machine. The action of the gyroscope is only apparent when it is subjected to <[hUdc movements, or sudden precession, from its plane of revolution. The heavy wheels of a vehicle rounding a street corner, or the driving wheels of a locomotive rounding a cinve, have a decided gyro-soopic Vend-eucy : but we know if is negligible, duo principally to comparative moderate rotative speed and the (jrndual changing of their planes of revolution.

Instead of so-called aulomatic stability, it is apparent that this machine has inherent stability like a boat ; and this can be made adjustable by telescopic arrangement. Quite the same as a boat can be made variably stable by the weight and position of the load relative to the water line or plane of buoyancy. Hence the long training to acquire specialized skill is not necessary. The mental and ordinary requirements of a competent auto driver would be all-sufficient Wind1 resistance is minimized by compactness, which, combined with weight, insures precision of movement when in the air. With proper equipment its shop cost would be. moderate.

r have shown how the; machine is directed by the center of gravity displacement. Other maneuvers, such as jockeying to attain altitude, are effected the same as we meet the up and down grades with our automobiles and other vehicles by

increasing or decreasing tbe motive power. li utilizing the two expedients described, every mei tionable evolution can be made in the air, froj a stand-still or stationary suspension—even spi.l ning around like a top in either direction in sit pension to a straight, curved or spiral path i<

or ('own at any angle to the horizon—or vl tically—without the impedimenta of tail, win] rudder, aileron or complicated mechanism, or til addition of a pound weight.

"The real future of flying, or rather the pra tical solution of the problem of the air," ■ Channte thinks, "will come witli the exploskl motor turned into a 'sustention' engine," follo^ ing a statement that lie does not foresee miw utility for aviation carried on along the presei lines. Doubtless the heart and key to all typj of flying apparatus lie in the motive power, an all types of engine will needs be adapted to tl different types of machines, of which at the pra ent time there are only two in evidence of tl heavier-than-air sort. Doubtless also the great J held for broadening and perfecting the aerial a| is for the theorists to get busy and evolve a ll liable fundamental power principle, or const ruetiol involving no reciprocating parts like tbe electr motor, for instance, which, tin fortunately, is not prime mover. Then we will begin to see daylighl I know of at least two of some promise. Barrid this desideratum, we must do the best we can wit existing systems.

The original arrangement of the two-cycle ei gine shown in the publication first referred to, d radially arranged revolving cylinders incorporate at the hub, has been introduced substantially o the same linos by the American Adams-Parwe and tbe French Onome companies for aeronautic work. These rotatory engines have features < air-cooling and light ness which are very stron factors aud are likely to be controlling for soul types of flying machines. In, the illustration hen with 1 have eight two-cycle cylinders groupe around and parallel lo the axis. The eight cyl inders act as a unit, of course, through the tranj mission. This makes a good arrangement in som respects, but, for certain mechanical reasons, tit prime mover of the machine under construction i arranged as three twin-cylinders acting as a nnil through a reverse motion differential speed trana mission of nickel-steel spur and internal gears The maximum power developed is 00 horse; th normal power is 75 horse for the three engines-i. o., six cylinders of 1-V2 horsepower each. Till engine has special features for clearing the cyl, inder and purifying the mixture for perfect cotiil bustion. It. weighs about 202 pounds, or 2.1 pounds to the horsepower. I have aimed in th I present construction to make a full-sized macliinrl which can be considerably modified without recoil strnction for experimental data of which there il practically none extant. With that end In viewl


y tit-.


147 FULTON ST., N. Y.

Tel., 5635 Cort.


11 Ojrrpq built to order on extremely short II Ol^CSs notice> ^TWe do experimental :k of all kinds. CWe are specialists in light, ular, frame construction work :: ::


Eighth Avenue - Phone, Bryant, 1268 - New York


20" x 2" Curtiss Type in Stock-WEIGHT 7 LBS. Monoplane Tail Wheel, 16" x 1 ^"-Weight 3 lbs.

.rman Type Axles ^IZvaL^

l* Wire-Spoked Steering Wheels - - Turn-Buckles

\. WEAVER, Jr., 956 8th Ave., N. Y.




a W. 57th St., N. Y. Tel. 6549 Col.



We Accomplish Results where Others Fail xsen Lubricators have proven to be tbe most reliable

Pedersen Manufacturing Company

(Established 1884. Incorporated 19oe) i-644 FIRST AVENUE NEW YORK

eaver-Ebling Automobile Company


All Aeronautic Supplies 0 Broadway at 79th St., - - - New York

ito & Aeronautic Supply Go.

C. Aeronautic Supplies of Every

Description in Stock C. Wood Cut as per Specifications

00 Broadway (73rdst„) new York

'phone, 6948 columbus




Skeeter has a new propeller; You ought to see it t goes like a streak. Tbe Jersey Skeeter Aeroplane ins. long, weighs 1-6 ounce, tlies 30 feet. Sent aid 25 eents.

jln Square Novelty Works, 1939 Broadway, N. Y.


Spruce Lumber — Aeronautical Cloth— Turnbuckles—Piano Wire, Etc.

catalogue free

J. W. Roshon :: Harrisburg, Pa

New York Chocolates

Health Food Chocolate

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

Roebling Aviator Cord

Made of the highest strength wire drawn from special steel

The strongest and lightest cord procurable JOHN A. ROEBLING'S SONS CO., - Trenton, N. J.


which you may desire from France, write to

Ladis Lewkowicz, Ervauville, Loiret, France

and prompt attention will be given your inquiry.

Specialty of securing reliable and successful motors. Any styles of aeroplanes. Quickest delivery and lowest figures. Manufactureis' guarantee. Full information can be obtained from my lawyer and resident representative, Eugene I. Gottlieb, Esq., 140 Nassau Street, New York City.



For Model and Full Sized Aeroplanes.

Prices on Application

L. G. DUQUET %^<-

Specially Selected for Aeroplanes

ALL SIZES IN STOCK J. DELTOUR, INC., 49 Sixth Ave., New York

telephone 5565 spring

White Aeroplane Co.

= 15 Myrtle Ave., Brooklyn, N. Y. =


Excellent facilities for experimental and model work CATALOGUE FOR STAMP




September, ioi\


20 Years Experience





Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements - BOOK MAILED FREE TO ANY ADDRESS -

CHAS. E. BROCK, patent attorney

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Competent Patent Work Pays in the End.

You get it here at Minimum Cost. Also Working Drawings and Reliable Data for Flying Machines. AUG. P. JURGENSEN, M. E. 170 BROADWAY, NEW YORK CITY


\ Our New Book PATENT-SENSE Mailed Without Charge

1 n.S.& A.B.LACEY.Wasnington.O.C. Estab. 1869.




Aeronautic Inventions

a specialty at home and abroad

Pasadena, Calif.


First Complete Aero Book Catalogue

-send FOR COPY-

Aeronautics, 250 West 54th Street, New York


C. L. P A R K E I

tate Examiner U. S. Patent Offi

attorn ey-at-la w and solicitor of patents

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




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

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

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


IF SO, WRITE FOR OUR BOOKSi "Why Patents Pay," "100 Mechanical Movement! and a Treatise on Perpetual Motions—50 Illuslratiol - ALL MAILED FREE -1

F. G. DIETERICH & CO. patent lawyefJ 803 Ouray Building, Washington. D. Cl

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This book for inventors sent free, $35.00 required to file patent application. Total cost $65.00 I TRADE MARKS REGISTERED BEELER & ROBB, Patent Lawyer S7-90 McGill Building - - Washington. D. <




Improvements in Aerostructures should be protected without delay. Thousands arj i^L, experimenting, and your discoveries may be made and patented by others. A seeminplj unimportant point to-day, may control the Aeroplane and Dirigible in the future astheSelde 1 Patents control the Automobile. Do not give your ideas away ; protect them with solid patentil We render an opinion as to the patentability of any invention without charge. Send us I sketch and description, photographs or a model for immediate report.

Booklets giving full informal ion in Patent Matters, a list of needed inventions and a histor of successful patents, mailed free. Write for them.

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the diameter over all may he varied from 12 to 17 ft. It is believed, however, that with high power and efficient screw action diameters of around 111 ft. will be sufficient for the practical working; of Kotaplanes of medium-load capacity.

The illustration shows superimposed screw blades supported by a tubular double-rim tangent wire-spoke wheel. This (rotary) biplane arrangement has not been tested out by the writer, hut I be inacliine under construction will determine the advantage or otherwise of this feature. The gasoline and lubricant are contained in the l/ol'-in. sheet-steel norlestal. The carburetor lias been changed from near the base to near the engine, so it will not be interfered with when alighting nn the water. The total weight of the machine for two persons is about 4(i(i pounds.

The word aeroplane, or monoplane, or biplane, or triplaue, applied to the respective examples of present-day flyers, is a misnomer, because the supporting surfaces of all machines up to the present rime have been aerocurves exclusively—something quite different. In view, however, of the hold these words seem to have on the popular imagination. I will venture to name the type of the machine illustrated herewith a rotary aeroplane or Kotapiane.

S. D. Mott.

Passaic, X. J., July 30, 1910.


\V. J. ldcfenbach has finished a 4."-ft. Curtiss typo biplane and needs a motor, lie is willing to part with an interest in his machine and requests aid to this extent. Letters will reach him care of the Aeronautical Society, Mineola. X. V.


John C. Press, 100 P.urritf Ave., South Xor-walk. Conn., suggests a device for the maintaining of lateral equilibrium by moans of flexible ailerons as shown in the sketch. These are fixed at an upward angle. To get increased lift on one side of the machine, the designer curves the aileron

Front View

down en that side and curves it up on the other, lie claims that no turning movement will be caused by this device.


Joe W. Xaude, Graaff Ueinet, Cape Colony, is industriously working out some novel features in Hying machines, not to mention an aeroplane that uses a small motor for starting only and a helicopter Combined with a biplane glider. The novelties cover lateral automatic stability, aero brake, means for changing angle of incidence main planes (luring flight, shock-absorbing device and mono-wheel and skid combination, reversible propeller, vertical and horizontal rudders both fore and aft. cooling device for air-cooled motors in tropical if]imatos. universal control, emergency second control, warmer for gas and oil in cold climates and at high elevations, fluting of under planes to prevent skidding.


Dear Sirs :—■

i would like to give my idea of the dill'eretioe between the Wright and Ihe Curtiss cqiilibriuni control.

When the Wright machine tips to one side, the low side is warped so as to increase its angle of incidence. In other words, the lift of the low side is increased anil that of the high side de-

decreased. The low side, having the greater angle of incidence, has more drift ; this would make the machine travel in a circle with the low side toward the center, this tendency is overcome by manipulating the rudders.

The ailerons in the Curtiss machine are analogous to elevator rudders. Then when this machine tips to one side, the low side is steered up and the high side is steered down by manipulating the ailerons or wing tips. In a Curtiss machine flying there is no very noticeable movement in these ailerons, which goes to show that they move through very small angles. Since these surfaces are flat their drift small angles is very slight, so that any difference of resistance (if there is any) at the wing tips is so slight as to be immaterial, therefore the machine1 does not deviate from its course.


1519 Oxford St., Perkeley, Cal.


To the Editor:—

There has been so much talk of late regarding the Wright patent and the danger of their monopolizing- and hindering the advancement of the art that I take this opportunity of showing a few different improvements designed to be used on any make or style of aeroplane and render flying safer and soaring more possible.

My objective point has always been an instantaneous control under all circumstances and conditions, all possible accidents considered and provided for. in my improved auxiliarv plane system. 1 think I have accomplished all this and more.

Fig. I is a plan view of a machine with im-uroved horizon!al or elevating rudders, with which it is possible to steer up or down and to right or left and balance the machine simultaneously with one lever. The dotted line C. on main plan'e A, shows end of ribs and beginning of extremely flexible portion as shown in Fig. VI. A is rib: P> is beam; C. rear end of rib: V). flexible portion of rib which in itself is an equalizer of pressure hut may be warped down on the low side of machine either manually or automatically.

Fig. V shows two vertically disposed screens operating 1 ransversoly of the machine, designed as an emergency or auxiliary lateral steering gear with which vertical cells or partitions must be used to prevent side drift as in Voisin type or may be used to stop machine when both are pulled out simultaneously. In construction they are simple and are practically the same as the ordinary roller curtain or window shade without racbets. The drawing represents a front view of both ends of machine : A. main pianos : P.. adjustable screens ; C. cords ; 1'). wire in front of which the screens operate, thereby allowing the action of the springs on screen, which would be prevented by the pressure otherwise: the idea being to present a desired amount of surface on the side corresuonding to the direction (i. e. right or loft > in wb'"h the machine is to lie steered, retarding one side of machine and permitting the other side The longitudinal action front anil rear is simultaneous. There is no transverse action of rear rudders except for emergencies. The advantages to revolve around to any position desired, might also be used to restore eouilibrium to a certain extent by presenting surface on (lie high side of machine.

Fi«r. II is a sectional view of improved horizontal or elevating rudder, dotted lines showhrr their luiif/ilinlivnl action by means of which the eouilibrium is maintained or instantlv restored by tilting all auxiliary pianos opposite the inclination of main planes: i. e.. if the right side of main planes are low, tilt the anviliary nlanes opposite so that the right sides of all auxiliary planes front and rear are high (Fig. 11). UK are adjustable balls between which auxiliary planes operate: 1) is a guide passing through central support and preventing nlanes from getting out of their proper positions, is hinged on both sides of planes to allow transverse action : F. hinges.

1'Msr. IV is a side sectional view of rudder showing the transverse action common to all derating rudders now in use.

1 5—


1 /rt

. /-\-—

Fig 5.

J.WFuhr 712377 77


PdTfeziTB Pending

2222I7ayTDTi 5T" Ch ica g□

Fig. Ill shows a roar view of front rudders when operator is slecriug up and to the left, shows result of combining the longitudinal action Fig- Tl. B, and the transverse- action Fig. IV. B. of this steering system are many, some of which are that it automatically banks 'machine and prevents side drift, the principle is identical to a bird's; it is safer and more practical; is more convenient, gives greater pressure 'and lifting power both on auxiliary planes and on main planes:; makes soaring ' more safe and dependable.; does not require any vertical surface or rear vertical rudder : it is a one lever control, gives instantaneous balance, is not liable to break or get out of order, is simple and cheap and is not an infringement on any body.

The extremely flexible portion on rear of all planes is designed (o copy as close as is possible

the feather, which has a rigid stem with very flexible edges which bend up under pressure as in Fig. VI D. dotted lines showing various possible results of pressure. A slight propelling force would be derived from position K.

Fig. I- (t vertical rudder post, if one is used. F is the various parts of framework which must necessarily be alrered to suit different types of machines: I), propellers: 10, main lateral beam; H, central support on which rudders operate.

I will appreciate all criticism and opinion of those interest I'd. 1 will gladly answer any questions and supply all further information at my command.


2221 Dayton St.. Chicago". 111.

The monoplane of r. F. Gillette is nearing completion. This machine is. in the main, a զquot;Bleriot" type, but is considerably larger and has a number of modifications. The spread is ."14 by 2!) ft. fore and aft. wings are detachable with "Far-man" type ailerons on ends. A triangular body supports at the rear "Antoinette" typo rudders, and carries also horizontal and vertical fins: two masts in center will support planes, which are (i ft. C> in. in depth. The ribs are of built-up construction and have the usual monoplane high camber; they will be double covered by Xaiad cloth. Wheels 2C> n 21/&. Total surface. 20S sq. ft. Weigh I of machine without motor. 275 pounds; weight of en lire machine without operator, GOO pounds. This allows ">25 pounds for

Ihe complete power plant. A 50 horse power motor will be used. Body will be all covered.

Tod ("Slim" i Shriver. for many years Captain Baldwin's right hand man. and selected by Curtis* when lie was abroad last year, with ii. j. Dietz. the lamp manufacturer, has organized the Hempstead Aeroplane Co., of Mill Itoad. Hempstead. B. I. Machines will be built for general sale as well as for exhibitions. The Kirkham ({-cylinder engine will be used.

The llendee Mfg. Co.. Springfield. Mass.. makers of Indian motorcycles, are working on aeroplane engines of a very light weight, waterproof tight, of 4 and s cylinder. 25 and 50 h. p.. respectively. The S-c.vlinder type is of the "V" shape.



CYVe have here a big, wealth}-, new territory that is booming big in J

aeronautics and aviation. There are six balloons here, many aeroplanes 4-

and numerous gliders. Our hangars have been rented for the winter for many 4,

more. We will start next summer with enough machines to be <well ahead of |£

any other dub. +


WHO WILL TAKE YOUR AGENCY. % _.________________,_ *




For floor space, terms and all information regarding the show address the Manager

HENRY M. NEELY :: :: :: Chairman Exhibition Committee

Aero Club of Pennsylvania, Betz Building, Philadelphia

Aero Show

Nov. 17 to 24 1910


Complete Exhibition of Aeroplanes, Dirigibles, Balloons, Accessories and AH Articles of a Kindred Nature

զquot;"THE BUILDING contains over 38,000 sq. feet of floor space, this has been laid out to give the public 1 -3 and the exhibitors 2-3. More than half the exhibition space has already been taken, but we wish to show our visitors the besT: variety possible—so we would appreciate and do solicit communications horn all interested.



I Coliseum Building :: :: :: St. Louis, Mo.


"The Three-States Aero Show"

Philadelphia, October 22—November 5, 1910, inclusive Held by the Aero Club of Pennsylvania


The First Complete Book On Flying Mac\

The Art of Aviatii

By Robert W. A. Brewer 266 pages, 6x9, many illustrations and working drawings, $3.50 net, \

It gives dimensioned drawings,

details of parts,

materials, etc.

Mr. Brewer on a Bleriot XI. Monoplane fitted with an Anzani Engine.

ROBERT \Y. A. BREWER lias been an important figure in the development of the aeroplai He is manager for Grahame-White, the British aviator. He is besides an engineer of wide e< perienee, who has specialized in the aeroplane. The work deals with the practical aspects flying machines, rather than with the theoretical side. It is essentially valuable because of t' working drawings and the practical guides for those who would build or study the construction aeroplanes. Machines of various types are described in detail. Engines are also carefully considere with details of propellers.

It covers also the art of hying, including gliding experiments, steering, balancing and control, will interest the general as well as the scientific public.

The Main Chapter Headings Are:


hapter I. A Comparison Between .Monoplanes and Biplanes.

] 1. The Form of an Aerofoil.

III. Early Models.

IV. Engine Problems and Principles of Design. V. Description of Engines.

VI. Engines, continued.

\ II. Propellers. "

VIII. Efficiency of Propellers. "

Chapter XVII. Glossary of Terms.

IX. Materials of Construction for Aeroplaj

X. Details of Manufacture.

XI. Successful Monoplanes.

XII. Biplanes.

XIII. Biplanes, continued.

XIV. Progressive Monoplane Records. XV. The Art of Flying.

XVI. Future Developments.


250 West 54th Street :: :: New

Send for our New Catalog oj Aero Books


Le Blanc Wins $20,000 Prize.


Aug. 17.—Alfred Le Blauo arrived al lssy. in the suburbs of Pan's, at <> :4."> o'clock this morning and is the winner of the cross-country flight which started from there on August 7.

For the iJ a tin's .$21).0011 contest over the "Fast-em Circuit," a distance of 7N2 kil. (4N.V.H miles). :!զquot;> machines entered. The prize was offered to the first aviator who. leaving Paris on the 7th of August returned by the 17th. after touching at the various points on the course. The various cities and individuals raised prize funds, in all totaling !f.">2..">(io and contests for height, starting, etc.. were held at the various controls. Those who dropped out stayed to compete in the local events.

The race was divided into the following stages:

Paris to Troyes, i:S."> kil.

Troyes to Nancy. 1(>0 kil.

Xancy to Charleville to Mezieres. 1<><> kil.

Mezieres to Charleville to Douai. FlO kil.

liouai to Amiens. 7N kil.

Amiens to Paris. 110 kil.

On August 7 eight actually started and six got to Troyes—Alfred Le P.lane I Bleriot I 1st. Fmile Aubrun (P.leriot), Mamet (P.leriot 1. Lindpaintner iSommerj, Weymann (II. Farman i. and Legagueux (Sommer). Le Plane's time was 1 :::.". :20.

Second stage. Aug. S.—Le Plane. Aubrun and Legagneux arrived. Le Plane was fastest in :14 :50.

Third stage. Aug. 11.— Le P.lane and Aubrun arrived. Le Plane best in 2 :()4 :()<>.

Fourth stage, Aug. 14.—Aubrun and Le Blanc reached Douai. Aubrun best in 2 :4o :()(). Le P.lane took 3 :0<> :00.

Fifth stage. Aug. l.~>. Le P.lane. Aubrun and Legagneux flew from Douai to Amiens. Le Blanc best in 1 :14 :29.

Sixth stage. Aug. li.— Le P.lane. Aubrun and Legagneux arrived. Le Blanc's time. 1:4:!. Total time of Le Blanc for 4S."> kil. cabled as 11 :."S :4'.>.

French military <>n,cers flew part of the way with (he contestants.

Le Blanc has been named for France in the Cordon P.ennett balloon race. October 17.


Aug. 1.1.—Claude Graham-White made a new world's short start record of id ft. !l in. with his Farman.

Aug. 14.— Lither Louis Paulhan or Grahame-White will be awarded the Duilij Mail's .$."(.000 prize for the greatest total of cross-country flying in France or Great Britain in the year ending August 14. Paulhan claims 7.su miles and White M2. _ ALU

Flights Day by Day


Aug. 12.— Hubert Latham, coming from Bony, Hew over Paris at a high altitude and landed at lssy les Moulineaux.

By flying across Paris. Latham won the Falco Prize of .$2.<><><>. Latham's time was 2 hours IS minutes .j(> seconds.


Aug. 11.—J. A. Drexel (P.leriot) made a new world's height record of C>.7.~o ft. at the Lanark,

Scotland, meet. This was recorded on his barograph wliich will be tested tor accuracy. Fog obscured the view of the ground and he landed 15 miles away, lie was up over 2 hours. The inert closed August l.'t: .s;.'is. 4."Hi were divided in prize* among 7 competitors.


Aug. 11.—At the aviation meet at .lohannisthal. Germany. Thelen. in a Wright machine, made a flight in which he carried 40:.' pounds extra weight.


Aug. 11.—Louis Paulhan to-day made two round trips by aeroplane between Brou and Chartres. with stops, tie covered in all a distance of about 200 miles.


Aug. 10.— Uoberl Loraine (11. Farman. new type) flew from Blackpool meet across Irish Sea to Llandudno in Wales. Fog prevented returning all the way and a landing was made on Anglesey island, on August 1 he flew to Liverpool and back.

.lames Uadley (Bleriot I who is coming to America to compete in the Times race and possibly the Gordon Bennett, made ."">S.o2 miles per hour. Cat-taneo flew ." hours and 41 minutes. At a speed of 44.1 C> miles per hour. This was at the Lanark. Scotland, meet. August 0-1 .it.

Aug. 10.—One of the propellers of a Wright machine broke at the .lohannisthal meet and the aviator. Ileim. was seriously injured.


Aug. (>.—Hubert Latham (Antoinette) tlew from Chalons-sur-Marne (o Paris, a distance of S7 miles, making two stops on the trip.

He passed over the city at an altitude of l.SoO tf.. circling twice around the Fiffel Tower before landing.

The enthusiasm caused by Latham's flight had scarcely waned before the whirr of another propeller attracted attention. It was Weymann (II. Farman). who left Chalons shortly after Latham. Both landed at lssy les Moulineaux.


Aug. f>.—Geo. Chavez at Blackpool meet. England, went up to .r>.7.">0 ft. in his P.leriot. On the same day. at Mourmelon, France, Weymann (II. Farman i tried to beat Brookin's record but came down atter getting up to 4.10O ft.


Aug. 1.—"Jlmo. Francke." while flying an II. Farman at Boldon, England, hit a flag pole with one of the wings of the aeroplane, turning the machine over. .V boy was struck by the engine and killed. Mme. Franck suffered a 'fractured leg and some cuts.


Aug. 1.— Henry Farman carried three passengers at .Mourmelon for 1 hour 4 minutes, the total weight carried including gas. oil and passengers was C>27 pounds.

On the same day. at Douai. De Baeder carried three passengers on a Bregi biplane. Total weight carried was 70S pounds.


July 27. German airship "Gross 111" makes trip of 170 miles in night ascent lastiug 7 hours .">() minutes. Berlin over various cities to Gotlia. Upturn was made on the yotli. (rip lasting O'y hours.


.Inly 27. Iteports from Italy state that two Swiss aviators flew up a mountain wliich is said to be N,47."> ft. above sea level, circling above the peak and returning safely.

July '.». Maurice Tabutcau (Maurice Farman) flew է! hours .",;"> minutes at P.nc.



July 1."!. Ohampel (Yoisinl tlew from Juvisy to Paris to Kartroville. 50 kll., iu 45 minutes.

July 14.— G. Busson (Bleriot) Juvisy-Paris-Baga-telle and return without stop.

The Aero Clul) of France has issued to date 150 aviation pilot certificates.

Germany is organizing a eit.v-to-city race. Frankfort—Wiesbaden—Mayeuce—Maunheini, with prizes of 41,000 marks.

Postscript, Aug. 17.—John B. Moissant, of Chicago flying a Bleriot Monoplane and carrying a niechnnie with hini flew from Paris to Amiens and thence across to England in an attempt to fly to London. He landed near Dover.




Next the last day of the Brussels meet, July 23-August 4. was marred by the fatal accident to Nicholas Kinet when, on August 3, he was caught iu a siiuall in his 11. Farman biplane and dashed to the ground. Kinet and olieslagers were tied for the totalization prize with 10 hours 1 minute. The longest single flight was made by Jean Olieslagers on Aug. 3. 219.8 kil. Prize money totaled $27.i>0(>. cash"and trophies.


On July .".o olieslagers broke the French height record, being credited with 1.40O m. (4.TSS ft.). The barograph showed 5.0S4 ft. On August 1, .lules Tvck (IT. Farman) went up to 4,S-'!4, officially, though he claimed 0,641 ft.

Caen Meeting.

With prizes totaling $9,700. Caen meeting. July 27 to August 2. Bleriot machines won if.'!.200 aud llanriot $2,000, balance divided between six others. Longest single flight was on July oil. by Paillette (Soninier) 3:13:50. On August 2. Morane (Bleriot) won height prize with 4.100 ft. llanriot (llanriot) won total distance prize with 9:57:56.

Bournemouth (Eng.) Meet.

July 10.- Fifteen fliers at Bournemouth meet. July 11-10: $40,001). in prizes. Among other contests, L. F Morane (Bleriot) won the fastest lap prize at a speed of 50.04 miles per hour, while his time for 5 laps was 55.0 miles per hour. Hon. C. S. Rolls (Wright) won the slow speed test at 25..°.:! miles per hour. Morane also won altitude prize, going up to 4.107 ft. The longest single flight was 00 miles by Grahame White (Farman) at a speed of 35.2 miles per hour. In the weight carrying contest White was best with 425 pounds, including pilot. In alighting White was first, stopping within 7 ft. of the mark. The Bleriot machines had two sets of wings, one for lifting and one for speed .1. A. Drexel and W. E. McArdle, who have a flying school at Beaulieu, flew their Bleriots to the meet and back again at its conclusion. On the return Drexel carried a passenger home with him. the trip lasting .'IS minutes.

At the Lanark. Scotland, meet, August 0-13. the prizes totaled $40,000.

Rheims' Meet.


July 10. -11 helms meet closed after 7 days of flying. Of the 72 entered 40 competitors actually flew a total distance of S.50O miles and $3S.OOO distributed in prizes.

The louwst distance flown by one make of machine. 2.001 kil., by the Antoinette.

The best total distance by "ie man was 1.003 kil. in 11»1 i hours, by oijosh.,,,.-s (Bleriot).

Longest sinele flight. 302.75 kil.. 5rs. 3 min. 5 1/5 sec, by Olieslagers (244.04 miles).

In Gordon Bennett elimination race to select French contestants, over 100 kil. course. L" Blanc (Bleriot) 1st in 1:10:1:5 3/5: 2nd. Latham (Antoinette) in 1:24:58 3/5; 3rd, Labouchere (Antoinette) 1 :25:24.

The following new world's records were established :

Distance and Duration.—392.75 kil. (244.04 miles i iu 5 hr. 3 min. 5 1/5 sec, by Olieslagers (Bleriot I.

Spcid Over Certain Distances.—5 kil.. Morane (Bleriot). 3 min. 14 3/5 sec; 10 kil., Morane. 5 min. 42 2/5 sec; 20 kil.. Morane, 12 min. 45 3/5 sec; 30 kil., Olieslaegers (Bleriot), 23 min. 31 sec: 40 kil.. Olieslaegers, 30 min. 11 sec; 50 kil.. Leblanc (Bleriot), 37 min. 50 3/5 sec: UUJol.. Lebkmcjo min. 2S-3/5 sec. ; 70 kil., Leblanc. 53 min. 32 secT: SO kil., Leblanc. 1 hr. 2 min.

22 3/5 sec: 90 kil., Leblanc, 1 hr. 11 min. 15 2/5 sec; 100 kil., Leblanc 1 hr. 10 min. II sec; 150 kil., Olieslaegers, 2 hr. 3 min 49 1/5 sec; 200 kil.. Latham (Antoinette), 2 hr. 40 min.. 2 sec; 250 kil., Olieslaegers. 3 hr. 34 min. 53 4/5 sec.

Distance for Certain Period.—In \i hr.. Leblanc (20 kil.) : in y, hr., Leblanc (40 lrilr)'; in 1 hr„ Leblanc (80 kil.): in 2 hrs., Olieslaegers (145. il.) in 3 hrs., Latham (215 kil.)

Speed With One Passenger.—10 kil. : Ladougne (Goupy). S min. 14 2/5 sec: Aubrun (Bleriot): 20 kil., 19 min. 39 1 /5 sec.; 30 kil., 29 min. 10 sec.; 40 kil., 38 min. 51 sec; 50 kil., 48 min. 2S sec; 00 kil.. 57 min. 5S 2/5 sec. ; 70 kil., 1 hr. 7 min.

31 1/5 sec; SO kil., 1 hr. 10 min. 59 2/5 sec; 90 kil., 1 hr. 26 min. 33 sec. ; 100 kil., 1 hr. 36 min.

0 sec.

Distance With One Passenaer.—Aubrun, 137.125 kil. Duration With One Passenger.—Aubrun, 2 hrs<^

9 min. 7 4/5 sec.

Speed With Tiro Passon/crs.—Mamet (Bleriot) :

10 kil.. 10 min. IS 4/5 sec: 20 kil.. 21 min. 14 sec; 30 kil., 31 min. 53 1/5 sec: 40 kil., 42 min.

32 2/5 sec: 50 kil.. 52 min. 30 1/5 sec; 00 kil.,

1 hr. 3 min 20 3/5 sec; 70 kil.. 1 hr. 14 min. 30 3/5 sec : So kil.. 1 hr. 23 tuiu. 33 sec. : 90 kil.. 1 hr. 30 min. 4 sec.

Greatest Distance With Two Passengers.—Mamet, 92.75 kil.

Average Speed per Hour.—100.50S kil. (00.18 miles). Morane (Bleriot) with 100 horse-power, 14-cyl. Gnome engine.

The Leblanc Bleriot has 100 horse-power Gnome engine while the Antoinettes are of 50 horse power. The Olieslagers Bleriot was of 50' horse power and *he Morane Bleriot, 100' horse-power Gnome.

Anthony Caslollane. the "loop-the-gap" bicyclist, lias arranged to fly a Farman-type machine for Fred Shneider. and is now at Seabright. X. J., practicing. The Elbridge engine gave 190 lbs. thrust at 9S0 r. p. m.

Some propeller tests at Mineola recently showed nn 300 lbs. on Harmon's 50 h. p. Gnome-engined Farman. and 300' lbs. with the Elbridge-40 on Joe Seymour's Curtiss. The propellers were Itequa-Gibson.


Notes on Propeller Design and Construction By Spencer Heath




Lowell. Mass., July 14.—Chas. J. Glidden. pilot, Col. YV. M. Bunting and Clias. A. West in the Օ.Massachusetts" to J Villain, X. 11. Distance, 8 miles: duration. 1 hour; altitude, 3,300 ft.


*IIamilton. O., July IS.— W. C. Collins and George Howard in (he "Drifter" to Mt. 1'leasant,

11 miles south of Anna. 111., the following day. It was planned to break the U. S. duration record. Duration. lot*, hours; distance. 205 miles.

1'ittstield. July 10.—X. II. Arnold, pilot. F. S. Ho])pin and George Yon L'tassy in the ՕSpring-held." landing at Lenox. Duration 2 hours and 40 minutes : distance, 6 miles.


*Doint Breeze. Phila.. July 20.—Dr. Thomas e. Eldridge. pilot. F. S. Underbill and A. B. Underbill in the "Philadelphia II" to 2 miles north of Pascoag. U. I. Distance, 231.125 miles; duration,

12 hours 5 minutes; altitude, 10i.550 feet. Of Dr. Eldridge's io trips, he says, this was the best of all. The beauties of the scenery were indescribable. For (>i/*> hours during the night of the 20th only l'i bags of ballast were used to keep the balloon at an average altitude of 1,100 to 1.400 ft. During the trip the states of Pennsylvania, New York. New Jersey, Connecticut, Massa-chussetts and Iihode Island were sailed over in this record ascent from Philadelphia.

St. Louis. July 24.—Andrew Drew, qualifying as pilot in the "Missouri" to Colliusville, III., going the 10 miles in 25 minutes.

Jackson. Mich.. July 20.—X. 11. Arnold, pilot, and L. e. ITayden.

Jackson. Mich.. July 20.—X. II. Arnold, pilot. II. W. Alden and Burns Henry. Distance, 4 miles: duration. 3 hours; altitude. 4.000 feet.

Jackson. Mich.. July 27.—X. 11. Arnold, pilot, W. W. Clarke and Frederick Lewis in the "Mich. No. 1." the new balloon of the A. C. of Michigan.

*Pittslield. July 27. 101U.—W. II. Van Sleet, pilot, and AIIon Farrel. in the "Springfield," landing at Wickford. U. 1. Distance. 107 miles; dura-lion. 5 hours and 15 miuutes


'Hamilton. O.. July 28.—W. C. Collins. Ceorge Howard and Jean A rent in the "Drifter" to 4 miles west of Marion. O.. on the 20th. Duration. 14 hours 25 minutes; altitude. S.OOii feet: distance, about 115 miles.


*Canton. O.. July 30.—j. 11. Wade. Jr.. A. Leo Stevens and Jack Allen in the new Wade balloon "Buckeye" to 0 miles west of Denver, W. Va. Denver not on the atlas. Distance to county seat of Preston county is 132 miles.

Jackson. Mich.. Aug. 1.—Mr. and Mrs. Wed-worth Clarke up in the "Michigan."

rittsfield. Aug. 3.—Wm. Van Sleet, pilot. W. M. Remington and S. II. Hancock in the ' Snringfield." to Grafton. X. Y. Distance, about 35 miles ; duration. 2 hours 40 minutes.


*roint Breeze. Aug. 3.— Dr. Thomas E. Eldrid're. pilot, and Welsh Strawbridge left at 0:28 p. M.. in the "Philadelphia II" to 2V2 miles north of Danbury. X. II.. lauding at 8:30 A. M. the following morning. After being in the air two minutes over 31 hours, covering a distance of 303.8 miles.


* Lowell. Mass.. Aug. I<>.—J. B. Benton and .1. Walter Flagg in the "Boston" to Xorth Haverhill. X. II. Distance, 107 miles: duration, 5 hours 45 minutes.

Pittstield. May 20.—Wm. Van Sleet, pilot. Messrs. Hunter and Smith, passengers, in the "Massachusetts." to Cheshire. Mass. Distance. 11 miles: duration. .".0 minutes.

Pittsfield. June 5.— Wm. A'an Sleet, pilot. J. P.. Benton and a Mr. Parker, in the "Massachusetts," to Bennington. Vt. Distance, 31 miles; duration. 0 hours. 53 minutes.


Tlie Pittsburg- Aero Club has been formed at Pittsburg, Pa., with the following officers: \V. L. Smith, president; George H. Flinn, first vice-president; S. A. Pickering, second vice-president; C. A. Painter, third vice-president; J. A. Glesenkamp, fourth vice-president; H. P. Haas, secretary, and F. II. Itichards, treasurer.

Tlie Junior Aero Club of the Omaha Y. M. C. A. is encouraging model building. Each member is now building a model for a contest to be held during the aviation meet at Omaha July 23-27. A prize of $25 for first and $15 for second, with Glenn Curtiss as judge, is offered. The boys are given practical instruction in the building of models and the general principles of aviation, together with a detailed description of the leading models used to-day for flying. Sergeant C. F. Adams of Fort Omaha is instructor.

The Aeronautical Society was addressed by M. E. de .larny on the subject of "Aviatioa Motors" on July 28. On August II. the following subject was discussed by Messrs. j. Bernard Walker, editor of the Scientific American. Walter L. Fair-child. Bex. C. Norwood and Wilbur R. Kimball : "Cautionary Methods in the Trying Out of Xew Machines."

The Aero Club of Blackstone Hill, Oakland, Cal.. is another boys' club, though little has been heard in the East of it. It was formed about two years ago with W. It. Davis. Jr.. of 474 Prospect St., as president, and W. Moiler, as treasurer. It has devoted ils efforts mostly to models and gliders.

The Aero Club of New England lias sold its 50,000 cu. ft. balloon "Massachusetts." and will buy a rubber racing balloon of 80,000 cu. ft. capacity.

The Aero and Motor Club, of Asbury Park, has been formed to "promote aviation and motoring and to conduct exhibitions in these sports," with a capital stock of $25,000.

The National Council of the Aero Club of America has established its headquarters in the Engineers' Building. Xo. 20 West 30th St.. Xew York City, and members will always find a welcome in room 0IS at the above address where there is an office staff always in attendance during regular business hours.

It is proposed to keep on file all publications of interest to the members of the Council and Secretaries of the various organizations are re-nuested to send such publications as will be of interest in this connection.

At a luncheon arranged by Clifford B. Harmon and Case e. TarbeU. before the hitter's falling-out with the Aero Club, at which affair a number of members of the Club and the Aeronautical Society were present, it was decided to ask both organizations to appoint a representative to meet and endeavor to arrive at an understanding with regard to the friction which the Club insists exists between it. as parent, and the Society, as offspring. It was suggested at the luncheon that the representatives be Mr. Harmon for the Club and Hudson Milvini for the Society. The Club, however, appointed W. W. Miller, an attorney, and the Society delegated Thomas A. Hill, also' a lawyer and li "rank insurgent" in the Club. Mr. Harmon was thought by the Club not to be eligible to the honor, as he is also a member of the Society, though sort of a non-resident. Xo conference has been held, no ollicial communications have passed, and the idea is thought to have succumbed to dry rot.

What has become of the Aero Club of Philadelphia? Letters addressed to them are returned by the post office. The same is true of the Aero Club of the Northwest, St. Paul.


250 West 54th Street New York

Cable: Aeronautic, New York 'Phone 4833 Columbus



A. V. JONES, Pres't — E. L. JONES, Treas'r-Sec'y

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

No. 38 SEPTEMBER, 1910 Vol. 7, No. 3


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

AERONAUTICS is issued on the 20th of each month ^» All copy must be received by the 10th. Advertising pages close on the 15th. :: :: :: :: :: ::

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

New Advertisers.

Each month marks the entrance into the aero lield of well-known concerns who are taking up the new industry, or entirely new houses who see opportunities in various branches of aeronautics. Among these new advertisers this month may he noted :

Tiger Cvele Works.

llall-Scott Motor Car Co.

A. .1. Myers.

Lincoln Square Novelty Works.

White Aeroplane Co.

O. II. Loose.

P.arberton Aviation Co.

Michigan Airship Co.

II. M. II, Mills.

Hopkins & I »e Kildnchevsky.

International Aeroplane Supply Co.

C. A. Coffin.

A. P. Smith.

W. P. Youngs & Pro.

M. Magee & Son.

K. O. Pubel. Jr., & Co.

G. II. Curtiss.

Corrected Figures New York-Philadelphia Flight.

Unfortunately for the standing of one of the first great cross-country flights in the States, that of Charles K. Hamilton from Governor's Island to Philadelphia and return, it seems evident that the official timers employed by the New York Times have made an error on the return portion from South Amboy to Governor's Island. The distances which were given out by that paper were far from correct, as we mentioned at the time.

Using the flying time of the Times. Hamilton made *r>7.i;d miles per hour from South Amboy to Governor's Tsland. doing the distance of 22.105 miles in 23 minutes. No doubt this time should have been 33 minutes, a speed of 4(1.10 m. p. b. In view of the speed made going to Philadelphia, without stop, when everything was working well. 4".'20 m. p. h., it does not seem probable that tbe great increase was made on the second half of the return journey, when the engine was even missing tire.

It is not intended to detract one iota from the achievement, but merely to follow out our intention of having nothing in the magazine but that which is accurate, when accuracy is possible to be at tained.

Following are the e.vurl distances, computed by .Mr. Williams Welch, chief draftsman, office of the chief signal officer. IT. S. A., and the newspaper figures on the time. No accurate time was officially taken by any aero organization:

Governor's Island lo Philadelphia. 74..">14 miles. 103 minutes.

Philadelphia to Sotdh Amboy, 5.3. 125 miles. SI minutes.

South Amboy to Governor's Island. 22.10." miles. 23 minutes.

Average speed to Philadelphia, 43.20 m. p. h. Average speed to South Amboy. 30.,35 m. p. h. Average speed to Governor's' Island. *57.f>0> m. p. h.

Total distance flown. 140.544 miles.


AVIATION ENGINE POP SALE QUICK.—30 h. p.. four-cylinder, equipped with Bosch Magneto and Laminated True Screw Propeller: 200 lbs. thrust: engine weighs 1!I7 lbs. Whole ֯utfit, jus! new from factory. Will sell for half price or will exchange for 5u b. p. motor. A I condition. Benson for change, want more power.


Norwich, Conn.

F( >L SALE Curtiss 7 h. p. motor, complete, with propeller and all attachments. Price $200. C. .1. W. Koshon. 10 X. Third St.. Harrisbtirg, Pa.

POP SALE—Motor. 50 h. p.. 2 cyl. "Y." complete, ready for running. P. rand new. Kl.ooo. X. G. IL, care Aeuonaitics.

APTOMOP.1LE—Cameron I'.HO runabout. 4 cyl.. 24 h. p.. air-cooled. Splitdorf magneto. Prest-O-Lite tank, pressure oil reserve. Warner Speedometer. Tires new: run 1.S0O miles. Perfect condition. Demonstration. Speed 45 m. p. h. Motor can be bored for auxiliary exhaust and used in aeroplane. Implicate has flown an aeroplane. Price .$5()(). X. Aeuonaptics.

EXOHAXGE What have you to exchange for a fine two-passenger gas balloon, good as new. fully equipped? Address E. P.rown. Peoria. 111.

POSITION WAXTED with a firm building, or parties about to organize a company to build, aeroplanes. Advertiser, tho designer ' of a practical monoplane, is a man of wide experience in the designing and building of automatic machinery, etc.. and the handling of mechanics. Inventive, resourceful. Five years' study of aviation. C. Hustler, care Aeronacj-ics.

POP SALIC—At a sacrifice. Bleriot Monoplane, cross-channel type, made by Bleriot. recently imported from France. Anza'ni motor. E. M. W.. care of Aeruxaptics.

TYPEWUITEPS.—All makes. Oaligraphs $(>.<)(>: Hammond. Densmore $lo.oo; Pemington $12.00: Oliver $24.()(i: Underwood $.",(1.00. 15 days' free trial and year's guarantee. Harlem Typewriter Exchange. Dept.. F. IS. 217 West 125th St.. New York City.

AFPOI'LANK—Position wanted by woodworker and mechanic experienced in aeroplane and gas engine work. DAVIS, care of Aeroxaptics.

NO IXFB1XGEMEXT- 1 am patenting design of aeroplanes, with no vertical rudder, which does not conflict with Wright patent. Xeed moderate capital to build. EXPEBIEXCED. care of


P.\LLOON FOK SALE New. 35.000-ft. balloon in tine shape. Full eunipment and instruments. Cost *750. What will von pay or trade? El'GFNE BUOWX. Peoria. 111.

FOP SALE—One Mo.oooi cubic foot balloon, bolder of world's sliced record. Also one 40,000 cubic foot balloon complete. Make offer. C. A. Coey. 1710 Indiana avenue. Chicago.

FAUMAX AEP()PLANE For sale cheap. The identical Farman aeroplane which won endurance prize at Pbeims. France, for flight of over three hours. Xew power nlant. J. W. CFPZOX. Hawthorne. Aerodrome. Hawthorne, 111.


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Dirigible Balloons and High Speed Motor Boats


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Curtiss Finds the Quality of Oil Supplied in Philadelphia forced the Flier to Descend.


r's flexible seat, impossible ever ice a sidewise wind es gliding off on

f%und again when ho landed at.Governors Island was that his oil tanl*|^irubbed against a brace on ac-;ount of^MS^^^ine's vibration, and had ,urn a hcJF: in Its side, thus dropping his gauge^j ejjipty " when he still had a zen lam pelle' jse

pernors Island the aviation field full Ikes. Only the night befo Jwire on. one. of these st~.v^, ...

[king another chance.of spinning'safe' through them next, morning he -

Moot Points In Aviation Cleared and AcrlalTravel Thus Made Less Hazardous.

Glenn H. Curtiss, who was a make bicycle engines before ho wa^ ->ked over Charte? K. HaJ -sterday and found ought the flying ^lle winging New Yoxk^






■i i



As to his second accident on the Ion? flight, Hamilton's mechanic had seen the? can of light oil that a Philadelphia eon-lj cern had supplied Instead of the brandy ordered, and had refused to accept it. Al Times representative promptly dispatched a fast automobile for a can of the proper j brand. Ten minutes before the. automobile waa due to return light, rain began to fall and storm clouds appeared j In the west. Hamilton looked them over;! lie had set his heart on winning the* round trip flight from New York and! back, and realized that every' minute: counted. Ho wasn!t -willing to await fair] weather and exactly the right oil, so hej relzed tho ''can himself, filled his - tank,| land In a minute or two more was ur lie air and off..


A Grade For Each Type or Motor

Arc You Using the Right Oil on Your Car?

The most important thing left entirely to the judgment of the owner in the operation of his automobile oraero-plane is the selection of a lubricant.

The discriminating carowner selects the grade of Mobiloil specially suited to his type of motor. Is it not significant that aviators generally, in this country and Europe, use Mobiloil exclusively?

To prevent substitutions see that cans are sealed.


Rochester, U.S.A.

Vacuum Oil Companyi 29 Broadway,

Hew York City.

Eear 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 6ay that it maintained its reputation in my Albany-Sen York flight..

Very truly yours,

June 6, 1910.