Aeronautics, October 1910

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Vol. VII


No. 4



PRICE 25 CENTS^^^^J^^'*

39th ISSUE

. City AMliUtlll-

!„s in Mr 'n,il,: Vive Jliiniti'*.



lAvialor John J. Frisbie Compelled to Cut Short f"^ Tr'Pla,le .

Successful Flight in Rochester Because i " ext ,

of Crowds at Landing Place. (''^IS^'S^'ji

[Z:/'^^^.]ir{ ..n OTIIUTS Walsh Makes First E^- J Ccssl Flight With

■ .'NEW f/VG/NE

'± MiaW H1 Special Aero Engiit ;n f*r0p/ane /'^

Givey trial!

■« i« C1W' Al Be'',c,, Camt>'

G.« Th'" D" J --

r« s JVevv 4

t:Un-i!iar icngiinc llUimp.-tuu

1 Monday mailrj

ISIlSIPf >wtvnu u u^ifr cuU. Ut-iC-

J|it,"i1*n^rr"m[h*'v"''fl".»tlo* j'J

ir-|l MR. Fl'lSBlE'S FLIGHT. |

P^V^.'^vjEldridge V. Won the Dislan^. ■ ■ռ/p>

^3 Speedboat Race When Con]"«ٮ..


| o D f\\7'T? M 11 is easy t0 fly with the

| Jl I\ V/ V Jull right power, because

I novices have flown successfully with

| Harriman Engines first attempts

|jj 30 H. P. Harriman Engine in Action at Mineola jj

* 1 + i

+ If you are out to fly, equip your aeroplane with an ^

+ HF Flying Power Plant and success is assured «

| 30 H.P. 50 H.P. I

* Complete Power Plant Complete Power Plant j | Price, $1250.00 Price, $1675.00 \

% 1911 Models Now Ready For Deliver^ j

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J. NOTE :—Mr. Geo. Russell in his endeavors to fly at the Richmond County Fair, Staten Island, did not use a Harriman engine A

+ -"-- \

! Harriman Motor Works, So. Glastonbury, Conn. \


October, jp 10

Cheapest Speed Indicator

lis relative. First cost means little. It's the years of satisfactory service that deter-<alue. Here the Warner Auto-Meter stands supreme—without a rival. It is so construction that it remains absolutely accurate, dependable and reliable for years Iditions which would ruin a $'250 chronometer in Auto-Meters over 8 years old are as aeenrate-as when new. We never yet have seen a \t." Auto-Meter. Other speed indicators become in a short time, and must be replaced every months, yet they cost almost as much at first as

er Auto-Meter

is so much to do with satisfaction and the pleasure that ■t that even the owner of a moderate priced car should arner Auto-Meter. It's good business judgment to

r Instrument Company,

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Boylston Si. Delroil, 870 Woodward Ave. Pittsburg. 5940 Kirkwood St. Main St. Indianapolis.330-l N.IIlinoisSi. Portland. Ore., 14 N. 7lh St.

fo Michigan Av. Kansas City, l6l3 Grand Ave. San Francisco, 36-38 Van Ness 1)7 Main St. Los Angeles. 748 S.Olive Si. Sealtle. 611 E. Pike St. [Ave. 162 Euclid Ave. New York, 1902 Broadway Si. Louis. 3923 Olive St.

Other Models up to $145


e Three-States Aero Show

^ account of the postponement of the International Meet and the subsequent conflict of dates, the ^EE-STATES AERO SHOW, announced to be in Philadelphia, October 22nd-November 5th, will eld November 2nd-12th, inclusive. As this is only ten days instead of two weeks, is of floor space have been reduced 25%. Attractive livisions can now be made and arrangements closed showing small exhibits at low prices.

For all information, address the Manager ===== HENRY M. NEELY =================

Club of Pennsylvania, Betz Building, Philadelphia, Penn.

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The French Gnome Engine will be furnished for the additional sum of §2,600 on machines only at thi-i combined fVgure

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was for the first time in America demonstrated as an attraction at the Harvard-Boston Aero Meet. C. There it was shown how easily a man could be sent 200 ft. in the air supported by from 6 to 15 enormous 18 ft. passenger carrying kites.

C^The height to which he can go (up to 1,000 ft.) varies only with the wind velocity and nerve of the operator. C. The Army officers present testified as to its great value for scouting purposes in war.

C. As this feature is at its best when the winds are so strong that the aeroplanes cannot fly, it is especially valuable as an attraction at Aeroplane Meets.

SAMUEL F. PERKINS, HO Tremont St., Boston, Mass.


Some Noted Events and Thrilling Experiences in Balloon Voyages in All Parts of the World, Written Especially for "Aeronautics."*

By Rufus G. Wells

IX 1S70, after winning a balloon race in London with an English aeronaut. 1 went to Paris to offer my services to the new Republic. There 1 was employed by the Defense Xationale to construct a balloon for taking General Bazaine with his officers out of Mctz and carrying them over the German army and landing them'in France. From silk furnished by the government. 1 made a balloon two hundred feet in length. About the time that this was completed, the largest balloon at the time ever constructed, we were disappointed by the surrender of Metz by General Bazaine.

A most interesting experience in my ballooning took place during the World's Fair at Paris in laau. 1 made an ascension in company with William J. Hammer, electrical engineer and director of Thomas A. Kdisou's exhibit at the Exposition, and Dr. A. Lawrence Rotch, director of the Blue Hill Observatory at P.oston. Many interesting experiments, both electrical and astronomical, were made on the voyage. The balloon was in the air about four hours, traveling on an average twenty miles an hour.

On one occasion 1 made an ascension from a beautiful garden in Copenhagen. I was carried by the wind over to Sweden and landed in the sea. where I was rescued by men in boats.

On a visit to Italy I made an ascent at Milan during a festival. The balloon rose to the height of three miles, and I then made a descent in a parachute, to the great astonishment of the multitude, being the first exhibition of the kind they had ever witnessed.

From Italy I wTcnt to Constantinople, where 1 made an ascent over city, obtaining a magnificent view of the palaces, temples and mosques. (Mi my des-ent 1 was well paid by the Sultan, who also gave me some rich and splendid gifts.

On an extensive tour in India 1 made many ascensions in the most celebrated cities—Bombay. Delhi. Agra. Lucknow and Calcutta. The Maharaja li of Cochin gave me a bag of money and took a diamond ring from his finger and made me a present of it. At Akyob. in Burmah. 1 made an ascension and was carried out over the sea. On being rescued by men in a boat and taken to land the people gathered around me, believing that one of their gods had appeared amongst them.

During a summer spent in the island of Java T made the first balloon ascension in Batavia that had ever been witnessed there. The balloon passed up through a cloud and the people thought it was the last they would ever see of me. I went off about 100 miles and landed on a rich tea and coffee estate, to the great astonishment of the natives at work there.

In South America I made ascensions at Lima, Peru; at Bio Janeiro and at Buenos Aires. At the latter place 1 descended in the La Plata River. On throwing out ballast the balloon rose so rapidly that the sun which had just gone down was seen rising about the horizon, in the west instead of the east.

On different visits to Mexico 1 made sixty ascensions, and received full remuneration and utmost courtesy from the people wherever 1 went. I was the first aeronaut to make a parachute descent in thai country.

*Rufus G. Wells, up to his death the oldest living American aeronaut, died on August 3d at his home in St. Louis, aged 80 years, while sitting in his chair, stricken with apoplexy. An account of Mr. Wells' experiences in ballooning was written by him for Aeronautics in the fall of 190S. His most interesting story will be found in this issue.

Rufus G. Wells


It was my desire to cross the Atlantic with an immense airshiji seven thousand feet in length and two hundred feet in diameter, inflated with hot air, and enough fuel to burn and provisions to last on the way. not only to cross the ocean, but to go around the world with some brave companions. I ought to have carried out my project long ago, and to have been the first one to reach the North and South Poles with a gigantic dirigible. If wealthy men would assist, immense airships could lie made to carry a hundred persons with safety to any part of the world.

All governments should use great airships in war and to visit all parts of the earth. T was very much pleased to carry the Stars and Stripes higher over Rome and other cities than any other person has ever waved them.


The Pope and Governor of Rome said I must not wave our flag over Rome—but I did wave it in spite of them, and they said I could not make another ascent from Rome.

{Continued on page ISO)

SOME remarkable results are being attained by the American Propeller Co. from their "Paragon" propellers, according to the report of the Emerson Engine Co.. of Alexandria. Va., which is putting a new (Vcylinder 2-cycle aeronautical engine on the market.

A "Paragon" propeller tested by them on one of their engines which they sold recently to Dr. W. W. Christmas of Washington. 1 >. C. for his new biplane, Ked Bird, now being experimented with at College Park. Aid., gave the extraordinary

thrust of 4."i(! pounds at a speed of 1,100. r.p.in. The propeller was designed specially for the particular surface-weight ratio and other properties of the Christmas machine and the speed and power of the engine, the aim of the designers being to adapt the actual flying thrust of the propeller to the head resistance of the machine at its calculated speed of travel and that the propeller shall have the least disturbing effect upon the air when the engine is running at its most efficient speed of about 1.100 r.p.m.

The propeller in question is S ft. in diameter, by a pitch varying from 4% ft. to 5 ft. at different parts of the hlade. The material is all edge-grained white spruce with five laminations in each blade, all of the pieces being spliced or scarfed

together at the hub in the manner characteristic of the "Paragon" propellers and all the glued joints throughout the blades being made doubly secure by numerous birch dowels regularly spaced. The hubs are faced with hard maple, The weight is 10:!4 pounds.

It might readily be assumed from the great standing thrust yielded by the "Paragon" propellers that they are designed particularly with this result in view, hut that is not the case, thel standing thrust being merely incidental to a good] design for giving thrust at speed.

The main feature of the American Propeller Co.'s work is to furnish propellers designed intelligently and scientifically for each individual case, believing that no standard design can be evolved while there is such wide diversity in flying machine construction. This diversity is shown in the extreme variations in snrface-weight' ratio, from about two to perhaps six and one-half or seven pounds per square foot of surface, to say nothing of the radical structural dissimilarities in different successful machines.

E'ach propeller is designed with three conditions in view: The most efficient running speed of the | engine, the speed through the air at which, with I proper propeller design the available power ought j to carry the particular machine; and the estimated head resistance at this speed. From this preliminary data is derived the winding or helical J path to be traversed by every portion of the ( blade, and every 0-in. section of the blade is designed with reference to the work it must doj while traversing this patli as an aeroplane (morel properly "aerofoil") following a helical insteadl of a plane horizon. Each different blade section is I eiven a suitable form and angle of incidence to its horizon, according to its particular speed, its I necessary width and its relation to the otherl parts of the blade, and the entire number of sec-1 tions so determined are combined into a single! blade having harmonious properties throughout. I This method of design naturally results in a blade! of variable pitch at different distances from the center. In the progress of every design this variable pitch and all the other important properties of the blade, such as the gliding angles, coefficients of camber, etc., for its different parts, are plotted in diagrams on special cross-section paper.

In determining the hlade area the principal consideration is that it shall be sufficient to keep the percentage of "slip" within the limits of good practice at all points, and the width is apportioned in a manner to give a fair distribution of work over the principal portions of the blade. The varying gliding angles are arranged to take advantage of the inflow of air from the periphery and give it a sternward flow with the smallest amount of disturbance. The co-efficients of camber (percentage of curvature) for the principal portion of the bladi' are derived from a consideration of the width, gliding angle and velocity of each point—the elements of width and angle increasing the coefficient and the velocity reducing it.

The diagrams of these varying features are of great interest, showing as they do, at a glance, all tin1 different properties of the blade under its working conditions and making possible the very ready comparison of different designs.

Xearly all of the "Paragon" propellers have been designed in accordance wilh the principles already indicated with a view to their operation in actual flight, rather than their capacity to produce phenomenal thrust, although they seem to possess this capacity in greater degree than others. A few designs', however, have been gotten up for helicopter work, in which, of course, the standing thrust alone is the object sought. These designs proceed from a very different method of calculation and are not adapted to keep up their thrust at any considerable axial speed. We are not able at this time to give full particulars concerning tests of these helicopter designs but we

(.Continued on page 11.1)


By Spencer Heath,

of the american propeller co.


By Dr. A. S. Rowe.

HA VINO made a study of bird flight for years, I have been much interested in the article published in your esteemed Aeronautics. written by Prof. 11. La V. Twining, of Los Angeles, entitled : "Can .Alan Ply With Wings."

These articles show a great deal of deep thought and close investigation into the science of bird flight, but have brought Prof. Twining to conclusions the reverse from those proved out by my investigations and experiments, i. e., that the air docs pass through the feathers of a bird's wings on the up or forward stroke, and if you will kindly allow me space in the columns of Aeronautics.. I will endeavor to give the experiments which ied me to this conclusion ; not for argument's sake but for the benefit it may be towards solving the problems of the science of aerial flight.

In the August number of Aeuo.nai'tk'.s, Prof. Twining, discussing the action of the up and down stroke of a bird's wings, says: "Much speculation has been indulged in as to the feathers opening on the upstroke to let the air through, .lust a little intelligent observation of an extended wing will show how utterly fallacious this assumption is: The feathers overlap so they shingle on top from the part near the body to the tip. On the underside they shingle the other way. In either case, as the air strikes the surface, the feathers bind together and present a solid surface to the air. The direction in which they shingle cannot make any difference in this respect. If we take up the wing and blow violently on top of it. holding the hand on the other side, no air will be felt coming through. It we blow against the under side the same result is obtained."

Xow, in order to arrive at an intelligent conclusion regarding the stroke of a bird's wing, and the action, of air upon it during the strokes, we must understand the following points.

First. The mechanical construction of the feathers. Taking the feathers of a turkey buzzard or pigeon's wing we find the barbs of nearly equal length on either side of the shaft near the body of the bird, and the barbs are of nearly the same

flexibility on both sides of the shaft, those on the farther side being slightly the stiff or : hut from near the body the barbs become longer on the inside of the shaft and shorter and stiffer on the opposite side of it with each successive feather, until in the feathers near the tip of the wing the shaft is nearly to the outer edge thus forming a long valve, so to speak, with the shaft as an axis at one side.

Second.—The position of the feathers in the wing. They are placed in the first third of the wing nearest the body of the bird, or out to the second joint, parallel with the body and at right angles to the front edge of the wing at their insertion, and their flat surfaces are nearly horizontal with the front edge of the wing: also when the wing is extended. From the second joint they diverge outward from a parallel tine with the body until, in the buzzard's wing, when extended they attain a position nearly at right angle to the bird's body.

Third. The relative position of one feather to another. The feathers lap or shingle nearly one-half their width out the first third of the length of the wing. The barbs on that side of the shaft of the feather nearest the body under the preceding one nearly their length. On the other two-thirds of the length of the wing they lap under relatively less as the feathers diverge from each other.

Fourth. The relative proportions of the wing. Only about one-third of the length of a buzzard's or pigeon's wing is contained between the first two joints; the other two-thirds being made up from this point out. The feathers are much longer and wider in this section of the wing and the width of wing is about one-third its length.

Fifth. The direction of the stroke of a bird's wing in relation to its body. The stroke varies according 1o the results to be obtained: as when in starting on flight the wing is raised much higher above the body and is brought farther below it, and the flexion of the wing is much less

Three Views of the Rowe Glider

than when the bird is in free flight, but on the up or forward, stroke it always moves upward and forward, and on the down stroke moves downwards and backwards: thus making a rotary movement on the whole. The tip of the wing traverses a cycle corresponding to a curved line drawn from the tip of the bird's tail to the tip of the wing when extended. (See sketch.) The wing is not thrust forwards and backwards extended, as though hinged at the bird's body, but is flexed at every joint including the one at the body, to a greater or less degree. From the second joint out is the area of greatest motion. The more rapid the flight the greater the flexion that takes place in the wing at each stroke. In every swift flight a pigeon closes its wing nearly against the body at each stroke. The action of the wing-then is outward, upward and forward from the

body to the point of extension in the up or forward stroke, and the reverse in the downstroke. or downward, backward and inward towards the body. In the up stroke the front edge of the wing travels upward slightly farther than the rear edge, and the reverse on the down stroke. In normal straight-a-way flight the wing is elevated about as far above the horizontal line of flight in the forward stroke as it is brought below it in the down stroke.

Sixth.—The stroke of the wing relative to the line of flight. We see then that the forward stroke of the wing Is made at an augle outwards from the line of flight something like forty-five degrees. The elevation and depression of the wing above and below the horizontal line of flight varies according to the lifting power required, increasing with the greater light.

Seventh.—The rapidity of the stroke of the wing in relation to the passing air. The bird's wing moving through the air on both the up and down stroke is always swifter than the motion of the air through which it is passing. Were this not the fact, a bird would be unable to rise from the ground ,and could not make headway against the wind.

Now, from the foregoing, understanding the mechanical construction of the feathers, their position in the wing, their relative position to each other, the relative proportions of the wing, the direction of the stroke in relation to the body of the bird, the stroke of the wing relative to the line of flight, and the rapidity of the stroke in relation to the passing air, we are enabled to make a test of the point in question, and will ttke up the experiment where Prof. Twining left off. by taking the bird's wing and directing a blast of air downward against it in direct opposition to the up or forward stroke, as described above, at the same time moving the wing toward the air current, the same as does the bird in flight. The air will be found to pass through freely between the feathers, and the air will pass in greatest voiume through the outer two-thirds of the wing. On the down, stroke, the feathers lapping

under each other as they do, are pressed against each other, which prevents the air from passing through upward : but on the up or forward stroke this pressure is temporally released owing to the rapidity of the upward movement—this movement being much quicker than the current of air passing creates a slight pressure from above causing the long flexible under-lapping barbs of the feathers to spring slightly downward admitting of the free passage of air between them. Birds, such as the quail, grouse, wild turkey and hummingbird, which have a heavy body relative to the amount of sailing surface of their wings and who make their flight with a greater up and down stroke of the wings than do those having more sailing surface, will lie found to have the feathers spread much farther apart in the outer two-thirds of the wings, the shafts of the feathers in thisj section being quite to the out edge, with the barbs underlapping much less, all of which is conducive to the free passage of air through the wing on the up stroke. And, too, another factor conducive to a free upward stroke of the wing, is the fact that the thrust is made in such a manner as to present the edges of the feathers, to a greater or less degree, toward the line of motion of the wing. This is accomplished to a great extent by the forward edge of the wing' rising farther than the rear edge. There art| several reasons that prevent us from being ablS to see the light between the feathers of a bird'sl wings when they make the up stroke in flight^ when passing above us. Three of the main reasons are: That the stroke is made most too quick for the human eye to catch it; the depression of the inner edge of the barbs of the feathers cause the feathers to assume more of a' curve, the lower edge of one feather cutting off the line of light coming through the next; a portion of the bird's body and tail would obstruct the line of vision through the wing, owing to the angle of the wing in relation to the bird's body, and that of the position of the feathers in the wing.

Perhaps the failure of success of all the orni-thopters built up to the present time is due to' the fact that they only partially emulate the different movements of a bird's wing when it is in flight, as by the foregoing we can see that it would be a very difficult matter to make a machine that would be capable of obtaining the necessary movements essential to extensive flight ; in fact, the complexity of such a machine would bar its usefulness. In Fig. I, A is to represent an extended wing of a bird when in flight, B the flexed wing after the stroke, C the line traversed by the tip of the wing, if we were to look at it in the direction of the body during the stroke, should the bird's body not advance but remain stationary. When the bird's body is advancing in flight the tip of the wing describes a series of loops. D represents the line of flight, and me arrow the approximate angle of the stroke of the wing in relation to the line of flight.

In the glider built by Or. ltowe it has been attempted to follow the shape of the bird, with the turkey buzzard as the. pattern. The machine is 30 ft. G ins. spread, planes S ft. fore and aft, and the total length 15 ft. The weight is but 44 pounds. The depth of the curve of the planes is 7 ins. at the central section of the machine, this depth being at a point one-third back from front edge. This curve diminishes in depth until out 10 ft. toward their tips the planes are flat. From this point they curve upward to their ends as well as enrving slightly upward toward the edges, in imitation of a buzzard's wing. The dihedral angle is in exact proportion. The perpendicular rudders curve downward in a position to take the place of the sides of the bird's body and extend the length of the planes with the exception of a space near the center of each, which gives rooin* for the operator's arms. The situation of these rudders is designed to prevent the machine being turned around when going sideways to thej wind. The bracing system makes the machine rigidl at every point. After trials as a glider a power machine will be made of it.


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Price List of Models and Parts

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AERONAUTICS October, ipw


records op the meet.

speed—3 laps (5*4 miles) in 6 min. 1 sec, by grahame-wliite (bleriot).

altitude—4,732 ft. in one flight by brookins (wright).

duration—3 lirs. 5 min. 40 sec. in air during one flight by johnstone (american record), in wright machine.

distance—101 miles 389 ft. in one flitlit by johnstone (american record).

getaway—26 ft. 11 in. from start by grahame-white, facing a stiff breeze.

accuracy—stopped 5 ft. 4 in. from centre after landing within 100 ft. circle by johnstone (world's record).

slow lap—3 laps (5^4 miles) in 13 min. 48 sec. (22.82 m. p. h. ogilvie held previous record of 24.11 m. p. h. in a wright machine), by brookins (world's record).

bomb-dropping—180 points on 81 hits at battleship by grahame-white, 100 ft. altitude.

boston light course—34 min. 1 1-5 sec. over 33 miles of water by grahame-white.

amateur events—clifford b. harmon won the harvard cup for bomb throwing, and the cups for speed, duration and slow time for three laps. his only rival, w. starling burgess, was awarded second place for duration.

prize money division.

the prize money was divided as follows:


boston light plight____$10,000

bomb throwing........ 5,000

speed, 1st prize........ 3,000

altitude, 2nd prize..... 2,000

duration, 2nd prize..... 1,000

distance, 2nd prize..... 1,000

getaway, 1st prize..... 100


contract price for entry 7,500

total ........................$29,600


duration, 1st prize.....$ 2,000

distance, 1st prize..... 2,000

accuracy, 1st prize..... 500

slow lap, 2nd prize.... 500

$ 5,000


altitude, 1st prize......$ 3,000

accuracy, 2nd prize.... 250 slow lap, 1st prize..... 1,000

$ 4,250

contract price for entry

of both.............. 30,000

total for wright aviators .......................$39,250

getaway, 2nd prize.....$ 500


contract price for entry 4,000

$ 4,500


speed, 2nd prize........$ 2,000

contract price for entry 10,000


total for curtiss aviators .........................$16,500


contract price for entry....... 7,500

total prize and contract money

for professionals ...........fbq^hq

The first event of its kind and the largest aero meeting jet held in america was that organized by the harvard aeronautical society. its official duration was from september o-i::, though mights were continued sep tember 14-10.

the financial success of the aviation meet is not known officially.

unofficially it was claimed there had been deposited in the bank $126,000 receipts for the meet. the expenditures have been about as much. paid admissions totaled 67.241 for 11 days.

there was too much red tape in connection with the affair. aviators found it more difficult to get to their machines than the public found it easy. newspaper men were not treated very well, it is claimed. to get in one a reporter had to have a press badge good any place, one good somewhere, one not good anywhere, a grandstand ticket, a few ribbons and a health certificate.

(jrahnme-white did very well financially, outside of the prizes. he took up many passengers, and for each flight, it is unkindly rumored, his manager collected $50(1—in advance.

last two days.

boston. sept. 1g.—claude grahame-white, the english aviator, defeated glenn ft. curtiss in a special race at scjuantum yesterday, thus bringing to a close the meet which has been on since september

the englishman not only won over the american champion by a good margin, but he made better time for the distance of five and one-quarter miles than he did last tuesday when he scurried around the course three times in g minutes and 1 second. yesterday he traveled an equal distance, or three times around the 1% mile course, in 5 minutes 47 4-5 seconds, while curtiss made the distance in 6 minutes 4 :.-"> seconds.

grahame white's time for the first lap was 1 minute 50 --5 seconds; for two laps, 3 minutes .'1-5 seconds : for three laps. 5 minutes 47 4-5 seconds. the time of curtiss for the first lap was ֪. minutes 4 1-5 seconds ; for two laps, 4 minutes 4 4-5 seconds; for three laps, 6 minutes 4 35 seconds, o / u

r -ty-, rr

by greely s. curtis?2? 9

in spite of many discouragements" and by persevering effort james v. martin, a special 'student al harvard university and the director of the harvard aeronautical society, succeeded in obtaining the co-operation first of president lowell of harvard and then of mayor fitzgerald of boston, and subsequently several boston business men. the idea took root and soon an experienced manager was found in the person of adams d. claf i'm.

all the aviators except grahame-white were housed in two long canvas tents on opposite sides of the principal company street. the tents were 500 feet long by 50 feet wide and were adequate for their purpose.

one tent housed the following machines: hubbard monoplane, curtiss biplane, c. b. harmon's earman biplane, two wright biplanes, fire apparatus., gaines' clement-bayard-santos-duniont-demoiselle and the harvard biplane. tn the south hansrar were the bleriot monoplane and farman biplane of grahame-white adjacent to the two triplanes of a. v. roe. next came "the high powered burgess biplane operated by william billiard and two more burgess biplanes. models b and c entered by the burgess company and curtis. next were the curtiss biplanes, one owned by augustus post and the other operated by charles f. willard. beyond these were housed the kites exhibited by mr. perkins. the pfitzner monoplane and the dixon dirigible were established in separate tents, provided by their owners. an a. v. roe triplane has been purchased by the harvard aeronautical society.


Perkins' Man Kite


the choice of grounds fell upon the marshland a i sijuantum. lying just across the nopoiiset kiver from the southeastern limits of the city of p.oston. the grounds are in the form of an island: a narrow salt water creek separates it from, tin1 mainland and is bridged by a single road. while most of the island is low-lying marsh, soft and soggy even in character, there are two strips of tinner ground, perhaps seven or eight feet above the level of high tides. fine of ihese strips was assigned to the grandstand while on the other the hangars and sheds were located.

the hying held lay to the west and north of the grandstand and included an area of irregular shape with a circumference of approximately two miles. the pylons were arranged for a circuit of one mile and three-quarters. while the field is probably the best available in the close vicinity of boston and is adequate for the work of professionals, it is not ideal for amateur aviators under existing conditions. the ՠspace assigned for starting in front of the grandstand sloped slightly uphill and remained rough in spots in spite of the admirable work devoted to its improvement. then the layout of the course required a turn to the left soon after starting in order to avoid (he walers of boston harbor.' ttn-fortunately just to the lel'l and a few hundred yards beyond the starting lino. ihore was a deep

gully in the marsh to trap the inexpert. it was this gully which brought the noted amateur, clifford b. harmon, to grief on the opening day and kept him from further participation till near the end of the meet.

PKOUltESS op the .meet. on saturday, september the meet opened in threatening weather with a crowd of only moderate size in attendance. grahame-white started on his victorious career by setting a good mark in the speed event as well a.s by establishing an excellent average in the bomb throwing, scoring 21 points in 10 shots. the american professionals. curtiss, yvillard, i'.rookins and johnstone followed white into the air and gave exhibitions of plain hying without attempting any sensational maineuvers. by winning the duration and distance events on the first day .lohnstone laid the foundation for his final success in these two events.

on monday the interest was increased by the first passenger carrying, grahame-white and willard each taking up a lady passenger.

on monday and tuesday. m r. "grahame-white continued to increase his lead in spite of the rain and foggy weather, which prevailed, so that on tuesday evening when the meet was one-third through he led the field with a total of 14.'.) points against a total of 1.jS-17 points for johnstone. willard, curtiss and i'.rookins combined. My tuesday white led in every event except for dis tance. and in that he was only a single point behind johnstone. brookius did sensational stunts. the best records for the three first days were as follows :

speed—grahame-white, 0 minutes 1 seconds for 5 y± miles.

duration johnstone, 1 hour 20 minutes 12 seconds.

distance--grahame-white. 45 miles G17 feet. get-away—grahame-white, fig feet 10 inches. bomib-dropping—grahame-white, 20 trials, 50J points.

the system of scoring points was a novel one and well arranged to develop constant competition in all the events. three points were awarded] to the winner each day in each event, provided] at least three entries were registered in thati event. two points were given for second placel and one point for third place. in case less thata hiree entries were made on any day, the winneil received two points and the second man one pointl the events in which points were to be earned were) speed, altitude, duration and distance. in addi-! lion it was at first arranged to add the score made each day in the bomb-throwing, but this wasj subsequently changed so that only the average score! per bond) thrown was added to the points wonf in the four events above mentioned. kaeh bond) hitting the deck of a full sized outline of a battleship from the height of mm) feet or more counted! one point, while two funnels formed the bulls-l eves of the target, and a shot in them countedl live.

by friday evening. september i), when six of i the nine days had been completed. grahame-white had still further increased his lead. his score byl points had totaled :'.:j.2 against it for johnstone,1 his nearest rival. i'.rookins had scored 10 points, while curtiss and willard were tied at s.

in the last half of the meet, however, the wright operators started in consistently to earn points in altitude, duration and distance. i'.rookins earnedj !"> first places in altitude in the last 5 days, whilel johnstone accumulated it points in the duration! and distance events.

the final scores by points were as follows :


speed altitude duration distance average total




johnstone ........

i'.rookins .........

.curtiss.....*. . . . ii

willard ........ s

this score indicates thai



S.5 l.t 1. o.o


1.4 1.0

4S.7 2!>.s

1 2.!) b.lt

white had won lirsl

place, in speed on five days: first place in altitudd otic day; first place in duration three times! ijn distance' three times and had scored more lliaff fw~<v" "points on every bomb thrown. johnston! scored five wins in duration and five in distancii brookfofs on five days made the best flight tm heiahi. 'curtiss gained the speed prize on one day

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Descriptive matter upon request Week deliveries


3932 Olive Street - St. Louis, Mo.

1—A. V. Roe Triplane. 2—Grahame-White in His Farman. 3—Hilliard in the Burgess-Curtis. 4—Claude Grahame-White. 5—G. G. Hubbard Monoplane. 6—Walter R. Brookins. 7—Pfitzner Monoplane. 8—Glenn H. Curtiss Flying New Machine. 9—Brookins Beginning a Sharp Turn.


and was second in that event on four other clays. Willard won first in speed onee.

The special feature of the meet was the .$10.000 prize offered by the Boston Globe for a two-lap flight around Boston Light and return. The course called for distance of approximately 33 miles, almost all of which was over the water of Boston Harbor. Grahame-White made his first attempt in his Bleriot monoplane on the fourth day of the meet and covered the course in 40 minutes 1 3-5 seconds. This relatively slow time was in part due to a detour caused by the aviator's lack of familiarity with the landmarks. On the next to the' last "day of the meet. White made a second trial -with the same monoplane and cut his time for the 33 miles down to .">4 minutes. Making a fair allowance for the distance lost in the halt dozen turns required, his average speed must have been over 00 miles an hour.

The only hope of defeating Grahame-White for the Globe prize lay in Glenn Curtiss" speedy flyer. The early days of the meet, however, had shown that the Bleriot with its 50 h. p. Gnome motor was faster than the Curtiss machine with its 50 h. p. 8-cylinder Curtiss engine. Curtiss had to look for a more powerful motor. This he found in the new Indian motor rated at 00 to 05 h. p. power which was owned by the Burgess Company & Curtis. An arrangement was quickly made to transfer this motor from the Burgess biplane ilown by William 11 iIliard to the Curtiss flyer, and it was installed during the intermission of Sunday, September Jl. Unfortunately there had been no time to test out the new motor and when Curtiss attempted to fly with it. unexpected carbureer troubles developed which were remedied only after two days of constant tinkering. The motor finally was put in running order on the last official day of the meet, and he was enabled to overtake Grahame-White. in his speedy Bleriot. But unfortunately the delay proved fatal to Mr. Curtiss' chances for the Boston Globe prize, as the time limit expired before the motor was finally turned up. The Indian engine gave 430 pounds thrust on a spring balance attached to the Burgess machine.

Among the amateurs the most notable event was the accident to Harmon's biplane shortly after making a start on the opening day of the meet. The accident was in part due to the soggy condition of the grounds after the. continuous rains. Harmon was unable to get up his usual speed before taking off. so that his machine was traveling at a comparatively slow rate when it reached the first turn. The act of turning brought one wing tip in contact with the ground, and the whole biplane was precipitated into a gully across the course, which wrecked both supporting surfaces, smashed the propeller and injured the motor itself. The running gear of the machine also was wrecked so that it seemed hopeless to attempt to replace it. However, W. Starling Burgess, a fellow competitor, placed the facilities of his Marble-head factory at Harmon's disposal and returned the biplane to its owner in better condition than ever several days before the end of the meet. Harmon, however, borrowed Mr. Grahainc-White's Carman biplane and succeeded I hereby in winning first prize for amateurs in speed, duration, bomb throwing and slow lap.

Second prize among the amateurs was won by W. Starling Burgess in a Burgess biplane. The other amateur entries included William Ililliard in a Burgess biplane, who made two or three circuits of the course, but did not officially compote because his powerful CO h. p. motor had not been properly limed up before it was loaned to Mr. Glenn Curtiss. A. V. Roe, in his Knglisli| triplane. and II. F. Kearny in the I'titzner moiio-J piano, both met with disaster on landing after! short flights. The only other amateur aviator, Augustus Cost, made some short straight-a way flights in his Curtiss biplane, but did not enter officially for any of the prizes.

The meet was attended by many officers of the Army and Navy, as well as a large number of persons socially prominent. President Taft was a center of attraction one day and on other occasions Governor Draper of 3N1 assachusetts with his staff and the mayor of Boston added a political tonch to the gathering. Thanks to Grahame-White, Mayor Fitzgerald went up in the air to a

greater height than he had previously experienced.

The success of the meet as a who'le is a monu- ՠment to the initiative of James V. Martin, to the ability and perseverance of Manager Claflin and the able committees in charge.

Perkins' Man-Carrying Kite.

So far as known, the first time that a man has been taken up by kites for the purpose of exhibition in this country was at the Boston meet, and this stunt is now the feature of the kite exhibitions which Samuel F. Perkins nas been booking at all the meets.

A series of monster kites are used, from :) to 18 ft. tall. Up to fifteen kites are employed, according to the velocity of the "wind and ' the weight of the man. It has be on found that a man can be lifted in a wind as low as 10 miles an hour. An 18-ft. kite is first started and sent up for about a thousand feet, or until it reaches a steady current of air. Then a number of the 12 ft. kites are put on the line, spaced about 100 ft. apart. These are added to as desired until the pull is found to be great enough to carry a man.

At Boston Perkins himself went up about 125 ft. on a little wooden seat slung by ropes, as shown in the picture. The rope used to hold the kites is one-half inch in size and of the best grade that can be bought. The reel has to be very strong and well anchored. Miss Emily Willard, a sister of Aviator Willard, also went up in the kite.

Kites have been used to some extent abroad for military measures. Not long ago experiments were made in England, it is alleged that the United States Army tried man-lifting kites some years ago, and Lieut. Wise actually went up a little way, but further investigations in this direction are said to have been given up. it will be remembered that the late Lieut. Thomas E. Selfridge, in I*J<is, was carried up in a monster tetrahedral kite made by Dr. Alexander Graham Bell, but on this occasion the kite was towed in the air above the waters of Bras d'Or Lake, by a power boat.

Perkins has been sort of a stand-by at all the exhibitions that have been held thus far, as his kites provided something for the crowds to watch at all times, if there was any wind at a;i, and as those who have had the more or less pleasant experience of visiting some of the flight exhibitions that have been held, know, a great deal of the time there is nothing but the kites, to watch with the wind blowing too strong for the birdmen to do any "birding.'"


[Concluded from page 112]

have creditable reports that one pair of them recently tried strained very heavily at their moorings while lifting a weight of 780 pounds. They were driven by an engine rated at 50 to GO h. p.. but probably giving very much less during the test as it was running at only about 450 to 500, r.p.m.

In regard lo details of construction, the usual number of laminations is five, but four are used in the smaller sizes and sometimes six for the largest ones. The plan form for each lamination is accurately designed and each pair for opposite blades of the same propeller are sawed out together in duplicate to exact pattern and the holes for the dowels located by templates so that the registration of these holes makes it impossible to put the several pieces together in any but their correct relation. The corresponding pieces in opposing blades are selected from adjacent parts of the same edge-grained board, thus insuring the utmost similarity of weighl. grain and texture in the corresponding portions of the blades. The accompanying illustration shows a group of half laminations for a 2-bladed propeller ready to be assembled and glued.

As for the best material, we have tried many varieties of wood but have found nothing really superior to carefully selected edge-grain spruce, although we find ouartered white oak. hickory and other hard woods very excellent, beautiful and durable for the smaller sizes in which a little more weight is desired or not objected to.

Curtiss Flies 129^ Miles Over Water.

On August Mist, (ill-mi 11. Curtiss flow in his 8-eylinder machine from Euclid Ilcach, just oast of Cleveland, to Cedar Point, near Sandusky. Ohio, .inline distance of lio.fi miles in 1 hour and IS minutes. The distance is about equal to that between Poughkeepsio and the upper cud of Manhattan Island, which was one stage of Curtiss" trip from Albany to New York. The wind velocity was 12 miles per hour.

The U. S. Ilydrographie Office at Cleveland figured the actual distance traveled one way as 04% miles. This gives a speed of 4SI.S miles per hour on the outward trip.

beats l'liskoxs ox home tuit.

On September 1 the return was made but in much slower time, 1 hour and 41 minutes being consumed. The return was made, for part of the distance, in the rain, which stung the aviator's face. Some homing pigeons which were released at Cedar Point took 2 hours and r>4 minutes to make the trip.

Euclid Beach and Cedar Point are amusement resorts. The flight was made possible by the Cleveland Press, which gave a prize of $5,000.

Flying With Four Horsepower.

We give snmc photos of aeroplane experiments of M. P.. Sellers in Kentucky. One of the pictures

shows a rear view of the machine with a vertical rudder which can be made- to assume a screw shape as described in article on Lateral Stabilitv in May. l'.do. Aeronautics. This was used long enough to prove the correctness of the principle. Note the keel, rudder and equilibrium plane as originally designed and now used. The other pictures show machine in flight, in these flights the Dutheil & Chalmers opposed engine was used. Six yt in. auxiliary exhaust holes were bored in each cylinder, increasing the h. p. about l."i per cent. The brake h. p. before boring holes was about four. An Elbridge 2 cyl. 10 h. p. special motor has been ordered.

Harmon's Flight Across L. I. Sound.

Clifford B. Harmon made his long promised flight across Long Island Sound on August 20. lie started from the aviation field at Mineola about (1 :.'.0 o'clock. Thirty minutes later he landed in Greenwich, Conn., in a Held next to the estate of his father-in-law. Commodore E. C. Benedict, an airline distance of 19tA miles.

Mr. Harmon was unhurt, but his Earmaii n-a chine was damaged. The flight won for Mr. Harmon the trophy offered by Conn try Life in America for the first successful aeroplane flight across the Sound. Before starting on his trip across the Sound he made a flight with Charles IC. Hamilton as passenger to test Out bis machine and to study the air conditions.


After making several laps he landed and announced that he would start out to win the trophy. The wind was blowing about fifteen miles an hour. In the flight to Koslyn. where he reached the water, the flying was over bad country. It was a struggle to keep right side up crossing Hempstead Bay. but he reached the Parchment Yacht Club in safety and turned over the vessels in the harbor there at the international motor boat meet. From here he Hew up the Sound to the island just in front of his father-in-law's estate, landing on a sandy bench just across an inlet, and came down in tall grass, after fouling some telephone wires. That accounts for the wrecked machine.

Novice Flies 28 Miles Cross Country.

William Evans, of S17A East 15th street. Kansas City, Mo., was aide to fly 2N miles across country on "his second day's experiment with the 30-foot Greene biplane lifted with an Elbvidge four-cylinder engine. The first day he received the machine he made several fights back and forth the length of the half-mile tield. with a propeller which was not designed to give a great deal of thrust. The next day he changed the propeller and made his 2S-mile flight across country. Gliding down, he could not pick his landing and broke the front conlrol. Percy Haslett, of Alameda. Gal., and a man named Jones, of Tombstone. Ariz., which latter ought to be a good place for aviators, have bought Elbridge engines, so there must be something doing.

The Greene aeroplane which Hoy Crosby, of San Francisco, bought lias now been taken over by the California Aero & Supply Co.

, The Latest Wright Model.

At the Asbury Park meet the first public test was made of the new long distance Wright. The machine is very similar to the standard type, with the rear horizontal surface: practically the only change being in the fact that the horizontal rudder in, front is left off. In the place of this, the warpablo horizontal tail serves to control the motion up'and down. The advantage of this arrangement is that there is nothing in the forepart, of the niaclijjne to be caught by sudden puffs of wind. As heretofore constructed, wind striking the front horizontal trudder acted with a powerful leverage on the machine, due to the distance of the rudder in advance of the main planes. >"o such effect is experienced with the horizontal rudder at the rear of the apparatus.

'the forward small vortical pianos have been preserved in the new machine and are mounted in the framework of the skids. This rear horizontal surface is rigidly guyed to the outriggers for the forward third of its length fore and aft. From one-third back it is flexible and warped up or down, for steering up or down respectively, by crossed wires from the usual lever.

The planes spread .'IP ft. (the older machines were 41 ft. and the government flyer was 3d ft.). The engine has greater bore than usual, being ■i% by 4. The weight is around N00 pounds.

Wheels, flexibly mounted, are fitted to this machine, as we'll as to some of the other machines.

'the machine is faster and can carry more weight. It has not. however, the quickness of action that the others have, and is not quite so well ji'd.ipted for cutting fancy figures, though to the layman then1 seems to be no difference.

Constant Flying at Dayton.

Then1 is almost constant flying at the Dayton camp, which is proving of great interest to all who have the opportunity of seeing it. P. O. Parmelee is a new Wright aviator. The Wright company has purchased a section of land in the west end of the city, and on I he 7th instant, broke ground for a group of buildings which are to form I he new factory. A double force of men are now on the first building, containing 14,000 sq. ft. of floor space which is to be used as the assembling room of planes and frames. The factory plan is of course of the most improved type, constructed of steel, brick and cement.

Harmon Changes His Farman.

Clifford B. Harmon's Farman machine, which was badly wrecked at Boston on the opening day of the meet, was repaired in record time and altered so as to make shipping and repairs less troublesome than heretofore.

While the original dimensions and curvatures of the Farman biplane were retained, the wings were changed so that they are detachable from the central body in much the same manner as the liurgcss-Cnrtiss biplanes are arranged. The surfaces can thus lie packed in a space 12 ft. long, instead of requiring 35 ft. of space as before.

The alteration was made by the Burgess Co. & Curtis. By rushing the force on September 4th and 5th. it was possible to ship the new planes complete on September Sth, the time required having been four working days. The job was undertaken on a Saturday night, and there was no opportunity to obtain materials or outside assistance owing to the approaching Sunday and holiday. The men also had been given a vacation, with opportunities to attend the Harvard meet, as reward for several weeks of strenuous work. It thus became necessary to recall the force as far as possible by telegraph and engage Messrs. Wilson & Silsby. the Boston sailmakers, to work overtime preparing the cloth for the surfaces.

Latest Curtiss Change.

The Curtiss aeroplane used at the Boston-Harvard aviation meet by Glenn II. Curtiss presented a changed appearance from the machine formerly used by him.

Although the same engine was used as in his Hudson Flier the machine was altered to give it more soeed anil cut down head resistance.

The following changes were noticeable in the Curtiss machine :

Camber of planes slightly less than in old style. Same surface as in Hudson-Fulton flyer. Ailerons, four, forming rear of outer sections of upper and lower planes, working upward and downward and not down only as in Farman machine ; less head resistance because behind planes; normal position downward toward rear in line with rear of planes which brings them parallel to current of air passing over and under plane surfaces; front control is a single surface, with diamond-shaped vertical plane set stationary half above and half below. Same controls otherwise and same chassis. Outer sections of wings covered both sides. Middle sections covered one side.

Woman to Fly Curtiss Machine.

Miss Blanche Scott, the young lady who recently completed a trans-continental trip in an automobile and was a passenger in a flight with C. F. Walsh in California, is expected to make her debut at flying a Curtiss machine (hiring the exhi-biiion flights in Chicago, preliminary to the start of the Chicago-New York race.

New Design Biplane.

A new tvpe of biplanes is being experimented with by James B. Slinn. of Chillicothe, 111., in which the forward control is done away with, using the unper plane for this purpose. The lower plane is of less spread than the upper and shorter fore and aft. The upper plane spreads 27 ft. by ft., and the under one 15 ft. by 3 ft. Allowing for material cut away for propeller the supporting surface totals about 160. The rudder is 3 ft. by 4 ft. Weight without pilot 340 pounds. The machine is mounted on a 3-wheeled chassis. Materials, spruce and bamboo. An engine of own make will drive a G ft. propeller placed in the rear.

A man named Cooler is building in Itochesier af monster monoolane of su-ft. spread. It reseml Ides nothing that has yet appeared in the aerial world. Two Flbridge engines drive two propel! lers.

The Curtiss exhibition company now has a Cut! tiss machine traveling as a "dead exhibit" aroond the country to fairs and wherever there are n<| facilities for flight. Moving pictures are sbowtl and a lecture given by Carl H. Carson.

Satisfied with Elbridge Engines?

"recent flights have been made with elbridge "Featherweight" engines by dr. wm. m. x. greene, at rochester; by captain bumbaugh, at indianapolis; edward r. skinner, south beach, aten island; j. w. mccallum, kansas city, mo., and many others.

o one ever complained that an elbridge engine lacked power or speed. not only do they represent ore actual horse-power for weight than any others on the market, but broken parts are practically .heard of. you need never descend for "lack of power" if you use elbridge engines.

gflje <§vzznt company

Manufacturers of the Greene Aeroplanes

Rochester, N. Y., June

To the ELBRIDGE MACHINE COMPANY. Culver Road. Rochester, N. Y.

Gentlemen:—1 wish to express my admiration for the performance of the 40-60 " Featherweight" engine yesterday in the trial flight at the grounds of the Aero Club of Rochester.

My machine was driven through he air at a rate of speed I had by no means anticipated. The effect feeling of speed and reserve power 1 can compare only to the exhilaration produced by a strong cocktail.

1 have used several different motors in my other machines, and to-day I am more than ever convinced tr^i the Elbridge "Featherweight" is the ONLY real flying machine engine on the American market.

Cordially yours, (Signed) W^j/GREENE.

Profit by \e Experience of Others

it is expensive and dangerous to experiment with aeronautic motors unless they have demonstrated their efficiency in actual service. the elbridge "featherweight" has made good.

The Best is Always the Cheapest in the End

ktalogue and prices for asking; our information bureau is at your service


k^ero Dept."

Rochester, N. Y.


The Call Aviation Engine


1st. A Four Cycle Engine. the type used on 99% of all automobiles and motoreyles. the type used by all prominent aviators here and abroad, and holding all aviation records.

2nd. A Water Cooled Engine. the only kind that can be depended upon for extended runs without danger of overheating:. our spiral water jacket, together witii piston pump circulation is the most perfect cooling system yet devised.

3rd. An Opposed Cylinder Engine. the construction conceded by gas engine authorities to he the nearest vibrationless type. by all odds the construction best adapted for aviation purpo=es.

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5th. A "Fool-Proof" Engine. the utmost simplicity of construction, small number of cylinders, together with its bjing of the usual four cycle type, enables any automobile chauff. ur to set and run it, not one in lifty of wliom have any experience with two cycle, revolving cylinder, or v-shaped multiple cylinder engines.

6th. A Thoroughly Dependable Engine. our magnalium outer casing for cylinders and cylinder heads permits of a remarkably strong: construction with minimum weight; while our vanadium grey iron cylinder and cylinder head linings, piston heads, valve cages, valve seats, etc., is the only dependable material for these parts.

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9th. An Exceptionally Economical Engine. it is a matter of common notoriety among gas engineers that economy of fuel, as compared with power developed, is secured by large cylinders, few in number, rather than by a multiplicity of small cylinders—a consideration of paramount importance in aviation.

10th. A Moderate Priced Engine. while the material and workmanship of this engine are even superior to the very expensive foreign makes, and not to be classed with the cheap engines flooding the market, yet our aim has been to furnish avi ltois with a moderate priced engine, cheaper than could be produced by themselves, except in large numbers, and with an expensive shop and foundry equipment.

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New Greene Aeroplane.

A biplane built by dr. william fircone especially for cross country flying and long distance racing is now ready. it is of the same general style as other greene machines, such as already described in detail in Akkoxautics. it has a spread of :><> ft. with a chord of 7 vi ft. and a curve depth of 27s in. a six-cylinder elbridge engine is installed which actually gives on a i'ronv brake test c.1 y2 h. p.

two sizes of greene machines are now being marketed with prompt deliveries, 30 and .'!7 ft. spread respectively. all the greene machines are supplied with elbridge engines and the earman type landing arrangement, 20-in. wheels, 3-in. palmer tires, iiosch magneto and el arco radiators. on the large machines the wheels are 24 in. in diameter. what are called "practice skids" are being used in trial flights. these are fastened to the regular skids, as shown in the photograph. the large machine has a chord of (j ft. ~Ys in. and a depth of curve of 4 V± in. the ailerons. 10% ft. by 2p in., are attached to the rear struts instead of being between the surfaces as in the curtiss machines. these ailerons are operated by the usual shoulder control.

instead of using sockets as formerly, aluminum castings are now employed for connections. the surfaces are of irish linen with a special preparation which is- put on after the surfaces are in place. the cloth is stretched as tight as a drum head and has a breaking strain of 71 lbs. per square inch. the front control is a little smaller than that employed in the former machine (of which full drawings were published in Aiouoxai-tics. 1. also, there is a flap attached to the rear of the back horizontal surface which works in conjunction with the elevator through crossed wires. the whole rear horizontal tail can be quickly shifted to various angles of incidence, merely by loosening a metal clamp around the short vertical posts at the extreme end of the outriggers and reclamping at the desired place on the post.

baldwin flights at st. louis.

st. louis, mo.—('apt. t. s. l.aldwin made some tine flights along the river front on september 1<>-11!. these flights were his first real ones at an exhibition and no one can kick at the "young man" now. in one of these, taking 10 minutes, when he crossed over three and flew under two bridges while in the air. including the time he was on the ground between the flights, it was thirty-six minutes from the time he started -until he landed 011 the aviation ground again.

hill, r.eachey has assembled the gill, machine bought by t. w. llenoist. of the aeronautic sup-lily company, and made first trials.

selfridge monument erected.

a monument to lieut. t^hos. e. selfridge has been completed, and was erected over the grave by e. a. selfridge, father of lieut. selfridge. there will be no unveiling ceremonies or dedication of the monument. it has been a tribute of the family throughout, and will not be attended by any public recognition. the inscription on the tablet is as follows :

eirst lieutenant thomas e. selfridge, ist reg't. field artillery, u. s. a. killed in the service of the united states in an aerodrome accident september 17th, 1908.

a(iel) 26.

Review of the Month's Flying.

The past mouth at Mineola has not seen quite so mueh flying as heretofore since Harmon's flight across the Long Island Sound, as the machine was damaged on that occasion and later was shipped to Boston, ('apt. Baldwin has been away and II. S. Harkness with his Antoinette has been doing nothing more than running over the grass, getting used to the grounds and machine, after being out of the game for some month.s. Joe Seymour has been flying constantly right along.

Tod ("Slim") Shriver has brought out a new machine of a general Curtiss type, in which the ailerons are outside of the main cell and attached to the rear supports. Equipped with a Kirkham six-cylinder engine, he has been making some good short flights. The machine was constructed by Mr. Shriver for Howard Dietz.

The second week in September, P. Brauner & Co. brought out one of their stock machines of a general Curtiss type, oOx4'/2 ft., fitted with a British-American 20-h. p. stock automobile engine driving a Brauner 0 ft. diameter 4v2 ft. pitch propeller, giving at 900 revolutions 1.N5 lbs. thrust. Some short flights have been made in it by D. Mas-son, who was mechanic for Paulhan when he came to America. The front elevator is a single surface. Equipment includes the El Arco radiator, Bosch magneto and Palmer tires.

Frank Van Anden has another biplane ready for trial, fitted with a Cameron air-cooled automobile engine with auxiliary exhausts. It would be of interest to know how this cools and to see with what success flights are made, as the engine is rated at but 24 h. p. The running gear is similar to Capt. Baldwin's, with the front wheel off the ground. Pennsylvania 20-in. wheels and 4-in. tires" are used. The motor has a Splitdorf magneto and Breeze carburetor, as generally supplied with Cameron engines.

Dr. H. W. Walden is building a shed of his own and is progressing with the remodeling of his wrecked monoplane. The new one will have Pennsylvania 4-in. tires and the holes in the ground won't be so effective.

An innovation in cooling systems is employed by George Bussell and J. J. Frisbie. Two small El Arco radiators are used, placed one on either side of the operator, where they get all the air there is coming. These work very satisfactorily this way, and the head resistance does not seem to have been any objection.

G. E. DeLong, designer of the Elbridge engine, has started a training school, using a Shneider-built Curtiss-type aeroplane, which he purchased some time ago. E. F.. Gaskell. 230S Seventh avenue. New York, and F. E. deMurias. Babylon, L. I., are the first pupils. Wisely enough, the school does* not undertake to pay the damages sustained in trials.

W. L. Fairciiild is out mornings and evenings practicing with his big monoplane, fitted with an Emerson six-cylinder engine, about which he is enthusiastic. It drives by a chain two propellers.

The George Bussell machine has had its power plant changed over from a Curtiss to a four-cylinder Elbridge. The first part of September he gave exhibitions on Staten Island. One of the most successful experiences he had. was a collision with a cow. So far as we are able to ascertain, this is the first time that an aerial milking has been attempted.

Sam Barton, of 23S Dumont avenue, Brooklyn, is putting together in the Aeronautical Society's sheds a small biplane with a two-cylinder Elbridge engine. This more or less resembles a Curtiss machine, 'the elevator and the horizontal tail will work in conjunction. The machine is only partially assembled thus far. Hartford tires fire being used on specially built home made wheels.

Miss E. L. Todd has a Kinek eight-cylinder engine.

Nicholas Rippenbein is completing the assembling of a light Farman type machine which was bought from Fred Shneider. The ailerons-in this machine are between the surfaces, and instead of being hinged at the struts and moved up and down, are mounted on a shaft running fore and aft between the main surfaces. At the end of the shaft is a grooved pulley over which crossed wires rim.

Harry Chandler, of the Auto & Aeronautic Supply Co., and Glenn Ethridge, both of Westbury, L. I., are building a biplane of radical construction as regards sockets, engine beds, controls and angle. This is now ready for trial. The equipment includes an Elbridge four-cylinder engine, A-Z radiator and tank, and Hartford tires.

Philip W. Wilcox, of the Columbia University Aero Club, has had bad luck. His first trial some two months ago, resulted in smashing the running gear on the ground. Charles K. Hamilton flew it next time and broke up the landing arrangement again. After it was all fixed up anew, stronger, and with big 4-in. Pennsylvania tires, Wilcox attempted flight himself and succeeded at the first jump, with all the power of the Rinek eight-cylinder engine behind him. For some little time flights were made before the machine was" reduced to a wreck. He is now going at it again and will build two machines. With a Rinek propeller, 7%-ft. diameter by 4-ft. pitch, the engine gave over 350 lbs. thrust standing.

The Garden City Co., which erected a fence and grandstand around the grounds and now charge admission whenever there is a sufficient crowd of sightseers, has established a system by which the aviators receive a certain portion of the profits, proportioned according to the extent of the flights made by each.

The erection of the fence, the independent attitude assumed by the Company and the alleged nonfulfillment of promises made by it has resulted in considerable friction. The Aeronautical Society has given the Aero Club of America an opportunity to join in a protest and issued a statement of which the following is a part:

August 22d, 1910.

The Garden* City Company,

00 Wall Street, New York City, N. Y.

Gentlemen :—When you recently (without our consent) erected a high fence around the property which you leased to this society at Mineola and constructed a grandstand and ticket office, you argued it advantageous to us and promised to account for all funds and see that conditions were improved generally. You now refuse to account for what you have collected and spent and are continuing to force the public to pay money to you to witness the flights of members of this and other clubs on your property. You are also collecting money for other privileges, such as stands, sign spaces, etc., and the public are led to believe that we are the interested parties, although we never have been and do not wish to be interested in the receipts of your enterprise.

We object to this method of exploiting our members. Had you turned these matters over to a joint committee representing all interests, the members and their friends would not be repeatedly interfered with by the representatives of your real estate, and everyone legitimately interested in aeronautics Mould have been better satisfied.

In view of the foregoing we are obliged to notify you that if conditions are not improved we shall be obliged to restrain you from further interference with our rights on the property.

The Aeronautical Society.


| !

I At Garden City, ILL !


+ + +



50 H. P., 8 Cylinder Engine




President AeroClub,Columbia University On Sunday, Aug. 14, 1910

On first attempt, making a complete circuit of the Aviation Field, at an average height of from 75 to 1 00 feet. The aeroplane was of the Farman type, and the speed estimated was about 40 miles per hour. Mr. Wilcox has since been making almost daily flights, duplicating the above.

R TIVFK* En§ines have within the past month or so come

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Successful Aviators Know +*++****ՠTheir Value

Any doubt you may have as to the Superior Qualities of the Rinek Engines must be dispelled after consideration of the fact that they are amongst the very few which have been found "All There," under the severest flying conditions :: :: :: :: :: ::

TYPE B-8, 60 H.P., weight, 275 lbs. complete TYPE B-4, 30 H.P., weight, 130 lbs. complete


.._ national /backing comptny. the Jn\o\e o£ tha alleged criminal testraint, knd edward tllden is its president.

[Flies in Home-made Machine.

philip wilcox, the columbia c .hcgt ! student we-h recently built a hinunp. i'urouglit his machine out on tlie field yes,terday to rtest it. he had no nlea of l going in the ;iir. but when be had gone ! along, the ground a distance of .100 feel land ever.'lhing was running smoothly the i teniplajtion ra-as loo great and he turned i up his forwnrd planes. he 5-hot flflty feet inlo the air. struck an ever keel and tlew for a quarter of a mile not content with lhal he again elevated his forward plane' and wen* to a heuht of 100 fe ' lie l!.\v aoout a mile, returned and tm 'a mosr grnreful landlnj. .1 all tha a\ iators v.ej-e en'fhuslastlc o< this performance of a new man in „ 'home-made machine, and captain bald-as so pleased that he _ about wilcox's neck ; klhim.

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1.—J. J.! Frisbie, Flying. 2.-Shriver-Dietz Machine. 3.—W. L. Fairchild's Monoplane. 4. —E. E. Burlingame. 5-6. Frisbie Machine. 7.— Harkness' Antoinette.

i\ S. I'eets and 1). c. Tcetor. of the Iludsou-Fulton Automobile Co., at 247 West 47th street, \e\v York, will shortly begin trials at Mineola with a biplaue, principally on the lines of a Curtiss. with Farnian type running gears. Messrs. Frets and Teetor were members of the West Side Y. M. C. A., aero class of lDO!). with Wilbur 11. Kimball as instructor.

Wilbur II. Kimball is about to begin the construction of an entirely new type of machine, after a year of laboratory work and experimenting with the object of combining lifting power and the propelling force of propellers iu connection with planes. A model has been constructed ami successfully flown that shows remarkable properties of equilibrium and ease of control, and an increase in the thrust obtained from propellers.

Frisbie New Mineola Star.

d. .1. Frisbie has been the sensation of the Mineola held, lie did not spend any time running around the ground, but attempted llight the lirst crack out of the box. and has been flyins regularly every day, with the exception of the first half of September, when he arrived at Kochesier. lie has proven to be one of the most apt students of flight that has been seen at Mineola.

trials .vxd tribulations.

Frisbie first appeared in the aviation camp at ֍ineola early in the spring. He had a few hun-

dred dollars and the determinatiou to become an aviator. Someone offered to sell Frisbie an aeroplane, all right from the ground, splendid motor, etc. And Frisbie spent weeks that ran into months waiting for the demonstrating flight,—which never came. After a long time a machine was alleged to be assembled aud a thing called au aeronautic motor was installed. The outfit collapsed after a run estimated at eighteen seconds. Frisbie had spent thirteen weeks and all his money waiting for it.

He returned to Rochester with five cents in his pocket, a number of obligations, among them the support of a family. About the only thing he had left was determination to win out, and a lot of friends.

After further weeks of trial he secured enough backing to insure the building of his own 'plane, aud be ordered an Elbridge engine. In less than a month he was ready for the air. and twenty-four hours later he had made five short flights.

If the affair had been less serious. Frisbie's first flights would have been humorous. Advised not to leave the ground for at least a week. Frisbie started virtuously to run across the field to learn the use of the different controls, but he reckoned without the thrust of the 40-h. p. two-cycle engine. It never occured to him to throttle down, so in a few seconds he was bounding across the field at a terrific rate of speed : a piece of rough ground jarred his arms enough to affect the front control,

and less than half a minute from the time of all his good resolutions he was in the air, 20 or 30 feet above the ground. He wavered, he wobbled, the machine slanted from the torque of the propeller; Frisbie had presence of mind to straighten up and to try to get nearer the ground. No difficulty about that : he pushed the control forward half an inch and the machine dove for the ground like a falling skyrocket. Krisbie yanked back on the control to avoid the ground, and started up on an angle that suggested an attempt to loop the loop.

lie landed unharmed, however, and started out again. Day after day he kept at it, practicing whenever the breezes dropped below 10 miles an hour. In two weeks he had successfully accomplished a 10-mile cross country flight, flying two or three times around the tield as a preliminary, and then, without descending, starting out across country and flying over the polo field at the Meadow Brook Club, circled over the Motor Parkway, passed over West bury, and returned to the field in 14 minutes from the time he started.

On another occasion, when Acting Mayor Mitchell of New York visited the tield, Frisbie made several flights in the rain, lie also has made a ilight of some miles after dark, and safely carried his son as a passenger on one of his early trips.

At Ontario Beach Park, near Rochester, N. Y., on Labor Day, J. J. Frisbie made his first appearance as a professional aviator, just about three weeks since he made his first tentative flight at Mineola. There Mr. Frisbie, anxious to make good before his backers and fellow-townsmen, tried one of the most difficult things so far attempted by any aviator. The only place from which he could get any start was a bit of lawn about 20<» feet wide, bounded by poles, a hotel, a merry-go-round, and sideshows; in frout steep rollers piled themselves on the beach, driven by a high wind. Not counting the people who crowded around the machine, the actual space between material obstruc-

tions through which Frisbie had to guide his 'plane was exactly 40 feet. Minor embarrassments were two asphalt sidewalks he had to cross, each high enough above the level to smash the wheels on his tirst attempt to rise. Four times he started, and four times dropped into the lake, but the fifth time bis nerve and perseverance triumphed and he rose safely to a height of 50 feet and sailed around tiie nark, only to be again obliged to land in the surf because the deuse crowd left uot a foot of space on the shore.

After being fished out of the water the first time, the gasoleue valve was found to be closed. The gasolene was turned on, and off the motor started. The Atwater-Kent coil was changed the next day for a magneto. One trial resulted in a smash on the sand, and he had to fly the next time with a split propeller patched up with tin on one blac>. Vnother time the motor short-circuited itself .lust as he was out over the lake. The next time the propeller was smashed when it struck the water, 'to prove that he can fly, Frisbie decided to stay in Rochester until he could either fly across the city or cross Lake Ontario.

The Frisbie Machine.

The machine of .1. .). Frisbie is a close copy of the Curtiss. The lower plane has 2(>\\ ft. spread by 4 % ft. fore and aft. The top plane overhangs on each side 32 in. They are spaced 4% ft. apart. The bamboo outriggers front and rear extend 1-Vt ft. The double surface front control measures (i ft. by 28 iu., surfaces 2 ft. apart. The horizontal tail is G ft. by 2S in. The vertical rudder is 34 in. high by 28 in. the other way. The ailerons are 02 in. spread by 30 in. fore and aft. extend 8 in. in front of the struts, and are pivoted on the outer frout strut. The engine is an Elbridge 4-cylinder, 40 h. p. Two El Arco radiators are used, situated one on either side of the operator.

Some Frisbie Details.


AERONAUTICS October, 1910



By Cleve T. Shaffer

Flies With 5 H. P.

Doxaed ii. gordon, of eostonia, cal.. has a biplane with which he has been doing some remarkable work. the machine has a 5 h. p. cyl. motorcycle entire, and with 1 his motor and a geared down propeller of his own manufacture, he claims to have made flights of up to .~>0(> ft. in length. as the weight of the machine complete with operator is 3s0 pounds this would give a load carried per h. p. of 70 pounds, which is remarkable. the machine in general construction and detail reminds one of the roe tri-plane, inasmuch as the same low h. p. is used, and it has the same inverted triangular fusilago and general appearance. following is a description : top plane 20 ft.. lower 24 ft., chord 4 ft. distance between, planes 4 ft. 4 ins. angle of incident same on ground as in flight, about 7°. planes are constructed with a view to automatic balance, and so far mr. gordon has never had an occasion to use the lateral stability device which he has also placed on the machine, even when flying across a 15-mile wind. he claims the machine would tilt to .".0° angle when struck by gust, but would right itself automatically. camber of chord. 2% ins. in 4s ins. 1'lanes in three block sections, semi-circular rudder operated by foot lever, double front elevator, 32 sip ft. area. power plant, 2 cyl. curtiss motor-cycle engine, cyls. .■'>1/ix31,i, weight 7s pounds with batteries and coils. propeller, g ft. diameter, 5 ft. 8 ins. pitch, cedar and spruce of mr. gordon's own manufacture. the motor is speeded to 2,100 revolutions and drives a geared down propeller at a little over seven hundred. weight of machine complete 240 pounds. m r. gordon's weight is 14(> pounds. a three-wheeled chassis is used with a novel type of

suspension of the two rear wheels. the two-leaf spruce strips with axle attached in center are pivoted at the front and are attached to skid at the rear by springs. mr. gordon's longest flights have so far been from 450 to 5on ft., which is the longest distance engine will run at full speed without overheating, which of course causes it to slow down, lie is now putting in a cooling fan and exhaust ports to keep the motor cool for longer flights. he is also installing a 7 ft. propeller to run at a slower speed than the present one. the fields are so rough around his vicinity that he claims that it is very hard to build a machine capable of standing the racking, lie has had very little trouble, however, beyond breaking a wheel or two. mr. gordon has also had considerable experience with gliders, having made in the neighborhood of 50 flights of about 15o yards in length. in all of these, he says, he never had the suggestion of an accident and hardly broke a stick, reached heights of 20 ft. and flew in winds about 15 miles per hour, lie uses an inclined rail with his glider.

.1. e. clark, of san francisco, has a biplane of the new farman type near san jose. cal., in which he is said to have made some very good flights, the longest of about a mile. the machine is 33 ft. spread on the top plane and 21 ft. on the bottom, by 0 ft. 3 in. chord. 30 ft. fore and aft, single laminated ribs. a sommer type chassis is now used but will be changed to the four wheel farman type. an elbridge 40-00 h. p. engine drives direct an s ft. diameter propeller. 4 ft. pitch, thrust has not been measured. p.osch magneto is installed. lateral control is by shoulder brace connected with semi-circular ailerons between the ends at. rear of planes, and the rest of the control is similar to the curtiss with the usual wheel. curvature of ribs 1 in 14. angle of incident on the ground about 6 or 7 deg.; 5 cleg, approximate

flying angle. Planes are covered with Naiad No, 6 laced on in panels. Weight of machine complete 530 pounds.

Charles Bradley, of the Pacific Aero Club, an account of whose large, high pitch, propellor test was in the September issue of Aeronautics., got off the ground, for a short jump, with his biplane on, September 5 in the presence of your representative. The clutch would not hold, however, machine came down and ran into a ditch, the axle bent in a semi-circle but the "Camsc" wheels did not "dish."

Mr. Bradley said that all he wanted to know was if he could get off the ground with his large propeller and small horsepower, and as he was successful in this, and the machine was of rather crude construction he demolished it and will now begin work on a new one.

By Prof. H. La V. Twining

In January, 1910, after the Los Angeles midwinter meet, Chas. K. Hamilton went to San Diego, Cal., and spent three days flying on Corona do Island. On this occasion he flew across the bay and down the beach into Mexico and return. At this time Chas. P. Walsh, of San Diego, had a monoplane which he attempted to fly. Instead of flying, the machine ran into a fence and became a total wreck. By May 2, 191 Oi, Mr. Walsh had constructed a biplane of the. Curtiss type, with which he is flying. Since that time he has made some 200 flights of 500 feet to 1 % miles in length, reaching an altitude of from 10 to 80 feet. Mr. Walsh has modified the Curtiss method of control, using a design of his own devising. The machine is equipped with a 40 h. p. Elbridge engine. The aeroplane weighs 380 pounds and has 400 sq. ft. of surface. It spreads 40 feet from tip to tip.

Mr. George Duessler has been making short flights in his biplane at the Eos Angeles aerodrome where the Aero Club of California has its headquarters. The flights average some 300 feet. On one occasion he covered 405 feet, just missing the winning of the Knabenshue cup.

The winner of the cup must fly 500 feet under power in a machine of his own construction. He must also be a member of the Aero Club of California, The last of August Mr. Duessler blew out a cylinder head and is now repairing his engine. J. J. Slavin is also having trouble, but will soon be in shape to again try for the Knabenshue cup. after his accident of a few weeks ago. On this occasion he rose from the ground at too sharp an angle, to an altitude of 25 ft., where the machine lost headway, resulting in a crash to the ground. Several members were broken and the running gear was smashed. Mr. Slavin escaped unhurt. Slavin has a 3 cyl. 30 h. p. Elbridge engine.

On August 2S the Cannon brothers towed their Curtiss biplane behind an automobile. The machine rose some 10 ft. above the ground where it was maintained by use of its controls. Tins furnishes excellent practice, and as soon as they get their engine installed we can, expect some flying. On several of their towed flights they carried a passenger.

The Twining ornithopter, number 3. was given a trial last week. This model weighs 115 pounds and the operator 150 pounds, making a total weighty of 205 pounds. The wings are 12 ft. long by 4 ft. wide, giving about 100 sq. ft. of surface. Moijfe powerful leverages were used in this model and (a good up stroke of the wing developed.

The experiment developed a slight drive along the ground, and on one occasion it rose bodily from the ground to the height of one inch, upon the down stroke of the wings. Early in the trial one wing was broken so that it became flexible around its front edge. In this condition the wing drove the machine forward but lost in lift.

This model is a great improvement over model No. 2, a lift of 205 pounds being obtained as against 120 pounds in the other one. Larger and stronger wings will be constructed and another trial be made this fall.

Hamilton Injured.

Chas. K. Hamilton, flying for his own account a brand new machine on the style of a Curtiss, but fitted with a 100 h. p. engine built to order by Walter Christie, met with an accident while flying at Sacramento, Cal., on September 9. In a previous flight the machine was damaged, but the aviator unhurt. lie was burned by the water from the radiator and severely cut and bruised. It is believed there will be no serious results.


Fisher Aero Craft Construction Co., of New York. New York; manufacture, deal in and lease air crafts of all kinds; capital .$100,000'. Incorporators. P. J. Fisher, Encoland S. Bates, Hie-ronimus A. Harold, all of No. 135 William St., New York City.

The Standard Airship Co., Cleveland, T. P. Howell and others ; $5,000.

Frankford, Ind., July 15.—The La Marr Aero Co.. of Frankfort. Ind.. organized to manufacture aeroplanes, $50,0(10. Officers are W. 15. Adams, president; Perry Cable, secretary, and Fay Cress, treasurer.

The Standard Airship Co., of Columbus, O., $5.ooo. for the purpose of building airships. The company will build and sell aeroplanes constructed under patents held by II. J. Sharp. Incorporators of the company are T. P. Horrell, C. A. Kicks. A. V. Gowen, W. C. Saeger and G. B. Collins.

Illinois Aviation Co., Chicago; manufacturing amusement devices; capital. $1,400. Incorporators, Leon S. Alschnler, Gabriel J. Norden; Chas. W. Steefel.

MacLeod Multiplane Co., Borough of Richmond, N. Y. : manufacture and sell aerial machines ; capital. $10,000. Incorporators, Malcolm MacLeod, 26S Columbus Ave., New York City.; John T. Oates, 703 Bay St.. Stapleton, N. Y. ; James E. Forrest, 270 50th St.. Brooklyn.

The Aerovehicle Co., of Atlantic City, N. J., to manufacture and sell all kinds of vehicles for aerial transportation ; .$125,000. Incorporators, James R. Greig and Samuel C. Fenner of Philadelphia and Eli II. Chandler of Atlantic City.

Aerocraft Co., Chicago, 111.. $10,000i; general manufacturing, commercial, exhibition and transportation business : Benjamin I. Gates, H. H. Aber-nathy, J. J. Zinn.

American Aeroplane Manufacturing Co. ; New York; manufacture and deal in aeroplanes, gilders, motors, etc. ; capital, $100,000. Incorporators, P.enj. E. Freed, 500 E. ISSth St., New Y'ork City; l'eter J. Minck. 55 Beaver St., Brooklyn; Stuart J. Lebach.,50 Morningside Ave., New York City.

Atlantic City Riviera Parkway Ocean Pier Co., Atlantic City, N. J. ; to acquire premises to construct and operate aeroplanes, aerial transportation systems, airships, etc. Samuel J. Clark, Raymond B. Thompson and Graham Shaw incorporators. Capital stock $100,000.

Aerial Manufacturing & Supplies Co., New York; manufacture aeroplanes, gliders, automobiles, hydroplanes, etc. ; capital, $50,000. Incorporators, Samuel Shethar, Great Neck, Nass. Co., N. Y. ; John Loughran, 155 2d Ave., Long Island City; Chas. II. Stoll, 55 Liberty St., New York City.

The Curtiss Exhibition Co., $20,000, Hammonds-port, N. Y. ; promoting exhibition flights with aeroplanes and the selling of aeroplanes for exhibition purposes. Directors, Glenn II. Curtiss, Jerome S. Fanciulli and Monroe Wheeler.

Bath Motor Mfg. Co., Bath, N. Y., $300,000, taking over Kirkham Motor Co.

Charliss-Wendling Automatic Aeroplane Co., of Houston, Tex., is being organized by C. F. J. Charliss and A. Wendling to manufacture aeroplanes.

The Zodiac Sky Advertising Co., Narragansett 1'ier, R. I. E. Stuart Davis is president and Sydney S. Breeze of New York is vice-president and general manager. The directors of the company are Edward S. Beade, James M. Satterfield, and Benjamin Burgess Moore.

Asbury Park Meet Concluded.

The flying: by Brookins, Iloxie, Coffyn and Johnstone proved so satisfactory to the Asbury 1'ark committee tliat the series of flights were continued up to and including August 27th. The nn-et began on August loth.

To cover fully the various stunts performed by the Wright machines under the guidance of such skillful aviators would take a number of pages of the magazine. From P> o'clock in the afternoon till almost dark there was something doing every flay. Flights were made out to the ocean and back, to various nearby resorls; on one occasion a landing being made on the Deal Beach Golt Links, the machine was started again and the return made. This flight was by Brookins and Coffyn, a passenger flight.

new world's record.

Walter Brookins. whose nose was seriously damaged when his machine was wrecked against the grandstand on the opening day. was not out of commission long. On August 2.'ld he shattered bis former record for a complete circle by making one in 5% seconds. Johnstone nide numerous high flights, going up to :!.ikiii feet: and many of the flights lasted Mo to 45 minutes.

4,(100 feet moil.

On the lOtb Iloxie and Johnstone each made moonlight flights with none for spectators save the birds, and they were asleep. In the afternoon of the same day Iloxie was up for .">ii minutes, reaching an altitude of 4,000 feet.

aekon attics* editor rides.

On two occasions novices were taken up for rides, only "joy rides." as the aviators call flights of ten minutes or so. The publisher of Aeronautics, K. L. Jones, was one of these two lucky individuals, and the star reporter on the New York Xiiii the other. Brookins took the former on the latest machine, minus the front control and mounted on wheels, up to Hon feet, sailed around the field a number of times, made two of those short circles for which Brookins is so famous, then' shut the motor off and slid rapidly to the ground.

It actually makes one's heart almost stop beating to see Brookins start his aeroplane downwards, tilt ui) on one corner and then make a bole in the air like a cork-screw in a cork; but to be a passenger on one of these whirls, find yourself slipping sideways off the seat, with the green grass showing in a nice little square patch down below through the end of the plane, is xomr experience. The passenger is likely to wonder if it is not possible that on this one occasion a puff of wind may carry the machine just a degree or two beyond 00. with a finale in Davy Jones' locker.

This is real flying and a passenger's sensation in a flight like this varies considerably from those in a straight-away a few feet off the ground. After such an experience the passenger is likely to have considerably more respect for the capabilities of the expert bird-men. Vet one must consider that; this was but a commonplace "joy ride," for the intrepid Brookins is doing these stunts day after day. in his efforts to "demonstrate.'' as he says, "the practicability and safety of the Wright aeroplane."


Sheepshead Bay Meet.

t'.v frank s. tillman.

xew yorkers were given their first real aviation meet the last two weeks in august, at the old sheepshead bay race track by glenn 11. curtiss. and his flock of birdmen, composed of j. c. ("bud") mars. chas. f. willard. eugene b. ely. j. a. d. mccurdy and augustus post.

several experiments that proved the «eropla r's value in a new sphere" were successfully accomplished during the six days the birdmen were flying at the field.

the greatest of these was the wireless telegraph message sent from an aeroplane, in ilight by .1. a. I). mccurdy to 11. m. ilorton, the designer and operator of a practical wireless outfit especially adapted for sending messages from an aeroplane in flight to a ground station.

xext in importance, from a scientific standpoint, was the test for marksmanship with a regulation V. s. army springfield rifle, by lieut jacob earl fickle, 20th infantry, who fired and hit a target placed on the ground while aloft a hundred feet with glenn ii. curtiss.

the meet opened on friday, august 19. and was originally intended to last but saturday, august 20. and sunday. august 21. hue to the success of the first three days the meet was extended and lasted three additional days of friday, august 20th and 27th, closing on sunday, august 28th.

the opening day was featured by the number of passengers carried by curtiss and mars. a representative of every xew york daily newspaper was given a ride either by curtiss in his hudson flyer or by mars.

it was on one of three trips when he had frank d. caruthers. a well-known xew york newspaper man, as passenger, that aviator and passenger all but came to a disastrous finish. mr. caruthers has the distinction of being the heaviest man ever carried as a passenger in a curtiss aeroplane, his weight being over 195 pounds. it was this fact, however, that nearly resulted in an accident.

as in all his passenger flights mars started a^ the upper end of the field and after a short rui flew gracefully to the lower end. instead of stopping there with mr. caruthers. mars determined

to make a turn and land his passenger at the starting point.

half way around an extra stiff puff of wind caught the heavily-weighted aeroplane and in an instant the machine was thrown almost on its side. for fully a minute there followed a pretty bit of air jo keying. it required all of the skiil of mars to regain control of his pitching, tossing, tumbling machine. experienced aviators on the ground held their breath at the sight and when mars finally succeeded in weathering the storm and brought his machine safely to the ground he was greeted with a round of applause.

the flight, which was mr. carnthers' first trip in an aeroplane, had not impressed the passenger as it did mars. carnthers, when he finally climbed out of his seat to the ground, confessed that he had failed to realize the danger he was in while mars was having his struggle in the air. the real danger to mr. caruthers appeared to be at the moment of landing when the aeroplane bounded over the ground.

in addition mars took his wife, mrs. ely, wife of aviator ely : joseph pulitzer, jr.. of the xew york World, and capt. h. kerrick of the u. s. army, and others, for a short joy ride through space. willard also took up passengers.

on friday, the 19th, four machines were in the air over the same field, and all flying in the same direction.

on august 20. lieut. fickle, in service uniform with a full round of ball ammunition, first made a trial flight with mr. curtiss to determine if the vibration of the aeroplane would destroy his aim with a rifle. finding that it would not, he placed a target in the center of the field of about three by five feet in size.

then as a passenger with mr. curtiss he soared a bo nt 100 feet and fired downward while directly oyer his target and struck near the edge of the mark.

/ xotable was the sending of a wireless telegram /by mccurdy on august 27th, from his aeroplane while high over sheepshead bay, to ii. m. horton on top of the grandstand at the track. the message was received by ilorton on the top of the grandstand aud handed to the group of newspaper reporters.

in order to develop the aeroplane wireless mr. mccurdy and mr. ilorton since the meet have been

J. C. Mars and F. D. Caruthers

at the Curtiss factory, at Hammondsport. N. Y.. where they have been making daily trials with the wireless apparatus, which has resulted in unusual results, messages having been sent as far as five miles to the stationary set from the aeroplane in flight.

When the final tests had been made and Mr. McCurdy was ready to make a flight and try out tlie instruments he was given what was destined to be the first wireless message ever sent from an aeroplane. It had been written by Mr. Caruthers at the request of Mr. Curtiss a week before. Mr. Caruthers has carefully preserved the original of the message which he prizes as one of his most valuable possessions.

The flights on August 20th were featured by the narrow eseape and sensational flight made by Augustus Post, the amateur aviator, in a Curtiss biplane when he hurdled two fences and made two complete short circles at the end of the field when he avoided a fence after a beautiful flight across the race track.

Post had never been up very high before, nor had ever made a complete turn. He is the latest Curtiss pupil.

Eugene Ely, Mars and McCurdy broke honors even on Saturday, the 27th, Ely by flying the longest and the highest of any aviator during the entire meet and winning the trophy .given by the Manhattan Beach Hotel for being the only aviator to fly over the bay to the hotel and alight on the beach, go in for his dinner and return to the tield . late, in the evening.

Company. A receiving apparatus was placed at the top of the grandstand at the track and a sending apparatus was secured in the machine and placed just behind the seat. It weighed about 2f> pounds. The sending of the message was doue by J. A. D. McCurdy while in flight in his Jfour-cylinder Curtiss machine. Mr. McCurdy was a 'wireless expert himself and will be remembered fits one of the members of the Aerial Experiment 'Association.

by j. a. Jj>. m curdy.

"The telegraphic key was fastened to my steering wheel and was easily operated. For a ground wire from the machine, we used a wire about 50 ft. long, which, after I got well into the air, was thrown overboard and allowed to dangle behind the machine, with the one end fastened to the apparatus. The antena consisted of the guy wiring of the machine so that the whole system was very simple. I made certain, definite signals (certain letters) which were easily picked up by Mr. Ilorton from his position on the grandstand. I flew away for a distance of about two miles and circled at an elevation of about 700 ft. and within this distance the instrument worked extremely well. So far as I know, this is the first time that such an experiment has been performed and now that it has been already doue, it will probably be tried extensively by Governments abroad. Mr. Horton came up to Hammondsport from New York and he and I have been trying the wireless from the aeroplane here ever since, and have made very satisfactory tests."

Another chapteT in aexial achievement is recorded in the sending

of this wireless message fvom an aeroplane.

Mars on this day hurdled all of the steeplechase hedges in succession in his aeroplane and also qualified for his aviator's license.

On the early morning of the 27th he dropped into the Lower New York bay from a height of 50O feet, in his eight-cylinder machine, and was rescued by the wrecker Hustler and taken into Seagate, L. 1. The accident was due to a short circuit of the magnate, when the oil push rod came in contact with the cut-out.

Mars started from Sheepshead Park, flew out across the marshes towards Kockaway. then turned and flew over the ocean, passed in front of the Manhattan Beach Hotel, down past the lower end of Coney Island, at Sea Gate, then turned up the bay and dropped in the water between Swinburne Island and the Atlantic Yacht Club. The distance was about S or 0 miles.

The same afternoon at the Sheepshead Bay meet he took Mr. Post's machine and made three flights of five kilometers each, which qualified him to become a licensed aviator.

The closing day of the meet was cold and dreary hut the four thousand who braved the elements in hope of seeing some flying were amply repaid.

Long cross-country flights by Ely and Mars were the features, although Augustus Post furnished further thrills about sundown, when in a closing flight he could not see a fence at one end of the field and landed astride it with slight damage to the plane.

During the meet the aviators flew every day as scheduled regardless of wind conditions, and Mars who was at the track a week in advance of tlie opening of the meet flew every day for fourteen consecutive days regardless of wind or weather conditions.

Wireless Messages Sent from Aeroplane.

The wireless experiments at Sheepshead Bay were conducted by II. M. Ilorton, former wireless expert and chief engineer for the Do Forest



Capt. Geo. A. Wieczorek, U. S. A.

THE question of whether or not wireless receiving set could be utilized to advantage on aeroplanes has been frequently brought up. So far as known, no attempt to use wireless in this manner has yet been made. At the Chicago automobile show' a wireless system was installed in the army aeroplane which was used as an exhibit there, but it had never been operated during a flight. Successful results have been obtained operating a model dirigible, steering, stopping, starting, etc., by M. O. Anthony, as has been previously described in Aeronautics.

An inquiry was made by this magazine of Captain Oeorge A. Wieczorek. of the Coast Artillery Corps at Fort Terry, N. Y. In reply he says :

"Having followed the progress of wireless pretty closely for the past eight years, it appears to me that it would be rather dillieult to get any practical result on account of tlie proximity of the spark in the cylinders of the engine. You see, the constant discharge taking place would set up a rattle in the receiver which would be practically continuous on account of the rapidity witli which die explosions take place.

may (iUIDi: machine hy WHtEI.ESS.

"I believe, however, that it might be possible lo arrange an apparatus on an aeroplane and to (bus guide its movements from the ground some distance away. In Cuba several years ago I had an apparatus set up only a few feet from an engine which used an electric spark to ignite the gas in the cylinder and after a little practice 1 had no difficulty in reading signals from Key West, 00 miles off. while the engine was running.

"An aerial for receiving could be easily and cheaply rigged up on an aeroplane and the lead from it could be run through the receiver and grounded on the runners or steel spokes of the wheels."

* Set in type for the September number but crowded out.

Exhibition Flying About the States.

Warehouse Point, Conn., Aug. 17.—Charles F. Willard (Curtiss) made several flights here this day.

Bradford. Pa., on August 23, saw good flying l>y Willard. The grounds were exceedingly dangerous and the last flight ended in a damaged machine.

Greenfield, Mass., Aug. 27-20.—Willard filled the Greenfield date, with his large Curtiss machine making four fine flights, flying each day. He flew over the trees and the river and nearby settlements, and carried a passenger on two separate flights.

Hartford, Conn.. Sept. 5-9.—The flying at Hartford was of the usual Wright etficiency and consistency, and the meeting was entirely satisfactory. Frank'Coffyn filled the engagement with long and interesting flights.

Lincoln, Neb., Sept. 5-10.—Arch. Iloxsey (Wright) endeavored to fill a most difficult contract for flights between the hours of 10 and 12 in the morning, as well as two hours in the afternoon. He found a small infield of a half-mile race track surrounded entirely by barns, grandstands and trees, as a place for him to fly. In an endeavor, on the second day, to satisfy a large crowd, he went up successfully, but in landing was carried over asainst a barn and descended somewhat precipitately. He was not injured, but the main planes of the machine were badly damaged.

Minneapolis. Minn.. Sept. 5-10.— Conditions very similar to those at Lincoln were found here. However, Iloxsey came on from Lincoln aud flew, to the great satisfaction of all concerned, completing the engagement which was interrupted by Welsh's poor landing. The weather was bad and there was but three days of flying. ,T. C. Mars represented the Curtiss type of machine.

Milwaukee, Wis., Sept. 12-10.—Arch. Iloxsey pleased the crowds at Milwaukee, though handicapped by poor grounds. He made a spectacular flight on'the opening day, going up soo ft., cutting figure eights, diving, etc., in a 20-mile wind.

flying injures eight spectators.

The flight of Hoxsey's Wright aeroplane at the State fair on Sept. 10 resulted in an accident in which eight persons, five women and three men, were injured. The machine swerved sidelong from its course above the racetrack and plunged into the crowd in front of the grand stand.

The aviator was uninjured and the aeroplane was only slightly damaged.

Parkersburg, W. Va.—P. O. Parmelee, a new Wright aviator, filled an engagement here between the Oth and 10th inclusive, as a part of a celebration of a home-coming week. Upon arrival. Parmelee found that the small racetrack was not very adequate for flying, and he therefore selected an outside field for some work. This fact, however, did not prevent him from doing all of the Hying within the small track, with the exception of but one day. On the last day of the exhibition he flew down the Ohio River and out over the town, returning and landing within the small infield. The Parkersburg committee wrote daily, expressing their delight and wonder at the wonderful exhibition Mr. Parmelee was able to afford them.

other exhibition flights.

Charles F. Willard filled dates at St. Johns-bury. Vt., Sept. 15, aud at Holyoke, Mass., Sept. 17-1S. On Sept. 5-0 Eugene B. Ely flew at Kalamazoo, Mich. Augustus Post was at Canton. X. Y., Sept. 13-10: J. A. L>. McCnrdv at Syracuse. N. Y.. Sept. 12th.; E. B. Ely at Rock Island, Ills., Sept. 12-17.

Aviator Eells. of the Kirkham-Eolls Aeroplane Company, at Bath. X. Y.. made very successful flights before ten thousand people at the Naples. X. Y., fair on September 15 and 10. The machine, which is equipped with a Kirkham 25 to ::o h. p. 4-cylinder motor, gave evidence of extraordinary speed.

Chicago-New York Race.

There are ten aviators officially entered for Ihe Chicago 7'o.vf-Xew York Timet* Chicago-New Y'ork race for the $25,000 prize between the 8t!> aud 15th of October.

Those entered are J. C. Mars. Glenn 11. Curtiss and C. F. Willard. flying Curtiss machines, and either McCurdy or Ely in addition ; Capt. Thomas

S. Baldwin (Baldwin), James Radley of England (Bleriot), Todd Shriver (Shriver-Dietz), Joseph Seymour (Curtiss). Charles K. Hamilton. (Curtiss type).

The winner of the $25,000 will be the man who first arrives In Xew York, provided he is there by the 15th. Starts may be made any time after sunrise on October 8th.

At Chicago, from the 1st to the 7th inclusive, exhibition flights will be conducted by the Chicago Hrrnhift I'oxt, in which the competitors in the race itself are required to take part. The aviators will be given a percentage of the gate receipts. The first two days are open to anyone, but the remaining ones will be devoted to the flights of only those who are actually starting in the race. Sixty per cent, of the proceeds from these exhibitions will be given the aviators taking part in the race itself, as follows : The aviator who reaches New York first or the nearest point to Xew York in the time set for the race, will receive of this i',o per cent, a share amounting to 40 per cent.; Ihe second besl man gets 20 per cent.; the third, 15 per cent., and the remaining 25 per cent, is divided pro rata among other contestants, with the provision, however, that no one of these "also rans" shall get more than the 15 per cent, allowed the third man in the race.

International Aviation Tournament.

Arrangements for the international aviation tournament, October 22-30', have at last assumed definite form, aud energetic effort is being made to make the big meeting at Belmont Park the most successful event of the kind ever given in America.

The subscribers committee has raised about $125.ono in popular subscriptions, and both the funds and the general business management of the meeting have now been turned over to the Aero Corporation, Ltd., which in turn has named several committees to take charge of the general work of organization. Allan A. Ryan is made chairman of the committee on arrangements and becomes the practical business bead of the meeting. J. C. McCoy, as chairman of the committee on aviation, has charge of the programme, procuring of the aviators and all things that pertain to the sporting phase of the tournament.

Cash prizes 1o the amount of $50.000 are offered and in addition to this a profit-sharing arrangement has been decided upon whereby the aviators will get a large part of the net receipts of the meeting after deducting the necessary expenses. Ender this arrangement the aviators will receive 70 per cent, of the first $100,000 net profits, and 40 per cent, of all sums over that. The managers are assuming that with good weather and normal attendance there will be something like $200,000 to be divided among the aviators under this plan.

General business headquarters of the tournament have been opened in the Fifth Avenue Building at Fifth Avenue and Twenty-third Street, and a force of experts and clerks are at work there putting things into shape.

Belmont Park is undergoing such transformation as is necessary to make it suitable for the airmen and the big crowds. All obstructions have been removed from the infield where a two-and-a-half kilometre course is being laid out for the general events. A five kilometre course for the Gordon Bennett trophy race will extend outside of the park to the east, but the start and finish of all events will take place directly in front of the grandstand.

The Gordon Bennett international race, which will doubtless be the banner day of the meeting, will occur on October 29. and the elimination trials for the selection of the American team will probably take place October 20. Coming as it does after the close of all other meetings here and abroad, it is expected that the list of entries for the $50,000 prizes will be large. Nearly two months before the opening of the meeting, it is said by the management, that applications had been received from a larger number of foreign and American aviators than have ever appeared at any American meeting, and by October 15. it is expected that the aviation committee will be able to close its books with as interesting a list of airmen as have ever appeared at any one meeting.

For the Gordon Bennett contest France has already named Alfred Le Blanc, Hubert Latham



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


The Aero Club of St. Louis


November 17th to 24th, 1910

and Rene Labonchere. England has officially named as the British team Claude Grahame-White. .lames Radley and Alec Ogilvie. in addi-| lion to these there are several other foreign I aviators who have made application to be entered for participation in the general events. Henry Weymann and J. Armstrong Drexel. two well-known American aviators, have sent over from Europe their entries for the meeting, and it is quite likely that they will enter in the elimination trials for the Gordon Bennett. Glenn 11. Curtiss. who brought the trophy to America, has been offered the privilege of heading the American team without taking part in the eiiminatory trials, and if he accepts this offer it will intensify the rivalry among the other American aviators for the other two places.

Earge sums of money are to be spent in advertising the meeting in all parts of the country, and the managers are preparing for the greatest crowds ever assembled for any sporting event in the vicinity of New York City.

Curtiss has still another new machine in the background in anticipation of the proper turning of the Aero Club tide for the international. Curtiss objects to entering into certain present arrangements as regards the race. If tlie Aero Club makes arrangements which, in his opinion will permit him with dignity to be one of the defenders of the cup. it is prophesied that Ci "tiss will be on the job with a machine expecti 1 to beat any tiling yet. In any case, it is pr ' ible .1. C. Mars will compete in the expected eii nina-tion trials for the selection of the American team. There are available for this team those holding pilot certitieates of the A. C. A., the self-constituted judge of ono*s ability to fly.

The following is a list of pilots to whom the Aero Club of America has granted aviation licenses up to September 1.

Glenn 11. Curtiss. Wilbur Wright.

Frank 1'. Lahm. Clifford 15. Harmon.

Louis Paulham. ('apt. Thomas S. Baldwin.

Orville Wright. J. A. Drexel.

J. C. Mars made a successful attempt for an aviator's license at Sheepshead Bay, which license he will no doubt be granted at the next meeting of the governors. Tod Shriver lias also complied with the rules.

Capt. Thomas S. Baldwin has begun the construction of an aeroplane in tlie anticipation of being one of those to defend the Gordon Bennett cup.

New York, Sept. is.—The programme of events for the international meet at Belmont Park were, announced today.

The summary of the programme for the meet follows : x f

Cordon Bennett Internal ional............ $5.OOP

Gordon Bennett Elimination............. 1.500

Totalization of duration................. 0.000

Grand speed............................ 4.."00

Grand altitude.......................... :;.oo(i

Fastest flight ten kilometers............. .",.000

Passenger carrying..................... ::.ooo

Cross-country .......................... l.iOo

Cross-country passenger carrying.......... 2.0o0

Kilometer straightaway.................. 2..~>">0

Total ................................$33.S."0


Dailv totalization of durat ion—N days.

JpSoO each........................... .fO.SOO

nor ma.

Hourly altitude, l:: hours. .$4oo each..... .$.".200

Hourly distance—7 hours. $4 on each...... 2.noo

Hourly sliced—5 hours. .$400 each......... 2.000

Total ...............................S1 0,000

General prizes..........................s.",.'1,n.">o

Mechanics" general prizes................. 1.000

Daily prizes............................ lo.ooo

Hourly prizes........................... lo.ooo

lliehelin prize.......................... 4.<>(><>

Scientific American trophy...................

Total ...............................զlt;զquot;)."). O."o

To better tlie present standing in the 1010 Micheliu contest one will have to beat 244 miles and a duration of 5 hours and 3 minutes.

Aero Calendar of the United States.

Sept. 10-24- Detroit. Mich.. Wright aviators. v

Sept. 20-22- I'uehlo. Colo., Ilillery Kearney in (Jill biplane.

Sept. 20-24—Allentown, Pa., to Philadelphia and return. J. A. I >. McCurdy (Curtiss).

Sept. 21.—Olefin, X. Y.. flights by Willard (Cur-tissi.

Sept. 21-22—Roanoke, Va., K. B. Ely (Curtiss!. Sept. 22-2S—Knoxville. Tenn., Wright aviators, gqiltt^il i'j F4H4»rlWphia^e^Fr-Wm'rrd (('nr


Sept. v2G-30—Trenton. X. J., Wright aviators. Sept. 2i-3o—Rochester. X. II., Wright aviators. Sept. 27-30—Poughkeepsio, X. Y., E. B. Ely (Curtiss!.

Sept. 2N -Montevista, Cal., Ilillery Beachey in Gill biplane.

Sept. 2S—Boston. Mass.. Chas. F. Willard (Curtiss).

Sopt^JjVyiJ.—i—"Helena. Mont., .1. C. Mars.

Oct." 1-'/—Chicago. 1111.. exhibitions by entrants in Chicago-New York race, and bv others.

Oct. I-S—Springfield. III.. Wright aviators.

Oct. l-i — Sedalia. Mo.. Wright aviators.

Oct. զquot;>- — Dan bury. Conn.. E. B. Ely (Curtiss).

Get. 3-i—Washington. Pa., Wright aviators.

Get. 3-S Spokane. Wash.. ,). A. D. McCurdy (Curtiss).

Oct. 3-S—Richmond, Ya.. Wright aviators. Oct. 4-7—Cumberland, Md., Ilillery Beachey in Gill biplane.

Get. 0-12— Birmingham, Ala.. Wright aviators.

Get. n-Io—Chicago-New York race.

Oct. S-1S—St. Louis, Mo., aviation meet in conjunction with the international balloon race ; Wright aviators and others.

Oct. 12—Youngstown. O.. E. B. Ely (Curtiss I.

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

Oct. 22-30—Belinonl Park. L. I., international aviation meet, including Gordon Bennett aviation race, latter on Get. 20.

(let. 2.s-Xov. 1- Macon. Ga.. Wright aviators.

Nov. 2-12—Philadelphia, Pa., aero show of Pennsylvania A. C.

Nov. >7-24—/-St. Louis. Mo., Coliseum aero show.

DeCj/1-S-^Aero Show of A. C. of Illinois.

Thirteen Balloons in Indianapolis Race

Indianapolis. Ind.. Sept. 17. Drifting northeast from this city are thirteen balloons. Nine of them are sailing to win a chance to represent America in the International Balloon Race at St. Louis, on October 17. and four were entered in the free for all event for a diamond studded cup.

Pilot John Horry of St. Louis, who won the American championship race last year in the balloon Fniversity City, entered in the free-for-all.

The National championship entrants are 11. E. Honeywell, St. Louis. "St. Louis": William T. Assmaiin. St. Louis. "Miss Sophia'\T Louis von I'hul. St. Louis. "Million Population Club" : .T. II. Wade, Jr.. Cleveland. "Buckeye": Clifford B. Harmon. New York. "Xew York" : Alan II. llawley. New York. "America": Arthur T. Atherholt. Phila X. Y., "Iloosier." and C. G. Fisher, Indianapolis, dolphin. "Pennsylvania": Charles Walsh, Kingston. "Indiana II."

The free-for-all race entrants arc Capt. John Berry. St. Louis. "University City" : II. W. Jacobs. Topeka, Kan.. "T'opcka" : Albert Holse. Cincinnati. "Drifter," and Dr. L. F. Custer. Dayton, "Luzerne."

International Balloon Race.

the Gordon Bennett balloon race at St.

following foreign enlrants

von A-bererorr:-Lieut.

and Captain


Louis on Get. 17, the have been named :

(lermany. -1 Iauptmann _Y-u«L Ingenieur Hans Gerickc.

Switzerland. Colonel Schaeck Mess nor. V

Prance.- A. Le Bla^ric and Jacques Faure.

Le Blanc was a French representative at St. Louis is 1001. and Yon Abereron represented Ger many. Col. Schaeck won the P.»OS race for Swit zorland. and established a world's duration record of 72 hours.

Lamson Issues Notice of Infringement.

Becker «.V Blakoslee, attorneys for Charles II. Lamson, of Pasadena, Cal., have sent out a letter to various makers and dealers in aeroplanes, demanding that the recipients cease making, selling or using flying machines. The principal claims of the patent, with drawings, were printed in the July, 1010, issue of Akkiix.u'tics. The letter follows :—

"This is formal notice to you of the issuance of Letters Patent of the United States, number 000.427. dated January 22. 1001, to Charles 11. Lamson, which said letters patent you are infringing, in making, using or selling flying machines or mechanism or apparatus for navigating the air. We are directed by Mr. Lamson, the patentee, to demand of you and your agents, attorneys and servants, that you aud each of them cease and terminate any such act or acts of infringement of said letters patent, or acts of infringement of said letters patent of any nature whatsoever, and that you and each of them respect said letters patent and the monopoly and rights thereby granted and awarded to said patentee. Suit for infringement of said letters patent is now pending against the Wright Company, of Dayton. Ohio, and further suits for infringement of said letters patent will in due course of time be instituted against other infringers; and the court will be asked to enjoin any such net or acts of infringement, and to award to said patentee the damages and profits involved in and flowing from any such act or acts of infringement, and to grant such further relief as may in each instance be proper and warranted by the facts.

"Pending adjudication upon said letters patent, and in order that no person, firm or corporation engaged in truly promoting the sport and art of aerial navigation may be barred or interfered with in such efforts, we are prepared to issue proper licenses covering the manufacture, use, sale and attendant activities involving the use of the invention covered by said letters patent. The initial payments on account of royalties or license fees in connection with the issuance of such licenses, will be nominal in each instance: and the payment of the balances on account of such license fees and royalties will be made conditional upon such adjudication of said letters patent as shall amount to a determination of the validity thereof." "Very respectfully.

"Becker & Bi.akesi.ke. "Attorneys and Counsel for Chas. II. Lamson."

National Council of A. C. A. Issues By-Laws.

The National Council of the Aero Club of America has issued its first booklet. Full details of the organization of the Council have already been given in Aeronautics.

The clubs now belonging to the National Council pay $25 a year dues and $1 for each member. New-clubs joining the Council must pay an initiation fee of $50 and $1 for each member. Though, if admitted between January 1st and July 1st. the rate is but 50 ceuts for each member.

It seems more than ever apparent (hat the whip hand is with the Aero Club of America, as one of its officers announced at the time of the formation of the new body. The by-laws provide that the chairman of the Executive Committee be named bv the Aero Club of America, and in addition, the Club has Ihe privilege of naming another voting

representative: the other thirteen composing the Executive Committee being made up of the other members of the Council. The Executive Committee) has complete control of affairs between semi-annual meetings of the Council, and the chairman exercises executive powers between meetings of the, Executive Committee.

Following out the up-to-thc-present-existing policy of the Aero Club of America, to have the whole/ say so far as possible in matters aeronautical, thej plan of the National Council is to have but one] club in eacli State a member of the Council; that] club in turn to have affiliated with it the local] clubs of its State. The exception is made, how-l ever, of the clubs represented at the organization! meeting. As many clubs in one State or Territory as were represented, are now members of the Council.

Tl:1 Contest Committee has made out a very] comr' 'e s< i < 1 conditions to be observed by those prom /-ng r 's. though there is no case on record] where these 1 "\e been complied with as yet. On<| particular Kile of interest provides for the prel venting of any performance by a contestant refusl ing to conform to the rules and regulations of thJ National Council, and the inflicting of penalciel and disqualifications.

The Contract and License Committee is to keel in touch with the qualifications of all professional and amateur aeronauts and aviators and to seell to induce them to apply for pilot licenses.

The Academic Commiltee is supposed to be conl versant with the work done by the various govl ernmenls, schools and laboratories, and lo eo-operl ate with educational authorities "with nower t<l receive donations and confer medals." The Acrl Club of America has always been gratifying* active in the awarding of medals, certificates of merit, the holding of banquets and participating in other strenuous labors. Perhaps the most inil portaut committee is the one on publicity, anion! whose duties is the furnishing of news items t<l the press.

Every affiliated club is entitled to one voting! member in the Council, though another representaJ tive is provided for and allowed the privilege of] attendance at all meetings and the right to debatl but no vote.

Promoters of meets or exhibitions are asked to pay a fee of $100 to cover the first two days of the meet and $50 for each additional day.

Wheels on the Army Aeroplane.

Through the kindness of Oeneral James Allen. Thief Signal Officer of the Army, xve are able to furnish some interesting details of the wheel arrangement on the Army aeroplane.

The original idea in equipping the machine witlu wheels was to employ a system whereby th| wheels would be used for starting and both skid*' and wheels would be used in landing, thus minim-, izing the amount of reconstruction of the under structure of the machine, and reducing the wear and tear upon both wheels and skids in landings. This idea has been carried out with but slight modification and the results have been entirely sitisfactory. Five wheels 14 in. in diameter are used. Four wheels in pairs under the maehinl (one pair for each skid), and one wheel in front to support the weight of the machine in front of the main planes. All wheels have the same dimensions, are interchangeable and are equipped with steel rims and 2V£ in. single tube tires. Each pair of wheels under the machine are operated on a steel shaft 12 in. in length, connecting! its two wheels. This shaft rests on top of th*i skid, and is held down in place by means of a vertical wooden block and two vertical tension springs. Across the top of the wooden block is a


Have inaugurated to some extent the thought of standardization in aeronautic matters. They have evidently interested the aero man, for as a primary result, we have received large numbers of inquiries and orders. As a secondary result, we can show many testimonials from men 7cho are Jlying every day.


We shall advertise RESULTS—not promises, are hard to imitate.



If you know what you want, we will supply it. If you are not sure, we will assist yon to decide. To get quick attention, enclose a small deposit, (l0°o usual). This gets your order on tile. You know our prices from former advertisements.


Used our propeller, write and tell us about it at once. Your experience will undoubtedly help others. We will print your letter under this heading:


John J. Slavin Esq. of Los Angeles, Cal., says:

Los Angeles, Cal., 8/31/10. To Requa-Gibson Company, 225 West 49th Street, New York, N. Y. Gentlemen:

Yours of the 26th inst. received, and in reply will say, that we have secured a 260 lbs. thrust with your propeller at 1,400 R. P. M.

1 have made several short flights with the propeller, the longest being 200 feet, when I met with an accident which the enclosed clipping will explain. 1 then wired you an order for a 7 ft. propeller.

1 can honestly recommend your propeller to anyone wishing to secure an efficient propeller, and take pleasure in giving you this testimonial.

Very truly yours, 1645 Maple Ave. J. J. Slavin.

(NOTE : The above propeller used was a 6 ft. Dia., by 4 ft. pitch.)

Captain T. S. Baldwin of New York, says


"California Arrow" »J1

New York, July 9th, 1910. To The Requa-Gibson Company, 225 West 49th Street, New York, N. Y. Gentlemen :

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

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

Yours very truly,

Thomas S. Baldwin.


Copyright, 1910, by Spen

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j form on which to tell us about your machine and its engine. * an estimate on just what you require.

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

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Ill ansivering advertisements please mention this magazine.


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The Aero Supply House of America 132 N. 4th Street louisville, ky., u.s.a.

A—-j -

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


Sole Manufacturer 67 Main Street San Francisco :: California



AT MYFR \nn 244 West 49th St> NEW YORK . %). 1v1 1 LJfXtJ, 1i1l,. SoU Owners U. S. Patent Rights

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AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE SPRAY NOZZLE : Automatically atomizing the proportions 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


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tint steel rod with ends turned up into which the ends of the springs are fastened. the other ends of the springs are fastened to the skid by means of metal bands. the two vertical springs and wooden block are enclosed within a -ight galvanized iron casing to prevent the springs and block from distortion due to lateral strains. in addition to the heavy vertical springs, four horizontal springs are employed to minimize the horizontal torque on the wheels resulting while running on the ground. these springs are attached to the shaft so that one pair exerts tension toward the rear, while the other pair opposes this tension. the single wheel in front is provided |with two pieces of hat spring steel which constitute "a fork for the wheel. the pieces of spring steel are fastened to a cross bar and guyed in four directions with steel wire to prevent movement in any direction. these pieces of spring steel are designed to support a weight of about so pounds under a-7 inch deflection. this weight being: sufficient to force the skids to the ground. the operation of the machine as regards tlie use of wheels is as follows :

with the engine running and the machine held stationary, the front end of the skids are forced to the ground, duo to the high thrust of the propellers. upon releasing the machine it moves forward slowly at first. as soon as the front plane is elevated, the air pressure under the elevating plane raises the front skids and allows the front: wheel to do its work. as soon as the momentum of the machine, increases the weight of the machine upon the vertical springs decreases until finally all the wheels leave tlie ground. upon

The Latest Gill Biplane.

the howard w. (jill curtiss type biplane which made its first appearance, with successful flights, driven by a stock 2(> h. p. automobile engine, at the los angeles meed, has been taken over by the st. louis aeronautic supply co.

the later type (jill machine, on farman lines, and without any front rudder, has started on an exhibition career with ilillery i'.eachey as aviator.

the vertical control of the (jill biplane differs from other biplanes by its location in the rear of the machine, where it also acts as a steadying plane as well as an elevator.

as will be seen from the drawing it consists of two .superposed planes which are pivoted slightly in front of their center of pressure about one-thin] of the distance from the front edge, both of which planes are connected front and rear by upright wires so thai they work in unison.

to give added security the wires controlling the elevator are in duplicate and besides a safety wire is also placed in the rear plant. as these planes are hinged forward of their center of pressure should anything happen it would have the same effect as the operator taking his hand off the controlling lever in which event the rear planes would point down and start the ship climbing upward, in this case the safety wire comes into effect and only allows the machine to climb at a safe upward angle, so that by slowing down the motor the machine can be brought naturally and safely to the ground.

a landing of this nature was made necessary in the experimental stages at los angeles. cal..

Gill Biplane Control

landing, the machine is guided so as to land upon iue Hunt wti ei. i'nder the force of impact the front wheel is deflected upward, allowing the skids to strike the ground. the pairs of wheels under the machine as they strike the ground are forced upward, allowing the skids to strike the ground. the reaction of all the springs after the initial impact raises the machine and allows it to run along the ground until it comes to a full stop.

one of the most unpleasant features in lauding on wheels is the difficulty experienced in stopping the machine after landing. this is extremely vital, particularly when landing in a small enclosure. this difficulty has been practically eliminated by means of the flexible front wheel and the use of the front elevating control. upon striking the ground the front control is depressed, the air pressure on top of it being sufficient to hold the skids on the ground, thus bringing the machine to a full stop in nearly the same space as was formerly the case when using the skids alone.

during the month of august lieut. foulois made several short flights, aggregating in time 7"> minutes and 43 seconds. these flights were merely experimental, and for purposes of testing out the new system of control and the new system of wheels.

through a broken wire, and was made without any breakage to the machine, and in such a natural way that those who witnessed it were unaware until told.

a hand-lever placed on the right side operates the vertical control. a forward movement increasing the angle of incidence in the rear tail which raises the tail and steers the biplane downward. pulling back on the lever reverses the' movement and steers the machine upward. this same lever also controls the ailerons. at first it was hinged in a universal joint to secure both the forward and sidoway motions. this was afterward changed to the t-joint shown as it was found to give a better control than by pivoting the lever on a universal joint. in the improved joint both the forward and sideway movements are more positive and distinct. with this new typo lever a movement of the ailerons can be made without any tendency to work the elevator also, or vice versa.

at first the rear elevator was found to have a decided lag, a movement to raise the ship would apparently have no effect, which made the operator feel that the lever had not been moved sufficiently to raise the machine and generally resulted in and increased movement of the lever then as the llyer

would start rising duo to the first movement the lover would he pushed forward to carry the machine level when on account of the ship still rising it would seem as if it was beyond control. by increasing the surface of the rear tail and reducing the weight this lag. nearly always apparent in an aeroplane controlled vertically from the roar, was to all practical purposes eliminated.

as it is necessary for good stability to have a machine with a rear plane it is a big advantage to use this tail as an elevator also. to leave off the frout elevator not only makes a lighter machine by some 40 to .so pound's, hut makes the rest of the ship stronger by its not having to stand this added weight, on account of their being no obstruction in front. in case of an accident the operator is less liable to be caught under tlie ma-enine and crushed. [t is bound to make a faster and therefore more stable flyer by the elimination of the head resistance of the front pianos and their supports.

Wellman Airship.

kapid progress is being made toward the preparation of tlie wellman airship "america" for its promised attempt to cross the atlantic. since the last start for the pole on august 15. ill 10, the airship has been enlarged and improved and an entirely now stool car placed under it. it is anticipated that the voyage across the atlantic will require from six to ten days, depending on the force of the prevailing winds.

trials will be made at atlantic city in which the equilibrium will not lie used, sand and water hallast being employed instead. these trips are to test the machinery and got everything in running order.

the ''america" is the second largest airship ever built, and next to the zeppelin in size, but has a larger carrying capacity than the zeppelin. the ship has been built and perfected in, paris under the direction of walter wellman. and the personal supervision of chief engineer vaniman, who designed most of the ship and constructed .many parts and accessories.

facts about the airship "ame1uca."

length of balloon..........228 feet.

greatest diameter.......... 52 feet

volume..............:!4,j,000i en. ft.

1 cubic foot of air weighs 1 1/5 oz.

:>4;~).<mh> cubic feet of air weighs 25,800 pounds. the balloon is inflated with hydrogen gas gen-orated by using eighty tons of sulphuric acid and sixty tons of iron turnings. the gas is washed and dried to make it as light and pure as possible. this gas weighs one-tenth of an ounce per cubic foot and the :,.45.ooo cubic feet required to fill the balloon weighs 2.150 pounds, the gas being twelve times lighter than air. the lifting force of the balloon therefore is the difference between the weight of the air displaced and the weight of the hydrogen with which the balloon is filled. the total lifting force of the "america" is 2.1.050 pounds.

the balloon itself, composed of three thicknesses of cotton and silk gummed together with rubber to make it gas tight, weighs 4,,s50 pounds. underneath the balloon is suspended by steel cables the car. which weighs 4.400 pounds. this car is built of the highest grade stool tubing and in places withstands stresses of twelve tons. the car is j 50 ft. in length, and the steel tank at its base is 75 ft. long with a capacity of 1.250 sals, of gasoline. the engines, three in number, (two of so h. p. and a service motor of 10 h. p.) are placed in the steel car. each of the large motors drives a pair of twin screws, and each propulsion system is independent of the other. the motors and other machinery weigh about 1.500 pounds. sleeping quarters are provided the crew of six men in the triangular parts of the car. an electric light system, a wireless telegraph equipment and a telephone connecting tlie different parts of the ship are being installed.

a specially built life-boat, constructed in england, will be swung underneath the car, fully equipped with provisions, water and -instruments t'o

be used by the crew in an emergency. this life-boat weighs less than 1,000 pounds.

hanging from the airship by a strong steel, cable is what is known as the "equilebrator," ai part of which will float upon the surface of the sea. the other being suspended vertically in the air. the purpose of this is to act as an automatic regulator of the upward and downward movements of the airship. when the ship rises, it must lift some of the equilebrator from the surface of the sea in order to go up, and this added weight chocks the rising movement. conversely, when change of temperature or accumulation of moisture causes the airship to descend, a greater part of the equilebrator is lot down upon the sea, thus reducing the weight carried by the balloon and checking the descent. the equilebrator is' composed of thirty steel tanks containing gasoline, and strung together by a strong steel cable. thel gasoline thus carried is a reserve supply for the! engines.

the total supply of gasoline carried will he 10.1 000 pounds, or about 1,800 gallons, which is considered sufficient to drive the airship from atlantic city to europe. the distance is about .3.000 miles. with one engine running, the airship will have al speed of twenty miles per hour, and the quantity ofl gasoline carried would run one engine 200 hours.] with both engines running, the ship's speed in still air will be about 20 miles per hour.


fred lincoln gould. beno, nov.. assignor of onql quarter to john h. dodd and one-quarter to am-j brose m. smith. beno, nov.. 0sg.452. july 2rtl 1010,, tiled feb. 5, 1000. flying machine o] the helicopter type comprising two vertical masts, one rotatable with the other, and each carryin* a parachute having apertures therein, with bladeb set in the apertures. means are provided to rocb the blades so as to present different angles of inl cidenee or close entirely the apertures in the] parach ute.

clifford broderick cronan. shelburne falls! mass., 005.022, july 2g, 1010. tiled feb. 17, loool flying machine consisting of a main frame! and a skeleton frame arched in its upper portioil and covered with thin pliable covering. the skeleton frame is so constructed that it may be rockej longitudinally and laterally. there are planes anel propellers on vertical axes within the structure! for sustention.

john g. stites. willowbrook. and frank stitesl los angeles. cal.. 0g5.40i. .lulv 20. 101 o. filed) march 24, 1010. flying machine suitokt-1 1ng l'lane. -v double canvas surface sewed ill such manner as to provide longitudinal and "transl verso pockets. "batters" are inserted into thj side longitudinal pockets while a "ridge pole" is inserted in the intermediate longitudinal pockel and "ribs" are inserted into the transverse1 pockel s.

john law garsed, elland. england. 005.2s0. ,iuly| 20. 1010, filed nov. 11, 1000. apparatus for operating planes or wings and rudders of aerial ma-, chines. two shafts are arranged end to end ami are provided at their adjacent ends with bevel gears into which a miter gear meshes, the lattel provided with a hand wheel. in addition to thl rotation provided by the above there is also a handle attached to a rocking frame suspended from the shafts and foot pieces applied for giving slig-ht rotary or oscillating motions to shafts.

leonidas hamlin barringer. charleston. w. yal 005,gs2. july 20. 1!)10|. filed may 20. 1008. ahtshlp. the characteristic feature1 of which lies in an open eneled casing or cylinder extending- ceb trally and longitudinally through the1 cigar-shaped gas bag. the cylinder is held in place by partition secured to it and to the envelope anel thesa partitions serve, in addition to form separate gas containing compartments. the usual car isl suspended from the envelope and transmission] means are provided to rotate propellers in thel central easing: or cylinder.


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Write for a Catalogue

The Detroit Aero-plane Co.





Our Skeeter has a new propeller; You ought to see it tly. it goes like a streak. The Jersey Skeeter Aeroplane is .s ins. long, weighs 1-0 ounce, flies 30 feet. Sent prepaid 2."> cents.

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

Show in Washington.

under 11 >■ auspices of the aero-scientific club of washington. 1 >. c. an aero exhibit will be held at the union station, in that citv. week of october ::d.

an invitation is extended to all persons having new id.; inventions, flying machines or any aero appliances to exhibit. there will be no expense to 1 xhiliitors. beyond transportation.

will also hold amateur aero meet at college park, mar washington, opening october 17th, and continuing tin days. all exhibitors having machines here on exhibition can have full week for try out and practice work at college park aviation field and grounds, before the meet, thus becoming familiar with field and grounds and be able to make credible showing at the meet.

all persons who desire to enter exhibit or wish particnlai in regard to meet, communicate with p. ],. lii 1. s.cretary. 014 10th street. x. w.. washington. 1) c

Philadelphia Aero Show Changes Date.

the aero show which lias been announced by the aero club of pennsylvania, to be held in the first regiment armory, philadelphia, has boon postponed a few days and will now bo held xo-veiuber 2 to 12.

this postponement has been found necessary because a number of the aeroplanes which will be on. exhibition and which will be the principal attractions for tlie public will be competitors in the p.elmont park moot, and as these races have been put off until october 22 to 20, the arrangements have been made to ouen the show on the wednesday following, thus giving plenty of time to ship the machines from long island to philadelphia and to set them up in the armory.

in response to a number of requests from exhibitors who are also going to show their goods in st. louis, the a. c. rf p. is arranging to have a special car engaged to bo packed with goods from tlie philadelphia show immediately on the close, november 12, and to send this car by express to st. louis, so that the exhibit can be sot up there in time for the opening.

the philadelphia show is attracting unusual interest among -dealers in aeronautic and aviation supplies because of the activity that has been recently shown by the aero club of pennsylvania. this organization has now gone into ballooning with weekly ascents scheduled. its new grounds for aeroplane flights at clementon. n. j., have been pronounced by those who have soon them to lie far ahead of most other grounds, both in their natural advantages and in the building which lias been dune on them.

the hangars on ihose grounds are three bun dred feet long and so constructed that there are six separate compartments, each 50 ft. wide and 40 ft. deep, and each containing a work-bench and' two sleeping compartments, to accommodate four persons. tlie club is also installing a complete machine shop to bo run by a 5 h. p. gas engine, and the fact that every one of these hangars has already been leased for the entire winter is an indication of the busy days that are in store for members of this organization.

a large percentage of the space in the aero show has already boon taken by residents of eastern pennsylvania. southern new jersey and delaware, of which philadelphia is the natural center, these residents having turned in remarkable numbers to the manufacture and sale of aeronautic and aviation goods. the recent growth of the aero club of pennsylvania has been one of the most notable features of american aviation news and the club is being run upon a business basis which promises well for its future.

the "three states aero show" has been placed by the club under the management of henry m. xeely, the secretary, who is also chairman of the committee on contests and exhibitions, and who has bad many years' experience in show manage incut and publicity.

St. Louis National Aero Show.

preparations for the st louis xatioual aero show, to be hold november 11 to 24, in the great

coliseum in st. louis, under the auspices of the aero club of st. louis, are rapidly progressing. the manager now believes there will be on exhibition from 12 to 15 full size aeroplanes and 40 or 50 flying models.

more than 35 concerns have already contracted for space at the show, among these are : akhiinaftics. detroit aeroplane company. aeronautic supply company. goodyear tire & rubber company, aeromotion company of america, aerial navigation company of america, leading brass company, french-american balloon company. missouri stair company. st. louis pattern & mode] company, united storage & battery com pnny, lawson publishing company, phoenix auto supply company. western oil tump & tank company. o. k. harry steel company, erker bros.

among the complete aeroplanes to be shown will be a wright machine which will occupy the place of honor at the main entrance, a farman biplane, a santos dumont "demoiselle," gill biplane, curtiss biplane. baldwin biplane, and several other machines that have recently tried out, but have not yet made important flights.

a novel exhibit will be that of the missouri tent & awning company, makers of aeroplane hangars, which will show a model aviation field with a miniature grandstand, hangars and aeroplanes. among the flying models there will be a novelty in the form of a ornithopter, which actually flies in much the same way as a humming bird.

the spaces devoted to the exhibits of inventors or those who will show plans, or specifications, or models of aircraft, in which they .desire to interest capital, are rapidly filling up.

o. l. holton. manager of the show, with offices in the coliseum building, reports that there is very little space left in tlie coliseum and urges manufacturers who plan to exhibit there to advise him at once.


(Cuulinueil from )tnge HI)

i was seven hours on my voyage from rome to bonevcnto. going over the apennines, where i was well received by the italians, who praised me very much, because 1 had courage to defy the pope, who then had a bitter fooling for some cause against our nation. several persons hailed me on my way. and wore highly delighted to see a groat balloon pass over their heads. 1 made the voyage of two hundred miles in the year l.NiiO from koine. my american and english friends presented me with a splendid flag in rome, winch they desired to see me wave over the city.

at that time only the pope's flag was allowed to float over the eternal city, by orders of the pope i pius the ninth) who reigned over the city. his secretary. antauelli, and governor kaudi. said i must not carry the stars and stripes over rome. on my third ascent i put my flag in the car. and as i began the ascent 1 took off the pope's flag and put in its place the star spangled manner and waved it in triumph. a tremendous shout from americans and british and the admirers of garibaldi was given as 1 sailed off towards the beautiful city or villa of tivoli at the foot of the splendid apennines.

i had to give away half the money received at the villa of borghese. an immense garden belonging to prince borghese. who married pauline, the sister of xapoleon the great. annul four thousand dollars was taken at the gales. garibaldi and crispi were my friends, and seemed highly delighted with my courage and defiance of the pope and koinan powers.

at naples 1 received my fifteenth degree in free masonry at the garibaldi lodge1. in the masonic lodge at palermo, where m. crispi was the grand master of the lodge. 1 heard him and others speak in favor of taking rome by garibaldi. the poet longfellow and the onoen of naples were among the twenty thousand people who saw my ascent at rome.

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

New High Powered Engine.

owing l<> the demand for high powered engines of ()()-""> or even, more horsepower, the detroit aeronautic construction co. is contemplating nut-tins? on the market an s cylinder engine. their largest motor at present is a i! cylinder, 5 hy 5, weighing complete about 1in,"> his., rated at c>0-7.~> h. p.

bosch chicago office moved. the office and head-quarters of the chicago branch of the l.osch magneto company has removed from the former address at iu .">.'! michigan avenue, to luml'l mast 24th street. a two-story building midway between michigan and indiana avenues.

Demountable Rims for Aeroplanes.

the dorian komountable kim co. has brought out a demountable aeroplane rim. the principle of the construction and operation of the aeroplane rim is the same as that of the automobile rim. the chief difference being that the felloe band of the automobile rim is shrunk on the wood felloe of the automobile wheel, while with the aeroplane rim. the wire spokes of the wheel are secured in tile joint as per the general practice.

the five wedges of the aeroplane rim are made of aluminum alioy. and the rims on which the tire is litted is of rolled sheet aluminum : the felloe band is of steel.

the difference in weight between the rim and a regular clincher rim is about ."d/o pounds per wheel.

to remove the rim with the deflated tire so that the rim with a properly inflated tire can be lifted in its place, it is necessary to merely remove three of the wedges by turning the nut "]'.." which is held in the wedge by a plate so that it virtually forms part of the wedge; for this reason, it is im possible to lose a nut. the band to which (be spokes of the wheel are secured is made of an alloy steel, and the rim holding the tire is made of steel aluminum alloy rolled to shape.

On Two-Cycle Engines.

at last even conservative mineola. the hotbed of aviation in the kast. has come to accept the two-cycle engine of modernized type as one solution of the power problem for consistent aeronautic work, and none of the novice aviators there feel their chances for achievement are good without the now popular two-cycle engine.

in the western states they found favor months ago. because western users of gasoline engines know that all (heir fastest motor boats for the

past two or three years have been driven by lightweight two-cycle engines. and the winning of a great motor boat even demands from the power plant just what successful flight calls for.—an engine very light for its power, very simple in design, and one capable of turning a propeller at a high speed for considerable periods of time.

automobile work is entirely different ; the motor must pull hard in starting or climbing hills, but runs practically free on level ground.—except where extreme high speed is maintained. practically no "stock" automobile motor will stand maintained high speed; it overheats, connecting rod bearings pound to pieces, or, most frequently, the valves war]) and fail. the motors simply are not designed for indefinitely long runs at maximum speed, consequently no really successful flight has been made iu america with an auti mobile engine. two-cycle motors have been successful in motor boat work simply because they have been designed and perfected with but two ends in view, power for weight and long continued high speed.

mineola, however, knew little about boats or boat engines. most of the men who formed the colony were graduates from the automobile school and they were sceptical concerning the alleged merits of the two-cycle engines.

"nothing to it." they said at first, and then dr. w. greene made a couple of get-aways early in the season.

dr. (jrecne's flights proved that the engines would fly, so mineola had to leave the general and come to the particular.

"two-cycle engines are difficult to start." said the "boys" ; but g. e. delong brought his schneider 'plane to mineola with an elbridge two-cycle engine, started it in two minutes the first time and on the spark whenever he liked for the rest of the day. the doubting thomases were beginning to scratch their heads.

"cut you can't keep a two-cycle engine cool with an ordinary radiator," they exclaimed, when a ini-h. p. radiator attached to a ."oh. p. engine boiled over after a i en-minutes'' run. two or three days later .1. .1. frisbie installed a four-cylinder elbridge in his 'plane, used two small radiators so placed that they received an uninterrupted current of air. and not only did the two-cycle engine cool properly, but it was the only engine on the aviation field that could be run for twenty minutes at a stretch (standing) without boiling over.

"that's a nice little engine," said captain llald-win to frisbie, when the installation had been made and i'msbie was preparing for his trial flight, "but a man needs more power to fly with than you can get from four small cylinders."

"great scott ! that's too much power for a novice to monkey with." said captain baldwin live minutes later, as frisbie sailed by at a speed approximating fifty miles an hour.

"anyway, you can't throttle down a two-cycle engine." was' their final wail, quite refuted by different users, who throttled down the engines in their machines so well that the 'planes could be left standing alone with their propellers slowly turning.

that was the last straw, and ihe crowd bolted for two-cycle engines of the "featherweight" type. george kussell. who has been using a four-cycle engine all summer installed a two-cycle and went away to fill an engagement. frisbie. in three weeks, had learned to 11 y so well that he threatened the laurels of men who have spent more than months learning to fly, and lit- found easy money reaching out to him. some half-dozen other's followed suit, until now there are more of one make of two-cycle engines being installed at mineola than all different four-cycle makes combined.

there now are literally dozens of them around new york. their chief beauties seem to be strength, power and smooth-running. they have been in smash-ups of all kinds, but not a part of any one of the engines has been broken. several


men report leaving the ground inside of 100 feet, which speaks well for their reserve power, and in summing up the operation of the engine the Eccuin;/ Sun of august ".o says it "runs like an electric motor."

at buffalo on labor day an elbridge "featherweight" installed in the boat elbridge v. won the .f500 buffalo launch club trophy for the 25-mile championship of the "great lakes, under conditions so adverse that none of the other boats, mostly equipped with four-cycle engines of 250 to 300 li. p.. finished the race.

even europe has fallen victim to the seductions of the simple two-cycle engine, there are several new makes on the english market, aud the american manufacturers of the elbridge "featherweight"' engines are said to have declined to entertain a proposition guaranteeing $.10.(100 per year for european manufacturing rights.

Finest Workmanship Displayed on Burgess-Curtis Biplanes.

the burgess company & curtis has good reason to be gratified by the many compliments the machines received for their construction and unequalled finish. several of the aviators at the boston meet have requested this concern to furnish them with spare parts or construct machines for them. the new s-ft. propeller designed by w. starling burgess has attracted particular attention ever since it developed a thrust of more than 400 mounds. while the power to produce such an enormous thrust was primarily due to the excellence of the eight-cylinder indian motor, it is nevertheless greatly to the credit of the propeller itself that the power should bo applied so efficiently.

importing clement motors.

the clement-bayard motors, which this eompany is importing direct from the manufacturer, can be supplied at $l..~>oo each. these motors when tested by bleriot's engineers developed from 2". to ".1 h. p. continuously and weigh less than id) pounds. the well-known reputation of the clemen t-bayard factory is back of them.

the burgess-curtis machines at (he boston meet did not show up so prominently for unavoidable reasons. a (jo li. p. motor for the burgess biplane owned by messrs. shoemaker and milliard arrived only at the last moment before the meet, and mr. billiard has required a large amount of testing and adjusting in order to adapt the heavy motor and its s ft. propeller to a machine designed for a light 2.~> h. p. motor using a (*>-ft. propeller. then, again, the clement bayard motor for the mode] c machine arrived only the very day on which the model c was shipped to the aviation field. there were many delays in getting the motor set up and properly provided with radiator and other accessories.

in view of the fact that the company has not yet succeeded in securing the services of an experienced aviator. mr. burgess recently decided to undertake flying one of the model b machines himself, lie has shown considerable proficiency in making short jumps on an even keel, but a's he keenly realizes that any damage resulting to the machine from faulty handling on the part of the aviator would be attributed by the public to faults in the biplane itself, he is pursuing a conservative policy and making progress slowly.

Goodyear Four-Inch Tires.

large size tires are coming more into favor, as they deserve. they ride holes and ruts in fields where small tires catch and buckle ihe wheels.

the goodyear tire and uubber co. is now making 2d x-lin. detachable and 20x2-in. single-tube tires, and expects to increase its facilities in this ' line shortly.

The Anzani Aviation Motor.

the fi-eylinder anzani motor, which, since an agency was started in the united states, has already sold well, is made in five sizes, ranging from 10 h.p. to 4.~> h.p. specifications of these motors follow here below.

the cylinders are radially disposed and are placed at an angle of approximately 00 degrees. assuming that the cylinders are numbered one, two, three, the explosions will take place first in number one cylinder, then in number three and

finally in number two. this distributes the explosions evenly over the circumference, which insures almost perfect balancing of the engine. the cylinders arc east in steel separately, the valve chamber being solid with the chamber wall.

the valves are of the well known mushroom type of nickel steel ; the inlet valves are operated automatically and are situated at the top of the cylinders, while the exhaust valves are located at the side of the cylinders and are operated from a single timing gear.

the air cooling as used for the anzani motors has proved very efficient. as the motor runs all the time at top speed a tremendous circulation of air is obtained, which insures perfect cooling. even if the motor is installed in the rear of the machine, the suction caused by the propeller is sufficient to create a draught, which in itself will cool the motor.

the pistons are cast in steel, and are extra light. the connecting rods arc attached to a single throw of the crankshaft. the crankshaft is made of nickel steel and is balanced by counterweights, which are taking the place of the flywheel. no camshaft is used and a pinion is attached to the end of the crankshaft, which drives the timing gear, oil pump, and ignition timer.

the g. & a. carburetors have been adopted for the anzani motors and an extra light model specially constructed for aviation is used. the carburetor operates entirely automatically.

the ignition by 0-volt storage battery and high tension multiple unit coil or by high-tension bosch magneto.

splash lubrication. the oil is distributed through all parts of the motor by means of a rotary oil pump.

all motors are fitted with a thrust bearing, which is placed outside of the crankcase. in case a pushing force is required, and inside of (lie crankcase when a pulling force is needed.

after (he success obtained with the ."-cylinder motor anzani decided to construct also 4 and .">-cylinder motors. the 5-eylinder motor has proved quite a success. this motor is furnished either in .")(> or dto h.p. the same principles of construction of the "-cylinder motor have been followed for the ."-cylinder. tin1 cylinders are equally distributed over tin1 circumference. special attention has been given to the lubrication system and the oil is forced by means of a pump through a system of piping to all the bearings of engine.

anzani is one of the pioneers in the manufacture of aviation engines, and bleriot's success in crossing the english channel with an anzani engine* established an enviable reputation for this engine.

among the famous aviators which have used ihe anzani engine we can mention the following: bleriot, delagrange. morave. molon, olieslaegers. deplane. masnet, de lpsseps and balsan.

the following machines have been from time to time "ansani installed:" bleriot. hanriot, tellier, vendoine, nieuporl and dubonnet.


Every dav there are visitors to the permanent exposition, wanting to see this motor or that, tires, magnetos, propellers, et cetera. the scheme has not been a complete success, by reason of the very fact that some advertisers are too successful in getting orders beyond the immediate supply. not a single motor has yet been shown in the exhibition room.

within the last week there have been added several most interesting exhibits, among them a propeller of the american propeller co., the pennsylvania tire exhibit, a sample board of roebling wire and cable, h. m. h. mills cloth, rubel co. wood, goodyear fabric, vacuum oil co., etc. ■

the value of the exhibition to all is at once apparent, and every manufacturer is earnestly asked to send in sample products just as soon as it is at all possible.

manufacturers should send a supply of then-catalogues and print on their circulars, stationery and letters the fact that they are exhibitors in Aeronautics' Permanent Exposition.

every reader of Aeronautics is invited to call and inspect the exhibition.

exhibits are either on hand or promised from tlie following:—

hartford rubber works co..............tires

wittemann bros..........gliders and supplies

warner instrument co.............aerometer

requa-gibson co........motors and propellers

elbridge engine co...................engines

pennsylvania rubber co.................tires

c. e. conover co........................cloth

edwin levick.........................photos

roebling co.......................wire cable

el arco radiator co................radiators

j. a. weaver.....................wheels, etc.

greene co................propellers and parts

bosch magneto co...................magnetos

auto-aero supply co.................supplies

r. i. v. co.....'................ball bearings

j. deltour............................bamboo

j. s. bretz co.........magnetos, bowden wire

aero supply co......................supplies

charles e. dressier..............model maker

win. p. youngs & bros................lumber

buel ii. green....................turiibuckles

american propeller co..............propellers

vacuum oil co...........................oils

h. m. h. mills..........................cloth

goodvear t. & r. co....................cloth

r. o. rubel, jr., & co.......woods and joints


To construct a parabola (in a simple manner) draw the line ab ; and ac perpendicular to it. on ab lay off the points, equidistant, p. g, d, etc., as many or as few as desired, and at any arbitrary distance. draw from these points the perpendiculars pp. ge. 1)1, etc. with e as a center lay off the arcs gp, de, iii, etc. bisect ae at v. take any point o between v and e, erect perpendicular ol and with

given point p; and all points on curve must bel equidistant from these two. hence, all radii mustl be taken from e. ee = ag, pj = ah, etc. I

to duplicate a particular rib from printed! data (if same is a parabola), where the greatest! depth of curve and the length of the chord is given, one may follow this method :

if the greatest depth (or the depth at a cer-1 tain distance back) is known to be, say, 4Y2t

a v 0 f

V- Vertex F-locus

f as center and oa as radius cut ol at l. ao = fl. then vlpe, etc., are points on curve. draw a "fair" line through the points l, P, e, I, etc., and you have your curve. the chord vr may be drawn between any points, dependent upon the depth of curvature and place of greatest depth desired. other methods may be found in text-books. the degree of curvature depends on the arbitrary distance af, and this distance must be selected to give the desired curvature.

a parabola is defined as a curve, any point of which is equidistant from a given line and a given point. the given line is ac and the

iu., and the chord is 4% ft. (54 in. divided bjfl 4% in. — 1 in 12). lay out a trial parabola! as shown in sketch, using some arbitrary distancel say, 3.0 in., for af. when complete take a| straight-edge 4% ft. long and move along the! parabola until a t-square laid on the straight-' edge will show the necessary depth at the required point. if incorrect redraw, using another distance ( for af.

to draw a parabola to a scale of 1 in. to thei foot, with the greatest height 4V2 in. at is inl back, give af a value of 3/10 iu. this can b«] drawn on cardboard and then cut out with scis^ sors and used thereafter in making drawings by! working around.


October, iplO



147 FULTON ST., N. Y.

Tel., 5635 Cort.


A 11 Qi*7r^c built to order on extremely short t\ii Ol/SCb notice. flWe do experimental ivork of all kinds. C,We are specialists in light, :ubular, frame construction work :: :: ::


782 Eighth Avenue - Phone, Bryint, 1268 - New York


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

Farman Type Axles KSaUs

14" Wire-Spoked Steering Wheels - - Turn-Buckles

I. A. WEAVER, Jr., 956 8th Ave., N. Y.

|L. B. REPAIR7 CO., Inc.



^25 W. 5/th St., V Y. Tel. 6549 Col.


We Accomplish Results where Others Fail 'edersen Lubricators have proven to be the most reliable

Pedersen Manufacturing Company

(established 1884. incorporated 1906>


Weaver-Ejblirig Automobile Company :


All/Aeronautic Supplies J230 Broadway at 79th St., - - - New York

Supply House Offers Trophies.

The R. O. Itubel, Jr., & Co., aero supply con-em, has offered twelve trophies, under various onditions, as follows :

To the purchaser (.club, private parties or manufacturers J of auy make of aeronautical motor hrough us, during the year of 1U10 and the first hree months of the year 1911, we offer twelve liver loving cups valued at #500, to the aviator cho remains the longest time in the air without Duelling the ground ; rises from the ground in the hortest distance ; to the first ten aviators who fly 00 yards or more without touching the ground fill be awarded silver loving cups. Awards to the rst ten aviators who qualify in making a 100-ard flight will be made commencing August 10, !U0, in rotation of their qualifications.

Sworn affidavits together with two witness' sig-latures required in filing report.

No other conditions are imposed except that the ngiue be purchased through the company.

Auto & Aeronautic Supply Go.

C. Aeronautic Supplies of Every

Description in Stock C. Wood Cut as per Specifications 2100 BROADWAY (73rd St.,) NEWYORK

ְhone, 6948 columbus

New York - Chocolates


Health Food

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

WIRE Aviator wire of high strength—Plated finish—Easy to solder —Aviator cord of twisted wire.

John A. Roebling's Sons Co., TR^ON>


which you may desire from F\n*, write to

Ladis Lewkowicz, Ervauville^oiret, France

and prompt attention will be giverJLour inquiry. Specialty of securing reliable and successful*io\rs. Any styles of aeroplanes. Quickest delivery and lowest fcuresTk Manufactureis' guarantee. Full information can be obtainM from Tny lawyer and resident representative, Eugene 1. Gottlieb, Esq., 140 Nassau Slteet, New York City.



For Model arX| Full Sized Aeroplanes. C, Prices on J Application


Specially Selected for Aeroplanes

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


White Aeroplane Co.


Excellent facilities for experimental and model work catalogue for stamp




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


i have in my office copies of all patents granted for aeroplanes,,



֦r * ֦r *


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.



our new book pfltent-sense mailed without charge i

r.s.& a.b.lacey.washington.d.c. estab. 1869. |

f. o. andreae



Aeronautic Inventions

a specialty at home and abroad

Pasadena, Calif.


H. L. WOODWARD, 730 9th St.

opp. u. s. patent office. washington. d.c.

Serious Work 100-Page Book



First Complete Aero Book Catalogue

■send for copy-

Aeronautics, 250 West 54th Street, New York


C. l. parker

lale examiner u. s. patent office

atto r n e y-at-law and solicitor of patents

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

30 mcglll building washington. d. c.



send sketch for free search of patent office records how to obtain a patent, and what to invent, with list of inventions wanted and prizes offered for inventions sent free. patents advertised free.

we are experts in airships and all patents and echnical matters relating to aerial navigation.

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


if so, write for our books: 'Why Patents Pay," "100 Mechanical Movements" aud a Treatise on Perpetual Motions—50 Illustration: - ALL MAILED FREE -

F. G. D1ETERICH & CO. patent lawyers 803 ouray building, washington, d. C.

"The Protective Patent"

This book for inventor* sent free, $35.00 required to file patent application. Total cost $65.00 TRADE MARKS REGISTERED BEELER & ROBB, patent lawyers 87-90 mcgill building - - washington, D. C.



CImprovements in Aerostructures should be protected without delay. thousands sird experimenting, and your discoveries may be made and patented by others. a seemingly unimportant point to-day, may control the aeroplane and dirigible in the future as theselden patents control the automobile. Do not give your idea* away; protect them with solid patents.

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

booklets giving full information in patent matters, a list of needed inventions and a history of successful patents, mailed free. write for them.

1 m ՠ^ »-«.« > ՠj> n o _ , , _ _ , _ . _ _ prompt and proper service!

woodward & chandlee 1^47 fstreet.waihTn^tonTbTc:


helicopter patent for sale.

av. f. colyer, box ::01. saranac lake. x. v.. has a patent to dispose of. xo. so <.7:»s. sept. 1. 11mis. the machine covered therein is of the heli-i copier type, comprising two superposed screws or discs oif concentric upright shafts driven hy bevel gears, and rotating in opposite directions. there is a framework upon which is mounted the engine, driver's seat. etc.. with means for shifting the center of gravity hy a lever in order to tilt the lifting screws and give the whole apparatus a forward movement. steering right and left is effected hy a vertical rudder at the rear of the frame.

there are two claims in the patent, as follows : 1. a flying machine comprising a main frame. oppositejt^jotating^propellers carried therehy. a -supplemental ffaimrsuspendod from the main frame, said supplemental frame comprising hangers pivot-ally connected with the main frame, a bottom bar pivotally connected with the hangers, and a link joining the hangers above the bottom bar, drive gearing supported by the main and supplemental frames for driving the propellers, and adjusting menus connected with the bottom bar and link of the supplemental frame for shifting the portions of said frame to change the center of gravity of the machine.

1. a—flying machine-embodying a main frame, loxipjillers carried-thereby, a.-supplemental frame suspended from tlie. main frame^ said supplemental-fra_mo comprising hangers pivotally connected with hie main frame, a bottom bar pivotally connected witli the hangers, and a link joining the hangers jittovp the liottom bar, drive gearing supported by the main and supplemental frames for operating the. propellers, and adjusting means associated with two of the aforesaid portions of the supplemental frame for shifting said frame to change the center of gravity of the machine.

a new principle for automatic stability.

to the editor.— stability under all conditions is a necessity to a successful aeroplane, and an automatic form of maintaining the equilibrium has an incalculable advantage over one that requires the constant attention of a skilled operator. a pendulum arrangement of the weight is cumbersome and awkward, as is also the gyroscope, and a complex superstructure is always at a great disadvantage. xeilher do 1 believe that any permanently rigid type of supporting surface, even such as hell's tetrahodronai cell system, can successfully meet all conditions.

i set out to lind some arrangement of the supporting surfaces simple in construction that would eoualize the pressure throughout the machine in all atmospheric disturbances. i wanted something such that as one side of the machine would be

tilted up under sudden uneven pressure, the pressure would lie equalized and equilibrium restored. i wanted the angle of incidence to alter itself to meet changing conditions, and i finally worked out the following method :

imanes are hinged to each side of a central frame or chassis so that the lines of connection (b i. in figures) will diverge sharply to the rear, giving the vertical projection of the central frame the form of a triangle with base to i lie front. at points near the extremities of the opposing planes a cable is fastened which runs through a pullcv (a in fig. 2) located below the level of the planes.

xow you will note that swinging one of these planes down will increase its angle of incidence, and. as the two sides are joined by the cable, a movement on either side causes an opposing movement on the opposite side. as the cable runs freely on the pulley, extra pressure exerted on one side as by a gust of wind will force that side-up, but while doing so would decrease its angle of incidence (to the possible extent of forming a negative angle), lessening the pressure due to the advance of the machine, and not only would that alone tend to preserve equilibrium, but. the cable would exert a downward pull on the opposite plane, tending to increase its angle of incidence, consequently equalizing the pressure.

an additional effect may be secured if we raise the pulley; then both planes will be raised and their angle of incidence would be decreased, while lowering the pulley would have the opposite effect, thus transferring to the main supporting planes the function of extra elevator planes.

still further is it to be noticed that if the pulley be held in place by a properly adjusted spring: so that changes in pressure due to ihc relative speed of the machine would raise or lower the pulley changing the angle of incidence to meet the changes.

bracing and trussing would have to depart from present methods, as the entire strain is concentrated on the cable and hinge connection, but after considerable experiment 1 believe that a machine of this type may be built lighter, simpler and safer than a so-called rigid type. at least that has been my experience with gliders. the principle may be applied to either monoplanes or biplanes, though several inherent features of the biplane seem to favor its use with that type. financial circumstances have prevented me from experimenting in reference to the elimination of the rear auxiliary planes, except in the case of gliders, but i think it can be done with advantage in a power driven machine.

xote.—the principle is protected by patent right in this country.

.m. b. duxklk.

moscow. idaho.

r/g %

Hor/zcn/a/ P/ane Varna/ Aof/c

Figure 1. Figure II.

Showing two methods of joining planes to central frame. Showing action of planes in maintaining lateral stability. work- A. Pulley.

A. Central frame. B. Hinged connection of planes.

B. Hinged connection of planes to chassis. C. Cable or connecting element,


to the editor.—i beg to call your attention to the error in the specifications of drawings on pages 105-106 of september Aeronautics. on page 105. paragraph 4, lines 19, 20 and 21 ("the longitudinal action front and rear is simultaneous. there is no transverse action of rear rudders except for emergencies. the advantages"! should be in paragraph 1, page 10(>, lines number 5. g and 7.

in paragraph 5, page 105. line 0, you have "(eig. ij) b. e. are adjustable," etc., which should be (pig. ii b), etc.

any one who is interested enough to make this correction will get a great deal more sense out of the three paragraphs. a number have evidently figured this out for themselves, as i have received several inquiries and will probably receive more.—very truly yours,

,t. w. fuji km ann. chicago, 111. _

eadis lewkowiez. who will be remembered in connection with the importation of a bleriot machine into this country, has been able to make a flight of 40 miles in length in holland.

james montgomery's play, "the aviator," was presented by cohan & harris in boston, opening september 5. there were two boxes full of aviators, including grahame-white, brookins, ralph johnstone, and others. the comedy is cleverly, written and very funny.

the "bleriot xi," which was built by the church aeroplane company, made a big "hit" with the audience, as they were surprised to see a real live machine, which takes five men to hold when the engine is started up.

the aeronautical society of great britain is going to present octave chanute with its gold medal. the ceremony has been delayed by his recent severe illness, but he is expected to be over in england in the autumn. the medal will probably be presented at a public dinner.

the list of aviation pilots of the aero club of france now totals 207.


for sale—7 h. p. curtiss motor, good as new. $100; first offer takes it. max stupar, 9020 erie avenue, so. chicago, 111.

send $1—for blue prints and instructions for building approved design ".monoplane." aero-pianos built to order: estimates and prices furnished on any type of machine. j. ilorat, lafayette, ind., manufacturer of aeroplanes to order.

for SALE curtiss type biplane completed, including motor ; real flyer, and with a record : splendid construction; guaranteed perfect. s. w.. care Aeronautics.

back number wanted- will par $1.00 for copy of Aeronautics of february. 1910. address a. c. a., cara-of Aeronautics.

for sale—CtWiss 7 h. p. motor, complete, with propeller andXall attachments. price $200. .1. w. roshon, 10m. third st., harrisburg, pa.

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passenger slow and fast speed recorth-

bouy, france, aug. 16.—lieut. mailfert, with * passenger, in a farinan machine, flew 12 kil. in minutes, an average of 17.00 m. p. h. re-■ ruing, the distance was covered in 8 minutes. \ speed of 55.s m. p. h., the difference being i le to the wind.

german cross-country race.

i frankfort, germany, aug. 17.—five machines pstarted in a cross-country race from frankfort to ■mannheim, for $10,000 in prizes. thelen (wright) with a passenger, had to land at .mains on account of cracked cylinder. weincziers (antoinette) and .teannin (farman) also reached mains. two days later the balance of the trip was made. jeannin shipped his machine back and made the flight in one stage in 1% hours. lochner and lindpainter also covered the course.

flight cross-country in austria.

vienna, austria. aug. is.—adolf warchalowski flew in his own type machine from wiener-neustadt to vienna and back, covering 110 kil. in 1 hour and 30 minutes.

thirteenth victim of power machine.

rome. italy. aug. 20.—lieutenant i'asqua vivaldi of the italian army was killed this morning by a fall from his farman aeroplane. he had made a trip in the early morning from the military aviation field at (vntocelle to civita vecchia oil the mediterranean sea. thirty-eight miles from rome, and was returning to rome when the accident happened. a few miles outside of rome the machine dashed to earth, for some unexplained reason. at the time of the accident the aeroplane was 300 ft. high.

another death.

flushing. holland, aug. 27.—clement van maas-dyck, flying at a height of 150 ft. when, machine stopped and fell perpendicular to the ground ; the aviator fell on his back, the full weight of the engine on his breast, and was instantly killed.

flies across lake geneva.

i geneva, aug. 2s.—armand hfctaux today won i the swiss aviation club's prize for a flight across

lake geneva in an aeroplane. starting at xoville.

four miles south of montrcux. he flew to cologne,

near geneva. \ »

the distance, about forty miles, was negotiated

by m. defaux in tifty-six minutes.

five persons ox a biplane. \\ ^ [

lille, france, aug. 20.—l^miis breguet, the aviator, took up four passengers in his biplane besides himself. the total weight sustained by his machine, including the gasoline, was 921 pounds.

this feat is bchwed—*<->-4»e a world's record.

paris, aug. 20.— m. bielovucci made a sensational aeroplane flight above paris today, and circled above the eiffel tower at a height of 2,450 feet.

new world height record.

havre. france, aug. 20.— leon morane, in his bleriot, broke hie world's altitude record, reach ing a height of t-,054 ft.

ostend, belgium. sept. 2. miss llelene dutrieu. the french aviator, established a new record for woman pilots in distance and altitude with a pas senger today. with a companion in her farman areoplane miss dutrieu flew from this city to bruges and returned, without alighting, a dis tance of about 2s miles. at bruges she circled above the famous belfry of les halles, at a height of 1,300 feet.

another fast passenger flight.

douai. france. sept. 2.—a military aeroplane piloted by louis breguet and carrying also capt-madiot. who made observations, flew from here to arras and return today at a rate of 55% miles an hour, establishing a new record for speed with a passenger.

world high record again broken.

beauville, france, sept. .'!.—leon morane broke the world's altitude record again today. he

smashed his own previous figure for altitude and made a new mark of s,4cs^ ft. his propeller stopped at 4.500 ft. and the glide to earth was mad^ without power.

flies from paris to bordeaux.

bordeaux, france, sept. 3. m. bielovucci arrived at 12:25 p. m. today from angouleme, com pleting the final stage/fof his flight from paris to bordeaux. he made the trip with only three intermediate stops. bielovucei's time from1 paris to bordeaux was 0 hours 1 j^minutes of actual flying and the route covered is estimated at 335 miles. IKlO

the first stage was to orleans. 110 kil.. on sept. l.a' the following morning he flew 170 kil. to chatetlorault in 1 hour and 45 minutes. after lunch he reascended and continued to angouleme. 135 kilxthe next morning he completed the trip. the speed foa-*hc 170 irrtesfge figures m. p. li. average. vilis machine _is_ a voisin.

lactnne is a \ oisin. <.__j—» v

finally reaches london. ռ/p>


london, sept. g.—jotin b. moissant. the american aviator who started from paris on august 16 for a flight to london in his bleriot. and who after crossing the english channel with his mechanician as a passenger, met with several mishaps, finally reached the crystal palace at 5 :30 o'clock this afternoon. after circling the palace he flew off in the direction of beekenham without alighting.

moissant, with his mechanician. albert fileux. as a passenger, left paris aug. id, and reached amiens without mishap the same evening. the next day he left amiens and crossed the channel with a passenger, thereby making a new record, lie was compelled to descend at tilmanstonc, about seventy miles from london, because of high winds. he resumed his journey to london the next day, but was compelled to land at upehureh, about thirty-five miles from loudon, on account of the wrecking of his propeller and damage to his planes.

he started again, on august 20. but met with another accident after going about five miles and landing at a place between gillingham and twy-dale. he made other attempts to reach london since that time, but was compelled to descend after .making very little progress.

moissant started again this morning, but had to come down at oxford, some twenty-five miles from london. he made slight repairs here and then started on the flight which brought hiin to his goal early this evening.

ne\v record for height.

issy, sept. s.—george chavez, a young peruvian aviator, broke the world's record for height, rising in a 50 h. p. bleriot monoplane s.792 ft. in a flight taking 41 minutes.

destruction of zeppelin vi.

baden baden. germany. sept. 14.—the zeppelin vi., took lire after an explosion, while being-warped into her shed.

the zeppelin vi. during the past eighteen days has made thirty-four passenger trips, covering about 2.000 miles, and carrying more than 3<hi passengers. the flights of the dirigible were made regularly, often in unfavorable weather. the airship ascended at 11 :20 o'clock today with twelve passengers for a trip to ilcilbronn. it had covered about twenty miles, when a motor in the forward gondola acted badly. it was impossible to effect satisfactory repairs, and after some time had been spent in the futile effort, the airship returned here.

the zeppelin vi. will he best remembered by its notable flight from fricdrichshafen to berlin^ when it carried count zeppelin, the inventor, on a visit to emperor william. the airship was built in 1909, but had since been altered and enlarged. suspended from the center was a luxuriously furnished cabin. she carried a crew of ten men.

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NO. 39


Vol. 7, No. 4



entered as second-class matter seplember 22, 1908, at the postoftice new york, under the 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. :: :: :: :: -M] make all checks or money orders free of exchange ^ and payable to aeronautics. do not send currency. no foreign stamps accepted. :: :: ::

American Sportsmanship.

Foit the sake of american sportsmanship, it must bo urged that, in defending trophies sained by americans, apparatus of home manufacture be employed. it is with sincere regret that one remembers it seemed desirable by some of our representatives to use foreign made balloons in tin? four past gordon, l'.ennett balloon races.

the louit gordon iiennett was won for america in a foreign made balloon, the only entry. in 1907. at st. louis, but one of our three balloons was of .american make. at devlin, in ipos, two of the three american balloons were made in europe. in I'M'.) we bad but one representative. mix, who is looked upon in france as a frenchman, and he used a french built aerostat.

it should be made a rule that defenders of american sports use apparatus of home make. is it not a hollow victory to win from france an american cup in a french balloon?

will the plaudits of thj- american people be very hearty if american sportsmen see tit to use a foreign balloon or a foreign aeroplane in the two international events to be held here this fall:

It is sincerely hoped that our representatives in the aviation race will be picked after elimination trials. when, in l'.ntt. Aeronautics urged elimination trials for the ltios gordon l'.ennett. balloon race one of the officials of the aero club of america raised holy protest at the bare suggestion of such a socialistic scheme. the idea! with satisfaction Aekonat'tics views the elimination race at indianapolis.

dr. ii. w. walden, a plucky would-be aviator, who recently had a rather narrow escape from serious injury in his first attempt at flight with a new monoplane, tells of an amusing incident relative to the accident.

after having his broken collarbone and three ribs bandaged by the local hospital surgeons, he pro ceeded to the railway station to take the train for xew york. while waiting on the platform he noticed a man walking nervously up and down and finally the object of his concern addressed him.

"are you not dr. walden v" said he. "yes."

"well, 1 thought you were dead.' i'm the undertaker of the town."

Personal. d. e. linquent, esq.

dear sir:—there evidently is a well-founded impression among* the aeronau-tically inclined in this country tliat 1 am publishing* aeronautics for the benefit of my health; or else they imagine the magazine is some wonderfully productive gold mine.

i freely admit that the financial health of the paper has improved considerably within the past year, and it might be now considered convalescent. i don't like to think of the possibility of a relapse.

other publications of an aeronautical nature have come and g*one or have leanings in the latter direction. they never "come back"—to stay. but aeronautics has always managed to pull through any sinking spells, thanks to the hearty support of its ever-increasing readers, who have appreciated what i have been trying to accomplish.

now, please don't think that your continued support is not desired—for it is. undressed pacts.

there is quite a number of unpaid renewals on the records. the delinquents have had several requests to come across, but they have not responded, either one way or the other—not even when there was inclosed an addressed postal with the official portrait of uncle sam in the corner.

if i can't g*et attention for my letters, there is only one thing left to do—and i have done it herewith. if anything is read through, it's aeronautics. i know you want the magazine for you bewail when it wasn't quite so good as it is now. i know many of you personally, and i am certain you do not mean to let your subscription cancel by default.

"do it now."

very truly yours,

National Balloon Race Results.

Xew York, Sept. 22—unofficial figures were giver, out today of the standing of the contestants in the nation! championship race and elimination race for the gordon bennett from indianapolis. these are suhjeet to revision by mr. williams welch of the u. s. signal office.

a. r. ilawley, to warren ton. va., 400 m.

1-1. k. honeywell, to brush valley. pa., 38,5 m.

s. l von phul, to trafford, pa.. :?so in.

.1. h. wade, jr.. to showalter, va., :?75 m.

w. t. assmann, to mcfarland, w. va., :!i.'0 ni.

chas. walsh, to w. milton, o . 295 ill.

a. t. atherholt. to dexter, o., 2:?5 m.

c. p. harmon, to powellsville, ()., iso ni.

c. o. fisher, no record.

ilawley. honeywell and von plml will represent america in the cordon bennett from st. louis, oct. 17. no records were broken.


By Dr. Thomas E. Eldridge.

Tub voyage from philadelphia to banbury, n. ii., aug. 3 and 4. was a brilliant success, and surpassed any other (light i have ever undertaken. the peculiar feature of this trip was that it was made chiefly in total darkness, a rare experience, that has peculiar charms such as are impossible to describe. mr. welsh strawbridge and myself ascended from point breeze at 0 :28 on wednesday night, rising immediately to an altitude of about l.ooo ft., at which height we passed in a north-northeasterly direction over the city. as we left the city, we passed into total darkness—darkness so deep that we could not determine what were the particular points over which we were passing. indeed, so far as locality was concerned, it was possible only to distinguish the general character of the country.

at 12:35 we passed over a number of mountains, which we realized through our drag rope catching. at 1 :l(i a. m. we passed over another river, and at that point we found ourselves buried in the deepest and most oppressive darkness.

sailing over the mountains.

all through the night we passed over monn tains, lakes, towns and rivers

all this time we were enveloped in such darkness as is impossible for me to describe. 1 can only say that as we were passing through it. 1 thought of the first chapter of the book of genesis, of the chaos that existed before the world began and of the terrible immensity of space. it was a darkness overwhelming, and both mr. strawbridge and 1 were glad when we saw the first signs of daybreak. that was about 4 :10 a. m. over the great chains of mountains we could see the inky blackness gradually fading into gray.

saw wonderful, sunrise.

and such a color effect as we saw in the transition of the black through the various shades of gray is something that cannot be described ; to be appreciated it must be seen. and when the daylight disclosed to us the world below, we agreed

that never before had we seen such wild, rugged scenery as that lying at our feet. finally we saw the sun, a great globe of red fire, climbing over the mountains and shedding his light upon a beautifully cultivated region, over which the balloon was passing. at 5 :lu we went over another river, and then we beheld all the beauties of sunrise, all the gorgeous tints and shades of red and yellow and blue.

all during tlie trip we had not suffered from cold, hut about 7 o'clock thursday morning we were, obliged to put on a little extra clothing. at that time we passed through a hailstorm, the particles of which were about the size of sago kernels. that was at an altitude of 13.750 ft. about s o'clock we rose to a height of 15.100 ft., about which time, we afterward learned, we had passed over the bugged mountains and the kear-sarge mountains, the highest points in xew hampshire. at that time, too, there was a thunder storm going on beneath us, and we could see the lightning flash and hear the thunder. after that we saw wonderful cloud effects.

all around us as far as we could see were immense towers of clouds, thousands of feet high, forming a gigantic basin, in the middle of which floated the balloon. these clouds gradually approached us from every side until we were entirely enveloped in them. so dense, indeed, were they that we could not see the balloon's bag above us. at the same time the clouds caused the gas in the balloon to condense and we then knew that it was time for us to descend.

from an altitude of 15,100 ft. we dropped into the midst of woods two and a half miles north of danbury, morrimac county, x. ii. as we descended the balloon was caught between four trees and we were obliged to climb down to the ground. mr. maxfield. the proprietor of the farm, greeted us. and at once, with his men, proceeded to chop down the trees so that the balloon might be disentangled.

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Note: Asterisk (*i denotes trips of 10(1 miles or over.

*Point Breeze. I';t.. Aug. 10.— Dr. Thos. Edwin Eldridge, pilot. Dr. George II. Simmerman and Ira L. Brown in the "l'hila. II" to Negro Mt.. Md.. 222.37 miles. The party lefl at S :27 p. m. and rose al)ove the clouds in I he moonlight. The log says : "A must wonderful effect. The dull, sombre shades of gray contrasted markedly from the light, airy effect by day. Passed over Hanover and Gettysburg at 2 a. in. At 3 a. im. crossed the Allegheny mountains. The sight was wild and picturesque at daybreak, when the sun lifted the balloon to 14,000 ft. The landing was at 0:05 a. m." Dr. Eldridge now holds the Philadelphia record for altitude, distance and duration.

Hamilton. <).. Aug. IS.—Mr. and Mrs. George R. Howard. Mrs. Charles Troutman and Mr. and Mrs. Albert Iloiz in the "Drifter" to Dry Ridge, Ky. Distance 50 miles, duration Si-o hours, altitude 5.700 ft.

Pt. Breeze, Philadelphia, Aug. 25.—A. Deo Stevens, Arthur T. Atherholt and Conyers B. Graham in the "Penn. 1" on a night trip, lauding at South River, N. .1., at 4 :45 a. in., leaving at 3:25 a. 111. Distance, 55 miles.

Lowell, Mass.. Aug. 27.—J. Walter Flagg. pilot, .John W. Harrington and Henry .T. March, to Haverhill. Mass.. a distance of about 17 miles. Duration 1 hour and 20 minutes.

Topeka Club Buys Honeywell Balloon.

St. Louis. Mo., Aug. 2S.—II. K. Ilonewell piloted Messrs. Emerson. Cine and Sweet of tlie Aero Club of Topeka on a demonstration trip. After making three landings, the last being near Jersey-ville. 111., the party hurried back to St. Louis with the balloon. The Topeka men bought the balloon for the use of the members of the club. It. has a capacity of 40,000 oil. ft. In addition to the four people, 10 bags of ballast were carried and besides that, two landings along the way were nuade. At the inal descent, there were 10 'bags still left.

Mr. Honeywell is using his balloon 'փentennial" in the Iudianapolis race, and other entrants have Honeywell-built balloons. A new dirigible balloon has been completed by him along original lines which will soon be given a try-out. The gas envelope is flat on the under side. There is a large rudder for controlling the lateral movement o,* the balloon attached to the stern, while on the bow there is fixed a larger plane for horizontal steering. The machine is provided with an aluminum propeller and has a capacity of 0,000 cubic feet of gas.

The French-Americau Balloon Company, of which Mr. Honeywell is director, has done a surprising business in the manufacture of balloons. The gas balloons have gained and hold many records.

Indianapolis. Ind., Sept. 3.—Capt. G. L. Bnm-baugh, Ray Harrouu and F. L. Galnaw to Millers-vine, Ind.

Pt. Breeze. Philadelphia, Sept. 3.—A. T. Atherholt. pilot. II. H. Knerr and Clarence P. Wynne in the "Penn. I," to Pipersville, Pa., a distance of 33 miles. The ascent svas made in a driviug rain. The balloon was allowed to go up to 9.000 feet without being able to get out of the clouds into clear sky. No land could be seen and even the statoscope failed to work and cigarette papers were used in its place.

Jackson, Mich., Sept. 3.—.1. H. Wade, Jr.. and A, Leo Stevens in the new Wade balloon "Buckeye."

Indianapolis Speedway, Sept. 5.—G. L. Bum-haugh, Dr. L. E. Custer and Dr. C. W. Mills in the "Indiana," had an exciting experience in an ascent at the elose of tlie auto races. A storm came up just after getting up and the rain came down in sheets. Bp and down the wind took the balloon and the aeronauts did not dare use the little ballast they took along. The drag rop.» caught electric light wires on descending and broke them. The (inal lauding was in the tree-tops. The trip lasted about 25 minutes.

Hamilton, 0., Sept. 6.—George R. Howard, George Mosner, Chas. Trautman and Edward Pen-rod in the "Drifter" to Newark, O.


The aero club of pennsylvania has had

delivered a new 35.000-foot Stevens balloon, called the "Pennsylvania I." A "Balloon Section" has been formed, to the treasury of which a limited uumber of members pay $2.50 weekly for ten weeks. Each week lots are drawn and three members have the privilege of an ascent. See "Ascensions" for records.

A series of flight exhibitions will be held at the club aviation grounds at Clementon, N. J., the first beiug on September 24-25, when Charles F. Willard will make his second appearance before Pliiladelphians. It is possible that Graham-White and Harmon will fly the following week.

the aeronautical society, at an extraordinarily well attended meeting ou September Sth, was favored with an interesting and valuable talk on autogenous welding, by Mr. A. Davis, of the Davis-Bouruonvillc Co. A complete apparatus was used for demonstrating. Holes were cut in thick steel, steel tubes welded together and plates of steel cut quickly iu two by the 2,300 degree flame of an oxy-acetelin blowpipe.

On August 25th was held a discussion on "New Devices," Wilbur R. Kimball described his new model. G. L. Lawrence told of his experiences iu aeronautics, beginning with the hot-air balloon. With his experience as an actor to augment his effervescent humor, his tale was well worth hearing.

The aero club of long1 island lias been incorporated with the Secretary of State to carry on experiments in aerodynamics and to advance the science and sport of aviation. The directors for the first year are : Howard C. Brown and Charles Wald, of Brooklyn : Francis 0. Willsou, of Flushing: Henry I. Newell. Jr., of Richmond Hill, and John II. Lisle, of Glen Cove.

Book Note.

Le no 12 de la Technique aeronaniique (15 iuin 1010) contient une etude oxperimentale des h£liees propulsives par M. le capitaine Dorand, du labora-toire des recherches relatives a l'aerostation mili-taire. Ce travail, dun caractore definitif, aboutit a des conclusions pratiques d'une grande portee an point de vue de l'agencomeut des aeroplanes.

Dans le mome numero, M. Riester-Picard, dScrit tin nouveau type d'aeroplane a vilesse variable. M. le capitaine Do. du bataillon des aerostiers rnili-taires. etablit la theorie du guiderope (suite et a suivre) : M. Rabbeuo emet des apercus theoriques et experimentaux stir les helices an point fixe . . ., etc.

Prochainement la suite des papiers inedits du colonel Ch. Renard (helieopterc et helico-aero-plane.)

L'Acroplane Pour Tons, par MM. Lelasseux et Marque, Tngenieurs E. C. P., suivi de Les Deux Eeoles D'Arintiou. par M. Paul Fainleve. de l'ln-slitut.—Un volume illustre.—Prix :2 francs.— Libraarie Acronautique. 32. rue Aladaine, Paris. Yoici le livre qui va permettre a chacun de se meltre en quelques instants an courant de la grande question de l'aeroplane, dont il n'est plus permis a personue d'iguorer les principes; en un | style qui salt etre scientifique sans etre ni rebutant ni fastidieux, par des raisonuements mis & la 1 portee de tons, sans l'emploi d'aucune formule matheniatiquo, ce beau volume contient une theorie excessivement claire de l'aeroplane et de l'emploi de ses organes de direction et de propulsion. Observant un juste milieu entre l'ouvrage de vulgarisation par trop banal et le precis scientifique de ''ingeuieur. cette etude renferme un tableau com-plet de l'aviation depuis son debut jusqu'aux der-nieres prouesses de nos aviateurs. Elle permet a tout le monde de se fa ire une idee uette de la locomotion nouvelle et d'en causer sans commettre d'errcurs.

De nombreuses photographies, des dessins sche-| maticpies et des tableaux d'ensemble complement cetl ouvrage dont la valeur est ailirmee par son tirage,I qui atteint aujour-d'hul la 24th edition.




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Ill anszveving advertisements please mention this magazine.


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

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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.

A few complete aeroplanes and motors, new and used, are usually on hand, ready for immediate delivery.

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Highest references from clients who have bought from us, located in every state in the Union, and several foreign countries.

Send 10 cents for new complete catalogue — No. 3, 50 pages.

! The Aeronautic Supply Co.

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

"First in all America"

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AH Curtiss, Mars, Willard, Hamilton, Shriver, Russell, Seymour, Burgess J

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U. S. Balloon Duration Record 48 Hrs , 26 Mins. Harmon and Post, Balloon "New York," J

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U. S. Balloon Altitude Record 24,200 Ft. Harmon and Post, Balloon "New York," St. Louis %

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Will last from five to six times as long as a varnished balloon. the weight is always j£

the same, as it does not require further treatment. heat and cold have no effect 4.

on it, and ascensions can be made as well at zero weather as in the summer time. 4*

the chemical action of oxygen lias not the same detrimental effect 011 it as it has on a J

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 զpound;

strain 100 lbs. per inch width. very elastic. any weight, width or color. will not J

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and which, through its superior qualities, and being an absolute gas holder, is hound to ■£

takv 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. 4.

Prices and samples on application J


Captain Thomas S. Baldwin $

Box 78, Madison Square NEW YORK





Elbridge Special Featber-weight, 2-Cycle Aero Motor) (water cooled):

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

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

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

aluminum bases, hollow crank shaft. 4 Cylinder,20-24 H. P., 150 lbs. (air cooled) 610.()0 Cylinders 3 1-2x3 1-2, flanges I 5-8 in. deep.

20 x 2 Aeroplane Wheels with tires built with steel rims and special hub, very strong, price, . .

E. J. W. Aeroplane Hubs turned from solid bar of steel, drilled 36 holes, well-nickeled, . . .

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

E. j. Willis Propellers, laminated wood, perfect screw :

6 ft., 6 1 -2 lbs...........40.00

7 ft., 9 lbs............50.00

8 ft., 12 lbs.............60.00

The 6 ft. propeller gives 200 lbs. thrust at 1200 R. P.M. Model Propellers, laminated wood, 10 in. to 12 in.

perfect screw....... _ . . . .

Galvanized Steel Cable for " Guying" :

1-32 in., 200 breaking strength, price per ft. 1-16 in , 500 breaking strength, price per ft. 3-32 in., 800 breaking strength, price per ft. I-8 in., 2300 breaking strength, price per ft. Rubber Bands for models, 12 ft. lengths, I-8 in.

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loose monoplanes, ready for motor $350, orating for shipment extra. immediate delivery.

greene biplane, with 8 cylinder curtiss motor, $2500. fine flyer, shipping cases included, guaranteed in excellent condition. immediate delivery.

farman type biplane, with elbridge 40-60 motor, will give 5 mile flight. $4500 including packing cases and extra propeller. immediate delivery.

aero wheels from $4.50 up.

"camsc" unbreakable wheels, $6.25.

40 h. p. curtias, $650, 8 cyl.

20 h. p. curtiss,-----4 cyl.

60 h. p. hall-scott, motor in good condition, has flown a 970 lb. machine, $1450.

"camsc" knockdown planes from $150 up.

Distributors of the " Parabolel Propeller" J

Agents: — Detroit Aeroplane Co. Motors, Detroitn Rotaero," ^

Palmer and Goodyear Tires, Naiad Cloth. ^


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ERONAVl ICS October, i9io


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*. H. E. HONEYWELL, Director

% 4460 Chouteau Avenue, St. Louis, U. S. A. I

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Printed in Bank Street, Number Fifty-nine, on the Presses of Eaton & Gettingfer.