Aeronautics, November 1910

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No. 5




40th ISSUE


I a (.-Cylinder ELBRIDGE 'EEATIIEHW EIGHT." One of the

fianv successful aviators in America riving with El bridge Engines.


BRIDGE ENGINE CO., 10 Culver Road, Rochester, N. Y.

Winning Motors the World over are Lubricated with

A Grade For Each Type or Motor


Vacuum Oil Company, 29 Broadway, New York City. June 6, 1910.

Dear Sirs:—I am pleased to report the success we have met with in the use of MOBILOIL in lubricating- the engines in our aeroplanes, and to say that it maintained its reputation in my Albany-New York flight.

Very truly yours,


Vacuum Oil Company, "29 Broadway, New York City. June 14, 1910.

Gentlemen:—I wish to let you know that the oil which befouled my spark plugs was not your oil. 1 used MOBILOIL going to Philadelphia and had no trouble. Owing to misunderstanding, 1 was supplied HAMTI TON there with some other oil, which caused the trouble resulting in mv descent. I lad I used MOBILOIL on my return flight, I should, undoubtedly, have made the trip home without a stop.

Very truly yours,


Famous Aviators Who Use Mobiloil:

Baldwin, Bleriot, Brookins, Cody, Curtiss, Farman, Fournier, Frisbie, Hamilton, Johnstone, Latham, Paulhan, Radley, Roe, Sommer, Willard, Orville Wright, Wilbur Wright, Ogilvie.

Builders of Aeroplanes and Aeroplane Engines Who Also Use Mobiloil:

Antoinette Freres, Voisin Freres, Wright Brothers, Glenn H. Curtiss.

Are YOU Using the Right Oil on Your Car?

The most important thing left entirely to the judgment of the owner in the operation of his automobile or aeroplane is the selection of a lubricant. Is it not significant that aviators generally, in this country and Europe, use Mobiloil on their motors exclusively ?

WARNING—To prevent substitution of inferior oils, see that cans are sealed.


Rochester, U. S. A.



November, igio

The Cheapest Speed Indicator

Price is relative. First cost means little. It's the years of satisfactory service that determines real value. Here the Warner Auto-Meter stands supreme—without a rival. It is so refined in construction that it remains absolutely accurate, dependable and reliable for years under conditions which would ruin a $2.50 chronometer in an instant. Auto-Meters over 8 years old are as accurate-to-the-hair as when new. We never yet have seen a "worn-out" Auto-Meter. Other speed indicators become inaccurate in a short time, and must be replaced every year or 18 months, yet they cost almost as much at first as

Warner Auto-Meter

Quality has so much to do with satisfaction and the pleasure that goes with it that even the owner of a moderate priced car should afford a Warner Auto-Meter. It's good business judgment to use it.

Warner Instrument Company, 103B9EST.ewrisAve


Atlanta, ll6Edgewood Ave. Detroit, 870 Woodward Ave. Philadelphia. 302 N. Broad El Boston. 925 Boyliton St. Indianapolis. 330-331 N. Illinois Pittsburg. 5940 Kirkwood St Buffalo, 720 Main St. Denver. l5l8 Broadway [St. Portland. Ore., 14 N 7th St.

Chicago, 2420 Michigan Av. Kansas City. l6l3 Grand Ave. San Francisco, 36-38 Van r- ess Cincinnati, 807 Main St. Lot Angeles. 748 S. Olive St. Seattle, 6ll E. Pike St. [Ave Cleveland. 2062 Euclid Ave. New York. 1902 Broadway St. Louis. 3923 Olive St.

Other Models up

Corrugated Iron Buildings



337 W. 19th St., New York


ՠ9 Chelsea

Cable Address Greisco, New York








Vol. VII.





By Lieut.-Col. W. A. Glassford.


PHILOSOPHICALLY, it would no doubt be interesting to trace the order of thought on the subject of man's flying hat obtained from remote antiquity down to he time of the invention of the hot air bal-doh in 1782, but it would not be of any use l a technical sense. The only advantage that light be derived from such an inquiry would e a better understanding of the feeling which ctuates the public mind on this subject to-ay. The general notions that prevailed down ) the time of the discovery of the barometer nd of the air pump were not of a scientific rder, and their study would mainly lead to a Dntemplation of the superstitions that have starded the development not only of aero-autics but of man.

The Egyptians, 4.000 years ago, possessed le necessary skill for making a hot air bal->on with its equipments—cordage, basket and II, and so doubtless did Chinamen, and many ther peoples who then inhabited the earth. : seems very certain, however, that it never ccurred to any of them to try their skill i this direction. The Egyptians believed that ien flew at times, but when they did they first irned into birds; they certainly never believed lat man would ever be able to rise in the ir, unaided by occult or supernatural power, md this is true of all peoples down to the rventeenth century.

Man, down to a recent epoch, was not in the ossession of the necessary facts or natural rinciples to enable him to think on the sub-jet intelligently; furthermore, the kind of otions he cherished was frankly hostile to pery thought that might lead to the discovery f principles useful in the development of aerial avigation. He peopled the air with gods, ngels, spirits, jinns. devils and witches and a ost of other imaginary beings, and gave to |iem the absolute rule of it. The atmosphere

ing, in his imagination, the special realm of

e deities and of the evil spirits, might not be

espassed upon.

Allusions to man's flying are not wanting in ^e stories and legends of antiquity; but they e generally in some way connected with Jystic or supernatural notions. Nowhere do |e find the simple belief that a man unaided by pernatural power would ever be able to rise the air. Among the legendary flying ma-ines none^ occupies a more conspicuous place an the flying horse. Originating in India, its rformances are recorded in th^ stories of

Egypt and of Greece, of Persia and of Arabia; its career ending in the memorable ride of Don Quixote. We have, also, accounts of flying chairs and of flying carpets, and of other things, all capable of carrying passengers, when moved by magic power or by enchantment. During the middle ages many men, also, were supposed to have acquired the art of flying through their knowledge of magic and necro mancy.

Such were the ideas that prevailed on the subject of aerial navigation down to the discovery of the barometer in 1645. The few suggestions that are met with previous to this epoch, which do not fall into the category above mentioned, are so devoid of detail in their description as to make their consideration useless. Speculation concerning aeronautics gave rise to no tangible ideas on the subject down to the discoveries which led to the construction of the barometer and of the air pump, and the further discoveries which followed experiments with these instruments. The discovery of the barometer marks the dawn of knowledge that led to the development of aeronautics. Aeronautics has sprung from a purely scientific order of thought, and its development has depended in all its stages upon the progress of science and the consequent development of the modern industries.

The barometer brought to light properties of the atmosphere that are of prime importance in aeronautics, but they were of a nature so contrary to the then accepted notions that they gave rise to endless discussions as to the truth of the new discoveries. Nevertheless from this time on we meet with suggestions in which some of the. true elements of the problem are taken into consideration. A knowledge of the facts that the atmosphere has weight and that its density diminishes as the altitude increases and that it is possible to produce a vacuum, could not fail in time to influence speculation on aerial navigation.

In a comical history of a voyage to the moon, which appeared about this time, mention is made of smoke as furnishing the lifting power used in a flying machine. In 1670 we meet with a proposition to utilize a vacuum contained in large, thin, globular copper vessels, with a sufficient description of the apparatus to show that the author was totally ignorant of the pressure of the atmosphere and of course unaware of the fact that his vessels could not possibly contain a vacuum, and be light enough to rise in the air.

Nearly a century later, in 1755, we meet with a proposition to collect tine diffuse air above the highest mountains and to inclose it in a bag of enormous dimensions, bigger than the city of Avignon, and composed of the strongest sail cloth, with which apparatus the author thought a whole army with its munitions of war might be transported at one time through the air. These suggestions, however absurd, in part, yet show the influence of a better un-

derstanding of the true nature of the atnios phere as revealed by the then recent discov eries.

The discovery of hydrogen in 1765 brough into the problem of aerial navigation its 111051 important factor, a gas fourteen times lightei than air. Nothing now was lacking in ordei to produce the balloon but to inclose this ga' in a suitable vessel. The industries .of th< epoch furnished all the necessary materials fo| [Continued on page J.s'A]


By Henry Helm Clayton.

THE Argentine Aero Club, like most aero clubs, began with ballooning. The club was founded the loth of January. lixiS. under the presidency of Engineer Ceorge Xewl)ery, who made his first ascension in a free balloon on the 25th of December of the preceding year, accompanying Senor Anchorena in the ha i loon "Pampero" of 1.2<I0 cubic metres capacity. The balloon rose from the ground of the Soeiedad Mportiva in Palerino, and after crossing the La Plata river, impelled by a panVpero wind, descended in the department of Concbillas, Uruguay.

The "Pampero" made nine ascents, during which there qualified as pilots Engineer Xewbery. Dr. Edward Xewbery and Major YValdino Correa. In a night ascent made by Dr. Edward Xewbery. accompanied by Sargeant Edward ltomero. this balloon was lost, and nothing has since been heard of the pilot, bis companion or the balloon. This occurred on the night of Oct. 17. 11(0*3.

Owing to this misfortune, the members of the Aero Club dispersed, and for some time aerostation was put aside, since all were impressed by this loss of a gentleman widely known socially ind of a useful' soldier. Nevertheless, one day Engineer Iloracio Anasagasti, one of the directors of the Argentine Aero Club, bought the lalloon "El Patriota." and made an ascension in the 24th of January. lOuf). accompanied by Engineer Ceorge Xewbery as pilot.

Eollowing other successful ascensions, the presi-lent. of the Club undertook to reorganize the issociation. and his patient efforts were rewarded vith complete success, since the reorganized club las a full membership amounting to 2<>o members.

Slowly but steadily the Club grew stronger, pos-;essing at present a park for aerostation, a club louse, and four balloons, with all accessories. The flub house contains a room for the secretary, a ;itchen, living rooms for the attendants, toilets, .nd an ample aerodrome, where concourses of viation are held periodically.

The balloons "Edward Xewbery." "Buenos Aires," 'Patriota," and Huracan." of 2.2(Mi. 1,<><><>. 1.2<Ji>

and sou cubic meters, respectively, are in use every Sunday and holiday, when the weather conditions are favorable, for pleasure ascensions and for distance or point-to-point racing, etc.

Among the ascensions notable for the distance run. the hour at which it was made, and the fact that it has crossed foreign countries, mav be mentioned that completed by the president of the Club. Engineer (Jeorge Xewbery. who in the balloon "Huracan" began a voyage at 11 p. m. on December 2.1, 11(011, from1 the grounds of the gas company. Uio de la Plata, situated in P.eP grand, and impelled by a strong pampero wind, crossed the river La Plata into the Republic of 1'ruguay. crossed centrally over the entire length of that country and descended in P.agi. in the state of lfio (Jrande do Slid. Brazil, having run a straight line distance of .">o kilometers in 1.". hours.

An aviation meeting was held in April. Dili), under (he auspices of the Club. At this meet there were entered several of the well-known French machines, as the Bleriot and Farman. and the meeting proved a great snccss. The president of the Club made the necessary flights to secure a pilot's license. Other members of the Club have in contemplation taking out a idiot's license, and it is possible that in a short time this will become a very important part of the Club's activity. But at present ballooning continues to be the most important sport, and in the point-to-point racing, which occurs very frequently, the four balloons belonging to the Club are usually seen in the air at once.

For the convenience of the members of the Club, most of whom live in Buenos Aires, the balloon park is in the suburbs of the city only a



Pres. Geo. Newbery


November, igio

few miles from the harbor in the mouth of the La Plata. A short distance to the eastward lies the ocean. Fortunately the prevailing winds are from the northeast .and the members of the Club have found by experience that, they can float inland on this surface wind and then rise into a eontrary or eastward moving current and return almost to their Landing point. These (wo opposing currents are made inueh use of in the point-to-point races. In a recent contest of this kind some of the pilots went far out to sea in the upper current, and then sinking into the lower, returned to the land. But feats of this kind, and the nearness of the sea for other reasons, always subjects the pilots to more or less danger, and one of them has fallen into the sea so many times that he is called the "aquatic" pilot.

The Aero Club has rooms in the building with the Automobile Club, where they hold business and social meetings, and entertain their friends. This building is a fine house with ample rooms

for entertainments; a good library, including a library of aeronautics and a splendid cuisine. Many of the members of the Aero Club are enthusiastic autoinobilists, and are now greatly interested in the art of aviation.

Owing to the fact that he was a member of the Aero Club of New England and a pilot in the) Aero Club of America, the writer was made an honorary member of the Argentine Aero Club, and| was royally entertained by the president, Engineer Newbery, and had the pleasure of meeting most of the prominent members, including St. H. Ana-sagasti and G. G. Davis, chief of the Argentine Weather Service. The members of the Aero Club make much use of the reports of the weather service in planning their voyages, and frequently carry instruments with them belonging to the service for obtaining records in the upper air.i The observations made by the pilots in regard| to the directions of the air currents at different heights are adding much to the knowledge of the air movements in the Southern Hemisphere.1


By E. L. Ramsey.

The new airship now being constructed in San Antonio for the Marquis de Casanova of Mexico City, met with an accident in the building shedi, according to a letter received by the Marquis, and its completion will probably be delayed for three or four weeks, as it will be necessary to send to France for duplicates of the parts injured in the mishap.

The Marquis expects to go to the Texas city to bring back the new flyer sometime within the next month, and immediately thereafter will make flights about the city.

Among the many new devices attached to the machine will be a rudder of novel design partly built from the plans of the Marquis, who has had considerable experience with aerial craft in France. The entire control of rudder, planes and engine will be from the steering wheel. The engine being situated immediately back of the driver's seat, and all parts within easy reach of the aviator.

Miguel Lebrija, the aeronaut who made an] ascension last Sunday morning, descended about 0 o'clock that same evening at a place about three kilometers from Cuatitlan on the line of the National Railway of Mexico, having covered during the six and a half hours he was in the air a little over fifty kilometers.

Lebrija said that he obtained a height of about 1,000 meters above the height of the Valley of Mexico, which would make his height above sea level about 10,500 feet. He is enthusiastic over the trip and claims that with his larger balloon he will establish a record for twenty-four hours.

Captain Nicholas Martinez of the Mexican Army,, and who is one of the attendants of General] Bernardo Reyes, who at present is making a tourj of France, made a very successful flight in anl aeroplane, accompanied by a captain of the SpanislJ Army, Sr. Samaniego, and by the Spanish aviator,' Laygori.


The newspaper man ran across a pessimist the other day who seemed in great distress. The P. unburdened himself to the N. M. in this fashion :

"Do yon realize," said he, "that the prospect for American supremacy in the Gordon Bennett aviation race, at least, is apparently very poor? Now, in other events during the Belmont Park meet we have a chance for duration and height records with machines already making flight*. There is no question that a Wright machine will stay in the air as long and go as high as any other miachine which may be brought into competition. It might be said, without any suggestion of a 'knock' that none of the Curtiss aviators have shown thus far form enough to warrant beating on duration and height performances, comparable with existing records. And none of the Wright machines at present known to the public can vie with the latest foreign speed record, although the Wright company is reported as building a special fast machine. Curtiss' fastest speed yet made with his machine figures 52.58 m. p. h., at the Boston meet."

"How about the amateurs"? asked the N. M.

"Clifford B. Harmon seems to be the only amateur in this country who has done much flying, and thai lias been done with a foreign machine. He certainly stands no chance in a speed contest, such as the Gordon Bennett is. His two-hour flight entitles him to consideration in duration flights."

"How about Hamilton?"

"I'll admit," said the pessimistic one. "that there you have something. Hamilton may find his 110 h. p. Christie motor of sufficient power to bring him into the lists as a possibility."

"It is now quite certain that Curtiss is building a special machine and motor capable of great speed," vouchsafed the N. M.

"Yes, but it is not at all certain that he will even fly it at Belmont Park. He has been invited to defend the cup with two others to be selected but has not yet given an answer to the club. The Aero Club of America, it is said on good authority, has offered to provide a 'retainer' fee, but it wias not prepared to state the amount.

"If Curtiss should find his new machine to be faster than the record made by any other aviator in the meet, he may challenge the Belmont Park fastest flyer to a speed duel. Such a race, undoubtedly, would result in bringing a tremendous crowd to whatever spot Curtiss and his opponent might select for the scene of the conflict."

Here the P. O. brought out a table of figures he had been working on and offered them in evidence.

"The speed record of the world," he said, "is, now 66.18 m. p. h., made in a Bleriot machine with a 100 h. p. Gnome engine, by Morane. The fastest American speed records are:

"52.58 m. p. h., Curtiss, Boston, 1010.

"47.4:; m. i). h., O. Wright, Washington, 100!).

Here the X. M. excused himself and sought more congenial company.


Wing Sections

The above diagrams afford an interesting comparison of the wing sections of aeroplanes xhibited at the recent British Show. They are all drawn to a common scale, but have been set at n arbitrary angle of incidence, which does not necessarily represent that of the aeroplane in actual light.— Courtesy of onr esteemed and vahiable contemporary "FLIGHT," of London.


By O. Ursinus, C. E.

IN USELESS flying machine constructions, or other, some little item will he found which may he turned to good account by the experienced hand. Wood is used principally thus far in building aeroplanes, though very recently some structures both in America and abroad have been built of steel tubing. The advantage of wood is its light weight, great strength and easy-working qualities.

Lately some efforts have been made to improve on solid wood construction, by using wooden tubes, for instance. In Boston a hollow spar (Fig. 7) is being made and put on the market.

A man by the name of Wolf, in Germany, lias invented a process for making wooden tubes of various cross-sections. This wood tubing consists of veneers ."> mm. thick, glued together. This method was described recently in Fluysport, an esteemed German contemporary. The grain of the veneer (A) runs in the direction of the axis; B~is diagonally laid linen. C, D, E and F are veneers with counter-crossing grain. These constructions possess enormous firmness, as the following table will show :


Diameter in

Thickness of Wall

Weight for Running

Pressure Resistance

Limit of Flexibility

Power to Resist C


in Millimeters

Meter In Grams

in Kilograms

in Kilograms



















































The Wolf patented tubes may be made in any cross-section. Planes or whole bodies can be made from these veneers.

Steel tubing of various shapes has also been

produced, as shown in Figs. 1 lo ('.. Figs. :> ami 4 are used for constructing ribs. Fig. 5 is used! for body work, and may be used double or treble, as shown in Fig. G.

Aeronautics in the Far East.

James W. Price, of California, who is traveling with a balloon, airship, hot air balloon, parachutes, etc., in the Far East, reports that the art is still in a somewhat backward state, in Hong Kong he made a balloon ascension in the presence of 15,000 people. From there he went to Medan in Sumatra, where he intended to make an ascent with his airship at the invitation of the "so-called" Medan Aero

Club, but the club could not get together the necessary 4,000 guilders (about $1,600) to pa} for the inflation. Sulphuric acid cost 6c. a pound and iron filings 3c, which is of interest to our own airship people. So the Medan Aero Club had to be contented with a hot air ascension. Subsequently he made a hot air trip for'H. H. the Sultan of Lang Kat. From here his route lay through Penang, S. S., the Federated Malay States, Singapore and Java, where airship trips will be made.




By D. R. Hobart.

ANUMBER of investigations in the attempt to attain automatic longitudinal stabiliza-„ tion in aeroplanes have been made up to the present time, but one has been carried out on a machine in full flight. A public experiment made in this direction consisted of trials made at the military aviation grounds at Satory. near Versailles. France, under the direction of Captain Eteve. of the Sapper-Balloonist battalion, the aeroplane used being a Wright, with the addition of ajiiomatic stabilizers after the~cTesTt?us of ffie" Til plain, constructed in me workshops of the Military Aeronautical Laboratory at Chalons-' Meudon.

The first arrangement tried out at Satory was composed of two planes. A and B, movable on their axis EE. The axis EE is carried by a framework C, i\.5 meters in length, attached to the rear transverse members of the aeroplane surfaces. A horizontal vane D, movable on an axis /է is connected to the planes AB by rods K.J and KL. The axis of the vane is firmly fixed to a tube H, controlled by a rod MI through a bell-crank MIIF,

those resulting- from the manoeuvre made by the pilot of the aeroplane : moreover, the vane has the advantage over the aviator of acting simultaneously with the cause that produces the disturbance of equilibrium. In a word, the Eteve stabilizer opposes all variations of the angle of attack of the aeroplane as would be the case if a very long, light and instantaneously-acting empennage were fitted.

Under certain circumstances, it is necessary to be able to vary the magnitude of the angle of attack of the aeroplane, as when the inclination of the trajectory is to be modified, for example. To preserve the automatic action of the stabilizer, prior to, during and after the manoeuvre effected by the pilot, the axis F of the vane can be raised or lowered by the aid of a lever under the control of the aviator. All displacement of F involves a change of equilibrium of the vane and consequently a modification of the angle of attack of the planes AB (Fig. 3, d and e). This indirect control of the stabilizer offers the great advantage of rendering the vane sensitive to exterior in-


(&) FV5/T/OW Of £QV/L/B/?/(//1


(e) sntiE w/th mull*-— ANGLEOF /trr/icx F/6. 3

this rod being in turn operated by a lever manceuvered by the pilot.

When the lever is fixed, axis F is immovable and the stabilizer vane struck by the wind, moves sensibly in the belt or layer of wind immobilizing the planes AB, which arc compensated; the angle of attack of these planes is, then, invariable when the direction of the air current is constant. But when this latter varies, the movement of the vane is modified and the planes AB turn in a direction contrary to that of the vane.

In the "rearing" (vribntyc i of an apparatus fitted with the stabilizer, the vane J) is tilted and causes the planes AB, to turn in a direction contrary to their proper movement. This tends to correct or straighten out the aeroplane: when it plunges, the reverse effect is produced and the manteuvre is executed without interference, owing .to the simplicity of the mechanism, a quality indispensable I to an automatic stabilizer.

The planes AB, considered as depression rudders, automatically partake of the same movements as

Huences: the apparatus playiug the role of depression rudder and stabilizer at the same time.

As will be seen from the figures, the rear vertical rudder of the Wright machine has been removed and replaced by two hexagonal planes GG. borne by the stabilizer framework and controlled by the spring-returned cables u, b. c. d, and nor- 6b cc. dd (Fig. 11). Wheels with spring shock-absorbers are fitted to the skids of the aeroplane.

When fitted to the aeroplane, the weight of the entire stabilizer "tail" is 2ii kilogrammes (60.5 pounds i. the additional weight carried by the aeroplane being 12 kilogrammes (20.4 pounds). The total surface of the stabilizer planes is four square metres (4:{ sq. ft.J, half of the surface of the depression rudder of the Wright aeroplane, consequently if the stabilizer planes are rigid and will be as equally unstable as a Wright aeroplane when one of the two surfaces of the forward rudder have been removed. The flights at Satory have demonstrated iu a complete manner, the important role played by the stabilizer.

(.Continued on page 1$S).

ASYSTEM for automatically maintaining the equilibrium of an aeroplane has been patented by Dr. 1>. J. Pressey. of Newport News. Ya., in several foreign countries, and patents are pending in others as well as in the United States.

In the patent drawings reproduced herewith the device has been fitted to a biplane using ailerons for lateral, and horizontal rudders for longitudinal, stability. The system is designed to be adapted to any typo of aeroplane.

The aeroplane is equipped with a manually oper-. ated. vertieal rudder, .j. at the stern, and a horizontal, manually operated, front control. 4. in front. At the ends of the main plane, and about midway between the upper and lower sections thereof, there are supplemental planes. .">.

In connection with these supplemental planes 5, there is employed a gravity influenced weight, the aviator in his scat, for holding them in a horizontal, or substantially horizontal, position when the main plane is traveling on an even keel : and for causing them to tip when the main plane dips laterally, to port or starboard, the planes o having a lifting effect upon the depressed

supported from the main plane: and the other arms of the port and starboard bell-crank levers ](», are connected by rod 17. which has an eye IS, for receiving the segmental rod 10. seenrcd to and projecting from cross bar on seat supporting yoke 7. When therefore, the main plane tips downwardly on the starboard sid«", the rod 17 will be moved bodily to starboard, and the starboard balancing piano 5. will bo inclined so as to raise its forward edge and depress its rear edge, while, at the same time, the port balancing plane 5, will he inclined so as to depress ils forward edge, and raise its rear edge, thereby causing the starboard balancing plane to exert a lifting effect, and the port balancing plane to exert a depressing effect upon the main plane, with the result of restoring the main plane to an oven keel, at which time the balancing planes, 5. will have resumed their normal, horizontal position.

When the main plane dips downwardly on the port side, a reverse action takes place, with the like result of restoring the main plane to an even keel. In order to correct forward «nd aft dip of the main plane, fore and aft balancing-

end of the main plane, and a depressing effect upon the lifted end of the main plane, so as to correct such lateral dip of the main plane, and restore it to an oven keel.

The aviator's seat. (i. is carried by yoke 7. suspended from a fore and aft shaft, S, the latter being pivotally mounted in hearings at ends of bar t) which is secured to a transverse shaft. 10. pivotally mounted at its end's in suitable bearings attached to the main plane 1, thus providing a gimbal joint, which permits free tipping movement of the main plane in any direction, in respect to said seat; the icaj^hitving a -tmrmal tendency to hang vertically-,—by reason of n7<r'vf4f-ect—of gTavitauoii upon the weight, represented by the seat and its occupant. Lateral tipping of the main plane is caused, to effect corrective movement of the balancing pianos 5, in the following manner: Each of the balancing planes 5, is pivotally supported, somewhat forward of the centre by bearings 11 located in bracketed arms 12, which arms are rigidly connected with uprights, which connect Ihe upper and lower sections of the nuaiii plane.

To the forward, tipper edge of planes 5, connection is made by means of rod 1.'!. to one arm of a bell-crank lever, 14, the latter being pivotally mounted upon a fore and aft pin 15.

planes. 20 and 2.'! are provided. These plane* are carried by transverse rock shafts, which may be pivotally mounted in any suitable way, upon structures carried by main plane. In the present instance, the forward balancing plane is pivotally mounted in extensions 21 of the frame 22 which carries the forward, manually operated, horizontal ascending and descending plane 4.

The aft balancing plane 2" is pivotally mounled in extensions 24 from frame 2."> which carries Ihe vertical steering plane .'!. Projecting upward from bar U is an arm 20. which is connected by rod 27 to an arm 28 projecting upwardly from forward balancing plane 20 and by rod 20 to an arm '.UK projecting downwardly from aft balancing plane 2.'!.

When, therefore, there is a downward tip of Ihe forward part of Ihe main plane, retention of its vertical position by the arnn 20 will cause the forward balancing plane. 20 to tip so as to raise its forward edge and depress its after edge; while at the same time the after balancing plane, 2.'!, will tip so as to depress its forward edge and raise its after edge, with the result that there will be a lifting elfecl on the fore part of the main plane, and a depressing effect on the after part of the main plane, which will restore said main plane to an even keel. A



November, igio

reverse action takes place when the after part of main plane has a tendency to dip. In case the aeroplane departs from an even keel, and dips for instance, forwardly and to one side, all four balancing planes would immediately be brought into action.

In ascending and descending, however, departures from the normal inclinations of the main plane are necessary and in order that the forward and aft balancing planes 20 and 23 shall not interfere with voluntary descent or ascent, the aviator*s seat should, in making such ascent or descent, virtually be locked to the main plane, so far as allowing forward and aft motion of seat.

To secure this result, there is employed what may be termed a sliding-bar 31, firmly secured to lower section of main plane and parallel to the lateral swing of the aviator's seat. To the ordinary foot rest 32, connected- with the aviator's scat, a supplementary foot rest 33, is hinged and this supplementary foot rest carries an extension which ends in a lug 34, which lug normally swings just above and free of the sliding-bar 31, being held in tin's position by a light spring 35.

In case the aviator wishes to ascend, he places his foot upon the supplementary foot rest: the weight of the foot overcomes the force of the spring and allows the lug to be carried down and in front of the sliding bar, thus rendering neutral for the time being the forward and aft balancing planes. I Hiring such time, the forward and aft balance would be under the operator's control by means of the manually operated plane 4. In case of voluntary descent the lug 34 is dropped behind bar 31. until such voluntary descent is ended.

It is absolutely necessary, in making a turn with an aeroplane, if that turn is to be made in safety, that the main plane shall be inclined or "banked," to a degree proportional to the radius of the curve and to the speed of the aeroplane. Each different curve, at the same speed, demands a different inclination, as is also demanded by each variation in speed in rounding like curves. This invention is expected to give the desired result with absolute certainty.

If the aviator desires to make a turn to the right, he would first manipulate the vertical rud der 3, by means of lever 30. The aeroplane would begin to make the turn.

At this instant, centrifugal force would come into action and cause the aviator, in his seat, to swing outwardly to an extent just in proportion to the radius of the curve, and the speed of the aeroplane. The outward swing of the aviator's seat causes the port balancing plane 5, to be so inclined as to present its under surface to the air pressure, whereas the upper surface of the starboard plane is presented. This would immediately cause an inclination of the main plane to the degree where said main plane would he at right angles to the suspended weight, the aviator in his seat, thus allowing this special curve, at this particular speed, to be negotiated with safety.

If it is desired to make a curve of less radius or at a greater speed, centrifugal force, acting upon the suspended aviator's seat, will cause it to swing out to a correspondingly greater extent, thereby causing the main plane to be banked to a greater degree.


THE following letter was received just before going to press. Aeuonautics will gladly devote such space in subsequent issues as'mav be required for letters of suggestion or aid m co-operating with other members for a betterment of conditions in the Club, and for the making of it a more serviceable institution.—The Editor

New York, Oct. 15. 1910. To the Members of The Aero Club of America :

The article which appeared in to-day's papers stating the view expressed by Mr. Moissant, who loelares that this country is far behind France in Aeronautics, is so eminently well founded upon itet that it naturally causes one interested in the tdvancement of the art in this country to pause uul think. It appears that hundreds of aeroplanes lave been made and sold as well as hundreds of lilots' licenses issued in France. Can it be that here are so many of those things which have >oon done which should have been left undone ind so many of those things which have been left uidone which should1 have been done in the short ■story of American aeronautics that we are at ast. forced to the realization of our own shortcomings by the advanced condition of aeronautical iffairs in France?

Concerted effort is naturally dependent for suc-:ess upon proper organization. The real head of ie art, the Federation Aeronautique Internationale, s recognized in France through the Aero Club of Prance, and is recognized in the United States trough the Aero Club of America. This seems o put it up to the Aero Club of America lo ex-lain why they cannot accomplish as much with imeriean genius and capital as has been accomplished with Frenchmen under the same system of peration. In the solution of the problem the fol-jwing questions arise :

Can it be that the form of government of the icro Club of America is too autocratic to, be ompiatiblo with the democratic spirit: of our ■merican institutions?

Why is it that the Aero Club of America never holds regular meetings for enabling its members to get better acquainted and to eo-operate?

Is the International Aviation Meet to be held at Belmont Park under the auspices of the Aero Club of America ; and if so, why is it the members have not been enlisted or consulted?

Why does the Aero Club of America not own and control its property directly instead of through the Aero Corporation, which is governed by the same five men who originally owned and controlled all the property of the Club to the exclusion of the members?

Why did the Aero Club of America assume the responsibility of entering into such an important contract as that which was made with the Wright Company considering that it might have seriously checked progress in the art of aviation, without first consulting the members?

Why has a democratic National Organization of Clubs not been encouraged?

Why have the members not been invited to take part in Club affairs?

I take this means of reaching the members of the Aero Club of America as there seems to be no other way of bringing those vital points before them. Yours respectfully.

Louis II. Adams.

Dr. Luzern Custer, of Dayton. O., has presented Leo Stevens with one of his now design statoseopos, which Dr. Custer described and illustrated in a recent, issue of Akroxai'tirs. The article of Dr. Custer was translated and printed later in one of the German aero magazines. Stevens used this on the first occasion and pronounced it the finest instrument of its kind yet invented. Clifford B, Harmon also tried it and with great success.


PUBLICATION'S which, a short time ago, searched the dictionary for conservative words, when they touched on aeronautics, now give full play to (heir imaginations, and seldom fail to work in something like this : "We have the aeroplane now only in its infancy. One may be sure that improvements will be made in the machine such as are not now dreamed of," etc., etc. However, they never commit the indiscretion of naming any general lines along which this miraculous development will take place. The modest purpose of this article is to point out precisely that opportunity for development. The facts will speak for themselves.

It seems almost incredible, but it is, nevertheless, true that some very homely and everyday laws of Mother Nature have been studiously ignored by the elect, like the ugly duckling, because things have prospered very well, so far. without them. I refer to Inertia, that property of all ponderable bodies (including air; ; and its accompanying factor, Accelerating Velocity. These two potent influences are destined to play a very important part in the development of all aero-cars—helicoptere and flapping-wing devices, as well as the aeroplane. Consideration for your patience constrains me to limit my comments to the aeroplane, alone.

Does the present aeroplane exhibit that graceful impression of reserve strength that stands forth so strongly when a touring car purrs lazily over a small Hill V Verily, I trow not. Rather let us think of a seven passenger car, equipped with a bicycle motor, nearly stalled on the car tracks in front of a rapidly moving street car. Where is the exhibition of magnificent reserve power for emergencies? I submit that the mental attitude of the driver in either ease is very similar. They both must win out by virtue of personal skill alone.

Suppose for a moment that the 50-horsepower Curtiss bi-plaDe required but one horsepower in level flight. Wouldn't this solve all the essential problems of safety, reliability and commercial usefulness simply because of the tremendous, fifty-nine hundred per cent, reserve power absolutely under the operator's finger? The mastery of adverse elements would be unutterably simplified. This is not an idle supposition. It is advanced merely to illustrate graphically the truly marvelous advance which will accrue from any considerable economy in horsepower consumption over the present figures.

The most efficient aeroplane of to-day carries about 50 pounds for every horsepower actually delivered at the propeller. A 25-pound bird, however, instead of expending half a horsepower, exerts scarcely a tithe of that energy. Let us investigate this discrepancy.

Motors have reached practical perfection, as far as small weight per horsepower is concerned. Lighter motors cannot be expected to exhibit the reliability so vital to the successful aeroplane. Instead of crowding the motors, let us look rather to the sustaining planes and see why they are so inefficient when compared with their prototypes in nature.

In the standard plane of to-day, the approximate angle of incidence is about ti degrees. At 6 degrees, the drift or head resistance developed during flight (exclusive of framing, etc.) is about one-tenth of the total weight carried. To be exact, for every 206 pounds lifted, there are 21.7 pounds of drift, which, multiplied by speed of the machine, and figuring an allowance for loss in transmission, etc., represents the horsepower required to carry the 200 pounds. It is perfectly clear that if we can design a sustainer capable of producing the necessary lift, with speed and wing area remaining the same, at only a fraction of 6 degrees angle of attack, we will need only a fraction of the horsepower now required to carry the weight with planes set at 0 degrees.

Such a sustainer is described below :

In the first place, the vitally important factor, that which every flying creature employs to sustain itself, rarefaction over wings, bodv and tail, is almost totally disregarded in the present design. I This does not appear quite consistent in view of the general acceptance of the fact that there is rarefaction over the tops of aeroplane surfaces.—Editor.) A study of the transverse vertical section of a bird's wing will show that defective pressure must exist during flight, over a large portion of its upper surface, after a certain forward velocity is attained. The wing moves edgewise through the air, and the air passes parallel with the under wing surface. The air stream divides at the thick front edge of the wing, and the portion of the air stream represented by the thickness of the wing, is deflected upward and over the upper surface by the wing's curved forward section, the extreme forward edge of which is nearly on the same plane as the under surface of fhe wing. This air thrown upward by the wing's curved edge, cannot reverse instantly and maintain close contact with the upper surface of the wing, on account of its inertia. The air pressure, therefore, drops below atmospheric, between the passing current of air and the wing's upper surface, the space between being filled by eddies at a pressure below that existing in the free air (to be found underneath the wing] the degree of rarefaction depending on the speed and the degree of their inclination to each other. This, of course, somewhat resembles the "slip" of a propeller.

How slight the degree of rarefaction, required for flight is at once apparent when we remember that we require only two to four pounds lift per square foot, whereas an absolute vacuum, were it possible to obtain it, would yield about one ton to every square foot of surface.

A satisfactory demonstration of the importance of defective pressure may be obtained by taking an ordinary box kite and removing the vertical planes, thus allowing the outer air to be drawn into the ratification forming over the lower planes. The loss in lifting power of the kite will be apparent. On the other hand, by extending the vertical keels a slight distance above the upper horizontal planes, thus protecting the rarification forming over the upper planes, from any side currents, the increase in lifting power of the kite will be noticeable.

In the face of the above, we must agree that proper conservation of the rarification above a sustainer is essential to eeonomv of energv in flight.

Now we come to a factor in the proposition, which seems to, have been ignored heretofore, viz: The efficiency of a sustainer varies inversely as the fore-and-aft dimension.

Referring to diagram: The dotted curve 2 represents the line of equal rarefaction, produced by the air stream in flowing over the wing 4. The space 5 indicates the useful rarefaction, which corresponds somewhat to the "slip" of a propeller. This line 2 must represent an increasing downward velocity, because air possesses weight, and consequently, inertia. This is self-evident. As this is an accelerating downward velocity, the distance 6 7 must be only one-sixteenth of the distance S 9 because it is one-fourth as far back from the front edge of the wing. If the accelerating velocity factor is admitted (and it cannot well be denied) the distances 6 7 and S 9 must compare as the squares of their distance back from the front wing edge.

The expansive power of air affects the rate of acceleration, but it has nothing to do with the ratio, and it is the ratio with which we are dealing.

The distance S 9, being sixteen times as great as the distance 0 7, the average angle of incidence for the large wing is four times that re-


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quired by a quadruplane, consisting of four planes measuring the same as 2 7, superimposed. Though the distance S 'J is sixteen times the distance G 7, the radius of its are 2 8 is, of course, four times the radius 2 G, henee the (leyrce of incidence is not sixteen times as great, but only four times.

Inasmuch as the efficient angle of incidence for the quadruplane is only one-fourth the angle required by the monoplane, it will lift an equal weight, at same speed, but requires only one-fourth as much horsepower as the large monoplane.

Reference to the diagram will show that an ootoplane would yield eight times the efficiency— requiring but one-eighth the horsepower to per-frotn the work, etc.. etc.

Therefore: Efficiency of a sustaiuer varies inversely as the fore-anil aft dimension.

sustaiuers will require but one horsepower for every twelve in the present machines—quite a saving, we must admit. The 206 pounds mentioned above, would be levitated with only l.S pounds head resistance, instead of the 21.7 pounds required with the larger plane. And this, too, with no increase in wing area or speed. This means we can figure about GOO pounds carrying capacity to each horsepower- which opens up vast possibilities in the commercial machine.

As an angle of incidence equal to but one-twelfth of the original G degrees—namely, one-half degree—would prove impractical with the present form of aerocurve, we substitute the natural design found in a bird's wing. The flat lower side is to pass parallel with the lower air stream: the thick forward edge divides the two air currents, and the slopiug upper surface

Or: The angle of iucidence varies directly as the fore-and-aft dimension of a sustainer.

Also : A number of corollaries, but they are so obvious that I will not take space to set them forth. (Jne would deal with Prof. Langley's paradox (V) of economical high speeds. That is, a plane driven at quadruple speed requires only one-fourth the angle of incidence (we see why from above diagram), therefore developing four times the speed at no additional expense in horsepower.

In other words, there is an intrinsic advantage derived from the narrow planes—and no apparent disadvantages—even constructional, for stronger machines may be built by reason of their cellular compactness.

Constructional limitations will discourage the use of planes much under G inches deep. Compared with the present G foot deep planes, these

corresponds to the angle of incidence, yielding the lift, through rarifaction and minus pressure. And it is this minus pressure that does the work, anyway. This thick wing cannot be taken aback at the front edge, when held at small angles, like the present aerocurve would be.

A multiplane possesses intrinsic fore-and-aft stability. P.y designing the "vertical" bracing like the sustainers, and arranging them at dihedral angles, we may practically eliminate idle head resistance in the wings, and the lateral stability will also be automatically increased.

With moderate application of the proposition : "Efficiency varies inversely as the fore-and-aft wing dimension," and its corollaries; together with proper conservation of the rarifieation above a wing, we usher in the era of true flight. The commercial llying-maehine is now a probability. Excelsior !

Aero Calendar of the United States.

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

Oct. 22-23.—Ft. Wayne, lnd., 2 Curtiss machines.

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

Oct, 22-23—Novice meet of A. C. of California.

Oet. 2S-Nov. 1—Macon, Ga., Wright aviators.

Nov. 1-3— Norfolk, Va., 3 Curtiss machines.

Nov. 2-8—Baltimore, Md., open meet.

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

Nov. 17-24—St. Louis. Mo.. Coliseum aero show.

Dec. 1-8—Aero Show of A. C. of Illinois.

-Streator, 111., Chas. F. Willard.

—Mobile, Ala., Curtiss aviator.

Chattanooga Wants Meet.

The Chamber of Commerce, of Chattanooga. Tenn., is desirous of communicating with aviators for the organization of a meet or exhibition. Correspondence is solicited.

$32,700 For Baltimore Flights.

Baltimore has arranged for an aviation meet Nov. 2 to S.

The aviation committeec has arranged the tentative list of prizes as follows: Lord Baltimore prize, $10,000: greatest speed, $5,000; altitude, $5,000; duration of flight, $3,500; longest distance flown. $3,500; slowest flight, $1,500; getaway, $200; accuracy. $.">Ot); bomb throwing, $3,500; a total of $32,700. In addition to these, prizes will be offered for amateurs, while J. Barry Ryan has offered the Commodore Barry Cup for bomb throwing, this to be open only to members of the Aeronautic Keserve and foreigners.

Dinner to Curtiss.

The best aeronautical dinner that has yet been given was tendered Glenn II, Curtiss and his flyers, .1. S. Mars and J. A. D. McCurdy by the Aero Club of Cleveland (0.1. on October 12. Forty-three people attended the banquet, including the Mayor of Cleveland, president of Chamber of Commerce, and other leading men. E. W. Koberts, of the Roberts Motor Co.. was one of the speakers.


AS wo go to press the arrangements are about completed for what promises to be the most extraordinary meeting yet held in America. The "International Aviation Tournament" at Belmont Park, Dong Island, New York, from Oct. 22 to 30, inclusive, offers total cash prizes amounting to $07,300, to be competed for under the rules and regulations of the Federation Aeronautique Internationale.

The Gordon Bennett race, perhaps, is the principal feature of the meet and is the primary cause of its being held. A year ago, Aug. 28, G. H. Curtiss won the cup at Rheims, France, making the fastest time for 20 kilometres, 15 minutes 50 3/5 seconds, a speed of 47.06 m. p. h.

In the 1910 Gordon Bennett cup race, Oct. 29, .$5,000 cash goes to the winning aviator (and the silver trophy to the club of the country represented by him) making the fastest time for 100 kilometres (02.1 miles) flown over a course of 5 kilometres (3.1 miles).


RYAN PRIZE, $10,000. Donated by Thomas F. Ryan, to be awarded to the aviator who shall make the best elapsed time in a flight starting at Belmont Park, around the Statue of Liberty, in New York Harbor, and return to the starting line; open to all competitors who shall have remained in the air in one continuous flight one hour or more, during the previous contests of the tournament. This contest is scheduled for Thursday afternoon, October 27.

GORDON BENNETT ELIMINATION RACE, first, $1,200; second, $S0O; third, $500; total, $2,500. To select representatives of America in the Gordon Bennett race. Open only to aviators having pilot licenses. Distance 100 kilometers, over circuit of 5 kilometers. Three machines making fastest speed to represent America.

HOURLY DISTANCE PRIZE, first, $250; second, $100 ; third, $50 ; for each one of 12 hours, total, $4,800. One hour set apart each day lor hourly distance and altitude contests.

HOURLY ALTITUDE PRIZE, first, $250; second, $100; third, $50; for each of 12 hours, total, $4,800.

DAILY TOTALIZATION OF DURATION PRIZE, first. $500; second, $250; third, $100; for each of seven days, total, $5,950.

FASTEST FLIGHT FOR TEN KILOMETERS, first, $1,500; second, $1,000; third, $500; total, $3,000. Over four laps of 2,500hmetre course.

GRAND ALTITUDE PRIZE, first $2,000; second, $1,000; third, $500: fourth, $250': total, $3,750. $1,000 additional for world's record.

AERO CLUB OF AMERICA ALTITUDE PRIZE, $5,000. Altitude must be 10,000 feet or more.

GRAND SPEED PRIZE, first, $3,000: second, $1,000; third, $500; total, $4,500. Distance, 25 kilometers (10 laps).

CROSS COUNTRY FLIGHT, first, $500; second, $250; third, $100; on each of four days, total, $3,400, awarded for best speed.

CROSS COUNTRY PASSENGER CARRYING PRIZE, $2,000. Awarded for best speed with passenger weighing not less than 125 lbs.

PASSENGER CARRYING PRIZE, first, $1,000; second, $400; third, $200 ; total $1,000, to be i awarded to aviator carrying greatest weight of | passengers twice around 2,5lHMnotre course.

TOTALIZATION OF DURATION PRIZE, first, | $3,000 ; second, $1,500; third, $1,000; fourth, $500; total, $0,000. Awarded for greatest total duration \ during meet.

TOTALIZATION OF DISTANCE PRIZE, first, $1,500; and second, $1.00O; third $5no : total $::,-000. For greatest total distance during meet.


DISTRIBUTION OF PROFITS. Aviators participate to the extent of 70 per cent, of the first1 .$100,000 profits, and 40 per cent, of any sums beyond ; the aviators sharing this on a system of points.

OTHER PRIZES. Scientific American trophy for the longest flight made in 1910 In America. Michc-liu tropin- and $4,000 cash for the longest flight In

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We had intended to claim that we were the first in this country to |j show a radiator especially made for aeroplane work with special metal |J throughout and individual caps and fittings, and to remark that E. R. Hewitt, |J a member of this firm, the well-known designer of engines, who has been $J experimenting scientifically with the problem of engine cooling for years, £ laid out the formulae which we adopted for determining the sizes of EL |J ARCO RADIATORS for aeroplane engines. |

In fact, we proposed to blow a very loud blast indeed on our own 5 trumpet, and impress on your mind the facts that Baldwin, Beach, Curtiss, $ Frisbie, Gill, Dr. Greene, Russell and Wilcox, to name a few of the well- * known men, all use the EL ARCO RADIATORS, and the Boulevard $ Engine Co., Elbridge Engine Co., Emerson Engine Co., Rinek Aero Mfg. Co. % are some of the engine builders who have adopted the EL ARCO as part of their standard equipment.

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closetl circle during the year. It is necessary to ;ceed 244 miles made by Olieslagers at Rheinrs st July. Silver cup, value $1,000, to the amateur hose total duration for flights during meet shall greatest providing it exceeds five hours.


France—Count Jacques do Lcsseps (Bleriot), fred Leblanc (Bleriot), Hubert Latham (100 h. p. itoinette). Rene Harrier tBleriot). Emile Aubruu kleriot), Rene Simon (RIeriot). Koland Garros Clement-Bayard Demoiselle), C. Audemars (Xieu-rt).

England—C. Grahaine White I Farman and Rle-Dt), James Radlev (Bleriot), Alec Ogilvie Vright).

\tmcrica—Ralph Johnstone (Wright), Walter ֯okins (Wright). Arch lloxsey fWright), Chas.

Hamilton (Hamilton), t'apt. T. S. Baldwin taldwin), Tod Shriver (Shriver). John B. Mois-nt (Bleriot), J. A. Drexel (RIeriot). C. B. liar 3n (Farman), 11. S. Ilarkness I Antoinette), C. F. illard (Curtiss). J. C. Mars (Curtiss). J. A. D. Curdy (Curtiss). Eugene Ely (Curtiss). The majority of the Bleriots are fitted with 50 p. Gnomes. Barrier is bringing over the too

p. Gnome engined Bleriot used recently by irano in making his world speed record of 00.1 s les an hour. Hamilton has a lln h. p. engine. Curtiss has built a new engine of 04.S h. ).. L. A. M.) and there are some new machines


The Wright Company is known to have a fast ichine. Ogilvie has been at Dayton for soine-ae practicing on a Wright.

All are monoplanes except the Farman. Wright, imilton, Baldwin, Shriver and the Curtiss maps, if any are entered.

Five Wright machines are promised for the meet m the Wright Company. Three are sure of being >scnt.

Garros is a new aviator. His first notable flight s on Sept. 0, when he flew some distance across intry ; with another of 15 kil. on the next day.


Hutries for this made to date, October 14. hide Hamilton. Moissant. Drexel. one Wright mane, Harmon, Baldwin, and Ilarkness. li the Gordon Bennett race, Leblanc, Latham and j yet to be named, possibly Simon, will fly for nice. England has named White, Radlev and Ardle (Bleriot).


<PR1NGFIELD, Mass.. Kept. 17.- Louis G. ickson. of Springfield. Mass.. made several flights

the Kturbridge Fair on Sept. 17. in his Cur-< typo machine. Four short flights were made 'oss the field of the race track. The condition

the lield was horrible, with a pond, a swamp 1 bumpy grounds to run over. The flights were de with a propeller, which had a piece knocked of it by a wrench which dropped into it while


CNOXYILLE. Tenn.. Kept. 22-2$. 1". »>. Parme-one of the new Wright aviators. Hew at least co every day at the Appalachian Imposition. ՠKTROIT, Sept. 10-25. lloxsey and Johnstone i" their Wright machines every day according the schedule.

'has. J. Ktrobel had a dirigible there. Rarmcloo ■< a great success as a flier. Some of his flights ted 30 minutes, and in all of them he indulged "roller coasting" and other stunts. \LLKNToWX. Fa.. Kept. 20-24.- G. 1L Curtiss 1 J. A. 1). McCurdy were scheduled to, fly. On ount of the dangerous grounds Curtiss refused allow McCurdy to fly. Curtiss ilew over part the town. It' was advertised that he would to Philadelphia. The only possible route, with-going over ihe mountains, was full of dan-

gers and 12o miles in length, so (he flight was given up.

I (I.KAN, N. Y., Kepi. 22-23. Chas. F. Willard (Curtiss) gave exhibition flights. In starting a flight, a piece was Hiipped out of his propeller, but bad ground made it necessary to keep going. The loss of blade surface on one side rocked the machine so that every wire was loose on landing.

TRENTON. N. J., Sept. 20-30.- Ralph Johnstone flew every day in accordance with his contract, meeting with the greatest enthusiasm on account of his wonderful control.

HELENA, Mont.. Sept. 20 Oct. I. J. C. Mar's flights at Helena were very successful. The governor of the state presented him with a gold watch and nugget fob. Helena has an altitude of 4.100 feet. This is the highest that a Curtiss machine has flown, as far as known.

Mars essayed a flight across the Rocky Moun tains for a prize offered by Ringling Bros., the circus men. After some hours searching parties found the dismantled machine near the top of the range. Fortunately. Mars escaped injury. Tin; right hand plane, front wheel and propeller were smashed in alighting, but the machine was brought back. His altitude above sea level is reported lo have been 7,500 feel, a new American record.

Trial flights of the Latham 100 h. p. Antoinette showed uj) a speed of 00.5 miles an hour.


On the flying field, with its two miles of grassy level, 14 gayly colored pylons trace the aerial course. Starting in front of the Grand Stand the flying gladiators will give a near view of their airmanship. Each aviator has his distinctive style of launching and alighting. The machines, after turning the last pylon, will approach the grand stand at a speed of a mile a minute, increasing this as they sweep past the crowds.

A brilliant period of preliminary flying will occupy the three or four days before the Tournament. The hangars, or sheds, in which the racing monoplanes and biplanes will be housed, have been finished. Aviators have begun "tuning up." trying out motors and testing the stability of their craft, in the air. Three-quarters of a mile across the green flying field1, the :;o hangars and repair shops are lively with corps of expert mechanics, who will live there during the entire flying season. "These stables" have already become a center of interest for hundreds of experts on flying.

The cross-country flights will be out and around captive balloons furnished by Leo Stevens.


A number of boxes and parking spaces are reserved for members of the Aero Club of America and tickets for the same can lie obtained of the Aero Corporation, Ltd., Room 1101, Fifth Avenue Building, New York, at the following prices : Boxes seating six or eight are $30.00 and $40.00 respectively per day. Club-house badges with full privileges of the house and grounds with one lady guest, are $50.00' for the entire meet. Reserved seats. $2.50 per day; admission to grand stand $2.00; admission to field stand, $1.00. Barking spaces $5.00 per day and $2.00 per person, including chauffeur.

Curtiss Machine in Gordon Bennett.

New York, Oct. 17. 1010.—It is now definite that there will be a Curtiss aeroplane in the (tor-don Bennett race. This will be a single surface machine, with a new S-eylinder engine. G. II. Curtiss will not fly the machine himself. Curtiss has the privilege of defending the cup without entering into the elimination trials, but as he will not fly the machine it is indefinite whether the aviators who do tly it will be permitted to go into the race without going through the trials. There will be at least two other Curtiss machines of regular type. Willard, Mars, McCurdy and Ely have all been entered.

CHICAGO, Oct. 1-9.—Curtiss. Ely, Willard. Mc-Curdy and Post were the flyers at an exhibition conducted by the Chicago Post on a profit-sharing basis. Willard and Curtiss both made fine flights. Willard made a sensational one over a part of the city and went to a height of 4.000 feet, lie slowed up his motor and swooped down over Jackson Park, then up again to the ground's at Hawthorne track. Augustus I'ost did here his best flying to date. Two days of rain prevented flying.



Eugene Ely, with the new S-cyl. machine used by Curtiss at Boston, left on the 0th on an attempt to reach New York. After going about 12 miles at an altitude of 1,500 feet, the carburetor gave trouble and a landing had to be inade at Beverly Hills.

This was fixed, the motor started and spectators helped to start the machine. In getting off the front wheel hit a hidden rock and smashed the wheel.

The next day, the 10th. he did not get off the field when the gasoline feed pipe broke and he landed in a brook, smashing the whole front construction. This was fixed in a hurry and he gof going again and flew for 25 minutes'. The motor went dead in the air and he glided down from a height of 2,000 feet. In landing he smashed the front control again, and the distance from the start was but 19 miles, at East Chicago. So much time had elapsed that it was not deemed advisable to try to continue.

Miss Blanche Scott made her debut with a Curtiss machine during the week.

The time limit of the prize offered by the Mew York Times andi the Chicago Post is up on October 16. Present plans do not provide for keeping the offer open after that date.

S EDA LI A, Mo., Oct. 1-7.—J. C. Turpin, the latest addition, to the Wright staff of aviators made his first public flight at Sedalia on the 1st, and flew every dav but one during the week.

STRING FIELD, 111.. Oct. 1-8. Iloxsey took the machine Brookins used in his Ohicago-Springfield flights and created great enthusiasm during the week. On the last day he made his great flight to St.. Louis.

RICHMOND, Va., Oct. 3-8.—Ralph Johnstone filled the engagement successfully, rain preventing his flying on the 5th and 6th. A rather peculiar accident happened while flying on the 5th. The Mayor of Richmond, as passenger, in his enthusiasm' in waving at the crowd struck the motor control with his arm and shut off the motor just as they were rising from the ground. Johnstone, made a successful landing but broke a few spars, which were repaired on the following day.


WILMINGTON. Del., Oct. 4-7.—Tod Shriver and J. J. Frisbie filled this date. Frisbie made only some short flights. "Slim" Shriver made a magnificent flight on the 3d. over part of the town, and was up 15 minutes in a strong wind. He landed with the wind behind him, did not shut off the motor in time, he hit the ground, bounced, then landed nose on and the machine rolled over. He crawled out and the first thing he asked was, "Can you fix it up for to-morrow?" The doctor found a bone broken in his leg.

The machine is one built by himself, and is called the "Shriver-Dietz" : it is of the usual Curtiss type, but fitted with a 30-50 Kirkham motor of a weight of 288 pounds. Bosch high tension magneto, Livingston radiator, Shebler carbureter, propeller 6 ft. 6 in. by 3y2 ft. pitch, which gives up to 340 pounds standing push at 1,360 r. p. m.

BIRMINGHAM, Ala., Oct. 6-12.—P. O. Parmelee, a Wright aviator gave an exhibition at the Alabama State Fair. The first day a flight was made in a drizzling rain ; the second day there was no attempt at flying made on account of the wind being high.

KANSAS CITY, Mo.. Oct. 7-8.—Capt. T. S. Baldwin and William Evans flew at Elm Ridge Park. One of the contests was a race between the two machines for .$500, offered by the Kansas City Post.

Evans is a new-comer who recently bought a, biplane from Dr. Wm. Greene of Rochester. He sprang into prominence by his sensational flightsi at Overland Park in his first trials, with a 40 h. p.I Elbridge engine. His longest flight was one ofl about 2S miles across country.

William Evans of Kansas City 160


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ST. LOUIS. Mo.. Oct. SIS.— Five Wright machines are flying daily at the meet of the St. Louis Aero Club, held in connection with the international balloon race on the 17th.

Ely tilled the Uoanokc. Va., date. Sept. 21-22. At Poughkeepsie, N. Y., Sept. 27-.".0. Ely raced an .automobile and maw good flights before the biggest crowd the fair has ever seen. Willard flew at Riverside. Mass., Sept. 2S. George F. Russell exhibited at the Danbury, Conn., fair.

Oct. 5. Mars was at Spokane, Wash., Oct. 3-S, and Ely at Youngstown, O., on Oct. 12.

Aivh lloxsey t Wright) flew at Rochester, N. II., Sept. 27-."0.

Thousands attending the Washington (Pa.) centennial celebration, Oct. :!-7, stood speechless when l'.rookins made his high and sensational flights. About l.iioo feet up, in one of his flights, the machine was caught by ;i gust of wind. It dipped and plunged downward about 100 feet before it was righted. The aviator later landed safely.



17534 Miles Across Country.

Springfield. 111.. Sept. 20.—By going SQV2 miles without alighting. Walter l'.rookins. in his Wright liplane (minus front control), broke the American record for cross-country Hying, made by Charles K. Hamilton, who set the mark of 74.31 miles in the flight from New York to Philadelphia and jack. Curtiss' longest cross-country flight was 71.25 miles, in his Albany-New York trip.

The aviator flew for the most part at an elevation of SOO to l.ooo feet, but occasionally dropped lower or mounted higher to fly in better air currents. The average wind for the 5 hours was ilH miles an hour, head on.


Not only did he make more miles in one stage uf the trip, but the total distance flown is greater than either that made by Curtiss or Hamilton. The latter's flight to Philadelphia from New York, Ind return, totaled 140.54 miles, and Curtiss on his Albany-New York flight covered 142.5 miles.

The flight was made under the auspices of the Chicago I'ccord-Ifenild. which offered a purse of £10,000.

The start was in Washington Park. Chicago. It had1 been arranged for l'.rookins to land at Oilman to replenish his oil and gasoline supply. l'.rookins waited at Oilman for 45 minutes before the accompanying train came in. Train started from Park Row Station, Chicago, at 10 :02. A special car was attached, which was held when necessary.

An oil pump which didn't work caused a landing ht Mt. Pulaski. This was repaired after a few minutes and the flight resumed. In starting, one

of the wheels was wrenched off, but Brookins did not know it and kept on going. From here lie left the line of the railroad and headed directly for the capital of Illinois. After circling above the Fair Grounds at a height of 2,000 feet. Ik-shut off the motor and glided down, the deed planned successfully accomplished.

Wilbur Wright and the newspaper men followed the tlier in a special car attached to a passenger train of the Illinois Central. This had to make its regular stops, which gave Brookins time to beat the train to both Oilman and Mt. Pulaski.

For the distances Aeronautics is indebted to Mr. Williams Welch, Chief Draughtsman of the Ollice of the Chief Signal Officer, U. S. Army.

AVIATOR HOXSEY MAKES NEW Flew 9» Miles frorrTSpringfield to St. Louis.

ST. LOUIS. Oct. S. -Arch lloxsey, in a Wright biplane, flew from Springfield. 111., to the Country Club grounds at Cla.\ton. St. Louis county, to-day and established an American sustained flight record in an aeroplane by covering ^r*miles in an air line. His time fop'-fiie■ ho ih44*h< was 2 his. 45 min., an average of <H«*t m. p. h.

His objective lan.'.ing place was the aviation field at Kinloch Park, but because of his failing to find the grounds he descended eight miles away. lie alighted on the aviation field at :►.:!(» P. M. Ilis time in the air was .'! hours.

lloxsey tried to find the field, and circled within three miles of it live times. His engine could be heard when lie was not in sight. He mistook the smoke of a brick plant for the tar fire on the field, and could not locate the field.

He was seen from the aviation field at 2.1-1. Soon as Walter l'.rookins could get an aeroplane started he went aloft to guide his fellow birdman to the field, but lloxsey veered to the south and wa.< lost to view. Bombs were exploded and the band played as loudly as possible, but the aviator did not hear the guiding noises.

lie landed at the country Club, five miles from the field, at 3.11. After he had learned the direction of the aviation field he went into the air again and landed safely.

The flight was the opening event of a ten days' meet under the auspices of the Aero Club of St. Louis.

l'.rookins. Turpin and Welsh entertained the spectators with flights while waiting the arrival of lloxsey.

Roosevelt Up.

1 luring the St. Louis meet, with the Wright machines of lloxsey. Turpin. Parmelee, Welsh. Ogilvie. l'.rookins and Johnstone, and 4»ehlau£_with his Bleriot, lloxsey took up ex President Roosevelt for a "short flight'.

Total straight line distance from

town to town...........i753A miles

Total flying time...........5 h. 51 m.

Average speed per hour....30.4 miles Elapsed time, start to finish.. jh. 12 m. Left Wash. Park, Chicago. .9:15 a. m. Arrived Gilman, 111., 75 ^4 m., 11.43 a.m.

Left Gilman, 111............12:41 a. m.

Arrived Mt. Pulaski, 111., 86^ m.

........................3:20 p. m.

Left Mt. Pulaski, 111.........3:43 p. m.

Arrived Fair Grounds, Springfield,

111., 2334 miles..........4.27 p. m.

Flight Progress Overthe Country





Till'] Stebbins-C-eynet Aeroplane Co.. of Norwich, Conn., arc building aeroplanes of the triplano ty])e, which have a detachable middle plane, thereby changing from the tri-plane to the biplane type when desired. They are different from all other American aeroplanes now on the market, as they involve the use of three main planes—two combination front horizontal rudders and two combination rear horizontal rudders. They are beautiful in appearance and of simple construction. All .joints are firmly held in place by castiugs of a special aluminum alloy, being strongly built and having a number of novel and original features, several of which are especially praiseworthy. Although this machine only has a twenty-four foot spread and only twenty-six feet long over all, its total amount of supporting area is -too so,, ft. ; weight fino pounds in Hying order, and have a lifting capacity of approximately 700 pounds more.

Frame.—Entirely of a selected grade of Oregon Spruce, finished down to a smooth surface and varnished. All struls- are fish shape and set in aluminum sockets which are bolted to top and lower beams with special strong bolts of small diameter. The middle plane is set inside of the six uprights and held in place by aluminum castings. A flexible twisted 7-strand wire cable and Stebbins-Geynet turnbuckles are used for trussing.

Planes.—To]) plane is three sections, laced together, having a 24 ft. spread and 7 ft. depth ; middle plane in two sections, each of 7% ft. in length by (> ft. deep, and set "> ft. apart for engine; bottom plain- in one piece. 1G ft. long, and a depth of ."> ft. : a total supporting area of oHO scp ft. These planes are set '.'^/i ft. apart and are set at angles of !) degrees and so arranged as to have the greater amount of lifting-area above and the greatest weight below the center of gravity. The middle plane- is detachable, thereby changing from the triplane to biplane type when desired.

Construction.—Kibs are laminated of two pieces of spruce linished down to V> x % in. cross section dimensions wilh true curvature of about 1 in

-<K and fastened to the beams by a special alumil num casting. Xo. 2 Xaiad aeroplane covering iti used in covering the plane and pockets are sewe(( in for the ribs.

Rudders.—Two combination elevating rudders aril set well up in front, each containing IS sq. ft I of supporting area and arranged to work in unison, independently, or in opposite directions In Model "B" machine are .also two rear small elevating rudders which work in unison with tlnl front rudders. One vertical rudder of 10 sip ft J is suspended rear of a small stationary horizontal! plane in Model "A." while a small vertical rudder! of only 6 sq. ft. is hung beneath the small station^ ary plane in Model "B." The elevating rudders! are so arranged as to balance the machine while! in flight. Wing tips are also used in balancing.! ltndder beams are held in place by a special two-l piece casting which forms a hinge, thereby inakiiisf a quick detachable joint.

Mounting.—The Curtiss type chassis is used fori mounting with three Weaver 20-in. wheels and! Hartford "Aviator'' tires. Uear wheel gauge isl C>0 inches and 15 ft. wheel base. In Model "1!" a spring skid is arranged below the main ski<J in such a way as to automatically drop wheiB aeroplane leaves the ground and absorbs all shoelfl when landing.

Power Plant.—Model "A" is lilted with Cameroii 2o-.*!0 h. p. four cylinder air cooled motor witll a o3s-in- bore and \j%-\n. stroke, with Uosclil high tension magneto and Kinek Aero Co. pro J pel'lor, giving very good results. A Model "C*l Holmes rotary 7-cylinder motor, which is similaif in design to the famous Gnome .Motor, is being! installed in Model "15." This motor has a 4 x 4[ in. bore and stroke, and will drive a StebbinsJ Geynet 7 ft. in diameter, (1 ft. pitch, propelh at 1,200 rev. per minute, and a thrust of : !."><»1 pounds is expected to bo obtained.

Control.—A very simple and positive control is employed, known as the Stebbins-ileynet "auto'j control; a pull or push movement operates tlnl elevating rudders, while the balancing is dona


Oct. 22 - - Oct. 30

Alfred Leblanc Emilie Aubrun Hubert Latham Count de Lesseps Rene Simon Claude Graham-White James Radley

Alec Ogilvie Chas. K. Hamilton Walter Brookins John B. Moissant J. Armstrong Drexel Clifford B. Harmon Thomas S. Baldwin

Special Train Service from the Pennsylvania Terminal. Boxes, Parking Spaces, and Reserved Seats can be obtained at the Tournament Headquarters, Room 1105, Fifth Avenue Building, or at Tyson's, McBride's, or any of the leading ticket offices.

World's Aviators


International - - Aviation - -Tournament

Have You Seen The Man-birds Fly at Belmont Park?

Does not the graceful, sure, and steady flight of the monoplanes inspire you with confidence and a desire to fly yourself in one of these machines ?

Since Bleriot flew the English channel over 400 people have taken up the use of his machine. It holds the records for speed, endurance, and high flying ; its greatest performance being the flight of George Chavez across the Alps. Moissant flew from Paris to London with a passenger, after having made but three flights previously in one of these machines.

The Beach Monoplane

is of the Bleriot No. 11 (cross-channel type). It is fitted with a powerful gyroscope which prevents side-tipping and gives it far greater automatic stability than is obtained with any other aeroplane. As a result you can fly in high winds without danger of upsetting and without fatigue from maintaining your equilibrium in the usual way by hand.

We can supply the Beach Monoplane in two types and sizes. The prices of these are $5,000 and $7,500 respectively.

Catalogue and full particulars upon request.


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The Scientific American Trophy

Was the first aviation trophy offered in this country (l907). The contest for this cup will be one of the features of the International Aviation Meet at Belmont Park, Oct. 2'2d to 30th. The winner this year will be the aviator making the longest cross-count ry

fh'ght. Glenn H. Curtiss won the trophy in 1908 and 1909,and unless his Albany-to-New York flight is surpassed during 1910, he will become its permanent owner.

Another feature of the Meet will be



The Scientific American Aeroplane Trophy

The Scientific American

On Sale October 20th

<L The contents will inchule pojmlar and ele?!ientan/ articles on aviation, written so that the average man and woman can understand and enjoy every word. <L There will be articles on the difficult art of learning how to fly; how aeroplanes are balanced; a series of carefully prepared drawings of the leading types of machines, every part painstakingly labeled, so that the mystery of the machine's construction is revealed at a glance; dozens of pictures of machines on the ground and in the air; and a brief history of mechanical flight, in winch credit is given where credit is due for the most wonderful achievement of our time. These are but a few of the more important articles. *LBe sure to read this epoch-marking number of the Scientific American. Tell your newsdealer to reserve a copy for you—or, better, send us $8.00 and receive the Scientific American It months for the price of one year's subscription. If you are a home owner, you will

also be interested in our beautiful monthly "American Homes and Gardens'* which we will include in the above offer for $2.00 extra. By sending $5.00 you will obtain $7.00 worth of subscriptions, and receive both publications regularly for the next 14. months.

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with side movement or slight turn. The rear vertical rudder is operated with a foot control. Engine control levers are conveniently placed within reach of the left hand and foot brake on the front wheel. An arrangement is to be tried out. whereby the front wheel will be connected with the steering device in much the same manner, as a bicycle is steered ou the ground.

Hugh Willoughby's First Flights.

Hugh L. Willoughby has made his first flights with the "War Hawk," at Atlantic City Reach. The flights were under 100 yards and less than Kii ft. altitude, but the machiue got iu the air at a speed of only 20 miles an "hour, running over a track made of smooth boards about 150 ft. in length. Mr. Willoughby found the steering easy and natural, and a little drop of the starboard wing was corrected with a Curtiss shoulder control. The patented control of the engine, with right foot pedal, described in Aeronautics last year, worked to perfection.

The front and rear horizontal rudders worked in conjunction with each other as in the Farman machine and some of the Wright aeroplanes. The landing wheels are arranged similar to the Far-man. The total weight of the "War Hawk" is 1,010 pounds. The 30 h. p. engiue is a stock automobile engine, made by the Pennsylvania Automobile Co., and weighs 430 pounds*. Mr. Willoughby is now at work on another machine, which he calls the "Pelican," at Cleinenton, N. J. On the 15th of November Mr. Willoughby will leave with his machine for his winter home at Sewalls Point, Florida.

Novice Flies First at Exhibition.

George Schmitt, of 5 Iloyce St.. Rutland, Vt.. had a contract to fly and had never been in an aeroplane. The payment was contingent upon his actually flying. lie did not get the machine ready in time to make any trial flights at all. lie never knew even how to start the Elbridge engine, as he did not receive it until a day or two before the date of exhibition. He got his machine assembled at the exhibition grounds and just flew, and got paid. He bought the parts for the aeroplane from Witteman Brothers and assembled them himself.

Flights in Kansas and Missouri.

O. A. Mattingly, of Pittsburg, Kansas, has been making daily flights with his biplane on the prairies west of Pittsburg. Mr. Mattingly damaged his machine somewhat recently, but repaired it and has become so proficient that he has agreed to that the Ozark Four-State Exposition, at Joplin, Oct. <S-1 i.

He says he intends to get thoroughly familiar with the "game," and then try for the St. Louis to New York prize.

His machine has an original device of his own for lateral balancing. The machine and motot were built by the Holbrook Aero Supply Co., of Joplin.

The De Chene-Sowers all-aluminum biplane, which is a Curtiss type in the main, with many original features, is making repeated flights at Joplin, and the makers are preparing to get before the public with it.

New York's Biggest Aeroplane Factory.

That New York and vicinity has several plants for the making of aeroplanes is not so very generally known, but the searcher for a machine can discover shops tucked away in lofts, in automobile garages and buildings which have sometime served a more earthy purpose.

No one has seemed to pay much attention to the rumor that Capt. T. T. Lovelace, filibuster, "admiral" of a South American one-boat navy, airship pilot, yachtsman, alligator hunter, showman, aviator and balloonist, a "soldier of fortune," had joined with Fred. Thompson, who built Luna Park, the Hippodrome and has for some years been interested in the Fort George amusement park, in the building of aeroplanes on a big scale.

On a high cliff overlooking the Harlem river and Spuyten Duyvil Creek, where Curtiss landed on his Albany-New York flight, is a huge dancing-pavilion with a half dozen monoplanes in all stages of construction on its floor. The band's platform is now taken up with a work bench and tools. One of these monoplanes is for Leo Stevens. Another building, measuring 150 feet in

Cap/: WUJoz/ghby's Machine

length, has a line of shafting its entire distance, running planers, saws and all sorts of woodworking machinery. In still another building is a big lathe, drill presses, forges and other machine tools. Even a casting shop is being arranged. All the machines are run by electric motors. Off the big dancing room are other rooms with' draughting boards, work benches and an office.

The buildings, for years allowed to go to rot and ruin, are being patched up and the roofs covered with tin; storm-washed walks are being rebuilt and trees cleared off the grounds to make this historic spot a commonplace factory for the mlaking of flyers.

Captain. Lovelace was in charge of the last show the Aero Club of America had. Then he was at the Jamestown Exposition in the aeronautical department. From there he took an airship to Panama, which enterprise did not end in any ascents, owing to impossibility of making the gas there. He wias next heard of in London when his airship took fire at an exposition, and a young lady assistant was burned to death. After being with Wilbur Wright at Le Mans and Koine, he wias manager of the aerial department of the Hnmber Company in England. His first public appearance in flight was at the Doncaster meet.

Stevens Buys Aeroplane.

Aeronaut Leo Stevens, who has been sailing and building balloons for miany years, has bought an aeroplane—two of 'em.

That does not mean at all that ballooning is decadent, but that the aeronaut wiants merely a new sensation. Ballooning will always hold its own. In this country the sport has increased in popularity instead of declining.

Stevens has been considering the making of aeroplanes and has looked over the field and has now bought a 35 horse power monoplane built by the Lovelace-Thompson aeroplane and motoi-works.

Hamilton Has Speed Marvel.

On the Oth of October, Chas. K. Hamilton began flying again after his accident at Pasadena. Without preliminary runs of the 110 h. p. Christie engine, he started from the Aeronautical Society's shed and shot in the air almost instantly. William Wurster, of the W. C. r. Co.. swears his speed was 100 miles an hour. lie says he timed him over the course, said to be 1% miles, but never officially measured, even by America's latest controlling organization, the National Council, in 30 seconds. This figures out at 110 miles, Perhaps Brother Wurster was wrong, but, at any rate, everyone says he has more speed than any record yet, which means 70 miles an hour.

The machine is a straight Curtiss type, but built extra heavy, reinforced all through and guyed with big wires. New light Goodyear tires and rims have been put on.

The Hamilton Engine.

The Hamilton engine was designed by Walter Christie, who says there has been some misprint in regard to it. The bore is 4%x 7 in. stroke. A. L. A. M. rating makes this 61 horse power. The makers rate the engine at 110 horse power at 1,500 r. p. m. In view of the length of the stroke this would seem' to be a conservative estimate. _

Coddington & Webb (Mangum Webb and C. C. Coddington) has leased a five-acre tract on Providence road, Charlotte, N. C, and' will establish an experimental station for manufacturing aeroplanes. A contractor of Charlotte is proceeding with construction of timber building 150l\40 and 40x40 feet in size; the company will also conduct an aeroplane school.

Dr. William Greene has made his first flight with his new cross-country aeroplane at Rochester.

O. Chanute 111 in New York.

Octave Chanute arrived in New York on Octoberl Sth, and is seriously ill with pneumonia, lie has the best wishes for his speedy recovery from thousands of people who are acquainted with himi personally, or otherwise, through his work in aeronautics.

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elbridge special feather-weight, 2-cycle aero motors 7 ft., 9 lbs............ $50.00

(water cooled): 8 ft., 12 lbs............ 60.00

3 cylinder, 30-45 h. p., 138 1-2 lbs. . $750.00 the 6 ft. propeller gives 200 lbs. thrust at

4 cylinder, 40-60 h. p., 178 lbs. . . . 1050.00 1200 r. p.m. cylinders 4 5-8 x 4 i -2, copper jackets, model propellers, laminated wood, 10 in. to 12 in. aluminum bases, hollow crank shaft. perfect screw........... 4.00

20 x 2 aeroplane wheels with tires built with steel galvanized steel cable for " guying " : _

rims and special hub, very strong, price, . . 11.75 1-32 in., 200 breaking strength, price per ft. .03

e. j. w. aeroplane hubs turned from solid bar of 1-16 in., 500 breaking strength, price per ft. .031-;

steel, drilled 36 holes, well-nickeled, . . . 4.00 3-32 in., 800 breaking strength, price per ft. .04

e. j. willis propellers, laminated wood, perfect 1-8 in., 2300 breaking strength, price per ft. .06 screw : i rubber bands for models, 12 ft. lengths, 1 -8 in.

6 ft., 6 i-2 lbs........... 40.00 I square, each........... 1.00

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

E. J. WILLIS CO., Dept.'T" "^֞^"ygjs*«'"s«-

l California Aero, I | Mfg. & Supply Co. I

441-443 Golden Gate Av., San Francisco

We have on hand:

all parts for curtiss biplane as per specification in september issue of "aeronautics "

loose monoplanes, ready for motor $350. crating for shipment extra. iininediatedolivei y.

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

farman type biplane, with elhridge 40-00 motoi ՠwill give 5 mile tlisht. $4500 including packing cases and extra propeller. immediate delivery.

aero wheels from $4.50 up.

"camasco" unbreakable wheels, $6.25.

40 h. p. curtiss. $650, s cyl.

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

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

"camasco" knockdown planes from $150 lip.

distributors of the " parabolel propeller" agents: — detroit aeroplane co. motors, detroit" rotaero," palmer and goodyear tires, naiad cloth. "AERONAUTICS "


Watch this


This will interest you



New York

headless biplane of h. w. gill

Vermont Man Builds Curtiss Type.

c. c. bonette. of passumpsic. vt.. has built a curtiss typo biplane from the informatinn given in Aeronautics, and is using the machine for exhibition purposes.

from parachute to aeroplane.

in talking with a representative of Aeronautics. mr. bonette said : "i have been in the hot air balloon line for the past is years, with parachute work. i originated some very good features in this line, including parachute from parachute act, which 1 did! for the first time at riattsburg, k. y., in I'.mi:;. I had the aeroplane idea soon as the wrights made flights, and decided to either buy or build one for exhibition purposes, as i could see that it was the coining attraction. i got prices on machines, and could see where i

could save a big amount by building my own machine, which i did. i don't believe any machine was ever built under more difficulties, than mine. after nine mouths of hard work, and lots of remodeling up to two weeks ago. i got a flier.

"my machine is a curtiss typo, leaves the grouud nicely, and is a bird in the air. i have au elbridge 40 h. p. engine that is proving very satisfactory. i have a good offer for the winter with my machine and i want one engine man. and one experienced aviator: can yon help me to find the two men? i want these men for six months, and by that time i hope to bo able to drive my machine. will you kindly send me the addresses of one or two good men ?

"i use the requa-gibson 7 ft. by 4 ft. propeller. i consider these are the best propellers in the market."

m. b. sellers in flight with 10h,p. [ratedl motor 165

M. B. Sellers May Fly in New York.

M. B. Sellers, of Gralin, Ky., who has been doing such wonderful work in his flights with but a little over four horse power, has equipped his latest machine with wheels for starting. These rise automatically when the machine leaves the ground and allow the aeroplane to alight on the runners. Mr. Sellers' use of this actually antedates the published accounts of the Farman and Antoinette flights, being used in a model in .Tune, 190S. The use of the weight, as described heretofore fully in Aeronautics, has been done away with. Successful flights are now being made with a Bates 2-cylinder opposed rated 10 h. p. motor.

Mr. Sellers hopes to come to Mineola soon and Show New Yorkers what can be done with a little bit of power. His work has been not to just fly— as almost any machine oan do that—but to develop the efficiency of surfaces and a propeller to a point where successful flight may be obtained with the minimum of power.

WomenJLearn to Fly.

Miss Blanche Scott, the young lady who drove an automobile across the continent, began her trials at flight with a Curtiss machine at Ham-mon.dsport on Sent. 20. After a few flights by Glenn Curtiss himself. Miss Scott was allowed to do some "grass cutting" to sret accustomed to the controls. After an hour of this she made a eounle of short straightaway flichts. The rest of that week was a repetition of the lessons, with grass cutting and flights alternating.

Mrs. F. Raiche, whose husband has endeavored (o establish an aeroplane manufacturing business at Mineola, has made a number of successful flights* with a Curtiss type machine fitted with a Fox "Op Luxe" motor. Previous attemnts at flights had been made by Raiche but his home-made engine either fell to pieces or did not work. Then he srot the Dean engine and the "Missus" tried the machine and it flew "to the Queen's taste." Of course Mrs. Raiche had to break a rib or so in the machine but all aviators of note do that. America can now boast of two female aeroplane pilots.

Mrs. Raiche has been presented, bv admiring friends, wilh a handsome jeweled medal in reeoT-nilion cf her achievements.

Orville Wright's Flights Over Dayton, i

On Sept. 22, during the Dayton Fall Festival Orville Wright flew from the training grounds at Simms Station over the city of Dayton, and bacM making a most spectacular flight. The distance was about IS miles. As this was the first flight! ever made over the city, the wildest enthusiasm reigned, all business being suspended for the time. The flight was made absolutely on schedule timej and was, of course, a perfect one in every respectl great height being maintained during the cntirJ flight. Mayor Burkhardt was a passenger on onJ flight.

Novel Features in Illinois Aeroplane.

William E. Somerville. of Coal City, 111., states! he has made flights with the novel machine illustrated herewith. The total area is 510 sq. ft., and the machine weighs 1,020 pounds. The upperl main plane is 45x5 ft., the lower 35 x 5' ft. ThVJ tail, S x 5 ft., is placed IS ft. back of the trail! ing edge. The elevator, 3 x 10 ft., is 10 ft. aheadl of the leading edge. The engine has four cylin-l ders, 4 cycle, 5x5 in., developing 40 h. p. atl 1.000 r. p. m., propeller 7 ft. in diameter byl 5 ft. pitch. Angle of incidence 5 degrees when inl the air, on the ground 0 degrees. It will be seen from the photographs that the top ends of thel main planes are upturned, also that a central fin| is placed ou the top plane.

The inventor states that he has found the up-J turned ends of the wings and central fin to bel sufficient to maintain lateral stability. He states':! "In calm weather I had no use for the Venetianl blind arrangement situated near the extremitiesl of top plane, but with a breeze the machine rockJ occasionally andi I had occasion to open the blinB on the high side, and the machine immediately regained an even keel. I am positive as soon as I get accustomed to being in the air that thl blinds will not be used, as the upturned ends anqj controlling fin are all that are required to maintain] lateral stability automatically. The longitudinal stability is maintained by the peculiar construe! tion of the tail. The top plane is perfectly flat 1 the bottom is slightly curved. I had some troublJ getting the proper angle of incidence on the taijl but after a few trials the machine flew nicel( without oscillation."

A monoplane has also been designed and builtl with upturned ends and central fin but not yet| tried out.

Eldridge Tries Parachute.

Dr. Thos. E. Eldridge, of Philadelphia, recently) wont up in a hot air balloon at the Trenton State Fair, and returned to earth via parachute. That's] a stunt few will follow.



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Descriptive matter upon request Week deliveries


3932 Olive Street - - St. Louis, Mo.

The Advantages of



Cdelco battery ignition runs -with as little attention from the operator as the highest priced magneto. jt is better for aeroplane work than a magneto because of greater range of effective spark control, because of greater speed, and because it makes your motor easier to start. d.six ordinary dry cells are used as a source of current supply and will run your motor a very long period. they will run an automobile '2,000 miles or more. C, with a delco equipped motor you never have to spin it to start. a slight turn is all that is required. CL no other ignition will give you as great engine speed as delco. no other ignition is so simple or requires so little attention. C,tell us the type of motor you have, and your present ignition equipment, and we will quote prices for equipment with delco.

The Dayton Engineering Laboratories Co.

Delco Ignition Dept.


delco high tension distributor, r 1 with aluminum housing for aeroph

The Roberts Aeroplane Motor


Designed by E. W. Roberts, M. E., America's Leading Gas-Engine Expert, and formerly Chief Assistant and designer on Sir Hiram S. Maxim's aeroplane in England.


1H E w e i g h t gi ven incktdes everything shown, except the propeller. Propeller and radiator furnished with motor. This is a motor absolutely free from freak ideas and gives its rated H.P. at 1,000 r.p.m. The only two-cycle guaranteed free from base explosions. Long bearings, large crankshaft, Bosch magneto, free from vibration, and a motor that will run for any length of time without missing or overheating of bearings.

Write For Catalogue Today.


1430 Columbus Avenue - Sandusky, Ohio

AERONAUTICS November, ipio




Lieut. Vogt

lieut. vogt is 26 years old. after his work at strassbourg university he studied meteorology under prof. ilergeseff. entered german army and promoted to rank of adjutant of mounted artillery. won first position in three long distance balloon races.

Colonel Schaeck

won 1908 gordon bennett for switzerland and established a world's duration record of 72 hours.

Alfred Le Blanc

keprosented france in the 1907 g-i? balloon race at st. louis and finished 2nd, landing at herbertsville, n. j.f a distance of 86(i miles. for this trip he made a new duration record for the u. s. of 44 hrs. and 5 mins. he was second in the 1909 g-b race from zurich. won $20,000 prize hi covering 486 miles across country in 10 days.

Hauptmann Von Abercron

hauptmann von abercron is 40 years old and has been interested in aeronautics since 1899, is a dirigible pilot and captain in an infantry regiment. president of the lower rhine aero club, the largest in the world. has made 160 balloon ascents. in 1906, he won prize of the grand duke of baden. he has been in every gordon bennett balloon race and finished third in the 1907 race from st. louis. in a 340 c. m. balloon he has crossed the alps. herr blanckertz is his companion in the 1910 race. the latter is a manufacturer in dusseldorf, 40 years old, has made many balloon trips and with abercron as pilot won the king of saxony's prize in an ascent of 1000 kilometers out of dresden.

THERE are eight balloons in the fifth contest for the Gordon Bennett trophy, to be held at St. Louis, Oct. 17. Three foreign countries are entered, France, Germany and Switzerland.

Representing France are Alfred Leblanc and Jacques Faure. Germany has Hauptmann Von Abercron, Lieut. Vogt and Ing. Hans Gcricke. Switzerland, which country had the cup last, has Colonel Schaeck and E. Messner.

There will be no representatives of Denmark in the race, although the Danish Club had entered a balloon. It seems, or at least it is so reported, that the titled pilot selected could find no one in America who was willing to pay all his expenses for the privilege of being aide.

Besides the trophy there is a cash prize of $5,000, also given by Bennett.

The cup and the $5,000 additional has been given each year, beginning in 1007, when Lieut. F. P. Lahm and Major Henry B. Horsey won the cup and prize on its first offering.

past g. b. records.

Paris, 1000—Lieut. V. V. Lahm1. 410, miles.

St. Louis, 1907—Oscar Erosion (Germany), S72, miles. ~\

Berlin, 190S—Col. Schaeck (Switzerland),^* miles. /

Zurich, 1000—E. W. Mix (America), GOG mile^ Hawley, Honeywell and Wade Win.

The Aero Club of America has given out the! official figures of the elimination balloon race froinj Indianapolis on Sept. 17.

A. U. Hawley, H. E. Honeywell and J. II. I Wade, Jr., will represent this country in the international race, starting from St. Louis on. the 17th of October. The distances and duration of each of the competitors follows :

America II.—A. R. Hawley pilot, Augustus Fosfl aide, landing at Warrenton, Fauquier County, Va.l 453 miles; duration 44 hrs. 25 min. 30 sec.

Centennial—11. E. Honeywell pilot, W. Lam-i bert aide, landing at Bush Valley, Indiana County! Pa., 37914 miles; duration 23 hrs. 30 min.

Buckeye—J. II. Wade, Jr., pilot, A. II. Morgan aide, landing at Sowers, Floyd County, Va., 371 miles; duration 37 hrs. 3S min.

Aero Club of St. Louis


November 17th to 24th, 1910 MAMMOTH COLISEUM BLDG., ST. LOUIS, MO.

Complete Exhibition of Aeroplanes, Dirigibles, Sphericals, Parts, Supplies, Accessories and All Articles of a Kindred Nature

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


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

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In the flight from Albany to New York City had his bi-plane equipped with


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New Supply Catalog now ready with prices for Complete Aeroplanes, Dirigibles, Finished Spruce and Ash and all Accessories.

Paragon Propellers made by the American Propeller Co. of Washington, D.C., Now 011 Inhibition at the Church Aeroplane Co's factory, h2A Smith St., Uklyn.N.Y.

8 foot—400 to 500 lbs. thrust guaranteed at 1000 to 1100 R. P. M.

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paul de kilduchevsky



60-80 Horsepower - $1200

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1535 Broadway, Cor. 45th St. Tel. 3791 Bryant New York, N. Y.

j. h. wade, jr. and a. h. morgan

sou of J. n. wade, one of cleveland's (ohio) wealtliiest residents, who presented wade park to the city of cleveland. he is 2r years of age, anil, with his brother, is interested in real estate there. wade has always been in for anything new and is well liked in his city. what he has done in aeronautics has been purely for sport in every respect.

his aide. mr. a. ii. morgan was a chum of his in school and they have lived together more or less during their entire life. mr. morgan is the president of the american lithograph co.. and has always been keen on the sport of ballooning.

their first trip was made as guests of a. leo stevens, about three years ago, in the balloon "all america" from pittsfield. mass., in company with three others. this ascent was made in a driving snow storm. the party landed that same evening at canterbury, n. ii., after covering a distance of IfiS miles. they enjoyed the sport very much and immediately after had constructed a balloon called "sky pilot" in which they have made many creditable flights. they have taken into the air many cleveland boys and have got the better class of the above city interested. on oct. 4. 1909, they won third prize in the centennial balloon races from st. louis.

million population city—s. i,. von phul pilot. j. m. o'reilly aide. landing at trafford, westmoreland county, pa.. .',4:: miles: duration 21 hrs. 1(5 ruin.

miss sophia—w. f. assmau pilot, p. j. mccol-lough aide, landing at macfarlan, ritchie county. w. va., 209 v-. miles: duration, 24 hrs. s min.

phil. ii.—a. t. atherholt pilot, c. b. graham aide, landing at dexter, meigs county, ohio. 21s miles ; duration, is hrs. 52 min.

xew york—c. i*. harmon pilot, thos. s. baldwin aide, landing at powellsville, scioto county, ihio. uls miles ; duration, 18 hrs. 4 min.

lloosier ii.—charles walsh pilot, maj. samuel leber aide, landing at west milton, miami county, >hio. 99 miles;' duration, 7 hrs. 6 min. ,

the duration of the america 11. is greater by 20 minutes than the american duration record of 44 hours and 5 minutes, established in 1907 in the cordon bennett from st. louis, which was later broken by harmon and post, who made a new american duration record of 48 hours and 20 minutes.

the "america ii." and the buckeye. 80.000 cu. ft. capacity, were built by leo stevens of rubber fabric. the centennial was built by the french-american balloon co.. of which ii. K. honeywell is the head.

the "centennial" is the same balloon which won second place in the st. louis race of october 4. 1909, tern balloons being entered. in this rare it scored 4ss miles and was up 47 hours and 41 minutes, establishing for the moment a new american record.

the free-for-all balloon race was declared to be won by the "drifter." a. i!. lambert, the otli-cial in charge, gave the decision to this balloon, as at the time of start none of the others were ready to leave. the cup, a diamond studded and handsomely engraved trophy, was given by the indianapolis motor speedway. in addition to the cups offered, gold speedway medals will be given the pilots who finished second, third, fourth and fifth. the standing of the balloons in the free-for-all race follows :

drifter—a. holz pilot, g. 11. howard aide: landing at littleton, wetzel county, w. va., "25 miles ; duration, 21 hrs. 15 min.

university city—john berry pilot, no aide ; landing at mckeesport, alleghany county, pa., 350 miles; duration, 20 hrs. 30 min.

topeka—e. s. cole pilot, e. m. jacobs aide: landing at washington, pa., 325 miles ; duration, 20 hrs. 4s min.

luzerne—l. e. custer pilot, no aide: landing at noblesville, hamilton county, ind., 23 miles; duration 2 hrs.

h. e. honeywell

balloon builder of .st. louis. won second place in the elimination race on sept. 17. and in the centennial race in 1909. when he covered 4ss miles and was up 17 hrs. 41 min., a record duration at the time. won balloon race from chicago, july 4, 1908, making 7sfi miles, with 8g miles of the american distance record. won third place when aide to a. b. lambert in indianapolis race. june 5, 1909. on nov. 18. 11)08. with lambert he made a long ascent to tiger, ga., 4til miles.

THE majority of the contestants in the elimination race that took place from Indianapolis, Ind., on Sept. 17th, experienced baffling winds, rain and thunder storms, and were forced to make landings in the earlier stages of the race. The experience of these aeronauts is easily uuderstood by reference to the daily weather map. On the morning of the 17th an extensive area of low pressure overlaid Minnesota, which during the day moved rapidly eastward so that its influence was felt throughout the upper Ohio Valley Sunday night. It should be explained that the lower layers of the atmosphere in an area of low pressure are in a turbulent state, that thunder storms and rain, have their origin in areas of low pressure, that ascending currents of air, often of considerable strength, are sometimes experienced in the central portion, of these disturbances. The experience of this observatory in attempting to make kite flights in lows confirms the foregoing in all essential particulars. It would seem therefore, that it would be the part of prudence to avoid as far as possible the central portion of lows in. attempting balloon flights 01 any sort, especially those in which long distance flights are contemplated.

might have done better.

Iii the case in question a postponement of the ascensions for 24 hours would undoubtedly have given, much more propitious weather and longer flights. The rear of a low and at only a moderate altitude, says 3,500. to 4,000 feet above ground, would seem to the writer as the most advantageous zone in which to achieve a successful long distance balloon flight.—Sept. 28th, 1910.

alan r. haw ley

member of brokerage firm of william hawley & co. director of the aero club of america since its beginning. he has made a number of balloon ascents. in the 1907 gordon bennett he finished 5th.


by t. o'b. hubbard, sec'y.

aeronautical society of great britain.

OWING to the increased demand for aeroplanes of all descriptions it has been found absolutely necessary to test the strength of the fabric which forms such an important part of their construction, and in order that full reliance can be placed upon the strain the fabric will stand, the machine has been designed by W. & T. Avery, Ltd., of London and Birmingham1, for the National Physical Laboratory at Ted-dington.

The fabric of the required length is placed in specially prepared grips and the strain is applied by hand power, and the equilibrium is maintained by means of tine shot which is allowed to flow into a receiver suspended at the ends of a weighing steelyard.

The specimen may be of any length between 6 inches and the maximum of 25 inches, an elongation of 10 inches being allowed for beyond this dimension.

The weighing arrangement consists of a main lever and a steelyard, fitted with hardened steel knife-edges which rest on hardened steel bearings carried from the main standard.

The steelyard is graduated on bofh the back and the front, the front graduations range from zero to 200 pounds by one pound divisions, the graduations at the back of the steelyard from zero to 40 pounds by one-lifth pound divisions.

The front graduations are used when both the lever and the steelyard are being used as compound levers for indicating the loads.

When finer readings are required, the weighing system is swung round upon the standard so as to bring the rear knife-edge of the steelyard

directly over the specimen ; the main lever is then out of use and the steelyard is in operation as a single lever, the graduations ranging from zero to 14 pounds being then used. The end of the steelyard is fitted with a hardened steel knife-edge from which a receiver is suspended.

A spring balance is interposed between, the receiver and the steelyard, the dial of which is graduated to show the breaking loads, i. e., up to 1,200 pounds, by sub-divisions of one pound, and 240 pounds by sub-divisions of one-fifth pound respectively. An upper reservoir is carried by a main standard and fine shot is allowed to flow from this to the receiver. The flow of the shot is regulated so that the load is applied to the specimen at the rate of 500 pounds per minute, and the flow is automatically cut off when the specimen breaks.

In preparing and applying the test, the specimen is connected to the roller attachment, the shot is allowed to flow from the reservoir into the receiver, and the strain is slowly applied with either of the two changes of gear, thus keeping the steelyard floating midway iu the carrier. For low capacities the quick speed is used for the strain and the weighing apparatus revolved in the standard so as to bring the steelyard into use as a single lever. For high capacities the slow strain is applied and the result weighed by means of the main lever and the steelyard compounded together.

When the specimen has been, broken, the receiver containing the shot is suspended from the link hanging from (he rear knife-edge of the steelyard and then balanced by means of the loose proportional weights and the sliding poise.


by dr. a. j. henry.

op mount weather research obsekvatort.

It is a Remarkable Fact!

That For the Past Six Months In America !

Every Novice Flight of any Moment Has |

Been Made With !


Featherweight Engines 1

+ 4»

C William Fvans, experience one day, Hew SO miles 'cross country *

from Kansas City, Mo., with an Elbridge Engine. a

dB. F. Roehrig, initial flight, safely carried intrepid young woman x

more than a mile at San Diego, Cal., using 60-90 Elbridge. £

C, J. J. Frisbie became in less than two weeks the admiration |j

and envy of the flying camp at Mineola, L. I. Flew in wind and *

rain, carried passengers, flew 'cross country 14 miles after dark. 4.

d George Schmidt, without previous experience with plane or 4, motor, filled exhibition engagement successfully in Vermont, with

an Elbridge Engine. Requa-Gibson propeller. +

d. J- E. Clark of San Francisco, large number of flights, with an +

Elbridge Engine. 4.

C. Numerous other flights by Dr. Win. Greene, Rochester, N. Y. ; %

Capt. Bumbaugh, Indianapolis; Henry C. Cooke, Mineola; W. C. ^

McCollum, Kansas City; E. F. DeMurias, Mineola; Michael 4-

Paridon, Barberton, Ohio; B. F. Walsh, Santa Ana, Cal.; S. R. 4.

Skinner, Staten Island; J. J. Slavin, San Diego, Cal.; Bud" jj|

Gaskell, Mineola, L. I.; Lieut. McManus, Oklahoma; J. R. *

Seeman, Washington; C. C. Bonnette, Vermont, etc., etc. 4.

Examples multiply so rapidly it is impossible to print a complete record of flights made with Elbridge Engines. 4*

C. We know of no case in which the operator of any well constructed 4!

Aeroplane of standard type equipped with an Elbridge "Feather- *

weight" Engine has failed to fly AT FIRST ATTEMPT. *



QUESTIONS. And the answers will be based on actual experience, not on +

guesswork. Write to-day for catalogue. Agents for El Arco twin radiators. 4!


__ *

--- *


I Elbridge Engine Company


4,,4.4,,4.4,4.4.4,,,4.4, {.4.4.4,4,4^,4,4.4,4,4.4.4. ^.g,^*^


Patent* ipplied for.

Copyright. 1910, by Spencer Heath.

quartered White Oak with spruce Interior. 8 ft. diam. 12 to 10 pounds.

Paragon Propellers Excel

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

In the thrust given per hundred revolutions per minute

In the thrust given per actual horsepower absorbed

In keeping up their thrust during flight—insuring high speed

In the selection of material—nothing but edge-grain being used in.any part

In correctness of design, excellence of execution and beauty of finish


Our Eight-foot designs give 400 to 500 lbs. thrust at 900 to 1,100 R. P. M.

We have pleased every customer. We can please YOU. Ask us for a blank form on which to tell us about your machine and its engine. We will make you an estimate on just what you require.

Our propellers are calculated and designed for each machine. No uniform pitch "true screws."

* +




In Stock For Immediate Shipment

r^UR6-ft, Propeller delivers 200 lbs. W thrust at 1200 R. P. M. C,Do you want to get the best results? If so get a "Brauner Propeller." COur Propeller has proven more than satisfactory to those using it ::: :::

6-ft., 0? lbs. 7-ft., 8* " 8-ft., 11 "

$40.00 50.00 U0.00


330-332 EAST 98th STREET

Phone, 2189 Lenox NEW YORK

A Real Aerial Motor

Built by Motor Builders who know their business and who have built many thousands of automobile motors


Eight Cylinder V Shaped 3gx 3^

Weight less than 175 lbs.

Eight Cylinder V Shaped 4 x 4?

Weight less than 210 lbs.

Write for Information and Specifications we can make immediate deliveries

This is the

Lightest Practical Motor Per Horse Power Made

This Motor is Built to Stand any Legitimate Amount of Punishment

——^-—— Agents Wanted -


508 Moffat Bldg. DETROIT, MICH.


1 by

Cleve T.Shaffer


E. P. De Berry, of the Pacific Aero Club, has a biplane almost ready for trial.

Main Planes.—These .spread 30 ft. by 5% ft. Farman type ailerons on rear edges. The fabric is on one side only and is treated with a secret preparation invented by De Berry's brother. It is both waterproof and elastic, will not crack and makes a smooth finish. The ribs are 4-ply laminated, % x %, camber ZV> in., made by the California Aero Mfg. & Supply Co.

Chassis.—Suggestive of the Voisin. Two pivoted wheels which act, by the usual sliding collar, against a 1 ft. coil spring, which compresses a distance of 5 in. under shock. Two skids are fitted to the rear cell and skids such as used on the YViseman-reters will be placed on ends of lower plane.

Power Plant.—Rutenber motor. 30 h. p.. weigh ing 108 pounds, drives direct a 0 ft. 6 in. diam. propeller of 4 ft. 6 in. pitch at 1,400 r. p. m. Thrust stated to be 230 pounds.

Controls.—Front and rear rudders. Elevator is operated by hand lever. Rear rudder by foot lever and ailerons by shoulder brace.

Total surfaee. main planes. 330 ft. Weight, without operator. 600 pounds.

Messrs. Wiseman & Peters, a complete description of whose biplane was given in the September number of Aeronautics, are now at work on. a new machine, which will embody the ideas and improvements gained from experience with their first aeroplane. They expect to make exhibition llights with both machines. Mr. Wiseman has made some very good flights recently.

W. A. Merralls. of the Pacific Aero Club. ia well-known builder and designer of mining machinery, has turned his attention to aeronautics, and is now at work on a combination dirigible and aeroplane, which will incorporate many novel features. He is also constructing a motor of his own design, and of large horse power, in which the weight, will be under 3 pounds per h. p. He has kindly consented to give Aeronautics « complete description when ready for trial.

Ivy Baldwin Flying.

Capt. Ivy Baldwin, the well-known aeronaut, who operated our army balloon in Cuba during the Spanish war. has followed the example of Captain Thomas Baldwin in deserting the lighter-than-air ranks, and adds his name to the growing list of California aviators.

But for a persistent run of bad luck he would now be touring the country on exhibition flights. His last accident was in an attempt to fly the Oohlen Gate when the machine became unmanageable in a strong, gusty, wind and crashed to the parade ground of the military reservation where the preliminary trial was to be made. At the weather continued uncertain the attempt to cross was abandoned.

Captain Baldwin's longest flight to date is 12 miles.

The machine used is. except in minor constructional details, almost an exact duplicate of the Curtiss. dimensions being the same throughout.

To the critical eye there are many of the constructional features capable of Improvement, and. comparatively speaking, the workmanship appears a trifle crude.

The bamboo upright which extends above the top of the elevator plane to connect with the push rod. while no doubt of sufficient strength, should have some sort of bracing to the rear edge of the plane—a tube such as used on the Curtiss—as bamboo is notoriously treacherous and at this most vital point nothing should be left to chance.

the small tubing of the aileron pivots passes direct through the wood of the end struts. this should have a metal clamp or ferrule to be used as a bearing or reinforcement.

aluminum sockets with eyes in three sides, for attaching wires, are used with the usual single holt passing through center, instead of curtiss type ferrule. turnbuckles of novel design are used. a hall-scott 30 h. p., 4 cyl., water cooled engine drives direct a 6 ft. diameter 4% ft. pitch propeller of the same make. weight, 440 pounds, with operator 555 pounds.

Flights by B. F. Roehrig.

b. f. roehrig, of san diego, calif., has for some time beeu making fine flights with his big biplane. in fact, he says be had made over five hundred short flights and that everything "seems to work satisfactorily." the cost of the machine has been given as ,?10,so0.

the top plane spreads 45 ft., while the bottom is 34 ft., spaced 5 ft. 10 in. apart. the chord of the surfaces is 6 ft. 5% in., with the greatest depth 4% ins. the length of the machine over all is 47 ft. and the weight 1,539 pounds, including the aviator and fuel. the front elevator has 45 sq. ft. and the rear 12 y2 sq. ft.

there are only two ailerons, set in the planes like the farman, but they move up and down in opposite directions as in the curtiss.

a 00-90 o-cylinder elbridge engine turns an s ft. 5 in. propeller, g ft. pitch, atmut 1,300 r. p. m. the engine is giving entire satisfaction. the mechanics think that the propeller is too small for the engine. this propeller is made of laminated birch, 40 laminations, weight 32 pounds. mcadamite castings are used throughout. all woodwork in the machine is laminated, in the main uprights there being as many as 18 laminations, in the outriggers to the tail and in other places 7 laminations of hickory and spruce are used. uoebling cable is used for guying.

The Loose Monoplane.

this popular price machine is as well constructed as the large monoplane of the same make illustrated in the july number of Aeronautics, and embodies in its compact make-up some original ideas of novel description.

the adoption of wooden diagonal cross stays or bracing in the fuselage is the most striking feature, there being absolutely no guy wires used, except those guying the extremities of the planes to the lower part of the fuselage. upon close inspection the machine is found to be built up almost wholly of a number of triangles, the advantage of which from a point of strength is well known.

first-class material of standard make has been used throughout, such as palmer tires, naiad cloth, camasco ribs and aviator cord.

total spread 31 ft. 8 in. and 20 ft. g in., fore and aft.

planes in two halves, suitable for shipment. single surface. chord 5 ft., camber 4% in, ribs % x % in., 4-piy spruce, made by the california aero mfg. & supply co. beams lVa x3'/2 in., are of oak and placed on top of ribs. the fabric, xaiad xo. 2, is laced at the center, and also to a wire, which passes through the ferrules on' rear ends of ribs, is tacked on under side of ribs. a drum tight surface is obtained. incident angle can be varied by a simple adjustment.

front edge of elevator is distant from the rear edge of main plane 9 ft. 7 in., and is moved by a push rod, connecting with a lever at the right hand. surface, double covered, about 21 sq. ft.

iludder, double covered, of about 8 sq. ft., is pivoted immediately in the rear of elevator and is operated by a foot-lever, as is the lateral stability device.

fuselage is the usual triangle of the demoiselle type, composed of 1-in. round ash, spruce and oak members, which are fastened securely by steel clips, making a very neat, strong and easily detachable connection.

two 20 x'ly^ in- steel wheels equipped with palmer tires support the machine in front, and two skids at rear. wheel tread 5g in. seat may be adjusted to balance motor. this machine would

Men Who Fly Every Day


Rutland, Vt., Oct. 2, 1910.

To Requa-Gibson Co.

225 West l-Pth Street, New York City. Gentlemen :—

I purchased a propeller from you about three weeks ago, it was 7' in diameter with a 61 pitch and take this opportunity of expressing my complete satisfaction with your propeller.

I do not know the exact amount of thrust developed but the thrust was sufficient to raise my thirty-foot Curtiss type biplane with a forty (40) foot run from a standing start in my first flight in an aeroplane.

As I am flying in different parts of Vermont I have every opportunity of demonstrating your propeller and would like to have the State agency.

Trusting I will get some particulars from you soon, as I have some business waiting.

I remain,

Yours truly, (Signed) George Schmitt. The above flight was made with a C. <? A. TlWe mann SO ft. biplane with a U0 H. P. Elbridge motor driving a Requa-Gibson propeller.


Philadelphia, Pa., Sept. 12, 1910.

Requa-Gibson Co.

225 West 4.9th Street,

New York City.

Gentlemen :—

In reply to your letter of the 12th, would say that we are certainly well pleased with the propeller which you made for our Bleriot Monoplane, 25 H. P. Anzani Motor.

At first we had some doubts as to whether we could get a propeller as good as the original one which came from France with the machine, but upon trial found that your propeller developed wonderful pull, and it is without doubt equal to the original propeller.

We made several good flights with the machine last Sunday and your propeller is certainly doing good work. Very truly yours, Louis J. BERonoLL Motor Co.


Technical Manager.

£t Here are two of our answers to those who "think cheap" or say ^^զquot;why pay more."

We invite all who have used our propeller to tell us their experiences. We will print your letter under above heading. Such positive statements from satisfied users help the progress of the art and sometimes lead an intending purchaser onto the successful route.


Send complete description of your machine. A telegraph deposit insures prompt attention. ::

Requa-Gibson Co,

225 West 49th Street NEW YORK CITY

Avail Yourself of Our FREE 30 Day Trial


= G. & A. =


AI MYFR^ Inn 244 West 49th St., NEW YORK . Um 1v1 1 1-ilVkJ, 1111,. So,e Owners {/. S. Patent Kifl/rte

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

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Build an Aeroplane. ^'IM^

blueprints and full directions for building a three-foot model Wright Biplane or a two-foot model Bleriot Monoplane. Both fly '200 ft. by own power. Or blueprints and directions for a 20-foot Glider.

CHICAGO AERONAUTIC SUPPLY CO. Room 116, 5602 Drexel Ave., Chicago, 111.




Our Skeeter has a new propeller; You ought to see it fly, it goes like a streak. The Jersey Skeeter Aeroplant is 8 ins. long, weighs 1-6 ounce, flies 30 feet. Sene prepaid 25 cents.

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

THE GENERAL PATTERN AND MODEL CO. make patterns of the highest standard for Aeroplanes, Propellers and Aero Engines. To designers and builders of Aeroplanes this company offers the advantages of exceptional facilities, requisite experience and the fullest[co-operative service. Information and estimates furnished willingly.





Warren Featherbone

= IS USED = by the leading Aeroplane Manufacturers for covering seams and edges of aeroplane surfaces : : :: : : :: ::





August F. Winberg Mfg. CoJ

Tel. 1887 Chelsea 522 Hudson St., New York.



Aeroplanes and Gliders

W. C. DURGAN, 115 Brown St., Syracuse, N. Y.

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appear to be suitable for the opposed cylinder type of engine. later models have the spread cut down to 20 ft. and the chord lengthened to g ft., with a higher camber.

By Prof. H. La V. Twining.

los angeles, cal., oct. 0. on oct. 22 and 2:1, the aero club of california will hold a local novice meet, in the aerodrome, some 12 miles from los angeles, where the club has its grounds and aerage.

the progress of the members of the club, who are building machines, will he clearly shown at this meet. a year ago none of the members had succeeded in leaving the ground. the club itself had no home. the big mid-winter meet of the following january was being agitated. the only members who had completed machines up to this time were a. l. smith and j. s. zerbe.

mr. smith's machine, a biplane, failed from1 lack of a proper motor, and mr. zerbe's multiplane refused to leave the ground at this time and during the meet.

to-day the club has two fliers in the persons of walsh and roehrig, formerly of san diego. duesler and slavin of los angeles are able to make short flights. the greer bros, come next with still fewer and shorter jumps, while the eaton-twining machine brings up the rear with short hops to its credit.

the cannon brothers have made some remarkable towing flights inside of the aerodrome. their machine is a curtiss biplane. they attached it to an automobile by means of a bridle attached to the lower end of the two forward struts near the middle of the machine. the running gear is not. the same as the curtiss. it consists of three wheels mounted on a triangular frame, two wheels being under the rear of the planes and one forward of the main planes. these wheels are flexibly attached to the frame by a spring mechanism, making the whole flexible and' strong. they were towed in a circular course, a quarter of a mile in circumference. the machine weighs ?..r>0 pounds. jack cameron drove the aeroplane. on the first few trials they met with some accidents, but with a little practice jack was soon able to manage the machine with skill and dex-

terity. after circling the course, the machine rose on the side of the course, which brought it facing the wind.

after rising from the ground, it maintained an altitude of from 10 to 20 feet, but on making the turns it sank lower, often scraping the runner at the tip of the plane on the ground for many feet, while making the turn. a spring balance was attached to the automobile, to which the bridle was made fast. at thirty miles an hour the balance showed a pull of lot) pounds.

one passenger was taken on, thus adding the equivalent in weight of a motor. under these conditions it took a pull of over 200 pounds at thirty miles per hour to maintain the machine in the air.

the flights were maintained several times around the course, and the aeroplane was managed perfectly by the aviator, with his controls giving him excellent practice. in fact the skill with which the turns were negotiated, with and without a passenger aboard, indicate that mr. cannon will blossom into a full fledged aviator as soon as a powerful enough motor is installed. they are installing a 22v2 h. p. ford' automobile motor, "t" model, which they are modifying to suit their purpose. these towing flights are the most remarkable of their kind, in so far as i know, that have yet occurred.

besides the above mentioned machines, mr. thompson of pomona and mr. day of long lieach arc planning to be at the meet. mr. thompson has made short flights. mr. day will have his machine on the ground next saturday.

the knabenshue cup was awarded to mr. roehrig of san diego. on admission day he flew many times the required distance, and the directors of the aero club awarded him the cup.

the citizens of san diego put up a handsome cup for the aviator who should make the highest flight at the coming meet.

the leonard smith cup will go to the one who makes the longest flight. other cups will be put up before the meet.

both willard and hamilton are members of the aero club of california, so that in addition to the local men the club has on its membership roll two of the noted american flyers.

MINEOLA, N. Y., Oct. 12.—Mineola's flying grounds were quiescent for a period! of several weeks following the graduation of the season's first flock of birdmen. Things were very lively there during July and August with Harmon, Baldwin, Frisbie and Tod Shriver flying almost every day. But during September they went their various ways—Captain Baldwin, Frisbie and Shriver (o fill engagements in the West, and Mr. Harmon to Boston, and the lield was left almost deserted.

October has brought renewed life to the place, however, and what with the return of the wanderers from I heir travels and the hatching of a new nestful of fledglings, the place is busier than ever.

Frisbie has come hack with a new stunt, practiced and perfected, it is said, in Wilmington, Del. Accidentally, or on purpose, h<> effected a landing on the top of a large barn, whence Ire gracefully floated into a cornfield. Incidentally. Frisbie has the speed-bug and talks of replacing his present power plant with a big six-cylinder Elbridge engine.

Charles K. Hamilton, looking the ghost of his former self since his accident in California, is on the field nearly every day.

Among the new flyers who have beeu making successful trial flights recently are Henry Charles ("Dr.") Cooke, Chester Kaufman, F. F. De Murias and Wilson Post. Cooke has a modened Curtiss type machine, with a spread of 34 feet in the upper and 29 feet in the lower plane. He has strengthened his machine in many ways and on October Sth and 9th he made half a dozen very pretty flights. Either luckier or more skilful than most, he made all of his landings safely, without so much as buckling a wheel or cracking a strut.

Kaufman was less fortunate if more spectacular. Taking out the practice machine belonging to O. E. De Long, he started across the field, with the engine partially throttled down just to get the "feel" of the machine. But the temptation to try a flight proved irresistible and in a few moments he was flying very prettily across the field. Half a dozen straightaway flights were made successfully and then the novice, emboldened, tried the more difficult feat of circling the field. The "Graveyard" got him. He was turning nicely when one of the guy wires supporting the rear control gave way and the machine crumbled like a house of cards. Kaufman was extricated uninjured, but the "White Slave," as the machine is known to the denizens of Mineola, was sadly wrecked.

D. Massan, who came to this country Last year with Paulhan. is now emulating his illustrious former employer in the realms of the air. He has nerve, and to spare, and great things are ex-

pected of him for the future. He is using a machine built by I'. Brauuer & Co., which is at present equipped with an automobile engine, but in which he expects shortly to try a four-cylinder Elbridge motor.

Bud Gaskell is another nervy youngster who has made a number of straightaway jumps, but who has not yet had opportunity to learn to make the turns.

Dr. II. W. Walden, who had quite a serious spill a couple of months ago, has recovered sufficiently in health and courage to give his machine another trial. Carrying a passenger he indulged in a few grass-cutting flights on October Sth. lie has two 25-30 Anzani engines. The Waldeu-Dyat Company has been formed to build aeroplanes and a big shed has beeu erected on the Mineola field.

.Toe Seymour has been away flying af the fair at Oneonta, N. Y. George Russell was away all last week flying at the fair at Danbury, Conn.

Herman Steinbrngge has purchased a monoplane which shows all the signs of strength rather than refinement in construction.

Miss Todd's machine is awaiting the arrival of a Rinek motor. The Rinek company is going to see that the motor runs perfectly and does perfect work in the machine, so far as money and experience can be nsed.

Harry Chandler and Glenu Ethridge. who have a biplane of their own type, have bought the tent that was formerly occupied by George Russell, and have moved into their new quarters.

The "Imp," built by Elmer Burlingame. has been taken back to Boston. Mr. Burlingame intends building a new machine this winter and bring it out next spring.

The Mohawk Aviation Co. has succeeded in breaking one wing of their Curtiss-type biplane in landing the other day. They have just pitched a new tent in the parking space.

Harmon, while attempting to fly for the Chinese prince, smashed his running gear. Tod Shriver, after being introduced to the prince, got into his machine and flew to the far endi of the field and returned, in a strong wind, making the flight at an average height of 10 to 15 feet.

Harry Harkness has done some fine work with his Antoinette machine, making several complete circuits of the field at an altitude of from 15 to 35 feet.

Grahame-White has been making some flights with Harmon's reconstructed Farman, taking up various passengers, lie seems to value his services highly as an attraction for exhibitions as. it is said, his price was $25,000 for a week of flying at St. Louis.


"The Airy Wan," by George A. B. Dewar, Svo., cloth, 2.".'! pp., $1.75. The Maemillan Co., New York. "The Airy Way" is in the main a book of flight ; its theme is the magic and mystery of the master-feat in all Nature. The author has been watching for many years the wing feats of birds, bats, and insects; amongst others, the feats of the swift, the swallow, the rook, (he herring gull, the saddleback gull, the black-headed gull, the golden-crested wren, the woodpeckers, the frit Mary butterflies, the purple emperor butterfly, dragon-flies, syrphi flies, bees, the pipislrelic bal, and other species of its kind. It is perfectly simple, written throughout In the simplest English.

"Percy Pierce Flyer," pamphlet giving full directions for building the Pierce model, together with large size scale drawing. Published at 15c. by Spon & Chamberlain, 123 Liberty St., New York.

"Model Balloons and Flyiur) Machines," by .1. II. Alexander, M. B., A. I. E. K., small 8vo., cloth,

127 pp. ills., wilh 4 sheets of good drawings with details for model' building. Published by Norman W. Henley. 132 Nassau St.. New York, at .$1.50.

Formulairc Four La Construction Dcs .lcro-plancs.—Un volume de poclie.— Prix : 3 francs.— Libraric Acromial iqttc, 3.2 rue Madame, Paris.

Divise en cinq grands chapitres: Resistance de 1 'air, Dynamique de I'aeroplane, Propulseurs aeriens, Moteurs, Resistance des pieces d'un aeroplane, cet onvrage donne sous un format commode l'expose succinct de toutes les tommies et methodes de caleul ce qui permettra ft. chacun d'avoir tonjours sous la main un r£snin<5 parfait de l'etat actuel de la science acronautiqne.

The lnicrcoUcuiatc for October certainly ought lo prove of value and interest to every college man who is a member of the Associated Clubs. This number contains heart to heart talks from each of the University aero clubs, and a short review of the aero journals.



The Call Aviation Engine


1st. A Four Cycle Engine. The type used on 99"/o of all automobiles and motorcyles. 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 with piston pump circulation is the most perfect cooling system yet devised.

3rd. An Opposed Cylinder Engine. The construction conceded by gas engine authorities to be the nearest vibrationess type. By all odds the construction best adapted for aviation purposes.

4th. A Silent Engine. The only engine yet designed for aviation having both main and auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other than merely exhibition purposes.

5th. A "Fool-Proof" Engine. The utmost simplicity of construction, small number of cylinders, together with its being of the usual Four Cycle type, enables any automobile chauffeur to set and run it, not one in fifty of whom 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.

7th. A Superbly Beautiful Engine. The entire design is thoroughly artistic; while all exposed parts not constructed of Magnalium—a shining non-corrodible metal—are nickel plated, the whole surface being polished to a mirror finish.

8th. A Phenomenally Powerful Engine. This result is secured by the use of a comparatively small number of cylinders of generous proportions, as distinguished from a multiplicity of cylinders with their numerous parts and bearings, and consequent friction, and liability to derangement.

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 engineare 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 aviators with a moderate priced engine, cheaper than could be produced by themselves, except in large numbers, and with an expensive shop and foundry equipment.

Other Aviation Engines possess a few of these advantages. This is the only engine that combines them all. MODEL El: Two Cylinder; 50 Horsepower, weight, 150 lbs. - Price $1,000 MODEL E-2: Four Cylinder; 100 Horsepower, weight, 250 lbs. - Price $2,000 Prices include complete equipment, NO EXTRAS Delivery 30 da} s: Terms, 35% Cash, with order ; Balance sight draft against Bill of Lading WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize the heat of your engine for the comfort of your passengers. Weight, 1 Jibs, per gallon of jacket water. SEND FOR CATALOGUE C-2


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Stock Sizes

16x 1J in. 20 x 2 in.

20 20

; 2* in. 3 "in.

prompt deliveries

Monoplane Tail Wheel. Weight 3 lbs.

Curtiss Type. Weight 7 lbs. Rims, either wood or steel. Wheels, for Single Tube Tire.

Clincher Tire.

Furnished 4 x 5 x 5*2 or 6 inches wide. Fitted with Plain or Knock Out Axle or Bronze Bushed to fit 1 in. Axle. Other sizes to Order.

Farman Type Running Gear

with any of our Stock Size Wheels. Complete with Tubular Axles, Suspension Rubber, Side Springs, Forward Braces, Fittings, etc.

14 in. Steering Wheel

with or without Groove for Wire Cable.

Don't fail to get Our Prices

20 x 4 in.


.|. We are pioneers in Wire Wheel building and can ֧. furnish anything in this line desired.

% J. A. WEAVER, JR., Mfr.

New York

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Santos Dumont Type


17 and 20 ft. COMPLETED


Send for Specifications

all kinds of wood and metal work made to order. gliders, special parts, spars, struts, ribs, skids, wheels, etc.


9626 ERIE AVENUE so. chicago, ill.

Successor to J. STUPAR, Pattern and Model Shop


To Aeroplane Meet Promoters


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.


hearst $50,000 prize.

The Xciv York American has offered a prize of S5o.0no. open, from October 10', 1010, to October 10. 1011. The conditions are as follows:

The distance, approximately 3,000 miles, must be made1 in 720 continuous hours, or 30 days. Start must be made either from Roston or New York City, finish made at l.os Angeles or San Francisco, or vice versa, from West to East. A landing must be made in Chicago on the way. It is optional with tire contestant whether East or West. Any route may be chosen, stopping as often as wanted, audi as long as desired in any town. Tt is permissible to make flights of any distance or duration providing entire distance is traversed in consecutive town lo town flights within the time limit of 720 hours or 30 days. Aeroplane may be repaired as often as desired. Any broken, damaged or defective parts may be repaired or replaced at the option of the contestant at any stage of the flight, and as frequently as the judgment of the contestant may dictate. To all intents and purposes, the contestant may rebuild the aeroplane on the way by substituting all the damaged or broken parts, or any other similar machine, but the prize winner must use the same machine throughout. Any type of self-propelled aeroplane or a heavier-than-air flying machine capable of carrying the contestant may be used. Any person, regardless of sex. nationality, race or residence is eligible to compete. Fourteen days before attempting the flight, contestants must deliver in writing to the Xeir York American approximate time and place of start, route iand point of finish. There are no other conditions.


Reimers-Mair Biplane Co., Chicago. $2,500 : A. I'. AfcArthur, F. C. Reimers and .1. E. Mair.

Romano Aerial Navigation Co.. of Seattle. $250.000: Jean Romano, C. I. D. Looff and William I.ooff.

Aerial Equipment Co., Manhattan: manufacture aviation equipment : capital. $2,000. incorporators. Benj. S. Catchiugs, No. 276 Fifth Ave. ; Yves de Villers. No. 735 Seventh Ave. ; F. IT. Johnston. No. 315 Fifth Ave., all of New York.

Buchanan Aeroplane Co.. Detroit, $5,000; Win. L. January and George A. Marsh.

Morrison Automatic Flying Machine Manufacturing Company, Cincinnati. O., $10,000; Syl-vanus S. Morrison, S. O. Needham. W. D. Buck-man. D. T. Feuuer, F. C. Waltz.

st. louis show increases space.

Arrangements have just been concluded whereby the Coliseum in St. Louis, scene of the first aero show of the Aero Club of St. Louis, November 17th to 24th, will have fully one-third more exhibition space than at an exnibition ever held there before. This has been found a necessary measure to accommodate the large number of exhibitors, many of whom will show complete aeroplanes.

Although the regular capacity of the Coliseum provides floor space almost equal to that of the

great Madison Square Garden in New York, n raised platform running entirely around the arena will be constructed and used for the first, time at the aero show. By this system there will be room for exhibitors all the way around the platform, the space being about ten feet dee]) and the platform itself fifteen feet wide.

The platform will also serve as a promenade for spectators and a starting place for the races between model aeroplanes, a number of which have already been entered for the prizes offered.

When the plan of holding an aero show in St. Louis was originally considered by the Aero Club of St. Louis, it was thought that there might not be enough of an aero industry already established to make it a success, and it was argued that builders of apparatus would be unwilling to pay money for space.

Both of these objections have been met, however, for there are more than eighty thriving manufacturers in the United States. The money which they pay for space is only a guarantee for the Aero Club to finance the undertaking. It cannot fail to be of great benefit to all concerned, and the profits of the show are to be divided pro rata among the exhibitors afterwards. In this way the exhibitors will not only be freed from ail expense for their space in the end, but miay even reap a dividend.

250 West 54th Street New York

cable: aeronautic. new york ֐hone 4833 Columbus

published by


subscription rates United States, $3.00 Foreign. $3.50

advertising representatives : e. f. 1ngraham adv. co. 116 Nassau Street New York City

NO. 40


Vol. 7, No. 5

copyright. 1s10. aeronautics press. inc.

Enlered as second-class mailer September 22, 1908, al Ihe Posloffice New York, under Ihe Acl of March 3, 1879.

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

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


The Roberts Aeronautical Motor.

A new motor is ready for the market, built by the Roberts Motor Co., Sandusky, O., which company has had years of experience in both gasoline engine design and construction, and in. aeronautics. The designer, Mr. E. M. Roberts, M. E., was formerly chief assistant and designer to Sir Hiram S. Maxim, on. his celebrated aeronautical experiments in England in '94 and '95.

Mr. Roberts has been for the last ten years considered one of the foremost designers of gasoline motors in this country and a leading authority on this subject. He has designed over one hundred and seventy-five different gasoline engines and is the author of seven books on gas engines and kindred subjects.

In the Roberts aeronautical motor all freak ideas and untried plans have been avoided. No motors are better known for ease of starting, flexibility of control, smoothness of running and continuous operation without missing, than the Roberts marine and automobile motors.

Roberts marine motors are used to a great extent for racing where they have to run at speeds from 1,000 to 1,200 revolutions for hours at the time, and where the least bit of trouble would lose a race. The Roberts motor has a long list of victories, many of them are with boats more powerful than the boat powered with the Roberts motor, and a great many of the wins are due to continuous smooth running without mishaps of any sort.

Quite a little of this success is due to the long bearings, especially on the crankpins. The Roberts motor is 4y2 in. bore by 5 in. stroke, and the cranikpin is 2^ in. long. This means continuous running without heating. The pistons are long and equipped with three rings. The bearing surface is nearly 30 per cent, longer than used in a great many of the high speed types of this size. The engine is of the customary 3-port type construction with the exception that instead of the port to the crank-case being controlled by the piston. A rotating tubular valve is employed by means of which the timing of the opening to the crank-case can be better controlled! and greater economy can be secured than with the regular three port type.

The motor is fitted with the well-known Roberts cellular bypass, which absolutely prevents back firing or base explosions and permits operation on a very dry mixture not overloaded with gasoline. The motor can be run at low speed on a normal mixture of gasoline vapor and air.

The water circulation is by means of a large gear pump cast in one piece with the crank-case, pumping into a passage in. the crank-case and then through a passage in the cylinder walls in which the water flows around the exhaust passages and keeps the motor from overheating.

It will be noted that part of the water jacket is cored into the cylinder casting, the balance being covered with an aluminum water jacket into a groove in the cylinder itself. Steel cylinders, cast iron pistons, and bronze rings are used, and the crank-case is of magnalium.

The ignition is by a Bosch magneto with special advance mechanism by means of which the drive of the magneto is advanced and all sparks occur at the hottest point in the ignition curve.

The motor weighs complete with Bosch magneto and carbureter 1G5 pounds, and will develop 40 actual brake h. p. at 1,000 r. p. m., 4G h. p. at 1,200, and 52 h. p. at 1,400.

The motors are guaranteed against defective material and workmanship for one year from date of sale.

The price including radiator and propellor especially designed for your aeroplane will be $1,500.

Fox Aero Motor Just Out.

Fox De Luxe Aero Motors have been on the market for some time, but the manufacturers have withheld all information until this edition of Aeronautics waitiug until they could complete their line of aero motors and make a number of important tests under actual working conditions; these tests have now been completed by their chief testor at Miueola, Long Island.

There are several features about Fox aero motors, most important of which is the Fox fourth port accelerator, which enables the operator to perfectly control the speed of the motor during flight.

Second. The radiator is mounted on the engine and there is forced circulation of cooling water. These motors have been run on chassis tests for two hours without changing the water or making outside connections.

Third. Each motor is sent out on thirty days' trial, under a broad guarantee to refund the buyer's money if tha motor does not prove satisfactory in every respect.

It will be remembered that the same company has been manufacturing Fox marine motors for years, and the endurance qualities have been tried out iu their speed motor boat, "Br'er Fox," which made a remarkable run from Cincinnati to New Orleans, a distance of 1,554 miles, at an average speed of 29.OS miles per hour. These aero motors are of the same type but lighter in construction.

The policy of this company in making a complete series of tests before advertising that they are in a position to fill orders should be commended. The great demand for aero motors opens up a big field for the experienced engine manufacturer. Full details will be furnished by The Dean Manufacturing Company, "South Cincinnati," Newport, Ky.

Elevation of Roberts Motor


(International School of Aeronautics and Albert C. Triaca) {


Bleriot Monoplanes 25 30 ^nzani $4,200

Bleriot Monoplane (^**^H-R 7,600 *

Bleriot Racing Monoplane Gnome Engine 15,000

Also Propellers, Imported and Domestic Fabrics and Engines, jj

Turnbuckles, etc. Exclusive agency for Aeronautical Instruments of *

E. Hue, Paris. |

Manufacturing I

All kinds of work for experimenters a specialty. Skilful workman {

in attendance for rush repairs. jj

Instruction j

Enroll now in our 10-Student limited course beginning November. j

All students trained in Constructing, Assembling, Repairing and Driving J

the best made Aeroplanes, assisted by expert aviators and mechanics. f

We guarantee Aviator's License which must be had by all flyers in meets. ?

Before or after trying other concerns and if you mean business visit the £


Provided with sheds, gas, shop equipped with machinery {

for wood and metal work, sample and model room. Located £

at GARDEN CITY, L. I., adjacent to Hempstead Plains. {

Take 34th Street Ferry, New York; Atlantic Avenue i

Station, Brooklyn; or Pennsylvania Terminal in New York. +

A. C. Triaca owner of the I. S. A., founded his school in Jan. J

1908. The school has kept pace with progress in Aeronautics. J


* The a* Aluminum



With its great power and never failing reliability makes it the motor "Par Excellence" for aviation.

the great fame of our " SMALLEY" marine motors for winning more races, each season, than any other motor, will be exceeded by the power, performence, and satisfaction given aviators by our "SMALLEY-AERO."

it is a motor that can be depended on to stay up and keep going as long as the fuel lasts. $ two cycle; 4%" bore and stroke; 2, 3, 4, or 6 cylindered.

J? Made completely of Aluminum. Our own exclusively devised Aluminum

<| Cylinders with Cast Iron liners where pistons travel. (patent applied for.) v> handsome beyond expression, resembling solid silver. stronger than iron

* or steel alone. very light, being aluminum, and no factor of safety slighted.

gives more pounds pull per pound in weight than any other motor in the world. 11 A reliable, dependable, powerful motor made by responsible people, and

J? fully guaranteed. prompt deliveries, and prices right. write us for particulars.

| General Machinery Co., Bay City, Mich., U.S.A.

»»»»»»»»» »"» vvvv vvv £ * » v <r v *» <r * * » »»»»»»» » v » » v <


Illustrated Lectures

By CARLOS de ZAFRA, B. S., M. E.

Assoc. Memher Society Naval Architects and Marine Engineers ; Member The Aeronautical Society; Special Lecturer Engineering Faculty, New York University; Member Publ ic Lecture Staff, New York City Board of Education.

* this is a FULL SIZE illustration 4 of No. 1-P. PUMP j

Navigating the Air. &S?$\^t£HZ

tonic Legends to the Latest Accomplishments. Illustrated with 145 Stereopticon Views.

High Explosives and Their Uses in Mod-

arn Warfaro A Fascinating Lecture Illustrating by Cm TYdlldlC. Stereopticon and Experiments theManu-facture and Application of the Principal Explosives of Modern Times. Explosives and Devices used are through the courtesy of the U. S. Government and Others.

stems of Coast Defense strf£pr:

pearing and Rapid Fire Guns, Mortar Batteries, Submarines, Mines, Torpedo Boats, Destroyers, Battleships, Aeroplanes, Dirigibles, etc. 100 Stereopticon Views and Moving Pictures by courtesy of the U. S. Navy Department.

Descriptive Circular, Terms or Other Information upon Request:

address: CARLOS de ZAFRA 322 West 57th Street


The Smallest and Simplest Practical Rotary Pump

has only two moving parts. lifts the oil higher and discharges with more force than a gear pump.

manufactured by


tilt first avenue, new yokk. V. s. a.

New York, N. Y. +4mm.^4.+++++++4.+4.^4.4.+++4.+

the d. l. herman motor.

after a great deal of experimenting between one of the well-known men in the aviation field and one of the largest gasoline motor builders in the country, they have developed a very high grade, dependable aerial motor. v type, n-cy'linder, 4-evcle motor, having l-type cylinders cast in pairs. the reason that eight cylinders were deckled on is that an engine with this number of cylinders gives continuous power with little vibration— something which is necessary in (he air and which cannot be gotten with two. three or four cylinders. the hollow crank shaft, which is made from krnpp"s best grade of crusible chrome nickel steel, has three line bearings of die-cast, cadmium nickel bronze, which material is also used on the piston pin hearings in the piston.

one of the patented features, and one which makes this motor unique, is the single cam shaft of one-piece construction, hardened and ground. this cam shaft not only operates nil 111 valves, but also drives the centrifugal pump, giving positive circulation. this construction eliminates ::<i moving parts, and also eliminates all pins, etc.. which are liable to work loose and cause trouble. the cam shaft gear is of special alloy steel, running into an intermediate fibre-tilled gear, thereby making a light, and at the same time silent, train of gears. the valve tappets are hardened and ground, having fibre inserts. another special fea-tnre is the valve, which has gray cast iron heads fused on steel stems by a patented process, which not only makes it impossible for them to wear loose, bnt also gives a valve head of a material which has the same expansion as the iron of the cylinder, thereby eliminating breaking of valves.

the builders were not suited with aluminum, and decided that the only material to use was "aerial metal." which is produced by a well-known foundry in this country. it is claimed to be fully 1"> per cent lighter than aluminum and one-half again as strong. this material was used not only for the crank case, bnt also for the water jackets, pipes, gear housings, and. in fact, wherever a light alloy could be used without jeopardizing the serviceable properties of the motor. the crank case has spacious hand holes, which make the connecting rod bearings very accessible. the water jacket being cast separate from the cylinder makes it possible to thoroughly inspect and check up the iron cylinder castings in a way that could not otherwise he attempted. these jackets are not shrunk on, but are bolted into position with chrome nickel steel bolts iu such a way that the difference of expansion between iron and aerial metal may be taken up in the bolt holes, so that should a cylinder get hot the water jacket does not crack.

the oiling system is splash, with force feed oiler to crank case, the reason for this being that this makes a positive method of lubrication. it might also be mentioned that a majority of the successful automobile motors use a force feed oiling system.

the ignition system is high tension, any magneto desired being supplied with the motor. these motors are built in two sizes. the smaller has a 3%-in. stroke and o%-in. bore, and develops at 1.800 revolutions 45 h. p. ; at 1.200 revolutions .">4 h. p.; and completely equipped, ready to run. weighs less than 175 lbs. the hollow crank shaft is 1 Vi in. diameter, end hearings 4 vi in. long, center bearings 3% in. long, pin bearings 1 11/lti in. long, piston pin % in. diameter, valves 1 y> in. diameter. this motor sells at .$1,750.

the larger motor has 4-in. bore and 4% in. stroke, and will develop at 1,800 revolutions 70 h. p. ; at 1.200 revolutions 50 h. p. : and when completely equipped and ready to run will weigh less than 210 lbs. the hollow crank shaft is 1%-in. diameter. the end bearings and the center bearings are 4% in. long, the pin bearings are 2 in. long. the piston pin is hollow and %-in. diameter. the valves are 2-in. diameter. this motor sells for $2,500.

in order to prove the dependability of these motors by the most gruelling test possible, one of the smaller of these motors was mounted in an automobile truck, the manufacturers state, and run over 5.imio miles on very rough roads, loaded with sand and pig iron, and has not required repair* of any kind. this motor is expected to

the herman motor

run until it breaks down. it has been run on the block without a stop for 72 honrs at full load under brake test, and it has been turned over as high as 4,200 revolutions per minute.

general machinery co. build aero motors.

the general machinery co. of bay city. mich., have for years had unqualified success in their production of the famous smalley marine motor, and discovered something over a year ago a miethod of casting an aluminum cylinder with cast iron liner for the piston travel, which enhanced greatly the power and lightness of their motor, and met with the unbounded approval of boat motor users for its lightness, greater power and remarkable beauty. they have been quietly and seriously at work to produce an all aluminum airship motor that would meet all the requirements for power, reliability and lightness of weight, with all the good points that made their marine motor so famous a race winner and so popular with the discriminating users of boat motors. they have named their aviation motor the smalley-aero and now have it complete and perfect in every detail. the great lightness of this motor is obtained by its material—aluminum—and no factor of safety has been risked by cutting down the working parts or in any way sacrificing strength for weight.

the wright brothers' first power flight was made on dec. 17, 190-*!.

curtiss' first was in the "white wing." of the aerial experiment association. may 22. 1008. ilis first in the "june bug" was .lune 21.

ralph l. bray, of 5g0 broadway, long branch. x. .).. has completed two machines, a monoplane and a curtiss-type biplane. the curtiss machine has 30 ft. spread by 5y2 ft. fore and aft in the main planes, which are spaced 5 ft. apart. without the motor it weighs less than 250 pounds. the builder is now looking for a motor.

during the recent exposition held at rochester. x. y., the bausch and lomb optical co.. presented to the city a stevens-built balloon. this was suspended half a mile above the city, from1 which an american flag 80 by loo ft. was flown.

george a. biehardson, president of the intercollegiate aeronautical association, has started1 a series of aero lectures. the first was before the u. of p. and the next before swarthmore. both were well received. mr. biehardson is a u. of p. man, .'!4 kodney dormitory. philadelphia.

AERONAUTICS November, igu


The name of Thomas A. Edison attached to an aeroplane patent naturally calls forth public attention. His interest in aeronautics apparently dates from Farman's financially disastrous—for the backers visit to America several years ago.

Jt seems peculiar that the first impulse, after copying the flapping of the bird, is to follow the theory of the helicopter, eventually drifting to the aeroplane as the problem more easily solved. Perhaps the helicopter will yet be a reality.

The Edison invention provides for a series of aeroplane members, which, on being rotated through the air about a central axis of the machine as a center, and held at a given angle to the horizontal, will exert a lifting force transmitted to the body of the machine. Preferably, these aeroplane members are in the form of box kites 22, which are connected to the frame of the machine by flexible means as cords or wires 28, and are sustained during rotation by centrifugal force. Means are provided by which the inclination from

a ring, rollers 21. 21 of the rotating plafforrl 19 having rolling engagement therewith.

Piano wires or other flexible means 23, extent! from loops attached, one to the forward end, thq other to the rear end of the inner side of each] of the kites. These wires 23 are secured to ro'-l fating platform 15 at the upper end of rotating] shaft 3, preferably by means of reels 24, b$ which the length of connections 23 may be regui lated. By such connection, when shaft 3 is roJ tated, the kites 22 are acted on by centrifugal force to rotate in the horizontal plane of reels L>"tl when the speed of rotation of shaft 3 is sufficient٠great. The tendency of the center of gravity of the kites to fly to the greatest possible radial dis tance from shaft 3 would cause the kites to rotate] with the upper and lower members thereof horil zontal, the side to which wires 23 are attached being the inner side during such rotation, if nci additional means were provided to cause saij upper and lower members to assume a fore an^


t. a. edison. fltino machine.

1ffl10ati0i riLED 10t.

front to back of the aeroplane members to the horizontal may be changed, the lifting force* exerted by the air on such members depending on the angle of inclination of said members as well as on the speed of rotation.

Flexible propellers have been successfully employed in the Parseval dirigible.

The apparatus is provided with a central vertical shaft 3. which rotates in a bearing 4 in the floor or staging 1. The shaft 3 is likewise supported by a bearing f» in horizontal member 6. which is supported from floor 1 as by vertical members 7 and 8. Members 9, 10, etc., mounted on the member 0 support a sleeve 11 which constitutes the upper bearing for vertical shaft 3.

Shaft 3 is rotated within bearing surfaces 4. 5 and 11 from the engine 2 which carries on tin* shaft 12 thereof, a bevel gear 13 meshing with bevel gear 14. pinned or fastened to shaft 3. Upper and lower members are fastened to shaft 3 to rotate therewith and are likewise fastened together. The upper member 15 is formed with a central bub or sleeve 1(! fastened to shaft. 3. which bears on sleeve 11 of the stationary frame of the machine whereon it may revolve with the aid of any antifriction device*. This platform 15 is secured as by members 17. is to a lower platform or horizontal member 1!>, which is adapted to rotate about the stationary frame, bearing in its rotation on member 20 of said frame, which constitutes

aft slant. Piano wires, or other flexible connections 25 constitute* such moans, however, and are attacheel to the edges of the kites which constitute the rear edges during rotation, these wires being attached to the lower rotating platform 19 by means of reels 20. By means of these reels a greater or a less amount of wire 25 may be wound in or let out, thus controlling the horizontal angle e>f members 22 during their rotation. The kites 22. when so governed, constitute practically a screw, the pitch of which may be changed. The lifting force* caused by the revolution of members 22 is due to the vertical component of the force exerted by tin* atmosphere upon the kites in their rotation. This fe>rco increases, of course, with the velocity at which the kites travel in their circular path. This force like*wisc varies with the angle* e>f inclination of the kites as they are forced through tin* air, and this may be regulated through reels 20. The tendency of the centrifugal feu'ce acting on the kite*s is to keep the forward end of tin* kites up to the horizontal plane in which reels 24 are; situated. Cords 25 restrain the tendency of (he rear ends of the kites to also revolve in the* same horizontal plane, and by shortening the*se e'ords. the angle of inclination of the kites may be incn*ased. If desired, reels 2C> may be* connected together se> that the angle of horizontal inclination of all of the kites may he instantly



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4 Cyl. 40-50 H. P. [5x5]

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ՠFor Printed Matter and other Particulars, Write

DETROIT AERONAUTIC CONSTRUCTION CO. 50 Crane Avenue :: :: :: Detroit, Mich.




Everything Needed to Build Any Type-Flying Machine

Large Illustrated Catalogue for Eight Cents in Stamps


R. O. RUBEL, Jr. cS* CO.

The Aero Supply House of America

ix>uisviijl,e, ivy. U. s. a.

6-g oz. per square yard

STRENGTH 130 lbs. per square inch

A perfect material for covering planes. Is thoroughly water-proofed on both sides by a rubber-coating. It will not stretch or absorb moisture.

It is at least three times as strong as any other fabric on the market, with only a slightly additional weight.

A covering of Penacloth gives added strength to the whole structure.

PENNSYLVANIA RUBBER CO., Jeannette, Pa. AEroplane^ss i°nf all sizes


Pittsburgh, 505 Liberly Ave. :: Chicago, 1241 Michigan Ave. :: :: Detroit, 882 Woodward Ave.


San Francisco, 512 Mission Si. Los Angeles, 930 S. Main St.


The Dependable Kind—

Annular Ball Bearings

(Made In Germany)

qi | |) 11 We are importing Steel Balls of superior quality and extreme ijicci udlld accuracy such as employed in F. \- S. Annular Ball Bearings.

J. S. BRETZ COMPANY Times Building, New York

changed at will by the operator of the machine, tills change of the ancle of inclination constituting means for governing the lifting force exerted on the machine. if desired, also, spring connections may be provided between reels 20 and wires 25, adjusted for any desired speed of rotation to allow reels 20 to act in tension between certain limits, and to allow the angle of pitch of the kites to vary somewhat from a given desired ancl<> according to the conditions.

it is obvious that kite members 22 may take the form of any aeroplane members now known to the art, either of flat surfaces or surfaces somewhat curved, and furthermore, that various chances in the construction and details of the device disclosed may be made without departing from the spirit of the invention.

louis h. adams fa vice-president of the aeronautical society). new york. x. y.. 005.702. julv 2fi. 1010. filed feb. 5. 1000. aeroplane, one feature of which is for the central portion of the lower plane to be in advance of the upper plane. another feature is to produce a rieid structure of licht weicht and novel desicn; the frame of the two planes consists of four principal members, the ends of which are secured tocether in croups of two. spreader rods between these members cause a bow, forming a downward curve in lower plane and upward curve in upper plane. ribs between the members of each plane separate them and form a suitable surface for attaching the covering.

samuel h. oilson. salt take pity. ptah. assignor of one-third to xnv s. milner. salt lake citv. 004.771. julv 10. 1010. filed july 27. 1900. aeroplane, the characteristic feature of which is that the planes are nivoted to the body or chassis so as to roei.- thereon like a see-saw to maintain lateral stahilitv.

halvor olsen eimie. tt s vnvr, 004 957. .tidy 10. 1010. filed .tune 1. 1009. flying ma-CniNE, comprising a main plane having uprights at the tor of which two bars or shafts extend at h"ht angles to each other. one shaft supports nlqnes while the other sunnorts propellers and th's nrtnor structure is capablp of a rocking movement without interfering with the transmission anr) rotation of th*1 propellers.

ttans schonhoe. omaha. neh. 005.021 julv 10. 1910. filed oct. 15. 1909. ft ytno maothne. \ o-ns envelope sunporting a sling and saddlp to maintain the onerator in an upright position "\nviliarv buoyant bodies" connected with the iwt and hpnds to serve as propelling means when reetnrocated.

frederick h. wales imperial pal. 905 009 \uc. 2. 1910. filed nov. "4. 1900. pi ytno mvpittne. an aeroplane with superposed surfaces and a car nivo+allv suspended from the lower plane so connected to tbp uoner plane as to cause the latter to slide when the machine tilts and thereby nroduce automatic eouilibrinm.

malcolm orover vdams. pa'-sons kan. hoc. \uc. 2. 1910. filed dec. 5. 1905? flytvp, ai\ptttne. an aeroplane consisting of a plurnlitv of superposed planes, of dome-like form, and arranged in pairs. one set being below the car and the other above.

george. otis draper. new york. n. y. 905.ssi. ane. 2. 1910. filed dec. .°>. 1909. landing and starting appvratttr for aero planes. an upright pillar is provided at the top with a horizontal arm pivotally mounted thereon : at the outer extremity of the arm is a "ring like receiver"' suspended therefrom to receive a projecting member of an aeroplane.

hermann gotham. pelle. germany. 900."95. a tic. 2. 1910. filed sept. 22. 1909. means for sheltering the landing places of airships from the force of the wind, consisting of a compressed air conduit surrounding the landing place and pro vided with orifices which may be opened and closed at will. the purpose is to issue air currents of great velocity in an upward direction to protect the balloon or airship while landing.

albert ilugg friedel. p.altimore, md. 907.359. aug. 10. 1910. filed aug. 2s, 1900. flying machine of the aeroplane class having a multiplicity of surfaces, both horizontal and vertical, bisecting each other. movably adjustable planes are also provided at the top of the structure con-

sisting of outwardly and upwardly projecting planes to which are secured outwardly and downwardly projecting planes. at the rear a horseshoe shaped section is connected to one of the horizontal planes.

louis bleriot. neuillv-sur-seine. france. 907.712. aug. 10. 1910. filed mar. 25. 1909. radiator for flying machine motors. a series of flexible sheets form a common wall for interconnected annular cups as a means for conducting water from the motor. each cup is connected to two reser voirs. through one of which the water is admitted and through the other the water escapes in the circulation to and from the motor.

roniain de bersannes, washington. d. c assignor to de bersannes safety aeroplane co.. a corporation of south dakota.' 907.711. aug. 10, 1910. filed aug. 14, 1909. aeroplane, a boat for chassis, wheels mounted on the boat, propeller shafts provided with screws at both ends and nlanes protecting from the sides of the boat pivoted thereto with means for mannallv raising or lowering the nlanes in unison. there is also a vertically disposed rudder and vielding fins projecting from the top and bottom of boat and frame.

frederick it. schluster. st. louis. mo. 907.571. ^ liar. 10. 1910 filed .tune *m. 1909. aero-vttir safety appliance. the ohject of otis invention is to reduce the danger in learning to operate an aeroplane. a cantive balloon is secured by gny ropes diverging: to their ground anchorage. from a pulley attached to the balloon depends the heavier than air machine, the height of which is controlled by a travelling connection on one of the guy rones. the extent of motion of the aeroplane depends on the length of rone and height of balloon, and the divergence of the guy ropes anchoring it.

john wills cloud. london. england. 908.127. \ug. 23. 1910. filed mar. 9. 1909. appar \tus for aerial machines, nautical ships, vehicles and other purposes. this invention has for object to balance two motors placed side by side so that the crank shafts will be parallel and geared together to run in opposite directions, and for the recinrocating parts to work oppositely in each engine to balance each other. propellers are rotated bv each engine.

.tacoh h. buss. saltillo. tenn. 908.120. aug. 23. 1910. filed july 2. 1909. flying machine of the helicopter class, comprising propellers on vertical axes driven by gears from a motor and a propulsion propeller on a horizontal shaft driven by a friction disk splined to said shaft and encaging the plane face of the gear wheels. a shipper lever regulates the position and speed of friction disk.

gerald geraldson. newcastle. pal. 908.330. aug. 1910. filed .tan. 14. 1909. aeroplane t u'npiier and lander. a tower having at the ton two horizontal opposite branches in the form of a t is provided with a cahle. for each side, on pulleys for raising and lowering. each cable, intermediately of its ends is connected by means of a pulley wheel with a pneumatic element consisting of a evlinder and piston to serve as a cushion. the aeroplane is screwed to a releasahle hook on the pendant end of the cable.

julius scbulke. .tenn, germany. 90.8.700, aug. ::o. 1910. filed june 4. 1907. flying a p-1 "a r a tps of the ornithonter class, comprising propelling wings arranged in groups on the sides of car. the wings are of concavo-convex form, thp concave sides remaining downward, while the outer tips have axially movable vanes so arranged that on the downstroke the vanes assume a downward slanting position to assist the forward propulsion. valve flaps on the wings allow escape of air on the up-stroke.

frederick p.. rummer. sheboygan. wis. 96s.s60. vug. :',0. IOIOl filed nov. 22. 1909. flying machine of the helicopter class with one propeller on a vertical axis and one a horizontal axis at the rear for propulsion. the latter is secured on a flexible shaft manually adjustable for steering.

pharles e. s. burcli and frederick r. burch. seattle. wash. 90s.91s. aug. mo, 1910. filed oct. 5. 1908. flying machine provided with vertical and horizontal screws, and at the upper extremity a parachute comprised of a plurality of rings secured about their outer peripheries to the framework.





Ends in Death.

Domodossola. italy, september 27.—george chavez, the peruvian aviator, who was injured in alighting after his wight over the alps, died at 2.25 o'clock this afternoon. chavez, who was 23 years old, attracted attention first aug. 3 last, when, at the blackpool (eng.) aviation meet, he reached a high altitude. sepl s, at issy, france, he established a new altitude record officially determined at 8,403 feet. the accident which resulted in chavez' death occurred sept. 23 on his second attempted flight from brig, switzerland, to milan, italy, for a prize of $14,000, offered by the italian aviation society of milan. he was descending at i lomodossola, and his machine was within thirty feet of the surface when one of the wings collapsed and the bleriot monoplane fell in a heap, carrying chavez beneath it. both of the aviator's legs were broken, his left thigh was fractured, and it is supposed that he sustained internal injuries.

the start occurred at 1.20 1'. m. at 1.48 came word from the monastery at the summit of the simplon pass that chavez had passed above it at a height of 1.000 feet. at 2.10 p. m. the daring aviator landed at 1 lomodossola. italy, some 25 miles from brig, after a long glide of 3,000 feet. .just before alighting, and when only about 30 feet from the ground, chavez apparently started his motor again.

weymann, the american aviator, in a farman biplane, was the only competitor of chavez, who actually made the attempt. he mounted' to a high altitude several times, but was unable to reach a sufficient height, last friday, to fly over the pass.

it was necessary for chavez to attain a great altitude to clear the simplon pass, the summit of which rises 0,502 feet.

lie maintained apparently this altitude, and followed over the road built by napoleon in 1s00 over the simplon pass. lie accomplished the eight miles that brought him over the top of simplon, and then sailed gracefully over the eighteen miles down to domodossola.

arriving at domodossola, he had left the hardest part of his journey belli ml1 him. having escaped the high peaks and the jumble of rocky gorges ou this side of the summit. the remaining distance to this city offers less difficulty, but takes the aviator over lake maggiore and a succession of plains lo the goal.

the distance from brig, switzerland, to milan is 03 miles by the course planned, and the prize was for the aviator who should make the tirst (light, starting from a tableland 90o feet above sea level at the head of the rhone valley, near brig. switzerland. in addition (o reaching a height that would bring him over the simplon summit, and in doing which he must suffer severely from ihe cold, the aviator was required to guide his frail eta ft over wide chasms, notably the gorge of ysctte, where a safe descent would be quite impossible, and an accident must mean almost certain death. aviation experts had predicted freely that (lie only alternative to a successful flight across the alps was the death of the aviator.

at the funeral floral tributes came from all parts of europe, and thousands of peasants tramped down (he mountain sides with arms tilled wilh mountain flowers. one little girl laid upon the coffin a bunch of edelweiss that, blooms alone amid the denial snows of the alps, bound with a ribbon on which she had written: "gathered among the mountain peaks over which you tlew."

lands in street.

pakis, sepl. 0. for the first time in the

square in faris, and though it was severely damaged, the possibility of such an event was fully demonstrated. the aviator. parisot, rose iu a far-man biplane with a passenger from the manoeuvring ground at issy-les-moulineaux, and, after circling the eiffel tower, steered his machine so as to come down in the esplanade des invalides. he had nearly landed when he was forced to turn sharply to the right in order to avoid some carts, with the result that he collided with two lamp posts, which badly damaged the machine. pending the framing of a decree which shall be applicable to the whole of france, the french aero club, acting on the suggestion of the prefect of police in paris, has undertaken to caution aviators against landing in towns or urban areas.

rozoy, france, sept. 12. michel mahieu flew hours with a passenger across country4

u\ «n. 32 5. k .



tory of (lying an aeroplane alighted in a public


new records at bordeaux meet.

bordeaux. sept. 18.—the last day of the meet saw several records fall. the new records are,:

00 kil., 39 m. 32 2-5 s., by morane. 70 kil., 40 mi. 19 1-5 s., by morane. 80 kil., 53 m. 5 s., by morane. 3I 00 kil., 59 m. 52 2-5 s., by morane. /a 100 kil., 1 h. 0 m. 39«x; by morane. record for 1 hour, 90 kil.. by morane. aubrun flew longest in one flight, 317 kil.. in 3:15:30, on sept. 10. morane flew up to 2.10o m.

■~i_t>0 "i death of roii.lot. 2. » » » * j~°£_z

paris, sept. 25.—in making his sixtrt fligltttdn the day, with pupils, at the aviation school at chartres, this morning, edmond poillot fell from aj height of 90 feet. his backbone was broken, ant he died in a few minutes without regaining con seiousuess. the passenger escaped with slight in juries. the aeroplane was a savary.

200 miles cross country in one day.

v1xcexxes, sept. 29.—lieut. bellenger, army officer, flew from the parade ground to inspect a suggested flying field at sissone. from here he flew to mourinelon in his army bleriot, and) visited with his friends. towards evening he reascended for his return to vincennes.

tlochmann's death. muelhaitsen, germany. sept. 29.—flochmann, the aviator, who was injured when his biplane collapsed at a height of 150 feet, yesterday, died to-day without having recovered consciousness.

new would 11eioht record.

mofkmelox, france. oct. 1.—ilenryk wyii-malen. the aviator, established a new world's record for altitude to-day, rising to a height of 0.18(1 feet.

the best previous mark, 8.403 feet, was made by ihe late george chavez.

wynmalen first attracted international attention on sept. 29, when, at bonrg, ho rose to a height of 7.054 feet.

IOtii death in rowkii .machines.

metz. cermany. oct. 1. aviator haas fell and was instantly killed to-day while taking part in a distance competition from treves to motz.

haas had covered about twelve miles when, from some cause yet unexplained, his machine dropped suddenly to earlh in the village of welle, on the moselle river. the aeroplane was demolished.

it is a fact thai the majority of dealhs have been with biplanes.

collision in midair.

milan. italy. oct. 2.—the antoinette of thomas collided wilh ihe farman of captain dixon in mid-air. smashing both machines. thomas escaped serious injury, but dickson sustained severe / injuries.

(continued un page i'm) » >. 180 ^ fwv «« '



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J "The 'BUCKEYE' was by far the finest balloon in the race and I congrat-J ulate you on its construction." Pilot J. H. Wade, Jr.

1 "No balloon was ever constructed or more handsomely designed than the

J 'BOSTON.'" Chas. J. Glidden.

+ "Your balloon 'DELIGHT' is the finest piece of workmanship and grandest

* rider I have ever seen." Clifford B. Harmon. *

J "Our 'PHILADELPHIA II' is a wonder. I have broken every record

j from this city and every member of our club congratulates you."

J Dr. Thos. E. Eldridge.

\ "A STEVENS balloon every time for me."

i N. H. Arnold.

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* Luke J. Minahan,

$ Pres. Aero Club of Pittsfield-

% "A more perfect balloon was never constructed than the 'PENNSYLVA-

J NIA I. " Arthur Athmrholt,

Pres. Aero Club of Pennsylvania.


*- "I never fear traveling in the upper air in a STEVENS constructed balloon."

* David Todd,

a. *

^. Prof, of Astronomy, Amherst College. *

J "A STEVENS balloon for me every time."

J Leroy M. Taylor.

J "My balloon 'DELIGHT' could not be bought for twice the price I paid

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* "The 'MICHIGAN' is the most perfect balloon I have ever seen." j L. Metzger.

* "I admire the 'CLEVELAND' it is a perfect beauty and the 365 miles it J carried me on proved its ability."

J H. Percy Sherman,

* Williams College, Williamstown, Mass.

J 1



Pilot A. R. Hawley, aide A. Post, 453 miles; duration, 44 hrs., 25 min.; and


Pilot J. H. Wade, Jr., aide A. H. Morgan, 371 milesj duration, 37 hrs., 38 min.


National Championship Race



For Duration



For Distance

Were made of Rubber Material

Furnished by




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C. A.


Aeronautical Engineers

Designers, Constructors, Developers of Aeroplanes, Gliding Machines, Models, Separate Parts

m II Our Illustrated Catalogue of all materials for the construction of any type OI aeroplane free. Write for it. Estimates promptly given on any type of machine or parts thereof. Our works are devoted exclusively to the building of Aeroplanes. Thus we can devote our entire productive capacity toward building and constantly improving this one line. We are not mixed up in the manufacture of other work which might tend to divert our efforts and attention.


Ocean Terrace

=^= and ===

Little Clove Rd. Staten Island N.Y. C.


112-W West Brighton Post Office Stapleton

gliders in stock

TO OUR FRIENDS—Wo would appreciate it very much if yon iroulcl specify in writing advertisers that you sou- the ad. in AERONAUTICS. This will help ns, and eventually be nfei/ual service to nourselves.

International Aeroplane Supply Co.

Jt. is with much regret that Aeronautics was imposed' upon to the extent of accepting an advertisement, of the '։nternational Aeroplane Supply Co.," of 1777 Broadway, New York. An advertising solicitor brought in the advertisement. Owing to pressure of business the contract was not vended, and the advertisement was inserted in the September number. A great mass of mail was the result. This solicitor represented himself to t lie agent of the building at 1777 Broadway as a member of this alleged company, and partially arranged for the renting of an office in the company's name. The agent turned over to the solicitor such mail matter addressed as had been received at the time.

Needless to say. the solicitor is mil soliciting any more—at least, not for Aeronautics. If any money has been sent the matter should he taken up with the Bostoftice Department.

Elbridge Co. Adopts G. & A. Carburetor.

The G. & A. Carburetor, controlled by A. J. Myers. 244 West 49th St.. N. Y.. has been adopted by the Elbridge Engine Co., as its work has been found most satisfactory on their two-cycle engines. The G. & A. carburetor is very flexible. A large number has been ordered by the United States government, after competitive tests on a

250 h. p.. Jencick submarine engine. The speed range of the motor was from 90 to 1,200 revolutions. In another test, a National engim, could be slowed down to 70 revolutions. The G. & A. carburetor is the standard equipment on the An-zani and Otto engines, and the Aster, Aries. Adier. Delaunay, Westinghouse and other cars. It is also used by Santos-Dumont, Latham and Char.es K. Willard.

Shelby Cold Drawn Steel Tubing.

Tubes for some few years have been used more or less as an experiment in aero work, but in the past two years there has been a widespread demand for them throughout the entire country on account of their special adaptability for this class of work that demands the maximum of strength with the minimum of weight.

The Peter A. Erasse Co. carry in their various warehouses in New York. Buffalo and Philadelphia, very large stocks, principally round sizes in from 1/10 in. OD to r>i/L. in. (ID in various thicknesses of walls from l/."»2 in. to % in. Also carry a line of square sizes and some oval and rectangular shaped tubes.

They will exhibit at Belmont Bark Meet October 22d to "nth, 191(1. space No. 28.

Harkness Buys an Emerson.

Harry S. Harkness, who wishes it known that he is neither from California nor Cleveland, nor a millionaire, has a J50 h. p. six-cylinder, two-cycle Emerson engine in his shed at Mineola. Presumably he will use this engine in one of his Antoinet tes.

W. 1.. Kairchild, another Emerson owner, has been making trials at Mineola with his monoplane, recently illustrated in Aeronautics. It is rumored that Curtiss is to try one of these engines. The Emerson engine is oronounced good even by competitors. Kairchild is enthusiastic over its performance.

Ball Bearings in Aeroplanes.

Here is a New Year resolution from the R. I. V. Co., of 1771 Broadway, New York.

"Showing the manufacturer and the individual buyer what a perfect ball-bearing is, looks like and works like; what precision in a ball-bearing means to every car, aeroplane or machinery owner, in dollars and cents, and what it means in reputation to a manufacturer of perfectly designed mechanism, cars or airships; of producing and marketing 'the best'; of backing up our claims by the fullest guarantee; of meeting our promises of delivery; of according the fullest business courtesy to customers and attention to orders; of generally increasing our business along the same conservative lines that has made It. 1. V. respected, and of pleasing customers who appreciate quality, and conservatively extending credit of 10 to 30 days to those entitled to it."

Leading Vanderbilt Cars Carry Warner Auto-Meters.

The big Vanderbilt Automobile Cup Bace proved another triumph for cars equipped' with Warner auto-meters. Harry Grant's Alco, the winner, and the second, third and fourth cars carried Warners. One of the features of Grant's victory was his steady and consistent pace which was maintained from start to finish, giving him the new American road race average of 05 1/5 miles an hour. This steady pace is a silent testimonial of the value and accuracy of a Warner on a racing car.

The Warner also scored heavily in the Wheatly Hills and Massapequa races, the two minor events of the day. Eighty-three per cent, of the cars entered in the three races were equipped with Warners. The other 17 per cent, of the cars were divided among three other makes of speedometers. Every big race sees more Warners in use as they are the only speed indicators that can be depended upon by the big racing drivers.

Bicycle Champion Buys Aeroplane.

The Church Aeroplane Co., of Brooklyn. N. Y., is making a specialty of buildiug<voinplete aeroplanes, ready for the engine, both of standard designs, and built to order from working drawings furnished by their customers.

D. A. Kreamer. the ex-six day bicycle champion, has one of the Church biplanes, and has been making some very successful flights, towed by an automobile, and when i5 or SO feet high, cutting loose and gliding several hundred feet to the ground.


]hiving gained considerable experience in handling the machine in this manner, he is now about ready lo install an engine. the manufacturers received a very nice letter from kreamer staling i hat he considered the workmanship lo be very nearly perfect, and he was equally well pleased with their mahogany propeller built especially for his machine.

this company also built (he bleriot xi. monoplane, which is' being used in james montgomery's new play. "the aviator.'* a monoplane similar to the bleriot xi.. but somewhat larger, is being built for fred-crick pearson, a harvard student, and is now ready for the engine.

another monoplane is under way for mr. ii. wadsworth longfellow of boston, and will be on exhibition at the boston february show, and the manufacturers claim that this machine will be as well constructed and finished as the finest racing yacht.

the church aeroplane co. is also prepared to furnish finished wood parts, such as struts, wing-bars, ribs, skids, etc.. either plain, laminated, or hollow, in clear spruce, white ash, mahogany and bass wood. .

also, cold rolled sheet steel fittings in drop-blaek. or nickle. and two typos or aeroplane wheels.

they are handling the high grade "paragon" propellers exclusively, and soon expect to have several of these on exhibition at their new factory, 128 smith st.. brooklyn, x. y.

this company has built a great many models of various types, some of them being furnished to the harvard aeronautic society, cleveland aeronautic society. boston y. m. c. a. society, the international school of aeronautics, etc., as well as the five foot model of the "curtiss albany-new york flier," which the new york world now has on exhibition in the rotunda of the pulitzer building.

complete parts of every description for model builders and experimenters are carried in stock, and the variety of such parts is continually being increased.

plans are well under way for a new type of aeroplane, which the church company is about lo put on the market, and mr. church, who designed the machine, has lermed it a "monobiplane." complete details of construction are not ready for publication, but the manufacturers expect to have this ready in the very near future. it is claimed that the new combination skid and wheel alighting device will be constructed in such a manner that it will be able to start and alight on very rough ground. this machine will also have a front and rear control, and a new device for lateral stahility which is designed to be about 75 per cent, automatic.

Enters Aeroplane Trade.

the .7. i. case thrashing machine company will compete with the mitchell-lewis motor car company in the manufacture of aeroplanes. it will begin immediately, under the personal supervision of lewis strang.

The New Fabric, "Penacloth."

the pennsylvania rubber co. has been experimenting for several months to secure a satisfactory fabric, has thoroughly tested the material now offered and believes that it far surpasses anything which has been produced heretofore. it is proofed with rubber and colored yellow to protect the rubber from the injurious light rays. tested for durability, it does not deteriorate in sunlight as most rubber coated fabrics do.

the weight of "penacloth" is 6 1/3 ounces per square yard. 'phis is an ounce or two heavier than most fabrics which are now in use. but as the strength is a very important consideration. the strength of this fabric is phenomenal for its weight, being i::<> pounds per square inch.

there has been a number of accidents lately which could be attributed to the tearing of fabric on the planes and it therefore seems that most experimenters will be looking for a stronger material. a fabric of this strength will help to hold the structure together in the same way that bracing wires do.

the width of this fabric is 40. inches.

the advantages of a water-proofed fabric are that it protects the wooden frame work from dampness and will not stretch, or absorb moisture and thereby increase its weight in damp weather. the added weight of this fabric over the ordinary material is quite inconsiderable, adding onuy aboul seven pounds to the total of even the largesi machine.

Roebling Exhibit at Belmont.

at the belmont park international aviation tournament, the john a. roebling's sons company will show their standard aviator cord'. samples of all sizes of both single strands and flexible cord will be displayed.

roebling plated aviator wire will also be exhibited in sizes ranging from no. 10i, b. & s. gauge, weighing 2.!h pounds per 100 ft. down to no. -i weighing .i'lit pounds per 100 ft.

insulated wires for use in airships and automobiles and specially constructed light wire ropes designed for use as emergency brake cables for automobiles will form another detail of the exhibit.

"Camasco" Adopted for Trade Name.

the california aero mfg. & supply co. have adopted the trade mark camasco from the initials of the firm name, which will be used hereafter as a trade name for the monoplane, biplane, propeller wheel and other aeronautic specialties manufactured.

they report that work on a number of machine^ being built to order has taxed their facilities so that their own type, of camasco machines, a monoj plane and a biplane, will not be on. the marketl for a month. A pleasing feature, however, is that several deposits have been made on this type! merely on the class of work being turned out! on the former. full descriptions of those machines will appear in Aeronautics.

they report also the sale of a "loose monoplane" to mr. ed. smith of stockton, cal. the loose monoplane co. has giveu them large orders for ribs, spruce and ash, in special shapes. that trade is not alone local, may be judged from the fact that shipments have just been made of camasco knock down planes, to new zealand and nome! alaska.

a large stock of models and model supplies( will be shortly installed.

their large show rooms at 441 and 443 goldeni gate ave., san francisco, could be termed a good sized aero show, four full sized m!achines| being at present, on exhibition. a "greene" aeroplane, veteran of many flights, two loose monoplanes and a demoiselle type, besides several gliders, aero motors and a large number of propellers, accessories, etc.

a "visitors welcome" sign throngs the placel from opening of doors. it is the meeting placa of all the local aviators, and all visiting enj thusiasts are cordially invited to make it theirl headquarters.

agencies have been secured for naiad cloth, all makes of aero tires, detroit aeroplane co. and! michigan airship co. motors, paraborel propellers,' roebling aero cord, and many other specialties.

"Caveat Emptor."

that there is a special need for knowing the exact horsepower capable of being developed by an aeroplane engine, while not so necessary iuj the automobile, is claimed by joseph tracy, whose! engine testing device has been installed in manfl of the large automobile factories, such as the atlas, continental, simplex, winton, mercer, mo-line and others.

in one certain specific instance an aeroplane engine sale would have resulted in greater") economy for the purchaser had such sale been contingent upon test by an apparatus like the tracy dynamometer. the old business motto "caveat emptor" (let the buyer beware) still has! worth, although generally business ethics of somfl big concerns have made it almost obsolete. therj-* are bound to be misrepresentations perpetrateil upon the unsuspecting purchaser of aeronautic material, and it is no great trouble to keep thisl little advice in mind1.

The Loose Monoplane


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


A larger machine

150 pounds for 150 square feet—a 26-foot span—designed for 5 pounds per sq. foot,

No infringements—Ready for Power Plant


4 ply laminated ribs 20" steel wheels t" steel axles

Roebling steel cable Palmer tires Naiad cloth


Send for circular



**************** for aeroplanes |

* Long Lengths of Selected Straight Grain

t spruce - - pines - -bass - - whitewood- -+ white cedar, etc.

| fully equipped mill-low prices ,|, manufacturers supplied

+ WM. P. YOUNGS & BROS. J + First Ave. and 35th Street - New York 4 *|m|m|* ^ t|* ^ <f"f* «!■ ֈ,hhfMfr ֈ* ^ 4" 4" ■f,-mmmmimii "j


aconstruaiohsoptrmlolt uffl jatkmam-russell-chftmute


just published


construction and operation by jackman — russell — chanute

This practical book shows how to build and operate flying machines. the book is known as the "aeronautical bible." pocket size,250 pages, fully illustrated, bound in cloth. price $1.00 postpaid. sold by booksellers generally.

The Charles C. Thompson Co. —publishers —— 545-549 wabash avenue, chicago


| NAIAD Aeronautical Cloth

+ Manufactured Especially for + -Aeroplanes-

| Light, Strong

I Air-Tight and *

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j* Sample Book A-6, Data and Prices on Request

I The C. E. Conover Co.

I manufacturers

I 101 Franklin St., New York ***************** 111 ******** »■






(Made in Germany)

C,./// sizes for single, double and dual ignition—1, 2, ±, (> and 8 cylinders—every one a true high-tension arc hame magneto generating the secondary current in the armature independently of any outside coil. new illustrated ignition catalog free.

J. S. BRETZ COMPANY, Sole Importers, Times Bldg., New York


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

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


Consulting Engineer 116 west 39th st. :: :: :: new york

all diameters and gauges carried in stock

also nickel steel tubing for propeller shafts

NEW YORK 130-132 Worth Street



408 Commerce][Street

importers of piano wire, specially up-set for use in aeroplanes

BUFFALO 50-52][Exchange Street


1029 n. illinois st. :: :: indianapolis, ind.

Designer, Contractor, Operator Constructor


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

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





Telephone 108 FULTON STREET Cable

100 John NEW YORK Photonews. n.y.

Photographs of Practically every Aeroplane and Airship in the World

Lantern Slides and Enlargements our Specialty Write for Catalogue Agents Throughout Europe


any aero meat when this steel frigate bird whizzes over the alps.

why boys, there isn't going to be

because it's a non-capsizable gyroscope. helicopter, parachute, fly-wheel, monoplane--safe, sane, swift and strong.

P. S—Tack a Big Vertical Tail on Her and She"s Perfect I 1

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

Biggest Propeller a Gibson.

The largest propeller ever made has been turned ■nt by the Requa-Gibson Co. for a monster 2,200 lound aeroplane building' in California. It is 14~VS t. in diameter.

A conversation with Mr. Gibson on various sub-pets relating to propellers brought out the fol-owing statement:

"We are employing a large force of men. spe-ialists in this work, and by the use of many pedal devices, instruments, etc.. combined with he extreme accuracy, resulting from our special rocess of manufacture, we succeeded in, producing ropellers. which were so accurate as to cause em arks from some purchasers, who have taken lie trouble to cheek up the characteristics of the ropeller. and compared them with the markings Hi the same propellers, and have found them orrcet in every instance. This is a very great hing to say.

"By the usual process of elimination we have esolved not to cater to the light weight craze. ,t costs the purchaser too much money, and the >alue of this course is shown in the fact that ight out of ten' accidents, such as striking stones, ticks, wires, etc., do ruin an ordinary propeller, kit are not sufficient to put ours out of business. \{c can repair them in a perfectly satisfactory manner. France has shown America the way in |ie building of automobiles, and1 so it is doing K aeroplane building. We. for our part, are will-|ig to be shown, in some respect at least, especially i, regard to finishing.

"We realize how much efficiency is lost by caress and incompetent finishing, and after spending hnsiderable sums in securing the best possible ksults. our propellers have the appearance of he-ig finished in, a piano factory.

"We propose in 1911 to continue improving, nd as we have been in the lead in this country i the past, so we propose to be in the future, kid our reason for this optimism lies in, Ihe niversal satisfaction so unstintingly expressed by rery one of our customers except upon one oint, delivery.

"Let this be our explanation and apology. We re endeavoring to produce the best, and' having one so, we will in. the natural course of events e rewarded by the support of those who appro-late that America to be in the lead must take ist as much pains as our foreign competitors."

No Change in Naiad Cloth.

The C. E. Conover Co. at present do not ex-pet to make any change in their cloth, as the |nd they are now selling has proved so satis-tctory they do not think it necessary to make oy change. Among the manufacturers and others ho have bought their cloth extensively are the illowing:

Aerial Navigation Co. of America. Aeronautical apply Co.. Auto & Aeronautic Supply Co.. Cali-Irnia Aero Supply Co.. Hamilton Aero Mfg. Co.. . & A. Witteniann. P. Brainier & Co, Burgess Co

Curtis. Detroit Aeroplane Co.. Elbridge Engine o.. Harvard Aeronautical Society. Scientific Aero-lane Co.. Fred Schneider. Glenn II. Curtiss. Dr. f. W. Wnlden. Chas. .T. Strobel. II. C. Gamuneter. :. W. Gill. Chas. K. Hamilton.

Loose Monoplanes.

The Loose Monoplane Co. believes that for the resent and for some time to come the machine hich is and will be in the greatest demand is io small monoplane to carry one person. The oose monoplane is built ready for the motor o*l propeller. It is designed to carry 5 pounds ?r square foot, but is only called unon to carry

pounds per square foot. Not so large that it squires a 50i foot hangar to house it in and not > small that the aviator is crowded and uneom->rtable while in flight. It is a matter of less iau half an hour for one man to remove the lanes after which it can be housed In a hangar

feet wid<i by 25 feet long. Tn short the oose monoplane is in a distinct class by itself—a Machine larger than the "Demoiselle" and smaller pan the "Antoinette," designed to fly with about

1G0 pounds thrust from a', motor of 20 to 30 horsepower.

The fuselage is of triangular construction, making the most rigid machine of this type that could possibly be built. Oak, spruce, and ash are used besides steel tubing, making a machine of durability. It has also been kept to the acme of simplicity throughout and where the vibration of the motor has a tendency to loosen a nut there are split, pins, making reliability a third point in the construction. A big skid track is of great benefit in landing by keeping the planes well off the ground.

One of these machines has been purchased by E. IT. Smith of Stockton, Cal., who has ordered a 20-30 opposed Detroit motor.

Hartford Tires Have Big Demand.

It is surprising, even to aeronautical publishers, to learn that it is not uncommon for the Hartford Rubber Works Co. to receive several orders for 50 to 100' pairs of aeroplane tires at one time, but. such is the statement made by this company whose patrons include Wright P.ros., Curtiss, Hamilton, Johnstone. Willard. Burgess, Brookins. Curzou and others. The line for 1011. which includes the single tube tires. Aviator. Aeroplane and Aeronaut brands, will not be changed.

Ferdinand Bayer. 104 West Maim St., Gainesville, Fla., wants to correspond with manufacturers of and dealers in materials for construction of aeroplanes, airships, etc.; material to include steel, aluminum and engines.

First 1911 Elbridge.

The first 1011 Elbridge engine has been assembled and it was found to weigh, with all required fittings, 155 pounds for 40 horse power rating. It is expected that the engine will give at least "JO per cent, more power.

A very large percentage of the successful flights by novices during the past month were made with Elbridge engines. On one day at Mineola recently with live men in the air, three of them were flying with Elbridge engines. A partial list of the men who have made flights at Mineola this summer with Elbridge engines shows that the trick has been done by Dr. William Greene, J. ,T. Frisbie. Bud Gaskell. George "Russell. F. E. De Murias. Joe Seymour. Henry C. Cooke, Charles Willard. Chester Kaufman. Wilson Fost and others. The distances varied from try-out jumps of a few hundred yards to cross-country flights of many miles.

New Rotary Oil Pump.

The Pedersen Manufacturing Company, G44 First Avenue, New York, besides their well known mechanical lubribators, are now offering a new small rotary oil pump, that, on account of its small size and light weight is especially adapted for aeroplane engines. The construction of this pump is very simple, consisting of only two moving parts, but the pump has considerable lifting and discharge power.

Several types of these pumps are made, the one illustrated in full size being the No. 2 pump, whien has means for regulating the amount of oil pumped, so that this pump in itself constitutes a complete regulatable oiling device.

This pump consists of a casing with an enlarged end bore, a shaft fitting in same and having a cross slot at its largest diameter, in which slot fits a. piston or slide, with lugs on each end. In rotating the shaft, the slide rotates with same, and) the lugs by coming in contact with the taper screw placed eccentric in the head or cover of the

case is given a lengthwise movement in the slot. The regulation is obtained by varying this move4 ment, which is accomplished by the taper screw, a4 when this screw is at its extreme inward position the slide has its greatest movement, and vice versa]

The movement of the slide takes place when iij is opposite the suction and discharge ports, and a;l the movement is toward the outlet port, oil ii drawn in at the suction side, and confined betweeU the wall and the piston during the rotation. Wher( the reverse movement of the slide takes place, thil oil is forced out through the discharge port, and a the same time a new charge is taken in at the sue tion end. This is repeated as the shaft revolves. J

These pumps can also be used in connection witll single or multiple siubt feeds.

New Bretz Office.

The J. S. Bretz Company have just opened up J complete western office and salesroom at No. 1-11 Woodward Avenue, Detroit. Mich. The suite of oi fiees occupies the whole of rhe second floor of a neJ two story brick, stone and plate glass building thai was erected especially for automobile use in thl heart of the automobile district. II. .1. Porter anl J W. Ilertzler, the western sales representative (J the J. S. Bretz Company, will make their head] quarters at the new address, and show a completl line of F. & S. Annular ball bearings, German stee balls, U. & II. master magnetos, and Bowden will

Bosch Magnetos at Berlin.

In the Berlin aviation meeting held last August] Bosch magnetos were used on 27 machines, inclinl ing Farman. Sommer. Wright. Euler, Grade. Fat man, Aviatik, Voisin, Antoinette and Behrend. Sil different types of Bosch magnetos were employee! There are still two more types used in aerouautil work.


[Continued from page 1U6]

making such a vessel, practically as they d< to-day, silk, linen and cotton cloths, goldbeat er's skin, linseed oil and even solution o: rubber. Attempts, however, to make balloon: for the purpose of demonstrating in the lectun room the lightness of the gas proved failures Seventeen years after this important discover} of hydrogen, it remained for Montgolfier, it i782,_ to be the first to bring about that collocation of materials necessary for a successfu' balloon.

Montgolfier began his experiments by using) hydrogen as the lifting power. This he inclosed in small silk bags and in small thin paper bags, which easily rose to the ceiling and higher, but which would remain in the air but a very short time owing to the porous character of the materials used in their construction.

Had Montgolfier at this stage turned his attention to the question of making the envelope impervious, as was afterwards done by Charles and Robert, he would have produced then and there the balloon. But instead of doing this, he sought for a new lifting power, and he turned his attention to smoke. During a visit to Avignon he procured a silk bag of about 40 cu. ft. capacity and upon burning paper in the mouth of this bag, when inverted, it rose rapidly to a height of about 75 feet.

[To be continued]


20 Years Experience

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


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IF SO. WRITE FOR OUR BOOKS: 'Why Patents Pay." "100 Mechanical Movements" and a Treatise on Perpetual Motions—50 Illustration. - all mailed free -

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CImprovements in Aeroitructurei should be protected without delay. Thousands are experimenting, and your discoveries may be made and patented by otuers. A seemingly unimportant point to-day, may control the Aeropl mc and Dirigible in the future as the Seklen 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.

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

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The first end leading paper in Great Britain devoted to Aviation, Aerostation, Meteorology, Aerology, Etc.

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for sale—new 4-cylinder climax engine. weight, 110 lbs., 25 h. p., $125.00'. will ship c. 0. d. on receipt of $25. address l. westley, 2733 dupont ave., so., minneapolis, minn.

typewriters—all makes. caligraphs $0.00; hammond', densmore $10.00; remington, $12.00; oliver $24.00; underwood $30.00. 15 days" free trial and year's guarantee. harlem typewriter exchange, dept. f, 18, 217 west 125th st., new york city.

back number wanted—will pay $1.00 for copy of Aeronautics of may, 1910. address A. c. a., care of Aeronautics.

motor for sale—one 35 h. p. water cooled motor that has made an soo'-pound aeroplane fly (but for which building a 50 h. p. motor same design). good as new. gives 2g0 pound thrust. weight 1g5 pounds. condition, guaranteed o. k. should be used on and abundantly ample for 000 or 700 pound machine. price, $500. write quick if wanted. address box 188. 0th and broadway, monett, mo.

for sale—one pair pennsylvania wheels and tires 20x4 in. am placing axle-type wheels on new aeroplane and wish to dispose of these fork-type wheels used on previous machine. will take but little less than cost price as they are entirely n«w. address e. c. marble, 98 market st., chicago, 111.

investors' opportunity—new mechanical combination cyclonic lift and power glide for practical flying, commercial prospects.

latest, greatest, safest, most perfect and: remunerative cycloplane proposition ever offered investors. address c. b. melott, yonkers, n. y.

motors—8-cylinder "v," 30-40 h. p. early deliveries. prices moderate. hudson-fulton auto co., 247 west 47th st., new york.

advertiser desires backing to learni practical operation of aeroplanes. will give security and interest in future operations, if desired. details to responsible party on request. r, care Aeronautics.

Thk american school of aviation correspondence course.—a thorough technical as well as practical training in aviation for all; aviator, inventor, designer, manufacturer, athlete, traveler, etc. practice is provided upon the best aeroplanes, and will i not interfere with other occupations.

write for particulars

M. k. kasmar, secretary,

1952 north avenue,


new bleriot xi monoplane latest type quantity of spare parts, $2,000. duty can be satisfactorily arranged. owner leaving for france. hamer, 128 bishop st., montreal, can.

for sale!—demoiselle type monoplane : guaranteed to fly ; ready for immediate shipment. blue prints and instructions for building mouoplane, $1. write for prices to j. horat, lafayette, ind., manufacturer of aeroplanes to order.

for sale—patent and license for two of the best kites made. (1st) the exclusive license to make, use and sell kites smaller than 30 iu., under patent no. 09s,g34, known as the "conyne kite,'" the "king of aerial advertising." (2nd) patent for sale outright for one of the cheapest made, most durable, best flying, light wind kites. any manufacturer, with these two kite patents, would almost be able to control the toy kite market of the united states. he would be in the same position that i am in the aerial advertising business.

get busy. there is big money in it. for information,

silas j. conyne,

350s mclean ave.,


first-class machinist and tool maker would like position with party engaged in air craft construction. student of the y. m. c. a. aeronautical course. now building own machine, including engine: 15 years' experience in different branches of mechanics.

fred'k cribier, 299 n. 5th st., newark, n. j.

man with experience in heavy gliding models would like position with reliable parties in aeronautics. valuable lateral stability device as an inducement for good position. wesley emmes, l. b. 37, peterboro, n. h.

HOLBROOK Aerial Motors and =Propellers =

35 H. P. 50 H. P.

4 Cylinders, 4 Cycle, Water Cooled

We are going to sacrifice four of these motors as an advertising medium

Write for terms

Holbrook Aero Supply Co. Joplin, :: Mo.



Aeronautical Society


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





No Initiation Fee

CNo other Association in the world has accomplished as much.

Cjf you desire to learn what the Society has done for the Art in the last eighteen months, send for the brochure reciting the accomplishments from the formation of the Society in July, 1908, to December. 1909. It is practically a history of aviation in the U. S. during the above period. C,For the purpose of increasing the sphere of usefulness the membership should be augmented. Every additional member advances the general good.

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

C.the aeronautical society offers the courtesy of its grounds at garden city, l. i., to all who are desirous of qualifying for pilots' licenses of the american aeronautical federation. write directly to secretary, american aeronautical federation, 170 broadway, n. y. city.


go don b nn.t ba'.'.oo t.<rh/

the united states aeronautical 7i zc~v<i '< the latest aero organization. an<5 it bids fair to rapidly become the greatest in this country.

since the actual recruiting work began at the ijoston meet s.liuo citizens joined the association, so it has been announced.

it was started by john harry ryan. the reserve is planned to be a nation-wide association of aeroplane inventors, professional and amateur aviators, designers and builders of aeroplane engines and other aerial equipment, army and navy officials prominent in the regular service and in the militia of the states, financiers, statesmen, newspaper men. sportsmen, and hundreds of others interested in aeronautics, from president taft down to the humblest aeroplane mechanic—and all banded together to advance the aeroplane as a war engine, to make of it something better than a mere exhibition toy, and of its aviators something besides air chasers of prize money.

there will he captains for each of the states and territories in the union.

headquarters have been arranged by mr. ryan in the old lenox mansion, northeast corner of fifth avenue ami'twelfth street. new york, which is heing overhauled and refitted for the purpose.

one important feature will be the library. it is planned to have as complete a library of old and current books and journals and data of all kinds as is possible—something needed greatly in this country.

it is expected to swell the membership to ."><).0<x) members by january 1st.

the qualifications necessary to membership are: active member, viz. : any aviator qualified as such, initiation fee one dollar, annual dues two dollars: apprentice member, any individual interested in aviation, initiation fee one dollar, annual dues one dollar.

for further information address richard r. sinclair, general secretary. .">."> fifth avenue. new york.

the national association for the promotion of military aeronautics, formed in washington] d. ('.. some weeks ago among officers of the national cnard of the district of columbia, by captain charles .1. fox. commanding first rati tery. field artillery. x. (j. 1). c. has discontinued its'existence as an organization and its members have joined tlie united states aeronautical reserve. the association was formed along the lines of tiie national association for the i'romo-tion of rifle practice, and its object was to promote aeronautics as a branch of military science.

many officers of the national cuard of the district had joined the association and it was planned to make it national in scope, with washington as

a headquarters and a national aerial maneuver ground and cam]) of instruction in aeronautics at college I'ark.

when commodore john barry kyan. of the united states aeronautical reserve visited washington and succeeded in actively interesting officers of the army and xav.v, in his national organization, the members of the washington association, at a special meeting, decided that they could best promote the objects of the national association for the promotion of military aeronautics, by joining the larger body.

captain fox called upon commodore kyan in washington, and the organizer of the united states aeronautical reserve said he would welcome the district guardsmen, in the reserve.

a large number of officers and enlisted men of the national guard of the district of columbia have joined the reserve, and they hope to establish at the national capital an aerial maneuver ground, where experiments in aerial lae-tics can be worked1 out.

prominent among the district guardsmen, who joined the reserve, is colonel charles ii. ourand, commanding the first infantry. n. g. d. c. who years ago drew many of the designs for the machines used by professor langley in his experiments on the potomac in mechanical flight.

the aero club of st. charles college has

been formed at helena. mont., where mars has been flying. j. c. mars was elected president.

the aeronautical society was addressed by its president. hudson maxim, on oct. 13th. the subject being "some new discoveries in the constitution and dynamics of language." l. f. dare gave his experiences during his tour with a model exhibition over the country.

on sept. 22. lieut. frederick e. humphrey, late of the IT. s. signal corps, lectured on the subject of "the value of the aeroplane to the signal corps in time of war."

the new jersey aeronautical league has been started at tlie guttenberg race track, n. j., for the promotion of aeronautics in that state, by about thirty members.

at the last meeting about ten more members were proposed. there was a model aeroplane exhibition at the guttenberg motordrome, under the auspices of the league on october 4th.

the officers of the league are as follows : mr. a. frmetti. president : mr. c. christiansen, vice-president : mr. j. K. ring, treasurer: mr. w. a. kraus. secretary.


alton. mo.. sept. 27.- john perry. george s. milnor and miss a. lannvith made an. ascent. after making an intermedia ie landing perry loo\ up five children.

topeka. kan.. sept. .",<».—the in!loon toneka made a short flight, reaching an altitude of n.'.'oo feet, and landing a i meriden, 1:_' miles away. f. s. cole acted as pilot an 1 11. w. jat-obs. president of the western aero club, made lus ini.inl flight.

hamilton. o.. sept. lis.—the balloon drifte.'. with albert b. llolz of the llolz balloon company, cincinnati, as pilot, and louis and charles trout-man of hamilton as passengers, left its moorings on its eighth trip this morning at 10 :4."> o'clock.

dayton, o.. sept. 2<>.— K. b. weston, piloi. leo stevens and clifford p>. harmon, passengers, started from ruck island at 11.40 a. m. and landed at. 5 o"clock at washington court house. rattlesnake gulch.

dayton, o.. sept. 22.—another ascension was made on thursday in the balloon "cleveland." leo. stevens, pilot. passengers. k. p>. weston. (). .1. xe.ed.ham. dr. .1. c. fberhardt. and dr. l. K. cus.er.

mrs. c. p>. harmon acted as pilot in the "delight." mr. weston"s balloon, with ralph devoe and mr. harmon passengers. beth balloons landed about 2." miles from dayton, at clinton. ().. and both covered about the same distance in the time space of .'! hours.

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SLOW SPEED, 22.82 m. p. h., Walter

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(Continued from page 151)

the preliminary attempts were made in order to verify the equilibrium of the modified aeroplane, which machine was placed at the disposal of captain eteve by general roques, engineer-director. after having made some flights at pan in company with m. tissanriier, captain etevc. beginning with the 4th of may commenced operations, first demonstrating the correct operation of the stabilizer when running on the groundi: next making flights of 500 and 600 metres with turns on the 7th of may. and following with flights of 3 and 10 minutes on the 0th. on this day. the fact that the ordinary wright ran he readily controlled, was demonstrated. the opei-ation of the depression rudder was found to be considerably simplified, and in spite of the large surface of the depression rudder of the wright machine, thf stability was such that the apparatus frequently remained in equilibrium for some minutes without the intervention of the pilot.

on the 12th and 13th flights of 31 and 17 minutes duration1 were made, and on the latter day a height of 30 metres with a figure r turne was attained. on the following day an lr-minute flight outside of the saint-cyr polygon, while on the 20fh a flight of r minutes wilh the apparatus out of transverse equilibrium was made.


^ Space 26, Belmont Park Exhibition ^


(Continued from page ISO)

morane itas a pci de xt.

t> vu1s. oct. 5.- leon morane. with his brother robert as a passenger, attempted to win ilin micholin prize of .$20,000 for a two-man flight fvoni taris to puy-de-pome, a mountain 4.s00 fppf hip-h. near clermont-ferrand, but fell near boissv and broke one leg. his brother was badly injured. the machine was a 100 h. p. uleriot.

ft i:w 201 milks cross rnrxtry ix fi hours.

iteniv wcymann. the american aviator, on sent. 7 nearlv won the prize. he got within 12 miles of the finish when the time limit was up. several isndinsrs were made, and his. journal jastod in all 7 hours, of which he was actually flying-5 hours 1 nulii., maintaining an average speed of 40.r ni. p. h.. in his farman machine. a record for crosscountry flying in one d'ay. for either one or two men.

the conditions of ihe nrize demand the trin to bo made in fi hours, aliarhting on ion of the mountain after eirciin<r the cathedral of clermont-ferrand 5 miles from the mountain.

Sumy ovfii'kr oiks- ix aerhim-axe.

st. l'kterstifro. oct. 7. capl. macievieli. lb" tussian military aviator, was killed in a fall from

vn>»m biplane. the accidenl occurred during an altilndo rompel it ion. which was won by lieut. mnlyovieh. who rearhed a height of 3.037 feet.

maeievieh had risen 3.030 feet, but decided to descend. when at a height of 1.040 feet his machine suddenly upset, and the aviator was thrown out. every bone in his body was broken with the exception of an arm. it is the belief of physicians that he died of heart failure before reaching the ground. loss of control of a lever is supposed to have been responsible for the accident.

it is reported that 120 ulerlot aeroplanes have been ordered by the french government.


Edited by E. PERCY NOEL

Published Weekly

Every Saturday

Two Dollars a Year

The First Weekly Aeronautic Publication in America

Every week AERO brings to its subscribers, first and '"above all, the news, written and illustrated with a regard for detail.

Every week a corps of expert aeronautic writers from the big cities of the United States and the capitals Of foreign countries send the news to AERO.

The mechanics of aeroplane construction are taken ui3 at length. Descriptions are illustrated with line drawings and photographs, and are a regular feature.

Signed articles by aeroplane, dirigible and spherical pilots appear from time to time.

People having things for sale, such as second hand motors, aeroplanes, as well as those wishing to buy a (bargain; men wanting positions, employers seeking men and a dozen other wants are included in the Classified .Want Section each week.

I AERO is endorsed by leading aviators and aeronauts, clubs, societies and manufacturers in this country and abroad, and those who are now reading it wonder how they ever got along without it. You cannot afford to miss it another week. The next issue may contain just the information, yon want now.

Fill out this blank and mail with $2 bill to Publishers of AERO

———Ninth and Walnut Sts., St. Louis -

Publishers of Aero :

Please find enclosed $2 for trhich send AERO every tveek for one year to

(write plainly)



ON account of the postponement of the International Meet and the subsequent conflict of dates, the THREE-STATES AERO SHOW, announced to be held in Philadelphia, October 22nd-November Sth, will be held November 2nd-12th inclusive.

As this is only ten days instead of two weeks, prices of floor space have been reduced 25%. Attractive subdivisions can now be made and arrangements closed for showing small exhibits at low prices.

For all information, address the manager - HENRY M. NEELY-

Aero Club of Pennsylvania Betz Bjdgh, .Philadelphia, Penn.


Special Aeroplane Types

THE same organization of magneto experts which has been producing, ever since the first clays of a u toni obil ing, Sinnns Magnetos for automobiles, motor-cycles, motor - boats, commercial vehicles and stationary motors — and made them superior to all other magnetos—has also developed a more Efficient and Reliable Aero-Type.

BY using a special metal for certain parts of this magneto, the weight has been materially reduced without sacrificing in the slightest degree the vital element of safety.

THE Simms Aero-Type Magneto is used and highly endorsed by the most famous European aviators. Read this testimonial from Mr. J. T. C. Moore-Brabazon, winner of this year's Michclin Cup.

"I hove pleasure in slating that my aeroplane, whirh won the Michelin Cup, was fitted wilh your magneto, u'hich has never given the very slightest trouble. "

€yJHilP AVIATORS should write K N/"\ f()r Booklet D des-_ fs—lei _ cribing the Simms

quality ^

cmomcv nunnr Aero-Type Magneto.


1780 Broadway :: New York City

London Representative: Paris Repreeentalive: Simms Magneto Co., Ltd. Cie des Magnetos Simms





* Aeroplane Fabric a Specialty +

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+ Co. & Curtis, Frisbie, and all the best fliers have their Aeroplanes Covered

J with Vulcanized Proof Material. :: Use Vulcanized Proof Material and Win

| ==^=ٽ=^=


* Lahm Balloon Cup—697 Miles. Forbes and Fleischman, Balloon "New York"

jjj Be»t Duration Indianapolis Balloon Race—35 Hrs., 12 Mins. Forbes and Harmon, Balloon

ּ. "New York"

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

ֻզnbsp;St. Louis Centennial

+ U. S. Balloon Altitude Record—24,200 Ft. Harmon and Post, Balloon "New York," St. Louii

֦. Centennial

jj) Gordon Bennett Aviation Prize

+ 30-Kilom. Aeroplane Speed Prize

ּ. Grand Prize of Brescia for Aeroplanes

jj) Quick Starting Event at Brescia

* 2nd, 10-Kilom. Aeroplane Speed Prize

J! 2nd, Brescia Height Prize—Glenn H. Curtiss

* New York World Prize, $10,000—Albany to New York. Glenn H. Curtiss *

New York Times Prize, $10,000 New York to Philadelphia and return. Charles K.Hamilton

I ==============



t \V/ILL last from five to six times as long as a varnished balloon. The weight is always T *ne same' as d°es n°t recl»'re further treatment. Heat and cold have no effect

♦ on it, and ascensions can be made as well at zero weather as in the summer time, i* The chemical action of oxygen has not the same detrimental effect on it as it has on a 5 varnished material. Silk double-walled VULCANIZED PROOF MATERIAL has ten 4* times the strength of varnished material. A man can take care of his PROOF balloon, as + it requires little or no care, and is NOT subject to spontaneous combustion. Breaking ^. strain 100 lbs. per inch width. Very elastic. Any weight, width or color. Will not ֦r crack. Waterproof. No talcum powder. No revarnishing. The coming balloon material, + and which, through its superior qualities, and being an absolute gas holder, is bound to j£ take the place of varnished material. The man that wants to have the up-to-date balloon

* must use VULCANIZED PROOF MATERIAL. Specified by the U. S. SIGNAL CORPS.

+ Prices and samples on application

| Captain Thomas S. Baldwin

Box 78, Madison Square NEW YORK



At Garden City, L.l. j


+ + +



50 H. P., 8 Cylinder Engine THAT


President Aero Club, Columbia University On Sunday, Aug. 14, 1910

pi "E^^lf On first attempt, JL JjJLj making a complete circuit of the Aviation Field, at an average height of from 75 to 100 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.

W ¥1V ¥T "K Engines have within the

^ ^ M*m. past month or so come rapidly to the fore, and are to-day admitted by experts as second to none for aviation.

Successful Aviators Know ++++**** Their 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, GO H. P., weight, 275 lbs. complete TYPE B-4, 30 H.P., weight, 130 lbs. complete

nd Edward Tilden i3 Ha president. Flies in Home-made Machine.

Philip Wilcox, the Columbia CoHegt student wolt recently built a bipUnp. ■brought his machine out on I lie field yesterday to (test it. He had no idea qi going in the Dir. but when he had gone along- thp ground a distance of 300 feet and ever.-ihlng was running smoothly the tl temptation was too great and he turned up his forward planes. He rhot fifity fp^t into the air. struck an ever k*el and ll*»w for a quarter of a mile Not content with ihat lie again elevated Iris forward plane- and wen* to a height of 100 feet, lie n-*v a-'oout a mile, returned and made a most* sra<eful landing.

All tbe aviators were enthusiastic over this performance of a new man -In a home-made machine, and Captain Bald-ls so pleased that he threw his bout Wdlcox's neck and hugged


Armour Issuae a Statement.

֞ouW dictate

Phenomenal Efficiency PROPELLERS Finest Material and Workmanship +



! 80?000 Foot Racing Balloon !

| ■ IN STOCK ======= |

t t

% ALSO ONE OF 10,00 0 FEET J

* *

J Write quick and get in the big races this Season— *

$ both National and International, and others :: :: *

Largest in America—testing with Air

Our Balloons have won every contest against all makes—here they are:

CHICAGO—9 Competitors—Won both Distance and Endurance

trophies by a big margin. INDIANAPOLIS—6 Competitors, 1st and 3rd prizes. PEORIA—3 Competitors, 1st Prize.

ST. LOUIS—9 Competitors, 1st, 2nd and 4th Money.


How we do it: by using the very best material in the country; building on safe, practical lines, with good workmanship.



H. E. HONEYWELL, Director

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

.3.4.4.,* դի4"H"M-*+*+*+**'

Printed in Bank Street, Number Fifty-nine, on the Presses of Eaton CBt- Gettinger.