Aeronautics, December 1910

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WILLIAM EVANS OF KANSAS CITY In Greene Biplane With Elbridge Engine

:er practising one day Evans made a public flight of nearly 30 miles cross country from Overland Park. Two weeks later he entered a match race against Captain Baldwin for a purse offered by the Kansas City "Post." Evans' is the longest flight ever made by a novice.


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At the recent Harvard-Boston Meet, at, Atlantic, the WrighL Flyer, in competition with BlerioL, Farman, Curtiss and other machines, took first, prize in duration, distance, altitude, accuracy of Icndirg, slow flight, and the Hammond Cup for bomb throwing.

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moisant's flight — grahAme-white: &. de lesseps also used bosch


The Gordon-Bennett Cup was won by Grahame-White. The fastest time was made bi Le Blanc, both in Bosch Equipped Bleriots. Hamilton's Hamiltonian and Latham's Antoinette are also Bosch Equipped. All Curtiss and Curtiss type, all Bleriots, the Farmans, th* Demoiselles and Latham's 50 H. P. at the International Meet used Bosch Magnetos.

aeronautics and war

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


(Continntdfrom the November number)

The success of this experiment induced ontgolfier to repeat it on a much larger ale, and on returning home to Annonay he instructed a large globular envelope of coarse ten, lined with paper, and about 30 ft. in ameter. On burning chopped straw within is envelope it swelled and exerted a lifting iwer of several hundred pounds. A short time after this experiment a public :hibition of its power was given on the 5th

June, 1783, on which occasion the balloon se to an elevation of more than a mile, but mained in the air for a few minutes ojply, scending gently to the earth about a mile and le-half from the place of ascension. The particulars of this experiment soon ached Paris, where a few persons became ger to repeat it. A subscription was raised

defray the expenses and the construction

a balloon was confided to the brothers )bert under the supervision of Professor larles. Tt was at first intended to imitate roughout the experiment at Annonay, but ■ofessor Charles advocated the use of hydro-11, which, of course, necessitated an imperils envelope. The brothers Robert had al-ndy been experimenting with solutions of nutchouc for making cloth impermeable and is was used on the pre.-ent occasion to render ? envelope capable of holding the gas. The balloon was a small one of about 13 ft. diameter. It rose from the Champ de Mars ig. 27, 1783, surrounded by innumerable spec-ors, to a height of 3,000 ft., and remained in ; air for three-quarters of an hour, settling

the earth in a field about 15 miles from iris, where the peasants of Conesse, who ">k it for a monstrous and diabolical animal, ached it with shotguns and pitchforks. Ac-rding to the local priest its wounded body haled a nauseous and characteristic odor. ic collapsed bag was finally tied to the tail

a horse and dragged over the roads until ere was nothing left of it. .y

Among the enlightened people of the cities : enthusiasm was unbounded. Hundreds of nisands of people, undaunted by pouring in, flocked to witness, on a later occasion. t imposing spectacle of a ^lobe rising in the " in artificial flight and carrying passengers. ie first balloon to carry passengers was of 2 Montgolfier type and Pilatre de Rosier e first aeronaut. The general excitement

soon had its effects on the fashions. Hats, both ladies' and gentlemen's, took the form of balloons, and garments in general followed suit, as far as compatible with the human shape.

Two kinds of balloons suddenly became practicable, each working on a somewhat different principle from the other. It is said that Montgolfier was not yet aware of the true principle of the ascensional force of his balloon. He seemed to think it was due to some kind of gas lighter than air which was generated by the fire; it was later that the true principle, viz., the expansion of air by heat, became understood.

The balloon soon assumed the shape of a sphere, 011 account of this form being that which gives the minimum weight of envelope for a given volume. Let us now consider for a moment this spherical balloon with hydrogen as the lifting power. We will suppose ourselves to be in the basket of a balloon and that we a.re ascending and drifting along in the atmosphere. As we go up, the air becomes lighter and {here is less air above to press down, the pressure of the atmosphere becomes less and there is a corresponding expansion of the hydrogen in the balloon. The gas in the balloon, which follows the same laws as the air outside, expands correspondingly to the diminished pressure of the air, and if the balloon has been completely filled on starting, some of the gas must now escape, as otherwise, its expansion will soon cause the bag to burst through internal pressure, and then a catastrophe would be at hand. It is therefore customary to leave an opening in the lower part of the balloon for the escape of expanding gas. We are, then, losing gas as we rise and will continue to rise to a height where the weight of the balloon and what it carries equals the difference in the weights of the gas and of a bulk of air equal to that which the gas displaces. When we arrive at this point there is equilibrium, but only for a moment. We are now, so to speak, weighing ourselves in a balance more sensitive than that used in a chemical laboratory; but what with the defects of construction of the envelope and of the diffusion through the lower opening, the balloon is losing gas at all times. The balloon, therefore, now begins to sink and will continue to do so until we lighten it by throwing out

(Continued on page ■».;/)


By Anthony H. Jannus.

IT is a great mistake in this age, when wonders develop into realities so quiekly, to expect the ideal without Riving the necessary time for development. This tendency is manifested by those seeking to solve their engine problem by searching the market for gas turbine s, light and wonderful steam turbines, explosion engint s using higher explosives than gasoline and the like. It seems reasonable to assume that the limitations of the present types of gasoline e ngim s and the possibilities of better combining their acknowledge el good qualities offer an extremely wide field to which many can turn who are expecting the undeveloped to blossom into instant utility. That it is possible better to combine the best in gas engine development should certainly be granted. The 4-cycle stationary cylinder engine is regarded as the height of conservative gas engine development Lei us then consider those of its faults which are obviously remediable. The rotating cylinder engine has unquestionable merit, but by a comparison of the consumption of fuel, oil and labor necessary to keep the present very fragile specimens in good order, it does not yet seem to have solved the problem. It may well be said, to the detriment of the above statement, that the rotating cylinder engine, and one might as well say the Gnome, holds practically all records. This does not, however, prove it superior to the aeroplane engine of 1!H1 as you shall see. Neither would it be wise to predict the early defeat of the Gnome-in aeroplane competition, with machint s i quipped with other engines, as much depends on the plane and operator.

A 4-cycle gas engine involves two valvts for each cylinder, with at least one of these mechanically operated. These valves require the utmost consideration in the construction of cylinders, crank-case and water-jacket. In addition to this they must Vie driven and must not get out of adjustment. (djviously a steam engineer suggests pons as the simplest solution, but this also involves complications, not so much in constructing as in correct functioning. The valves must have seats, usually cast integral with the cylinder. They must not prevent too much of the head of the cylinder from being cooled and their springs and adjustments must be accessible. The operation of these valves must be accomplish! d with a shaft running only half as past.as the engine and with attendant gears for this reduction in spied. Tin sc

valve s must, in their operation, have some retare ing effect upon both the intake and the exhau: as they are invariably smaller than the diameti ol the cylinder. The whole process of giving the: valves time to perform their individual function must result in but one explosion to every lot swi eps of the piston, making it necessary for llywhf el, or other cylinders, to hammer it bac anel forth for three cycles. The amount of powj le:st by this idleness for three cycles is only con* mensurate', however, with other losses in light, hi^ spe i d, high-powered gas engines now doing ae duty.

The lubrication of the- best 4-cycle engines seen still to be quite a problem as the amount, quali anel receptacle- for the lubricant involves weig and usually apparatus, such as pumps, pipes at. gage s. which may get out of order. The irregj larity of the- pressure on the pistons during eae" of the- four cycles involves much waste of oil du ing the three idle cycles (so called as they a| not ('riving the shaft I to insure sufficient oil f the i xplosion cycle. This is so markedly evielel in the rotating cylinder gas engine where ce trifugal force magnifies oiling troubles, as to chief among its disadvantages. A system of oili i the n that is directly dependent upon the fired mi tun- emly. and not upon the 'number of revolutiol of the engine, would seem a certain solution this waste eiil proposition, with its attendant cf« lem forming and ignition troubles.

('lulling by water has at present so many a> vantages over the air-cooling systems that it seem worthy of the most careful consideration. Ma< ingenious methods of jacketing cylinders have be | devise d such as the copper-jacket of the C'adill automobile engine, the brazed jackets of the Ci tiss aeroplane- motor, and others, and many vil difficult forms of cast jackets. All of these met' ods have- had the valvts as the chief obstacle-the road of uniform cooling of the cylinder wa« anel head. Where cast jackets are used great weifi is involved in corners and cre-vices around ll valves resulting in uneven temperatures of 1 valve si ats anil cylinder walls. A network water pipes and joints is one of the most notiel able things on an s-cylinder "V" type- engine- al water leaks are- also frequent. One- jacket fori (or for each group of four in the- "V" type I wo I be the thing were it not for the valves anel I the- difference- in vibration of the cylinders. Tv\

lis last objection could lie overcome by casting le cylinders en bloc, but that involves too much eight for the base and in the lillets at impns-ble corners of a cast jacket or too many leaks ■ounil the valves of one that is fastened on". This, Wevi-r. would be ideal were it not for the valves, anifold, and the like.

The objections, briefly, to the accepted, type of cycle stationary cylinder engine are air cooling ith its attendant reduction in power, the valves, e uneven torque, the oiling nn ehanism and rtsi-r->irs, the uneven jacketing, and the weight and tricacy of pipes and joints for the water cireu-tion. Nothing has been said of oarburetion and nition as the development in these? lines has been pid and consistent.

Now in crystalizing these criticisms of the obvi-sly defective into the ideal engine of litll, the gine that is to be (and is) the logical develop-■nt of these observations of faults to be remedies may surprise you to know that a careful expiation of the engine in the engraving will be ough to convince you that theoretically the e-n-le described should remedy these evils, and ive the proof of it to the performance of the-gine' in the last three months and in the years come. The engine before you has no valves tce-pt the- auxiliary air valve- of the stock Seheb-

■ carburetor) but has four ports which are eapa-> of functioning with greater economy of fuel d evenness of torque, at the- one most efficient red, in such a manner as to make the engine wer exceed that of its A. I,. A. M. rating. The lal imperfect functioning of 2-cycle engines is I logical result of endeavoring te> make a port line sufficient at any speed and is as imperfect

2-cycle engine's as the' se't spark of 4-cycU' e-n-tes, or set valves tor variable speed ste-am elites. Although the ports are designed for e-ffi-ncy in fuel consumption and cut-off at, say, (Hi r. p. m., the- engine will keep running as \v as 3011 r. p. m. The waste of mixture- at this w speed is great, but in aeroplane- service one is )oor operator indeed who can not use propellors table- to the most efficient speed of the motor.

Lfter citing so many obvious delects in the best ycli- engines let us take a like view of the ditits, with which likely enough you are most iiliar, and which we readily call to mind when ycle is mentionc el to us. t'ntil very recently

■ collection of peirts. carburetor, piston-rod and nk-shaft has been able to pass as a 2-cycle ine. As the price -was low, anel they would rk a motor-boat, thousands were- solei. How ny of you can call to mind a 2-cycle engine h which you have had experience that em-lies the finest conceivable engine workmanship? - comparison is rather that of a scow to a ing yacht. Whin you realize that the work-nship on this engine of l'.tll is as fine, and

builder will tell you nne-r, than that em any h-elass. high-price d aeroplane engine in exist-e to-day. you must realize that this engine not be relegated to a place- with cheap, crude due-ts of the typical American small factory h but one type anil one aim. Another reason the difference is that the designer and builder this engine also builds a record-breaking heavy y marine- 4-cycle engine which will bear the (5i-st inspection in its class also, ranting then the excellence in workmanship and ing aside all the prejudice which has been ae--nted for, let us study those things in the- del which make this engine the highest powered ' most reliable motor in sight for lull ae-ro-nes. Spe-ed be-ing the cry, anel high power essary to produce it, this engine seems to be best in the field.

he usual 2-cycle engine doe's one thing which esponsible- for most of the lubrication trembles— -., cast a large by-pass on the side of the nder. The objections to this method are usu-two. The first reason is that this by-pass ssitates additional size to the base- of the cylin-and the- erank-case, the sum total of a number ■ylinelers being considerable- weight and less base ipression. The- see-onel and most important ob-ion is that the mouth of tin- by-pass invariably Is from a part e>f the crank-case we-11 within field of the oil In ing splashed by the ennnect-:-«-d; hence every quick rush of sas from the

■ to above the piston carrii s < il from the base re it is wanted to above- the- piston where it armful. A by-pass, then, that takes this e-om-seel mixture from the base at a point sufli-tly we-11 removed from the- splashing oil, would

one of the greate-st 2-e-ye-le difficulties. This engine has a four-port system and two of

these- ports perform the- duty of the old by-pass system. They are so arranged that the compressed mixture leaves from the side of the piston through a short 3 or 1 in. of aluminum by-pass to above the- piston, having merely gone- a distance equal to that part of the piston bidding the rings. Bv examining the engraving of the engine you will see the- aluminum plates on the side of the engine-opposite- the carburetor. Xotie-e- that this passage-is well up from the crank and out of tin- range-of splashed oil. In going through this passage another very desirable function is performed which is another exclusive feature of this new engine. Tile compressed gase s. upon be ing released and going through the side of the piston, keep the pistun cool. The nearest approach to this in other 2-cycle engines is tin- Whitehead motor where they have fallen from grace by resorting to a valve in the head of the piston.

After seeing that there is nothing unusual to remove- oil from the crank-cases of this motor, let us turn to the method of getting the oil into them. It has already been suggested that a method involving no e-xtra me-chanism and which depended on the mixture used would be ideal. This is accomplished in this motor in a manner absolutely certain. The oil is mixed with the gasoline in the- tank and all fuel and ■ >i] enter tin- engine-through the spray nozzle- of the carburetor, thence into a warm manifold. Entering as an atomized spray, the mixture is necessarily very cold, but three things occur which insure the gasoline remaining a vapor and the- oil a liquid. The mani-folel is hot and receives this heat from the exhaust of the motor. The inlet port and exhaust port an- separated only by a thin cast gray-iron wall, which heats the- manifold, and against which the gas and oil strike- in entering the crank-case. The separation of the gas and oil is further insured by the whirl that the gas makes in the crank-ease-, due to the motion of the crank, the change in direction it makes to gvt to the by-pass port, and the fact that the compression lite-rally squeezes the oil out of the gas. Therefore the e>il is practically poured into tin- crank-case and feeds a splash basin of the erank-case more surely than a mechanical oiler and with the- additional advantage- that if the process which brings it in does not occur, the engine would not run. This oil then lubricates the crank-shaft bearing, connecting rod-bearing, anel piston, just as in any splash system.

In addition to the cooling of the crank-case and pistem by the incoming mixture the 1911 engine-has a jacket through which a large- rush of water i-an easily pass. The cylinders are cast en bloc, this method being the- strongest for its weight when there are- no valves or valve seats to consider. The side- wall and head an- entirely sur-roundeil by water, except where spark-plug and pet-cock enter, and have- more nearly even cooling from this than any either method affords and with less weight of jacket. The pump is put directly on one end of the- cylinders and the discharge at the other without involving a single- pipe in between, one might say that the cylinders near the pump would always be e-ool and those- at the discharge-end get only very ln>t water. This would be- so with a small pump fo'reing water through intricate-pipes anel spaces, but where tin- water has an ■ asy How through large- openings and is pumped at the rate of a barrel a minute (at 1.000 r. p. m. engine- speed) the difference in temperature of the-water from one end to the other is slight indeed.

A glane-e at the engine will easily re-veal its gnat strength. Beside the block cylinders strapped together at the top, through the middle, anel at the- base, the- two crank-case sections are be-auti-fully ribbed and stiffened. The Imlts that hold this erank-case' together may be see-n going from the- bottom of the- crank-case through the base* of the- cylinde-rs, exerting a crushing strain on the aluminum. No one- of these- bolts has a thread in the aluminum and as they are- of the finest stee-I and hand made- nothing in light construction could be stronger.

When you n alize lliat there- are six cylinders. 5 x r> in., anel that they e-aeh give an impulse cve-'ry re-volution ymi can begin te> cnnccive the- power possible from this engine-. Six explosions to a revolution and i ae-li one as strong as the explosions in a f-e-yele cylinder. We- may stop here- anel examine- this statement each explosion as strung as the- explosion in a similar J-cycle cylinder—and append it by saying that they are stronger, at the most efficient spe-e d of the engine. In refutation r-anv will sav that the mixture- is I'oul in a 2-cycle-e-v'.inder. One- may answer this by saying the same of a f-i-ve-le cylinder, lor the piston in a 4-cycle

engine can only scavange its own stroke, leaving the firing chamber full of the products of combustion. Who shall say that they have proved 4-cyc!e explosions stronger than 2-cycle when properly designed ports afford as good an opportunity for clean charge at one certain speed as a 4-cycle, bearing in mind that both are mixed with a slight residue? This continuous torque certainly does away with two idle cycles of the piston and keeps pressure always above the piston, preventing it from scraping oil from the wall of the cylinder on three strokes and burning it on the fourth. The increased efficiency of using the same pistons and crank oftener instead of carrying a greater number over two more cycles certainly seems to account for the enormous power of the engine. It

would take 12 cylinders 5x5 in. in a 4-cycle engine to represent the same cylinder capacity. Such an engine would weigh so much as to be prohibitive in the present state of the art of flying as it would weigh 700 or S0O lbs. The equivalent in 2-cycle weighs but 286 lbs., with wires, spark-plugs and ignition system, and combines the ideal simplicity with great strength, needs no flywheel, no oil tanks or pumps or pipes or gages, and is most efficient at 1,000-1,200 r. p. in., which is a good speed for many excellent air propellers. The largest power in light engines suitable for aeroplanes seems to be the Gnome with 14 cylinders, 4.36 in. bore by 4.7 in. stroke, and is rated at 100 h. p. Recent articles in reliable publications seems to indicate that the engine develops less than its rated horse power, and this delicate and intricate mechanism weighs at least 280 lbs., consumes 4 litres (1.06

gal.) of expensive castor oil and "300 grammes o' petrol per horse power and per hour," to quott the Gnome catalogue. This for 100 h. p. equal! 9.46 gal. of gasoline and 1.06 gal. of oil, or ap proximately 10 Va gal. of fuel and oil per how for 100 h. p. or less.

As well in fuel consumption as in horse powe does the 1911 engine excel. The engine will tes above 140 h. p., but is modestly rated at 100-12 h. p., and when delivering 100 h. p. uses 6.1 gal of mixed oil and gasoline per hour, making but 23 grammes per horsepower per hour consumptio for an engine capable of delivering 125 h. p. am better.

A good comparison between the engine of 191 and the Gnome, its nearest competitor, is that o the French locomotive and its American equiva lent. Wonder at the workmanship and elaborate ness of smalt parts is inspired by all French ma chinery, but of what avail when competing wit an engine void of small parts and as exquisite] executed?

The extreme lightness of this large engine ma not appeal to that class of experimenters wh believe that aeroplanes should be built upon th argument "that a stone can be thrown farthf than a feather, the heavier the aeroplane the bei ter." Nevertheless there are those who readil realize that aeroplanes must be designed for engint and propellors for the combination and It is to th class that 125 h. p. and a weight of 350 lbs. f( engine, radiator, water, and propellor will appea especially when combining the best in conservath engine practice.


WITH the expectancy of keeping the Gordon Bennett aviation trophy in America, the Wright company built a special machine, cajiable of flying SO miles an hour. A private trial fully justified expectations based on design. This followed closely regulation Wright lines, except in size, weight, absence of passenger's seat and running gear. Following are the only correct figures published:

The spread was 22 ft., the main plains 3 V2 ft. fore and aft. The actual supporting surface of the two main planes totaled but 145 sq. ft. Eight of the regulation cylinders, which are now A%-in. bore by 4-in. stroke, were arranged on a special crank case. The A. I.. A. M. rating would be 61.2 h. p. The weight of the machine was 7sn lbs. without the operator. The combination warping and rudder .lever was at the aviator's left, the elevator rudder at the right hand. The outriggers and tail Were the same as on the standard 31i-ft. machines. There was, of course, no front elevator, as all machines now being made have this at the

extreme rear. It was, in fact, a duplicate of t other 22-ft. machines, except for motor and ru ning gear. Besides the regulation four win mounted with rubber bands two to each ski there were two additional wheels mounted on axle fastened at each end to the front ends the curved skids.

There were at Belmont two more 22-ft. r chines, with the standard 30.6-h. p. (A. L. A. J motor, of 4 cylinders. These weighed 610 lbs. wit out the aviator, who added another 150 lbs He of these warped and steered right and left by t lefthand lever, as Brookins is used to that positl for this lever.

The. third machine of small size had a spread 27 ft. 7 in., the other dimensions of the plan being the same as the ones mentioned abo\ This was known as the altitude machine and w used by Johnstone at Belmont and by Hoxs at Baltimore. The warping lever on this marlii was at the right hand.

{Continued on page .'■>'.?)

P. O. Parmalee's Express

Parmalee Starts Aero Freight Line.

Fastest Speed lor American Machines.

For the first time in aviation history an article-of trade has been transported via aeroplane from one city to another. On November 7, P. O. Parmalee. in his "Wright biplane, similar to those made for the general public, carried in bolts of silk weighing 70 lbs. from Simms Station, mar Dayton, to Columbus, the consignee and backer of the enterprise being the Morehouse-ilartens Co.. dry goods merchants of Columbus. The distance by air line is 58.3 miles, and the time for the trip, with a wind of 5 to 7 miles an hour (on the ground) was .".!» min., an average spei-d of 5M.3 miles per hour. The value of the goods transported was $600. The "Wright Company, acting as the "common carrier," applied the ir < stablishi <1 tariff of $71.42 per pound. The grocer and baker have not as yet taken up the new rapid delivery.

The aeroplane left Simms Station at 10.41 A. M., passed South Charh ston, Florence Station, London, West Jefferson, Alton, over High Street, the center of Columbus to the landing at the Columbus Driving Park. The time to the Driving Park was Hi; minutes. The machine crossed High Street at 11.40. the time to that point bi ing 5!i minuti s for the 58.34 mib s. The balance of the lime was employed in manoi u\r< s at the Driving Park. The cented of the track it almost exactly 2'i miles east of High Street, so the total distance flown was 60.84 miles, as measured by 11 r. Williams Welch, of the office of the Chief Signal officer in Washington.

This speed is the greatest yet made by any American aeroplane.

Corrected Distance Hoxsey Flight.

The distance from Springfield Fair Grounds to Clayton, Mo., Arch Hoxsey's first landing place on his record American cross-country flight, October 8, has been accurately measuivd by Sir. Williams Welch, chief draughtsman of the U. S. Signal Service, as Sft% miles. After stopping there to get his bearings he went on 7': miles further to the aviation field at Kinloch Park, St. Louis, 111., making a total distance of 'J718 miles. Average. 32.5 miles per hour.

Rexford Smith Flies Near Washington.

Hexford Smith has maele- at College Park, lid., his first successful flights in his Curtiss type biplane, fitted with the 6-cylinder 100-125 h. p. FmiTson engine. He only began experimenting with it on the 12th of November anel it was flown by three- different people, making 11 flights in all, of some 200 yds. in length. No attempt was made to make- long flights. Mr. Smith is going care-fully in order to avoiel breaking up the machine. The machine is larger than standard Curtiss machines anel has a system of control de-signed by .Mr. Smith himself.

Orville Wr'ght left November 15 for Germany tei attenel to matters e-onne-cte-d with the affairs of the German Wright company.


Flights in Unique Glider.

Messrs. Clark and Fitzwilliams, of 123 Southampton Street, Bnffalo, N. Y., have devised a unique glider with which eight, so they state, successful glides have been made, the operator weighing 119 lbs.

This machine has approximately 100 sq. ft. of surface. Although it is 15 ft. by 16 ft., it weighs but a trifle over 55 lbs. The main wing is built so that it can be warped or put at any angle. Unlike any other glider, it has a bicycle arrangement by which it can be propelled at a sufficient speed to make flight possible. The elevating plane, which is 2 ft. by 3 ft., projects 4 v2 ft. from the main wing, while the rear plane, which is 2 ft. x 2 ft S in., extends back 7 ft. from the center of the main wing. To this plane is fastened the rudder, part of which is above the plane and part below. The machine is equipped with three wheels, two in front and the driving wheel half way back.

The machine is so arranged that, while in motion, it can be controlled by means of levers which are fastened to tb . framework directly in front of the person seated in the machine. Fittings, turn-buckles, etc., and Naiad cloth make the machine complete in every detail. Although unexperienced in gliding, flights beyond 100 ft. have been made successfully without a mishap. This machine was the result of three weeks' labor, and is to be used entirely for experiments.

A new design of an aeroplane is to be constructed in the near future. Small models of this design, driven by rubber bands, have flown at the height of 15 ft. for a distance of 62 ft. This new-design of aeroplane will of course be 5 ft. by 5 ft. S in., and is to be driven by a contrivance which will be rigged up in lieu of a motor.

"Sky Pilot" Takes Sky Trip as Unwilling Passenger.

C. (J. Hadley, of Steurer & Iladley, Tarrytown, N. Y., a one-time Y. M. C. A. aero course student, has been building an aeroplane at Empire City racetrack. Dnring October, while testing his Emerson engine, with one man holding on each extremity of the plane, himself in the driving seat and the fourth man stretched out on the lower plane at work on the engine, the- machine pulled the two first mentioned men off their feet and actually left the ground with the aforesaid dangling in the lower stratum of the upper air. As quick as Iladley discovered the predicament of his unintending birdmen he shut the engine off and the aeroplane decided to come back to Mother Earth, without damage to either Mother or the machine. Rev. H. E. Wright, a minister of the Gospel at Tarrytown, and U. G. Teetzell were the two men who hung to the wings.

Penn. State College Starts Big Work.

The Pennsylvania State College, of State College, Pa., is to be congratulated upon being the first college or university in this country to take up work in aeronautics on a large scale so far as known. The School of Engineering of this institution is now erecting a level circular track, two hundred feet in diameter, for making tests upon aeroplanes, propellers and planes. A ear operated by an electric motor runs on the track at speeds up to 60 miles an hour. To this car are attached the planes or propellers to be tested. The frictional resistance, or lifting power of the planes and the propelling force and efficiency of propellers are determined through a series of dynamometers which record by electrical means on instruments placed upon a platform in the center of the circular track. The problem of plane shape and surface can be readily studied by this apparatus, as can those relating to the shape, size and speed of propellers.

M. F. 11. Gouverneur, of Wilmington, N. G., has done'work somewhat along this line, and with particularly fine facilities. He has made experiments upon surfaces mounted on a flat car, and run over a perfectly level stretch of track, propelled by an electric car. Mr. Gouverneur is interested in a trolley company in that city, and at night time there is no difficulty in making experiments to his heart's content.

Captain Willoughby's Control.

Tn the November number a note was made of Captain Hugh ].,. Willoughby's first flight, and in this note it was stated that "the front and rear horizontal rudders worked in conjunction with each other as in the Farman machine and some of the Wright machines." It is possible that this may have given the impression that Captain Willoughby made use of others' ideas. In a letter to "Aeronautics," he states:

"When Orville Wright made his first flight at Fort Myer, he gave me permission to use his warping wings, and in return I desired him to use my combination rudders (a patent having been applied for). Mr. Farman got them in a similar way. When he made his first flight at Brighton Beach I desired him to use my patents.

"My my permission Mr. Curtiss and Mr. Christie have'put it on their monoplanes, and six other men have also adopted it on machines now building. 1 have publicly stated that 1 desired that it shall be used by everybody, and that I will not sue on infringements." _

B. 11. Dale, Little River, ICans., is another who is making a Demoiselle. A. Weilor, Jr., Syracuse. N. V.. is copying tlie style of monoplane put out by .Max Stupar, of 962(1 Erie Avenue. Chicago. Mr. Stupar is also building a "Stupar-Dumont" mono-p'ane for J. Ponzlo, Pullman, 111., which will be r. ady for trials the first of December.

Ely Flies From War Ship.

Shortly after 3 o'clock P. II. on November 14, Eugene B. Ely, tiying his Curtiss biplane, glided from the platform erected on the front of the U. S. cruiser Birmingham, stationed in Hampton Roads, Va., swooped down until he touched the water, then rose rapidly. Five minutes later he had landed safely on Willoughby Spit, near Norfolk, a distance of about three miles.

Impact Damages l'lane.

The impact with which the machine struck the water after its thirty-seven foot drop from the front of the cruiser scarred one of the propeller blades, and a small piece was split from the blade.

He did not wait for the Birmingham to get into motion, which would have added to his momentum and thus have aided him greatly, but, seizing an opportune moment between the intermittent showers, he was off before those on the ship with him and on the other vessels stationed at various points nearby to follow and assist him in case of need, were aware that he was ready for his flight, the first of its kind in history.

Ely proved that it is possible to fly safely from a ship, and after having done this, asserted with emphasis that it would be an easy matter for an aeroplane to alight on a vessel, either while the latter was moving or standing still.

A platform twenty-five feet wide and eighty-five feet long had been built on the Birmingham, with a five degrees incline. The aeroplane was equipped with pontoons, which would keep it on the surface of the water for some time in case the machine should drop.

The flight was witnessed by many naval officers and others of high rank.

Arrangements were made on November 12 for a flight by "Bud" Mars (Curtiss) from a platform on the deck of the Hamburg-American liner Pennsylvania under the auspices of the New York "World," starting from a point fifty miles at sea, and newspaper men had sailed ahead, and had waited for several hours, the Pennsylvania came along, but without the aeroplane. In testing the engine the propeller was broken, and the aeroplane was taken off the ship before it started.

E. H. Wiseman, 13S3 E. 32nd street, Cleveland, Ohio, is experimenting with the third aeroplane, a monoplane with a 3-wheel chassis, with a 4-eyl-

inder. double opposed motor, 4x4, 25 h. p. This tlew several hundred feet two days before Curtiss made his Euclid Beach to Cedar Point flight, and, so far as known, is the first Cleveland-built aeroplane to fly. The cylinders are steel, water cooled, and the engine weigs SS pounds. It gives a thrust of 200 lbs. at 1.000 revolutions, with a 6 ft. by 7% in. blade. The plane has 32 ft. spread, 25 ft. fore and aft. Single elevating plane and rudder, both in the rear. Supporting surfaces, 162 sq. ft. Shelby steel tubing is used, with basswood ribs %x% in., set IS in. apart and covered with oiled muslin. Lateral balance is obtained by means of ailerons in the tip of each wing. The machine is controlled by straps on the shoulders for lateral balance and by a single lever, similar to the old-style steering lever of the Oldsmobile runabout, for up and down and sideways movement. The lateral beams in the wings are Shelby tubing. The single lever swings left and right for the rudder. The upper end. which breaks over, works the elevating plane. The ailerons are set inside the wing surface, hinged to the front beam and extend about two-thirds back.

According to R. O. Rubel. Jr., of Louisville, Ivy., who has recently returned from a trip through the West, there is great activity all over the country.

The Montgomery monoplane, in Chicago, is all ready to make flights. This is built by James E. Plew, of Chicago, and Victor Lougheed. The Holmes rotary motor, which has not yet proven to be a success, is still being experimented with. A new model will be brought out which is said to resemble the Gnome. In Chicago no one seems to know that anyone in the same town is interested in aeronautics, at least there is no co-operation.

The Detroit Aeronautic Construction Co. has sold about 35 motors during the last year and are preparing to move into larger quarters. Handicapped up to this time by a none too large factory, tluir workmanship is good.

The Detroit Aeroplane Co. seems to be prosperous, having sold 4S of the 20-30 2-cylinder opposed motors. The concern is also making a monoplane, which is about complete, and is a cross between a Demoiselle and a Bleriot. A 6-cylinder, self-starting, 75 h. p. motor, designed on the lines of the 5-cylinder Anzani, will be out in a short while, under the management of Mr. Weinburg, di signer.

Photo Copyright by Underwood d'- Underwood

Eugene Ely in his Curtiss aeroplane starting on his flight from the deck of the U. S. Scout Cruiser

Birmingham in Hampton Roads

20 Aeroplanes For Signal Corps.

Brig.-Gen. James Allen has recommended the acquisition of at least 20 aeroplanes in his annual report for the fiscal year ending June 30th last, which was recently made public by the War Department. Gen. Allen contends that his estimate is extremely low. and that It would provide for only two aeroplanes for each camp of instruction. To operate this number of machines, 20 trained officers would be required as pilots, and in addition, each machine must carry at least one observer, who would require much training and actual practice before the full military use of the aeroplane can be obtained.

A monoplane has been built by Herbert C. Kellogg, of Kewanee, 111., of 3S ft. spread and with a total of 285 sq. ft. sustaining surface. The plane is double surfaced, built of hickory and spruce and is 6 in. thick. The control is by a 3y2 x S ft. elevator and two 2x4 ft. rudders at the rear. The center of weight is 5 ft. below the plane, and is mounted upon three wheels, two being driven by spur friction from the engine. The propeller is of his own design, 8 ft. in diam., built completely of steel. It is chain-driven by a 4-cylinder Boulevard engine, fitted with a clutch on the engine shaft sprocket. The aim is to build a machine which will be absolutely reliable as to construction. For that reason he is using steel in the construction throughout, with the exception of wing construction.

Commencing with the elementary principles of aeronautics the classes will advance with studies of both aeroplanes and dirigibles to the most intricate problems of air flight down to the inevitable "slip" and the proper "'pitch" of the propeller. In the laboratory work in gas engines the students will use the laboratories and equipment of the automobile and motor boat schools. As a successful flight inevitably depends on an efficient gas engine this part of the course will not be neglected.

Wilbur R. Kimball is conducting the course. Besides the classroom studies, it is planned to have the members of the course visit the testing grounds and aerodromes in the vicinity of New York, inspect actual Hying machines of different types and observe professional aeronauts in actual flights. Members of this class will also make mode! aeroplanes which will be tried out and their defects and virtues pointed out.

That the course in aeronautics is practical and helpful is proven by the achie'vement of Clinton O. Iladley of Tarrytown, N. Y., a graduate of last year's class, who built a biplane which at its try-out on October 12, circled the Empire City track carrying four persons—Sir. Hadley, Rev. H, E. Wright, IT. Grant Teetsell and Julius Graveson, all of Tarrytown. Mr. Hadley has his biplane entered in the Aviation meet at Belmont Park. He says that his machine is a result of his course at the West .Side Y. M. C. A.

On October 31, the opening night, the class heard talks by Clifford B. Harmon and Winthrop E. Scarritt.

The Thomas Biplane

The Kirkham-Eells Go., located at Bath, N. Y., are making complete aeroplanes for the market. We have had reports on many gooel flights, but have been unable to obtain any clata as yet from the company, as it has been so busy. This information is promised us for the January number. They are makers of propellers and the well-known Kirkham motor.

The Young Men's Hebrew Association in New York offer a course in kites and model aeroplane ennstruction to elementary and high school pupils. The course includes a study of the principles of aeTonautics, besides its history. Twenty-five boys are now constructing meidels. One model dirigible is under construction. Mr. A. E. Horn is giving the course.

Aviate.rs of the future will be trained in a special course in aeronautics at the- AVesf Side Young Men's Christian Association, 318 West 57th street, and the Indications are, from the present enrollment, that the class will be a popular one. The object of the course is to give a working knowl-i'dge of the principles that must be followed in the construction and operation e>f both aeroplanes and dirigibles.

William T. Thomas, of 394 Canistco Street, Hornell, N. Y., reports very good success with his biplane, eef which readers have heard before. His plans are to enter the exhibition business.

He says: "One of our hardest problems was getting the machine to fly easily, due to its weight, as the motor weighs 225 lbs. for 30 h. p., and as the rest of the machine was built rather on the heavy sielc, we have a total of some S50 lbs., including weight of aviator. However, the Kirkham 4-cylinder motor has worked to perfection, and as this is practically a standard automabih- engine it stands up well, and is ge»>d for a tremendous amount of service. The running gear has alse> ae'tee perfectly, and the fact that during more- than r hundred jumps while learning, wo still use the same wheels and tires we started with."

H. McGregor, Kill litth Street, Bakerslhld, Cal is building a Santos-Dumont type machine, anel in tends to begin flights latter part of December.


By J. Suche.

The Addosides Machine

SEVERAL new machines have made their first ^ flights from the Aeronautical Society's grounds J at Mineola during the past month, ending the middle of November.

Up for 49 Minutes in -Moonlight.

Perhaps the most interesting was a night flight by Tod Shrlver, who stayed up for 49 minutes, coning down at 9:39 P. II. This was his very longest light, and he was not an expert yet. Since then

3 has filled several exhibition engagements, and

ill shortly go to the coast.

First Aeroplane Built by Woman.

Early this spring Miss E. L. Todd, who has been xperimenting for a number of years with models, nd organized the Junior Aero Club, had a biplane f'Uilt by Wittemann Brothers. Work on this, trials nd alterations have continued all summer, until few days ago it was given its first flight, with ). Masson, Paulhan's mechanic, as aviator. Both "mes it was taken out it flew very well. It was bund the controls were not balanced, and caused bo much exertion in their operation. The striking features of the Todd machine are: ings curved from the center outward like a bird's .'ings; in soaring, planes quite far apart, which ecessitates heavier struts and increase in weight, liounted on tall skids, with the result of making he apparatus set well above the ground. The bread is easily over 40 ft., with surfaces 6 ft. 6 in. lore and aft. The front control is a single surface Kmilar to Captain Baldwin's. In the rear there i a rigid stabilizing plane, and behind that, hinged p its rear edge, is a hinged control working in con-pnetion with the front control. Underneath the xed rear plane is a vertical plane. The skids are f Farman type, with two 2S in. wheels mounted on n axle. Curtiss-type ailerons are placed between Ihe main planes, hinged to the front strut. The Ingine is an eight cylinder 60 h. p. Rinek, driving propeller 7 ft. 6 in. x 4 ft. The engine is tounted on the lower plane. Shoulder braces op-ate the ailerons and the balance of the control practically Curtiss style. Charles Henry (Dr.) Cooke has sold his Elbridge igined Curtiss type biplane to a southern man. The machine of Samuel Barton, Curtiss-type, as been overhauled, the outriggers lengthened ont and rear, and an Elbridge 4-cylinder engine stalled. After these alterations it has been able > get off the grounds, but it is not yet in perfect mdition.

The Walden-Dyott Co.. which has only had its juilding a month, is now building its third mono-ane. Anzani engines are being fitted.

Douis Rosenbaum has removed his big monoplane into the big shed, and is ready for a try-out in another week. M. P. Talmage is rushing work on his new Curtiss-type machine, and expects to have it ready for the holidays.

N. C. Addosides, of Wilmington, Del., has purchased the Curtiss-type of William Patterson. After trying two other motors he installed a 3-cylinder Smalley, of 30-40 h. p., and made some eight flights—that is, Aviator Masson did the flying. The Smalley motor is all aluminum, two-cycle in principle, cylinder 4% square. The cylinders have cast iron liners.

Masson and Marcel Penot both have been flying the machine of the Mohawk Aviation Co., an" exhibition concern, since the 30 h. p. Harriman motor was changed for a 50 h. p. This machine is another Curtiss-copy, with the upper plane extending out beyond the lower.

Two Machines Smashed.

On November 10 two machines were smashed in being tried out. Charles B. Morok tried out a Shneider-made Curtiss-copy, but could not find the switch to shut off his 4-cylinder Elbridge motor. In place of the two rear wheels as usual in Curtiss-type machines, he has skids with two 20 in. Hartford wheels for each, Farman style. There is another wheel out front. Nicholas Rippenbein has a light Shneider-made biplane, along Farman lines in appearance. This was demolished in landing after a short flight. His equipment includes another Elbridge, with Hartford tires on 20 In. wheels.

Joseph Seymour has returned from an exhibition tour through New York State.

The recent heavy gales that have been raging for the past two or three weeks have depopulated the tents very rapidly. During the process there were a number of machines that were badly damaged. One of the most notable accidents was the lifting of Mr. Davis' tent, machine and all over the fence into the flying grounds. When rescued the machine was a sorry-looking object, as it had been bent and twisted out of all recognition as a flying machine. The funny part of this accident was the fact that the machine was staked down to the ground, but was of little benefit, as the wind took it, stakes and all.

No one seems to have considered gas and oil consumption on aeroplanes. The big Wright machines use 22 lbs. of gasoline per hour, and 1 lb. of oil. The 4 cylinder small machines run 23 lbs. of gas to the hour.

news on the pacific coast.

-Peters No. 2


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All day Sunday. . r mi ab, u i; ,

-s iipi ralor trii el to a' t ii ■ .tu e shore. He eoil l ar sh'i s tali

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■ է j ii stions aski d by ii ill i qui libra tor was t .at it s rail as a

a 11 i -x a ri no-an nirsuip to < ross nan atti nipt would inary conditions. i,i of 2!i tanks, con-in raining 1 ii gallons y .a.t a in. thod of sip w Inn gasoline .iii was th n emptied ■ -1 t ii ni th - si a bv

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Sunday nigh o t that t! e to (lie people hav

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o a question. Ii ight of the i- ,, i i ,re than 100 ft.

-s. 1 said tint in ssa g, s lor 20ii - had an dillic ilty i h, in am their s. : s th.-ir appa-'i s T i wirel, ss v as not volt -r i i a i 5 ) miles, a.- i to th ■ ,-quili-

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ՠi. th. A.-roi an-

: h e voyage of the americ a:

By Melvin Vaniman.

New World Records at Belmont

altitude, johnstone,


9714 ft.

5 kil.

leblanc, 2m.


12th lap

10 "



1st and 2nd lap

20 "



11th to 14th lap

30 "



1st to 6th lap

40 "



1st to 8th lap

50 "



10th to 19th lap

60 "



l>t to 12th lap

70 "

" ՠ 3sm.


1st to 14th lap

80 "



1st to 16th lap

00 "



2nd to 19th lap

100 " Ya hr„

white 11). lm. leblanc, 27.04


kil. (figured)

y2 hr„

leblanc, 53.92 kil. (figured)

1 hr.. white, 98.23 kil. (figured)

two-man speed for 5 kil., de lesseps, 5m. 12.15s.

The second meeting of its kind in this country, and, of course, by far the greater, was the international tournament conducted at belmont park race track, on long island, october 22-31, by the aero corporation, ltd., and the aero club of america as respects the gordon bennett race.

there was great flying, despite the windy weather to be expected at this time of the year—rain the very first day, and no flights at all on the second on account of the wind. it can rank favorably with many of the meets that have been held abroad the past year. at not every foreign meeting have so many new records been made. perhaps the biggest feature of the meet, and the one that really was the reason for a meet, was the gordon bennett race. only a most unfortunate accident deprived a son of france of the victory; but she can console herself with the honor of the winning of the contest with a french-built aeroplane.

the one other great event of the meet was the placing of the american flag at an altitude higher than an aeroplane has ever taken a nation's banner. it is with the utmost sorrow that we are reminded poor johnstone can never more defend his title to renown. hundreds of thousands whose hearts have stood still in delicious awe of his wonderful feats now mourn his loss. absolutely fearless, a master of his machine, had his life been spared he would have traced his name in fantastic flights in the heavens of the entire world.

lack of experience and too little time after operations were actually started seem to be the reason for so much friction between aviators at the belmont meet and the organization conducting the affair.

the aviation committee, consisting of j. c. mccoy, j. a. blair, jr., lyttleton fox, major samuel reber, u. s. a., and charles m. manly, worked most harmoniously together, and to them great credit is due.

the gordon bennett.

it was originally planned to have an elimination race to select the american team. on the day set for this, those who were available thought it too windy and did not enter. matters hung fire until the last moment, when the american team must be named under the rules of that race, and the aero club of america named walter brookins (wright 61), j. a. drexel (bleriot 50), and chas. k. hamilton (110 curtiss type), with j. a. d. mccurdy (cnrtiss 51), j. b. moisant (bleriot 50), and arch hoxsey (wright 30) as substitutes. when brookins had his accident moisant started in his place.

the french team was alfred leblanc (bleriot 100), hubert latham (antoinette 100) and emlle aubrun (bleriot 50), in place of labouchere, who was previously named.

england had claude grahame-white (bleriot 100), james radley (bleriot 50) and alec. ogilvle ("baby wright" 30).

the distance was 100 kil. (62.13 m.), over a 5-kilometer course. the contestants could start any time between the hours of 8:32 a. m. and 3:32 p. m.

gordon bennett results.

~(i) white (100 bleriot), 100 kil., 1 :01:04.74.

<2) moisant (50 bleriot), 100 kil., 1 :57:44.85.

t3) ogilvie (30 wright), 100 kil., 2:06:36.69.

(4) latham (100 antoinette), 100 kil., 5:47:53.41.

-<5) leblanc (100 bleriot), 95 kil., 52:49.70.

(6) drexel (50 bleriot), 35 kil., 26:04.08.

(7) radley (50 bleriot) made only a lap. was

flagged down as he started after the time limit.

(s)- hamilton (110 curtiss-type) did not complete first lap. started after the time limit.

(9) aubrun (50 bleriot) did not start.

timed by the warner electric timer and the new york timers' club.

white breaks record,

in the calmest part of the day white started, never having flown the 100 h. p. machine before, at 8:42:39.66 a. m., and finished the course at 9:43:44.40. his best time for a lap, the fourteenth, was 2 m. 55.77 s., a speed of 102.4 k. p. h. (63.59 m. p. h.). white's time for the 100 kil. was 1 h. 1 m. 4.74 s., a mean speed of 98.23 k. p. h. (61 m. p. h.), a new world record for this distance and for one hour. (leon morane established a new world record for 100 kil. of 1 h. 6 m. 39 s. at bordeaux meet in september and made a new record of 90 kil. for one hour at the same meet.)

while he was up leblanc crossed the line, at 9:00:20. though with the same horse power, le-blanc's slowest lap was more than 5 seconds faster than white's best. leblanc's eleventh lap was made in 2 m. 44.78 s., a speed of 109.2* k. p. h. [67.sb m. p. h. curtiss won last year's gordon bennett with a speed of 47.06 m. p. h.] he did

7n<vt equal radley's world record speed for 1 mile, made in england, of 75.95 m. p. h., or a mile in 47 2-5 sees. at st. louis october 14, leblanc made a speed of 67.9 m. p. h., or 1 mile in 53 sec.

leblanc has wonderful escape. just after finishing the nineteenth lap (95 kil.), at 9:53:09.7 a. m., the unfortunate leblanc hit a telegraph pole head on, breaking the pole square in two. one cylinder was bent in and minor damage done the engine. the framework and one wing were badly damaged. leblanc escaped with but a cut. he had been saving his machine for this one event and had the cup almost within his grasp. in winning his elimination race in france for the selection of the french team, leblanc covered the 100 kil. in 1:19:13 3-5, much slower time than he was making at belmont.

new world records by leblanc.

new world records were made by leblanc for, distances, according to the schedule laid down by the international federation, from 6 and 10 kil., continuing by tens up to and including 90 kil.

the next to start was alec. ogilvie, of the british! team, with his "baby" wright 30, at 9:0s:53.23 his first was his fastest lap, at a speed of s9.27 k. p. h. (55 m. p. h.). at 9:53:02.20 he had to land on the tar side of the course with a bad spark-plug, where he stayed for nearly an hour. dp again, he pluckily kept on, for the full 20 rounds, finishing at 11:15:29.92 a. m.

latham, of the french team, was the only other! to start in the morning, and he went up at 10:5s:55.67, before ogilvie came down. he, too, had trouble and landed at 11:50:52.35 a. m., after making 15 laps, and it was 4 :32:19.93 p. m. before he got going again. he finished his full 20 laps at 4:16:49.08.

the wind seemed to increase during the after-| noon, and as the time limit (not later than 1v& hrs. before sunset) drew near drexel ;^yded in his bleriot 50, at 3:25:56.53 p. m., moisanp^alternate for brookins) following at 3:31 :35.35, a fraction of a second before the limit.

drexel (bleriot 50) finished seven laps at 3:52:00.61 and landed, not to go up again. his very best lap was nearly 7 sec. slower than ogil-vie's (wright) best.

.moisant was down for over 40 mln. on his seventh lap, and finally completed the full course by 5 :29:20.20.

radley (british, with a bleriot 50), and chas. k. hamilton both started after the time limit. radley was flagged and made only one lap. ham-


ilton, with his rated 110 h. p. Curtiss-copy, didn't even get around once. Something went wrong with his power plant.

Walter Brookins, the chief hope of the American team, fell to the ground in front of the grandstand before he had given official notification of his intention to start. Four cylinders of his 8-cyl-inder engine stopped, and he tried to land on the field. He apparently touched all right, but he was spilled out and the machine turned a somersault and landed upside down. His speed was estimated at SO miles an hour just before he stopped. His racing 61 h. p. Wright was smashed beyond early recall and Brookins was hurried to the hospitai. He was not seriously injured.

Aubrun. the third French representative, did not start in the Gordon Bennett at all. It was ruled that those starting in this race would not get the expense money allowed in gathering the aviators for the meet. Aubrun decided that gold was preferable to glory.

Ogilvie Had Speed Over Bleriots.

Had Latham, Ogilvie and Moisant not had to land during the Gordon Bennett race, and Drexel had not quit, their standing would have been different. Latham would have been third, followed by Ogilvie, Drexel and Moisant.

Only the 100 h. p. Gnome Bleriots of White and Leblanc, and the 100 h. p. Antoinette, had more speed than the 30 h. p. Wright of Ogilvie. An addi--i of his time by laps shows much faster time than the 50 h. p. Gnome-engined Bleriots. All the Bleriots and the two Farmans had Gnome engines, and all Bosch magnetos.

Hamilton was unofficially timed for 1 lap (2.5 Ki 1. > in 1:24, a speed of 107.14 k. p. h. (66.53 m. p. h.) which is faster than White's average. The Wright S-cylinder was timed unofficially in 1:23, which means 10S.43 k. p. h. (67.33 m. p. hi. and it is not supposed the machine was going its best.

The longest continuous night of the meet was made by White, 22 laps of the 5 kil. course, or 110 kil. f6S.3 m.).

Johnstone Breaks Altitude Record.

The very last night on October 31. the added day of the meet, was the great achievement of the late Ralph Johnstone in one of the "baby" Wright machines, designed especially for altitude work. Hi had never flown one of the small machines, and this one was 12 ft. smaller in spread than the standard type. Orville Wright had already tested the machine out and he knew how fast it would climb.

Before long Johnstone was completely out of sight in a clear sky, so high was he. Drexel was his competitor. AA'hile they were up other events were run off. The Demoiselles flew their only race of the meet; MeCurdy and White had it out for 10 laps, and the Aero Club of America Distance Race was flown.

It was dark before Johnstone and Drexel could be distinguished moving rapidly downward. The stars were all out and were used to locate for others the positions of the high flyers.

It was a moment never to be forgotten. All were wondering if the 10,000 feet which would bring an added prize, had been reached. It was so dark on the ground that a man could not be distinguished a few feet away. In front of the grandstand red fire was burned to aid the two fliers. As the specks up in the blue grew to dots, .and then rapidly took shape as the downward rush 'brought them nearer the earth, Drexel's motor could be heard running. Johnstone's had stopped and he was gliding rapidly. As he landed, we rushed over to read the barograph.

We knew he had broken the world record of 9,1 S6 ft., but just what his actual height was we could not determine in the dark. Then we got the Drexel Ibarograph and we learned that Johnstone had the record for himself.

Statue of Liberty Race.

I Moisant won the $10,000 prize for a race around IMiss Liberty, on Sunday, October 30, with White 1(100 h. p. Bleriot) and De Lesseps (50 Bleriot) as [competitors. Both White and De Lesseps had made [the trip before Moisant started with a machine in which he had never before flown, a 50 Bleriot [belonging to Leblanc and which Moisant had just purchased.

L De Lesseps started first, and a moment later [White crossed the line. Both machines quickly disappeared in the face of the setting sun. After half pn hour a speck could be distinguished against big lilazing Sol. followed by a second, which was De l>sseps. White had overtaken him.

Soon Moisant got away. Disregarding the less-direct route taken by White and De Lesseps, he flew in a straight line for the statue in New York's harbor, 16.4 miles away, over the town of Jamaica, and over the buildings of Brooklyn, around Stevens' balloon attached to the upper part of the figure of Miss Liberty and back in almost a minute less than White consume d in avoiding densely built Buooklyn.

White immediately protested, saying that hi: wanted to try again for the prize, the following day. On another trial, taking the same course that Moisant took, with twice the power, White would very likely win and, of course, he would not kick. The race was set down for this day on the day's programme, everyone was free to go after the prize and over any course. Moisant saw tit to take all risks, and seems to be entitled to the award.

.Many Features Not on Programme.

Not all the flying was by schedule. The wind was at nearly all times too much for the genial Captain Baldwin, and all his flights were unofficial. Willard, Mars, Ely, and McCurdy made many fine, and some sensational, flights in the late afternoons, silhouetted against the gold and red of the western sunset. Hamilton, too, with his black piratical-looking craft, smoke streaming behind from a flooded engine, seemed to have abnormal speed in the dark of the evening. De Lesseps and the other foreign aviators made many flights purely for the flight itself, sometimes taking along' a lady passenger.

Altitude Flights Awe-inspiring.

The fast-falling nights of late October frequently threw an almost impenetrable shroud about the pin-point of an aeroplane thousands of feet from the earth. Day after day Hoxsey and Johnstone alternated in beating each other out of sight. Four thousand, five, six, seven, and eight thousand feet were made time after time. The only ones up, almost total darkness about the field, discoverable up against the night blue only by those with strong glasses and pointed out by them to less fortunate watchers with the stars for guide-points, these two wing-ed but wingless "birdmen" climbed until the field was blotted out to their sight, save for the blazing gasoline beacons started by the shivering parent birds Wright in front of their nests.

Four new American height records were made at the meet, one of them a world record, as follows:—

Drexel, 7105 feet, October 24

Johnstone, 7303 feet, October 25

Johnstone, 8471 feet, October 27

Johnstone, 9714 feet, October 31

,1 ohnstone and Hoxsey Fly Backward.

Johnstone and Hoxsey flew to approximately eight and seven thousand feet respectively, on October 27, in a wind which drove them actually backward. Near the ground the wind was blowing at a rate which none but the Wright machines and Latham's Antoinette dared combat. Latham could be seen working with might and main to keep his equilibrium. Johnstone and Hoxsey started for altitude. The higher they flew the less they were able to advance, until at last they could be seen, one keeping just exactly the same distance behind the other, headed into the wind, but going steadily backward away from the field until out of sight. Just imagine taking one step forward and slipping back two. That's what they did.

Hoxsey was driven back to Brentwood, L. I., 25 miles to the east. Johnstone got down at Middle Island, about 42 miles from the grounds. The velocity of the wind at their altitude was figured at between 70 and SO miles an hour. The next day both men flew back to the grounds.

The Wright machines were nearly always first up every day. Wind had no terrors for them. When there was no prospect of flights by other machines until later in the afternoon the Wright flyers got up and stayed up, though the spectators often came near having heart failure when it appeared as though an extraordinarily tough gust would capsize them.

It is impossible to obtain actual figures on the wind on the day Hoxsey and Johnstone were driven backward. On the ground the "Weather Bureau anemometer registered but 16 m. p. h., though there were gusts of twice that velocity. Records made at the Eiffel Tower show four times the velocity in 1,000 ft. of altitude. In Germany and at Blue Hill the records show twice the velocity in this distance upward. At 4:30 on this day the wind blew 30 m. p. h. on the ground.

The management of the meet should congratulate themselves on being favored with such good weather as they did have, for the latter half of October is usually inclined to be much more windy. August and September should be the months for an aviation meet in this section.

Cross Country Flights.

The cross country flights were not very spectacular. The entrant crossed the line and quickly disappeared from sight and for the most part forgotten in watching the flying near at hand. After rounding the balloon at Hicksville, where Leo Stevens had his hydrogen plant and wireless outfit, communicating with the judges' stand, ten miles away, the aeroplane would return and circle the course and land, scarcely noticed by the crowd. On one day the balloon could not be located at all on account of the fog.

In the cross country flight of October 25 Mc-Curdy had to land in a field near Rockville Center. The next day he flew it back to the field.

On one occasion the cross country men lost the balloon in the fog and failed, of course, to round it.

Baldwin and l<>isbie Fly from Miueola.

The day before the meet opened J. J. Prisbie flew over from Mineola, a distance of 5 miles, just after sunset. After some argument he was finally allowed to enter the meet. The flight took him directly over the buildings of the fair grounds at Mineola, and the scattering houses and trees on the way. Captain Baldwin flew over the. next day with a brand-new machine painted red, with his red rubber cloth surfaces.

The Demoiselles.

The Demoiselles were really the hit of the meet. On only two occasions did they make more than one complete round of the course, on account of motor trouble, but they caused a wave of amusement each time they bumped and bounced across the field for a start. They certainly had great speed when they did fly. They resembled some monster bug without the buzz. one even turned upside down without doing the aviator any damage.

Spectators (Jot -Mixed Up.

It was impossible to keep track after the first lap or two of the standing of any of the aviators in the hourly duration and distance contests, except by following the bulletin board, and then it took several pages of the programme to figure out the hieroglyphics thereon, and in the meantime the machines had made some more laps and it was all off. On the second flying day there were -eleven machines in the air at once, sometimes as many as four and five bunched in one place, with a rear-end collision almost inevitable. When only Iwo or three were up at a time people got tired and hied themselves to the ever-crowded bar. Another meet should provide for events of more interest. If, say, three machines were started from a line at a given signal for one or two lap races, the crowd would be on its feet with enthusiasm. For another, start several from a line for a cross country, the first man back to win. The people could then actually tell without a lexicon who won.

A Few Smashes Occurred.

Tod Shriver, limping around the field on crutches, the result of a previous exhibition flight, flew unofficially the opening day and ended by smashing his machine. This put him completely out for the entire week. The day of the Statue of Liberty race Moisant smashed his propeller and damaged his wing by hitting Harmon's Farman just as lie was running along the ground for a start. The big Farman had one whole side wrecked. Moisant smashed his machine three days before the meet opened, taking his feet off the rudder control to kick open the gascock.

The second day of the meet, October 23, no one flew. The wind was fearful. White did attempt a flight and got off the ground but bad to land shortly. The wind tipped the machine over on its side and there was another job for the repairman. Moisant brought out his Bleriot and before he could get in it it was on its back and broken.

Brookins smashed his S-eylindor Wright on a preliminary trial.

On the last day of the meet White turned his 100 h. p. Bleriot over in front of the grandstand just as bo landed.

Repairs to the smashed aeroplanes were quickly made by the new Lovelace-Thompson Co., at Fort George, New York City.

Clifford B. Harmon did not fly at all officially and his only flights were for his own amusement.

II. S. Harkness did not fly his Antoinette at all during the meet.


C. GRAHAME-WHITE (England) —

Bleriot, 5 0 Gnome.

Bleriot, 100 Gnome. JAMES RADLEY (England)—

Bleriot, 50 Gnome. COUNT DE LESSEPS (France) —

Bleriot, 50 Gnome. .1. Ii. MOISANT (America) —

Bleriot, 5 0 Gnome. J. A. DREXEL (America) —

Bleriot, 50 Gnome. BENE SIMON (France) —

Bleriot, 50 Gnome. EMILE AUBRUN (France) —

Bleriot, 50 Gnome. W. E. McARDLE (England) —

Bleriot, 50 Gnome. C. AUDEMARS (Switzerland) —

Demoiselle, 30 clement. ROLAND GARROS (France)— _

Demoiselle, 30 Clement. ALFRED LEBLANC (France) —

Bleriot, 50 Gnome.

Bleriot, 100 Gnome. HUBERT LATHAM (France) —

Antoinette, 50 Antoinette.

Antoinette, 100 Antoinette. EUGENE ELY (America) —

Curtiss, 65 Curtiss. RENE BARRIER (France) —

Bleriot, 50 Gnome. HARRY S. HARKNESS (America) —

Antoinette, 50 Antoinette.

Antoinette, 100 Emerson.


C. GRAHAME-WHITE (England) —

Farman, 50 Gnome. *CAPT. T. S. BALDWIN—

Baldwin, 50 Curtiss. *CHAS. K. HAMILTON—

Curtiss-tvpc, 61 Christie.

Curtiss-type, 51 Hall-Scott. *CLIFFORD B. HARMON—

Farman, 50 Gnome. *J. A. D. McCURDY—

Curtiss, 50 Curtiss. *J. C. MARS—

Curtiss, 50 Curtiss. *EUGENE ELY—

Curtiss, 50 Curtiss.


Wright machines. *ARCH HOXSEY—

Wright machines.


Wright machines. *!'. o. FARMALEE—

Wright machines. ցLEC OGILVIE—

Wright machines.

t*.l. C. TURPIN—

Wright machines.


Curtiss-type, 30 Kirkham.

*C. F. Wl LLARD—

Curtiss, 50 Curtiss. *J. .1. FRISB1E—

Curtiss-type, 51 Hall-Scott.

*.]. O. Turpin anel *1\ o. Parmal pileit licenses. JTurpin did not Eugene Elv had a Curtiss monoplane, but it was not Mown officially. Harkness did not fly. *Walterj e'hristie had a monoplane' with two engines, but not entered in meet. All aere.planes in the meet, except the- Wrights, were equipped with Bosch ignition.

See American schedule See American schedule See American schedule See American schedule Sec American scheelule See Ame'iican schedule

e qualified for fly officially.


* * 1 THE i

t i

j First Industrial Aero Show \

{ in conjunction with J

* J


J j

| December 31st—January 7th, 1911 j

I i

i Grand Central Palace |


t £T Exhibits are solicited from every aero- j

J ^J-^ plane and accessory manufacturer. }

{ Show your product where you get most *

{ results. 150,000 people attended last year's j

* Automobile Show. Don't take in the side J t shows and miss the main show in the big J j tent. Write at once for particulars, time j { is very short. a& a& & & %

* = Address = J « J

I aeronautic division }

* }

jj International Automobile Show $

* *









October 22—


1st Hrly Dist






2nd Hrly Dist


4 7.5K




Daily Tot Dur






October 24—


1st Hrly Dist






2nd Hrly Dist






Daily Tot Dist



1 :56



October 25—


1st Hrly Dist






2nd Hrly Dist


35. OK




Daily Tot Dur





October 20—


Special Dist


20. OK




October 2!)—


Gordon Bennett



I :01



October 30—


Hourly Dist






Daily Tot Dur





G'd Speed M'plane

No prize





Passenger carrying $400





(Carried 326% lbs.)


Statue of Liberty





. 2

October 22-30—


Total Dur



4 :57

01. OS


Total Dist





Fastest Flight






October 31 —


Speed Race






Total Winnings









October 24—


1st Hrly Dist




0 4.S5


2nd Hrly Dist






Daily Tot Dur




October 25—


1st Hrlv Dist


4 7.5K




2nd Hrly Alt






Daily Tot Dur



1 :'o'o

Vol 6 6


October 2<i—


Gross Country

$25 0





Special Dist






October 27—


Hrly Dist






Daily Total Dur






October 28—


1st Hrly Dist



1 4



2nd Hrly Dist


30. OK




Daily Tot Dur






October 2!)—


Gordon Bennett


I 00.0 tv




Octcber 30—


Hrly Dist






Daily Tot' Dur






October 22-30—


Total Dur






Total Dist


2 7 0.0 K



Grand Alt





Fastest Flight


10. OK



October 31—


A. C. A. Dist



1:04 :36.00


Total Winnings




October 22—


1st Hrly Dist




02.4 0


2nd Hrly Dist


35. OK




Cross ('ountry






Daily Tot Dur






October 25—


< 'ross Country






October 2!)—


Gordon Bennett


100. OK




October 30—


Hourly Dist


7 0. OK




Daily Tot Dur






Statue of Liberty






October 22-30—


Total of Dur





Total of Dist


140. ok



Fastest Flight






October 31 —


A. C. A. Dist






Total Winnings $13,550


October 24—

1st Hrly Dist 2nd Hrly Dist Daily Tot Dur

October 25— 1st Hrly Alt 2nd Hrly Alt Daily Tot Dur

Oclober 20— Special Alt

October 27—

Hrly Alt Daily Tot Dur

October 2!)— 1st Special Alt 2nd Special Alt

OH niter 22-30— Total Dur Total Dist Grand Alt Fastest Flight

October 31 — Special Grand Alt

Total Winnings

$ 50


52.5K 56 :43.00 45.OK 46:52.80 ..... 1:47:14.40

.... No barograph........ 3

$250 7303ft ........ 1

375 ..... 2:00:00.00

$100 5S13ft .......... 2

$250 S471ft .......... 1

2S3.33 ..... 1:00:110.00

$250 3235ft .......... 2

250 1091ft .......... 2

$500 ..... 4:17:14.40 4

.... 97.5K .......... 6

2,000 8471ft .......... 1

.... 1 O.0K 1 o :(IS. 00 1 ll

$5,000 it" 11 ft .......... I

$9, IOS.33

October 22—

1st Hrly Alt. 2nd Hrly Alt Daily Tot Dur

October 24— 1st Hrly Dist 2nd Hrly Dist Daily Tot Dur

October 25— 1st Hrly Alt 2nd Hrly Alt Daily Tot Dur

October 20— Special Alt

October 27— Hrly Alt Daily Tot Dur

October 28— 1st Hrly Alt Daily Tot Dur

October 29— 1st Special Alt 2nd Special Alt

October 22-30— Grand Alt Fastest Flight Total Dur (And Amateur Cup) Total Dist

$250 250 100


$100 100 375


$100 . 283.33

$250 100

S500 500



74 2ft .......... 1

673ft .......... 1

..... 31:35.40 3

52.5K 57:10.60 4 47.5K 55:20.00 4 ..... 1:57:13.20 1

5796ft .......... 2

4SS2ft .......... 2

..... 2:00:00.00

6233ft .......... I

6903ft .......... 2

..... 1 :00:00.00

6705ft .......... 1

..... 57:33.25 3

5146ft .......... 1

4644ft .......... I

6903ft .......... 4

10. OK 10:16.40 11 ..... 6:29:21,S5 1

100.OK .......... 5

Total Winnings



October 24—

1st Hrly Dist 2nd Hrly Dist Daily Tot Dur

October 20— ' 'ross Country

October 30— Hrly Dist Daily Tot Dur Gr Sp .M'pl Elim Cross Country

October 22-30-Total Dur Total Dist Fastest Flight

October 31— Speed Race

Total Winnings


67. 5K















30. OK

21 :13.35



21 :I3.35


No prize
















10. OK

V: Vol 6 6











October 22—

2nd Hrlv Dist $100 Ii28t"t ..........

Dailv Tot Dur .... ..... 3:47.SO

October ,'4—

1st Hrly Alt $250 5615ft ..........

Daily Tot Dur ____ .... 27:24.so

October 25—

1st Hrly Alt $250 G93Ift ..........

Daily Tot Dur ......... 46:05.SO

October 26—

Cross Country Did not round the balloon

Special Alt $50 2549ft ..........

October 28—

1st Hrlv Dist $50 2.5K 2:3G.35

2nd Hrly Alt 100 2240ft ..........

Daily Tot Dur .... ..... 17:21.45

October 30—

Passenger carrying $1,000 5.OK 5:12.15

(Carried 356% lbs)

Statue of Liberty ____ 32.SM 39:38.50

October 22-30—

Total Dur ____ ..... 1:34:39.S5

Total Dist ____ 2.5K ..........

Grand Alt 500 6931ft ..........

Total Winnings $2,300




October 22—

1st Hrly Dist 2nd Hrly Alt Daily Tot Dur

October 24— 1st Hrlv Dist 2nd Hrly Alt Daily Tot Dur

October 26— Cross Country

October 29— Gordon Bennett

October 22-30— Total Dur Total Dist Grand Alt Fastest Flight

October 31— Special Grand Alt

Total Winnings

$5 0 50

$?50 250




25. OK 519ft

70. OK 7105ft



..... 1:22:48.00

95. OK ..........

7105ft ..........

10.OK 7:31.20

S373ft ..........


October 26—

Special Dist October 2K—

1st Hrlv Alt

2nd Hrly Alt

Daily Tot Dur October 22-30—

Total Dur

Grand Alt



$100 250 500





3819ft ..........

3636ft ..........

..... 1:40:25.40

..... 1 :40:25.40

3S19ft ..........

Total Winnings



October 24—

1st Hrly Dist 1st Hrly Alt Daily Tot Dur

October 2G— Special Dist

October 27— Special Alt

October 22-30— Total Dur Total Dist Grand Alt

Total Winnings


$50 $250


October 25—


2nd Hrly Dist





Daily Tot Dur




October 26—


.Special Dist


1 5. OK



October 30—


Hrly Alt



11 :20.S0


Daily Tot Dur




Gr Sp Mpl Elim

No prize

25. OK



October 22-30—


Total Dur




Total Dist


10. OK



Grand Alt





Fastest Flight


10. OK

V :23*. 50


October 31—


A. C. A. Dist





Total Winnings



7.5K 5:30.S5 7

4SS2ft .......... 2

..... 5:30.S5 9

30.OK 22:40.SO 3

742ft .......... 1

..... 5:30.S5 17

7.5K .......... 12

4SS2ft .......... 5



October 24—

Gr Sp Bip Elim

October 25— 2nd Hrly Dist Dailv Tot Dur

October 30— Hrly dist Dailv Tot Dur Special Dist

October 22-30-Total Dur Total Dist Fastest Flight

October 31 — Speed Race

Total Winnings

No prize

23. OK





21: 13.35






45. OK









11 :13.30






7 5. OK




10. OK




2 5. OK

21 :04.20




October 24—

2nd Hrly Dist ....

Daily Tot Dur .... October 25—

Gross Country $5 00

October 29—

Gordon Bennett 1']) but for

October 30— Hrly Alt $50 Daily Tot Dur .... Special Dist 250 Grand Speed .Monoplane Elimination No prize Gross Country $500

October 22-30—

Total Dur ....

Total Dist ....

Grand Alt ....



5. OK 20. 0M

5.0K 614ft

!:3S.20 1:15. S0


I: 13.2S

1:19.49 1:19.49 :32.45

1:20.7 7 1:05.6 0

October 22—

1st Hrly Alt 2nd Hrlv Alt

October 2t— 1st Hrly Alt

October 30— Hrly Dist Dailv Tot Dur

October 22-30— Total Dur Total Dist Grand Alt Fastest Flight

Total Winnings


404ft 206ft


10.0 K

10. OK 412ft 10. OK


S:20.S1 8:20.SI


October 24—

1st Hrly Alt Dailv Tot Dur October 30— Special Dist October 22-30— Total 1 nii-Orand Alt

Total Winnings

1:36.S0 .:22.35 1:36.80



Total Winnings


October 2S—

1st Hrly Dist Daily Tot Dur

October 22-30— Total Dur Total Dist

Oetober 31 — Sp Dein Rac

Total Winnings

No prize $100

H24.50 !:21.50

!:24.50 1:05.20







October 24—


Gr Sp Bip. Elim

Xo prize





October '.».-)—


2nd Hrly Dist

$5 0

3 0. OK




Dailv Tot Dur





October 20—


Special Dist




02. SO


October 22-30—


Total Dur



1 5.10


Total Dist


3 0. ok



Fastest Flight


1 O.0K

' ' S



Oclober 31 —


\. C. A. Dist









Did not start


Total Winnings $50



5 :1 N.sr. 5:37.50

Did not round the balloon



October 2.")—

2nd Hrly Dist Daily Tot Dur

October 2(5— Cross Country

Oclober 29— Cordon Bennett

October 22-30— Total Dur Total Dist

>'olc.—In the above schedule K equals kilometers, .M equals miles. Time is expressed in hours, minutes, seconds, and hundredths of a second. Only distances actually covered by each contestant in each contest is given, not necessarily the distance to be covered under the rules.

In these figures "total distance" and "total duration" do not mean exactly what the words say. (inly time and distance in the "hourly" distance.





Oclober 30—

Hrly Alt Daily Tot Dur

Oclober 22-30— Total Dur Grand Alt



$100 !i32ft 3:35.10

.... ..... 3:35.10

Total Winnings



Oclober 31—

Spec Dem ltace Xo priz



October 29—

Gordon Bennett

100.OK 2:0ii:2ii.ii9


Octnber 24—

lit Sp Bip Elim Xo prize 5.0K 4:30.21

(Smashed up on 3rd round)


October 29—

Gordon Bennett Did not finish a lap

duration and altitude contests counted in the grand total. Time up in "special altitude" or "special distance" contests did not count for totalization.

The Mechanics' Prize was not awarded, as the aviators failed to furnish a list of their mechanics under the rules. Total winnings in the meet, $03,2411. ii'.i. The Wright Company was paid $25,000 for the license. The amount of "expenses" allowed contestants is not known.

Curtiss Monoplane at Belmont. Built for Bennett Race

Until the last moment before the itn none of the Curtiss aviators expected t Almost the last thing before the mee pense money was guaranteed and hustled to get their machines to lb" one of the machines had tanks larg

■ems, sent.

■et. it o bo i

t opened ox-

the aviators track. lint nough to

.go after hourly distance and duration prizes, nor could any make the speed of the lileriots. unless perhaps .MeCurdy's, which had special light Xaiad cloth both siib s of the planes and Hatter ribs

than standard. The wind. Ely. M.-Curdy and Willarel have more surface than tin a large machine feels the it is claimi-il. the- the-ory w machine at fast speed is machine- at slow spe-cd. : is oonce-rne-d; but larg both make the- machine lions in the wind.

teio. was against The- Curtiss ma Bleriots. At fast force of the- wind ivorking nut that a s e quivab-nt to a as far as wind t surface- and fast ■cry susceptible to

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Winning the


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Bleriot Motors Revolutionize Science of Aviation, Bishop Says

"The showing made by the Bleriot motors revolutionizes the science of aviation," Mr. Courtland Field Bishop said last night. "It has been proved that this type of engine is superior to anything of the kind in the world.

"I regret exceedingly the mishap which caused the wreck of the Wright racer, but even so I am very much in doubt whether this type of motor could have made the same showing- as the Bleriot motor, even had the accident not happened."

Gnome Motors Superior to All Others, Mr. Bishop Says

"1 repeat that to my mind the result establishes the superiority of the Gnome motor over all others. It is a question whether Mr. Curtiss would ever have won the trophy at Kheiins at all, but for the fact that Bleriot, at that time, used an Anzani motor.

" If the American team had come out early they might ha vc accomplished something. As it was, they had no chance against the Gnome motor."—Brooklyn Daily Eagle.

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Object to Gordon Bennett Course.

Previous to tlii.' running of the Gordon Bennett many objections were made by the foreign contestants to the course, which was claimed to be dangerous and not at all in accordance with requirements for safety demanded by the international federation. This course came very close to houses and other buildings and trees, and was over very uneven ground. I'pon the demand of the French competitors several minor dangers were removed, such as trees. 11. Gasnier. the delegate of the French club to the contest, has issued a letter stating tnat he complained of conditions to Cortlandt F. Bishop and found his objections coincided with those of the club president, who It is reported by M. Gasnier. had "kicked" without result to the aviation committee of the meet.

It is believed that since the meet the course has been surveyed by representatives of one of the French contestants. Whether any formal protest will be made remains to be seen.

Royal Aero Club Protests.

On November 15th the Itoyal Aero Club warned the Aero Club of America by cablegram that it was protesting the award made to lloisant in the Statue of Liberty contest to the international federation. This body will not meet for nearly a year now, and it is possible the prize may be held up

windy indeed and no, nights could be made. The meet was advertised to end Sunday night, the 30th- of October. To make good to the public for the bad Sunday, the meet was continued on Holiday, the 31st.

Previous to the 30th it was not clearly determined whether the first Sunday's program would be carried out officially on the 31st or not. Someone of the management brought up a clause of the F. A. 1. rules, which provided that official events must end on the date advertised as the finish of the meeting, or Sunday, the 30th. Therefore, in announcing to the aviators the schedule for the 31st it was stated in the bulletins that this day's contests were special ones for special prizes. The aviators had this bulletin Saturday night or Sunday morning.

When Graham-White found the Statue of Liberty race had been awarded to lloisant, he protested and desired to try for it again on Monday, the added day. He was advised that this was impossible, but that if he liked he could make the same flight, with all officials for timing and so forth, as a basis on which he might make an appeal to the F. A. I. if "he so liked. White did not accept this offer.

Drexel, who did not compete for this prize, took White's part and protested against the alleged unsportsmanlike conduct of the race by the management in letters to the newspapers.

< >n November 1 the Aero Club of America held a me. ting of its governors and considered the public



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American-Built Machines at Belmont

all that time. Graham-White forwarded a statement of his view of the contest to his own club, together with a copy of the rules. There was much friction between aviators and the aviation committee, but after the meet everything seemed to have been forgotten and buried. White himself said he had nothing to say as to his treatment, except on one point, and that was the constant changes in the rules covering the various contests.

The Aero riub of America disclaims any connection with the Belmont meet, except the Gordon Bennett race. All other events of every kind we're under the control of the tournament, which was financed and handled by the Aero Corporation, Limited, a stock company, with $500 capital stock. The directors named in the certificate of incorporation are Cortlandt F. Bishop. Charles Jerome Edwards. A. IL Forbes, Samuel H. Valentine and Alan R. Hawley. The stock in this company is supposed to be turned over to the membership corporation. Aero Club of America.

It is a question whether any aero body in this country has affiliation with the F. A. I. The Aero Corporation. Ltd., is the legal successor of the original stock company, the Aero Club of America, whicli signed the affiliation agreement. The Aero Corporation, having no membership, cannot rightfully be a representative and comply with the terms of the agreement. If the new Aero Club of America, membership corporation, lias not made a new agreement, it would seem that then is no accredited representative in this country.

The Cause for the Protest.

A schedule of events was announced for the second day of the meet, Sunday. Oetoln r 23. as well as for the remaining days. This day was very

protest of Drexel, who was one representative of the club in the Gordon Bennett but did not complete the course, and the matter of asking his resignation anel cancelling his pilot license was also taken up. During the meeting Drexel's resignation was received, handed in on his own account. This was laid on the table.

On the night of the 31st. while the Aero Club was holding its dinner to the aviators, Drexel had a little dinner of his own at another hotel, coming to the club dinner later in the evening with the other aviators and Graham-White, who was presented with the Gordon Bennett trophy for his own club. This opposition dinner created no little comment on the part of club members as to the discourtesy shown the meet managvnvnt and tin-club.

The point at issue- seems to be whethe r or not the meet officially closed on the 30th. If there is a clause in the international rules covering this point, as the management claims, then there seems to be no reason for complaint, unle-ss the aviators had not proper notice of this on Sunday, the 30th.

This statement was made by the board concerning 11 r. Drexel:

Charges are being prepared against .1. Armstrong Drexel in connection with his conduct prior to tin- starting in the Gordon Bennett international aviation cup race as a representative of the Aero Club of America, as we'i as ii is conduct in withdrawing from said race when having completed less than one-quarter of the distance: as well as the statements emanating from him and appearing in to-day's newspapers attacking the good faith and honor of the other members and offirers of the club.

Baltimore Results.


Latham .........................3:53:31 1-5

Drexel ..........................1:59:23 2-5

De Lesseps ......................1 :55:47 3-5

Hoxsey ..........................1:21:46 2-5

Elv ................................7:40 1-5

Willara ............................5:30

Hartley .............................3:31 3-5

Cross Country (about IK M.).

Drexel ............................23:34 4-5

De Lesseps .......................26:15

Latham ...........................2S:5S

liomb Dropping.

Latham ...........................15 points

Drexel ............................ 6 points

Passenger Carrying.

De Lesseps .■.......................16:4S 2-5


Hoxsey ............................5.330 ft.

Drexel ............................4,85 5 ft.

Latham ...........................2.373 ft.

De Lesseps .........................1,722 ft.

Baltimore Sun .$5,000 Prize.

Latham, only entrant, time 42:10 1-5, flight over the' city of Baltimore.

The prize money was divided in a manner said to have been agreeable to the aviators, though not in accordance with the announced plan, owing to the many interferences of the weather with the programme during the meet.

T.1E Baltimore Aviation Meet, under the auspices of the B. & O. R. R. at Halethorp. a few miles outside of Baltimore, opened Nov. 2nd, just after the close of the Belmont meet. This gave the promoters a large number of aviators to select from. The men taking part were: Latham, De Lesseps, Radley, Drexel, C. F. Willard, Eugene Ely and Arch Hoxsey.

About 7,000 saw the first flights. Willard was amusing the crowd by pivoting about a particular pylon when someone caught sight of what he thought was an enormous bird flying for the grounds. It proved to be Radley flying over from where he had assembled his machine a mile off from the grounds. Willard kept on, and was in the air some twenty minutes. Ely raced Willard in a speed test, and later Drexel, Ely and Willard went up for altitude. After the shower, Drexel and Radley flew across country. After a large part of the crowd had gone and it was almost dark, Count de Lesseps appeared in the air. He also had flown over from the Pennsylvania station.

The next day it rained and snowed, and that evening a gale blew down the tents where eight or more machines were stored, letting the wet canvass and snow fall on top' of the machines. Latham and Hoxsey were not able to get their machines to Baltimore in time ,for. the opening day, so missed the disaster. The machines of Ely, Willard and Radley were damaged so much that they had to he entirely rebuilt.

On account ol the storm, the meet was postponed until the week beginning November 6, and lasting up to the 12th. On the 6th Latham made his tirst flight in Baltimore. This lasted twenty minutes, and he had to fight a strong wind all the time. He-made two other flights, in one going to 1,000 ft. Again, as most of the crowd had gone, Drexel made an altitude flight, the wind having subsided to almost a dead calm. He was up nearly out of sight, and the motor could not be heard any more. His descent was practically one long glide until within two hundred feet from the ground, when he made a long circle and landed near the grand stand from where he had ascended ten minutes before.

Hoxsey had assembled his four-cylinder "Baby" Wright at the Pennsylvania station during the morning of the 7th, and flew across to the field with the bneze behind him. lie circled the grounds and was intending to land, but the wind

had increased its speed so much, he was unable to land at the moment, and was forced to climb again to clear trees and make a second circle. Noticing a clear space, he endeavored to try a landing, without knowing the nature of the ground, which was being thawed out by the sun, and disregarding the speed of his machine, striking the ground so hard and at such speed, his wheels sticking in the mud, they folded back underneath, allowing the machine to go face down and roll over. Apparently Hoxsey had been thrown forward and clear of the machine when the wheels first struck.

Latham Flies Over Baltimore.

Contrary to general expectations, as the wind was strong, Latham went up and flew over Baltimore, after making two circuits of the course. The flight lasted 42 minutes, until he landed at the field. This won a $5,000 prize offered by a local newspaper. In the afternoon, Drexel, Count de Lesseps and Latham entertained the people with numerous flights.

The feature of the next day was the wind fighting of Hoxsey and Latham. The breeze threatened to blow over the sheds, as it did the tents the previous week. With the motor shut off, Hoxsey again broke his running gear in landing. When the wind had dropped somewhat, Drexel and De Lesseps came up and flew.

Hoxsey in Dangerous Glide.

On the 9th, in making a great altitude flight in the "Baby" Wright altitude machine, which he had not flown before until the Baltimore meet, Hoxsey met with an unfortunate landing. After reaching 5.330 ft., he noticed his engine missing fire, and started downward. Those who were watching closely noticed that he made a straight point downward for about 2,000 ft. and then began climbing again for another moment only. His engine had then stopped dead, and down he came at terrific speed, and at a very steep angle. AH thought that he had lost control and would be dashed to pieces at the end of the 3,000 ft. drop. The small supporting surface on this machine makes it impossible for one to do more than to glide at a steep angle or travel on a parallel line at a fast rate. Hoxsey aimed for a farm about 1 Vi miles from the field, where he landed in a potato patch safely. He was running so fast that he was unable to stop until he had crossed a road and rolled into a wheat field with a plunge which eventually upset the machine on top of him, damaging it slightly. Fortunately Hoxsey received no injuries.

He came down so swiftly that few of the people present who saw him could follow his progress for any distance, and as a forest intervened between the farm and the aviation field, no one knew whether he was hurt or not until fully forty minutes later, when an auto brought him back to the grounds. Other flights were made that day by Latham. Drexel, De Lesseps, Ely, Willard and Radley. This was the best day thus far, four machines being in the air at once.

The 10th saw another storm, which cleared sufficiently for Latham, Drexel, De Lesseps and Radley to bring out their machines. De Lesseps carried several army and navy officers from Washington. Bomb throwing was the feature of the day, and caused much cheering and amusement until half past three, when Hoxsey was seen far off in the distance flying towards the field with one of the big machines which had been lost in transit. The Wright aviators seemed to be able to do with the big machines any form of flying common to the birds. The public also witnessed much the same flying by Willard in his famous "Banshee" (large-sized Curtiss), which was wrecked during the storm at Baltimore. This was lloxsey's day, with his various spiral curves, sharp downward glides and hurdle jumping. Latham and Drexel did most of the bomb throwing, which interested the array and navy men exceedingly. At 4:30 on this day all the machines were rushed off the field in a great hurry as another storm came up. Two records were made. Latham bet McArdle, who is Drexel's partner, that he could go up in his machine and hit a target on the ground with a revolver. He made eight shots, and two hit the target, one in the inner circle. That meant some good work, for the wind was quite high. Count Do Lesseps took an army officer in his monoplane,

{Continued on page 2Li)


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By Prof. H. La V. Twining.


C. F. h/s/sh //> F/i&rf <sf lot, /Inse/es

THE Novice meet of the Aero Club of California was held as scheduled, on the 22d and 23d of October at the Los Angeles aerodrome.

All machines without motors were wheeled out and lined up along the paddock. Saturday afternoon at 3 o'clock the program was opened by a towing flight by Jack Cannon. Considerable difficulty was experienced, owing to the lack of power on the part of the towing automobile. After several attempts, it was exchanged for a more powerful automobile, a Stoddard Dayton. 72 h. p., driven by Mortimer, a member of the club. Owing to rains some days previous the ground was slippery and complete circles were not made, but short flights were obtained. Inside the motordrome the other machines developed engine troubles and did not attempt to fly.

C. F. Walsh. J. J. Slavin and B. F. Roehrig had housed their machines in a tent outside of the circular track. At 4 o'clock Mr. Walsh wheeled out his machine and made a short night of one minute. .

After alighting he arose again and flew with the wind back to the starting point, making the same distance in half the time. His third flight lasted four and one-quarter minutes, during which time he made three circuits of the course, this being the first time that he had made a circular flight.

On the next day, Sunday, .lack Cannon made a good towing flight inside of the aerodrome, circling the course three times, remaining in the air three minutes. Outside of the aerodrome Mr. "Walsh made two attempts for a quick start, leaving the ground in 150 ft. the first time, and 12S ft. the second time.

He made two other flights, remaining in the air l'» minutes the first time, and 7 minutes the second time, encircling the course four times.

B. F. Roehrig failed to qualify as he did not get his machine ready in time.

J. J. Slavin brought his machine out of the tent. It was a new one and he had Just finished it. Everything was apparently in trim. He started

his engine and when the signal to let go was given, he rushed over the ground at a high speed and jumped into the air with ease. His machine went up rapidly but did not lose headway. It listed to one side, and, after reaching a height of some 35 ft., as estimated by the onlookers, it turned toward the listing side and came to the ground on a slightly uneven keel, breaking the running gear. The listing was caused by a defective arrangement of the lever controlling the tilting of the planes. Both Roehrig and Slavin have Elbridge engines.

Four cups were put up as prizes: The "Examiner" cup, for distance; the San Diego cup. for height: the Leonard-Smith cup. for flight in a circle, and the Whitley cup, for duration.

Forty per cent, of sixty per cent, of the gross gate receipts were to be distributed as cash prizes. When Slavin shot into the air many thought he had won the height prize, but the contest committee awarded it to Walsh on his flight of the day previous.

C. F. Walsh was awarded all of the cups, as he was the only one to make sustained flights. One hundred and sixty-one dollars were distributed in cash prizes. Mr. Walsh winning all of the first events and Mr. Slavin coming in for second events. Inside of the aerodrome Jack Cannon was awarded the prizes for towing flight including height, distance and duration.

Some 1,200 people were in attendance on the two days.

Although the novice meet was a small affair yet it was eminently .successful both financially and otherwise. In a year the club members have made great progress, all of the flying being done by local members of the club.

On the following Sunday. Mr. Walsh made two neat flights in a 25 mile wind, making his turns skillfully and landing without accident. The Greer monoplane was brought out and towed by an automobile. It rose easily 20 ft. high when the towing rope broke loose. Mr. George Duesler was in the monoplane. The strong wind caused

{Continued on )><i(ie 23-')

Photo by Courtesy of Major Geo. O. Squier

Start of White on his return to Benning after his remarkable trip from there to pay a visit to the offices of the War and Navy Dept., Oct. 14, 1910. Landing was from the southward, and from a high altitude, on the street shown in the picture and directly between the entrance to the Navy Dept. and the Executive Offices.

Big Meet for Los Angeles.

Los Angeles is to have a meet on January !i-l!>. now that Pasadena has given up her plans and offered the transfer of the sanction for the date Pasadena had named. At least $75.0011 in prizes will be offered. It it made clear that this is to be a "gentlemen's meet," not a commercial proposition, with the representative men of the city back of it. Thus far. Radley, Huxscy. Brookins, Mars, Willard, Post and McOurdy are' to be counted cm.

The San Francisco meet, with $103,000 all raised, is off—due to too many "promoters" and booking agents, it is claimed.

Moisant Starts Aerial Circus.

A. J. lloisant, brother of John B., the aviator, has started an aerial "circus." with Peter Young. Hamilton's manager, as ring-master. The "troupe" of llyers includes John B. Moisant, Charles K. Hamilton, who bought Aubrun's Bleriot; J. .1. Fris-bie, Rene Simon. Kelle Barrier, C. Audemars and Roland Garros, the latter two Hying Demoiselles. When "date's" are not obtainable they will land in a town and run their own" show.

Gabriel Bond, who bad contracts with Simon. Audemars and Barrier, is expected tei bring suit in Franco. The three aviators are saiel to have' "jumped" their contracts in joining the Moisant outfit. Bond, who is also manager for Boon Jin-rane. will lie back in February and open a school, probably on the Hempstead Plains.

Latham, I irexi 1 and De Bcssops sailed for Europe on Xov. Hitli.

Charles F. Willard and Tod Shriver left middle' of November for California. Willard to Bos Angeles and Shriver to San Francisco

Death of Johnstone.

While Hying at Denver. Colo., together with I Brookins and Hoxsey, Ralph Johnstone, the holderl of the world's altitude- record, and a famous trickl bicyclist, met his death during a se-nsational exliifl bition of flight on November 17. Telegraph report! state- that one wing, which had been repaired onl tlie grounds, crumpled up. and the machine fell from a height of 5oo ft., instantly crushing out the1! life of one of America's vi'ry be'st aviators. Mourn-I ing his loss is a wife and little boy and all those] who knew him during his fearless life.

The three Wright aviators were filling the dates] Xov. 17-22. Hoxsey was in the- air at the same' time and quickly brought his machine to tlie'J ground.

Over the' infield after returning from a litthl cross-country flight, Johnstone' pointed the nnstl of his machine downward for the' spiral glide whiclB has made the Wright llyers famous. While' tin cheers were still rising for his daring, the biplaii'B seemed to check in its smooth course and llutteil aimlessly for a moment. Johnstone was seen tei bel working his levers and trying to recover himself.! Then the machine seemed to turn completely over.

More than 1.200 llights have been tiiaeb' this year by the Wright machines in this country and tin only other injuries to aviators were to lirookinsl when lie' landed against the grand stand at Asbury . I'ark and in his fall at Belmont.

William T. Thomas has been making good llights with his Curtiss-type biplane at the Rochester aviation lield. with Walter Johnson as aviator. This machiii" is open for engagements. Aeldresl William T. Thomas, at Hammondsport. N. Y.



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Decenbcr, 1910

ST. LOUIS. Oct. S-ll>.—Aviation meeting of St. Louis Aero Club. The totalization for each aviator is as follows:

Hoxsey (Wright) 9 hrs. 31 min., 29 nights

Welch (Wright) 5 hrs. 27 U min.. 15 flights

Brookins (Wright) 5 hrs. 22 l/2 min.. 2S flights

Turpin (Wright) 3 hrs 1 5'-2 min., 1 2 flights

Johnstone (Wright) 2 hrs. 50 min., 12 nights

Ogilvie (Wright) 1 hr. 4(5 min., S flights

Leblanc (Bleriot) 1 hr. 32 min., H flights

Fastest speed was made by Leblanc, 67.9 m. p. h.,-

or a mjle in 53 sec.

CLEVELAND. OHIO. Oct. 12-16.—No nights were made the first day on account of weather conditions. Curtiss flew the 13th. which was quite a windy day, up and down the beach. Mars and Willard also flew on this day.

On the 14th Mars flew about 2.000 ft. high and 10 miles down the lake, out of sight. That was for a special prize offered by one of the local newspapers, the conditions being that he was to pass the breakwater down the lake; amount offered $500. Ely and MeCurdy also made several flights.

On the 15th. the general flying was continued by Curtiss, MeCurdy. Mars. Willard. and Post, who made two short flights. That was the last day of the official meet.

On Sunday, the City of Cleveland invited the men to stay and fly. giving a free exhibition. All fences were taken down and about three-quarters of the population attended. The banks along the lake front, about 150 ft. high, covered with grass, were made into a grandstand for probably one-quarter of a mile long, which was crowded with people anxious to see the Mights. MeCurdy flew out over the lake. Ely flew up over the city to an altitude of about 2.000 ft., so he could be seen from all parts of the city. He flew over the public square and the principal streets in the centre of the city. That flight was made complimentary to the Mayor. .Mars made flights out over the lake. Post also made short nights. After the flights, the Mayor and city officials gave an informal reception to the aviators and congratulated them on their work.

WASHINGTON. D. C, Oct. 14.—Grahame-White tl( w from Bennings racetrack over the city, alighting in the street, at the Executive Offices. Start was made from the street and returned to Bennings. This was during a three-day exhibition at the racetrack by Harmon and White.

STREATOR. ILL., Oct. 15.—Willard flew one day.

SPRINGFIELD. MASS.. Oct. IS. — Louis G. Erick-son made three good flights.

FORT WAYNE, Oct. 22-23.—J. C. Mars and Miss Blanche Scott in Curtiss biplanes, two-day exhibition; successful flights.

MACON. OA.. Oct. 2S-Nov. 1.—Frank Coffvn and P. O. Parmalee (Wright) filled this date.

NORFOLK. YA.. November 4.—Through the enterprise of a local daily paper, the Curtiss aviators gave the people of Norfolk and vicinity their first opportunity to see an aeroplane in flight on November 1 and 2. Lee Parade Ground, within the Jamestown Exposition grounds, was used as an aviation field, although rather small for the purpose. The meet was of the "common or garden variety." there being some very good flights, but nothing particularly spectacular. Mars was the star of the occasion, and did some very creditable flying in the famous "Hudson Flyer": whip' MeCurdy, tinkering around a balky 4-cylinder machine, kept the crowd in constant expectation of a race that never came off. An announced flight over Hampton Roads and the city was spoiled on the third and last day of the meet by stormy weather. While no records nor boms were broken, the people, with the exception of a few journalistic soreheads, seem to have been well pleased with the meet. The attendance was fairly good, about lii.OOii people passing through the gates during the two days, not mentioning about 1 0.000 small boys who crawled under and climbed over or just "dropped In."

SHREVEPORT. LA., Nov. 4.—Stanley Vaughn (Curtiss) wrecked his maenine in landing after an exhibition flight.

CHARLOTTE. N. C. Nov. 10-12.—,1. A. D. MeCurdy (Curtiss) was handicapped bv bad weather and stayed over an extra day (the 12thi. and made a series of successful flights.

PHILADELPHIA. PA.. Nov. 17-2 1. Clifford B. Harmon. .1. A. Drexel and c. Grahame-Whiti promisi d to fly between these dates. White mailt a number of flights at Point Bret ze, crossing the Delaware River into New Jersey and over the navy yard, in his Farman. Drexel and Harmon flew also. White took up a number of passengers.

.MOBILE, ALA., Nov. 21-24.-—MeCurdy and Post Hew. This is Post's first flying since the balloon race. He got off the ground higher and made longer flights than he has ever made.

DENVER. COLO.. Nov. 22.—Walter Brookins. Arch Hoxsey and Ralph Johnstone, the famous Wright aviators, and .1. C. Mais were scheduled here beginning the loth and ending to-day. The first day witnessed the terrible death of Johnstone during one of his sensational spirals. Hoxsey refused to be unnerved by the fatal accident to his brother aviator and continued flights the next day Only otie small accident marred the first day's flying-, that being when Johnstone alighted the second time. He did not light quite straight to tlu course, and just as he nearly came to a standstill, his left wing caught in the fence, facing him around toward it.

The second day (17th) is the i>ne on which Johnstone met his fate. He was in a particularly good humor, and said before he started that hi would show them some stunts this time. He got off the ground very easily and rose to a pretty high altitude. He then started on a steep spiral dt scent. He made the first turn all right, but o the second something seemed to break. He lurched sidewise, and the machine plunged towards tin ground. Even in the face of death Johnstom seemed to keep his head, as he was seen to crawl out on the opposite plane, and try to balance ii The machine crashed to the ground, pinning Johnstone underneath, where he was crushed to death. Hoxsey, who was in the air at the same time, fieu over the wreck, but did not light. On the 20th .Mars smashed Lis right wing on his third attempt at flight. ROBERT A. DONALDSON.

The Curtiss machine, owned by James E. Plow, of Chicago, with Harriman 30 motor, has had a busy summer Hying through the middle and far West, with J. J. Ward as aviator.

H. H. odell, 13195 Euclid avenue, Cleveland, O.. has purchased a Demoiselle," with Clement-Bayard motor, and is looking for engagements. While tlnse machines have not done any long flights, they are spectacular in the air.

Aero Calendar of the United States.

Nov. 10-17—Raleigh, N. <\, MeCurdy and Ely.

Nov. 23—Richmond. Ya., Moisant. Hamilton et al.

Dec. 31-Jan. 7—New York Aero Show. Grand Central Palace.

Jan. 12 20—Los Angeles, Calif., big meet.

Feb. 2H-25 Boston. Mass.. second annual aero show.

.March 0-1.1—Chicago. Ills., a.-n. show.

New World Altitude Kt


PHILADELPHIA. Nov. 23.—A. J. Drexel (Bleriot) made a new world's altitude record at the Point Breeze track, of 9.0,0 ft., eclipsing Johnstone's height by 250 ft. He used the same barograph Johnstone had when he made his record. The officials neglected to replenish tin ink and the record was not clear above 0.970 ft.

Death ol O. < hanuL

Nov. 23. octave Chanute. tin tion." died at his home. 113s Chicago. 111., to-day. aged T.s y

"father oi avia-Dearborn Avenue, ars. after a long

illness, which he contractid while he was abroad. This is a mournful note- to make as this issue is going to press.


CASTOR OIL of high grade is used for lubricating Gnome engines.

AleCurdy's Curtiss has special Naiad cloth on both sides now. This is said to increase the speed of the machine some five or six miles an hour. Cables operating the ailerons on Curtiss machines are arranged differently than formerly, so that in case the cable to one aileron is broken the other aileron can still be operated in both directions. The ailerons are now hinged to the rear beam, top and bottom, and extend a little to the rear of the rear edge of the main surfaces. A light strut connects the upper and lower aileron on each side.

One of the new small Wright machines which Johnstone used in making his new world altitude record, with the 4-cy Under 30.6 h. p. engine (27 ft. 7 in. x 3 ft. i? in.) climbed 1,230 ft. in 2 mLnutes and 4S seconds, a rate of 4ft6 ft. a minute. This breaks all records for quick climbing. Or-ville Wright himself did this. Good climbing is 300 ft. a minute. Mr. Wright made in this same flight 750 ft. in 1:28, and actually 757 ft. in 1 minute flat. This machine is called by the Wrights the "light roadster."

The Belmont meet has brought out a number of good suggestions for future contests. In speed contests, while they bring out good Hying, it is such an intricate problem for the public to keep track of the positions of the various machines that the real point of a race is lost to the spectator. Why not start a number of machines from the starting line, which must be long, at a certain moment (standing start), then race out to a balloon, say five miles or so away, and back. The first to cross the line to be the winner. The spectator would know at once how each machine stood as they neared the line. Wilbur Wright suggests a contest for rising in a given time, to prove the efficiency of a machine in this direction.

A recent editorial in American "Aero" cried down altitude contests as being particularly dangerous and showing nothing. This snap judgment appears too hasty. Altitude flights show strength in the machine, efficiency and perfection in control. Increasing power along with weight gains nothing but if the machine is so designed as to reach high altitudes without the increase in power, does it not show something? To each high altitudes one must have good, reliable power and an efficient machine.

The new engine in the Curtiss monoplane, S cylinders. 4 y2 x 1 in. (G4.S h. p., A. L. A. M. rating), pulled 3S0 lbs., holding at 360 lbs., a new-Paragon propeller at 1,150 r. p. m.

Charles K. Hamilton has bought the Lovelace-Thompson monoplane which Leo Stevens was to have and is installing a Hall-Scott S-oylinder engine, catalogued at SO h. p.

The Emerson Engine Co. sold 15 of their 100-125 h. p. engines at their booth at Belmont.

In praising the winning of the Gordon Bennett by White, and the Statue of Liberty prize by Moisant, the newspapers forgot to call attention to the fact that the machines used were not English and American respectively, but French, t nfortunately this detracts considerably from the honor. Why not compete in international events with machines the product of the country, of which the aviator is a citizen. These events are really victories for the Bleriot machine and thi Gnome engine rather than for the aviator himself.

The cylinders of the Gnome engine are practically I1, in. They figure out 50.5 h. p., A. L. A. AI. rating:.

The 8-cylinrtcr Wright machine which Brookins bad the ill luck to smash in the Gordon Bennett when four of the cylinders refused to (ire, it is said, made US miles an hour in the one and only trial at Dayton, and not using all of the power.

Eighty miles an hour is its probable capacity. It must go around 60 to get off the ground.

Alfred Leblanc is probably the very best aviator flying the Bleriot machine. Not all of the aviator's skill is in simply flying, but in starting and landing. Many of the smashes on the Belmont field were in landing.

Hamilton has a mirror mounted on his machine, set on a universal joint, so that he can see machines coming from behind.

Aeroplane tires with leather tread were seen on the Curtiss monoplane, made by the Diamond Rubber Co. These are for practice. For racing, very small Hartford "Aviator" tires on 12 in. wheels are to be used.

That aeroplane racing should he put in classes according to horsepower is a good scheme. What is the use of flying a 50-Bleriot against a 100-Bleriot. Not allowing for accidents the race is already run. Wilbur Wright urges that 40 to 50 horsepower ought to be the limit for racing, that 60 horsepower and over is dangerously high. Let improvement come in stability and control. The 30-horsepower Wright flies 60 miles an hour, alongside of the Bleriot 50-horsepower. In 1903 the Wrights lifted 750 lbs. with 12 horsepower, in their first machine. The present Wright does not do quite so well, as more power has been added to gain speed, and to have surplus power even with the engine missing. The small Wrights carry more weight, are stronger, faster and have more control than the 50-horsepower Bleriots. There is room for improvement in stability and control of all machines.

Hubert Latham seems to be the only one who has flown the Antoinette with any great success. One seldom hears of flights in this machine comparable to those of Latham. Everyone pronounced this machine the most beautiful of those seen at Belmont. Its flights were stately, but Latham could be seen working hard with his control wheels. The Antoinette machine uses pressure feed for the oil and gasoline.

Harry Harkness is installing an Emerson engine in his Antoinette, which was not seen in flight during the whole of the meeting.

Clothes at the Belmont Meet.—Hoxsey uses a black leather coat with fur lined combination leggins and boots which reach to the hips. Count de Lesseps adopted a single piece suit of coarse blue fabric, similar to overalls, with a cap that fitted close over the head, ears and neck. Graham-White wore knickerbockers with his peak cap worn hind side before, always. Brookins had a neat greenish cloth two-piece suit with the high-cut trousers very full in the stern and tight at the bottoms where they buttoned closely around the tops of the shoes. A pretty bather belt held the jacket close to the body. He had to have help to get his trousers buttoned up. Hamilton and some of the Curtiss men wore yellow leather jackets. Clifford B. Harmon looked very well in a full two-piece yellow leather suit with leather leggins and a huge pair of goggles.

The two Demoiselles, flown by Audemars and Garros, were the clowns of the meet. No meet is complete without them for they were more fun than all the rest of the flights put together. These two big bugs buzzed around the field once or twice every day, half the time on the ground and half off, but they constituted a whole show in themselves.

On more than ordinary w'.-.dy days, and every day the wind blew fairly n. ,jh, the flying opened on schedule time with one or two Wright machines; then later in the afternoon some of the Bleriots would be out. On one day it looked as though there would be no flying at all but Johnstone and Hoxsey went up just the same and later Latham brought out his Antoinette and a couple of Bleriots braved the gale, Johnstone and Hoxsey kept going high and higher until they got in a wind, which must have been blowing 70 miles an hour.


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Elbridge "Featherweights"


(Los Angeles "Examiner," Oct. 23, 1910.)



Splendid Flight Motordrome


"Charles V. Walsh, of San Diego, was the hero of the first day of the aviation meet of the Aero Club of California at the Motordrome yesterday. Me made a splendid flight outside the big enclosure, off toward Playa del Hey, eireled around over the marsh back toward the motordrome and then eireled over the same course again before alighting near the point where he took flight.* *****

"The young San Diegan displayed a high degree of skill in the control of his machine, llis turns were gracefully made and ns his ;iireraft was outlined against the sky and the hum of his motor floated to the spectators lining the top of the motordrome grandstand, memories of the good old days of the big meet came back and the enthusiasm stirred by Paulhan and Curtiss awoke again.

"The crowd cheered wildly in admiration of the Californian, an amateur, flying in a California built aeroplane, who had thus put himself in the real bird-man class.

"To-day, Walsh has the call on all the trophies offered for the big meet."'

^TT It is reported that the only machine to leave the ground in the high altitude of Denver used

an Elbridge Engine.

The first Novice flights on the Pacific Coast were made with Elbridge Engines.

The first novice flights, or any other kind, in New England, made with Elbridge Engines.

Longest novice flight on record made with an Elbridge Engine.

More flights made with Elbridge Engines in America during 1910 than with all other makes combined.

Elbridge Engines have flown more different types of aeroplane than any other American engine.

And many of the men who have done the best work are untaught amateurs flying hovie-made machines.

if if if

The purct.ase of an Elbridge "Featherweight" is an investment and not a wild speculati n.

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Correct List'of Fatalities with'Power Machines.

Wilbur Wright, G. H. Curtiss and others had to pay in order to get into the field at one time and to get passes to the sheds was like pulling teeth out of a chicken, for those who really had legitimate excuses for admittance thereto, while every day of the meet several hundred who had no particularly good reason tor decorating that part of the field, seemed to have no trouble.

The "privileges" must have netted the management a considerable sum. The peanut man, cigar counter, pennant maker, rubber balloon vendor, chewing gum manufacturer, smoked glass magnate, lavatory trust, check room artist and others all paid flat sums of no very small amount. The bar privilege was worth between $5,000 and $10,000. and the man who rented 10-cent camp stools at 50 and 75 cents did a good busint ss. The various exhibitors under the grandstand, of automobiles, propellers, engines, magnetos, etc.. paid good money for a little space. The advertising in the program figured up around $7,000, of which the management got over half and more than 70,000 of j j , 1 oTrhad d e u s K o b 1 J u n e 1 s sXtt i, these were sold at 25 cents each. The passes' e.»_JL__"

and badges admitting lucky peopl

Dec cumber, igio

Ft. ilyer


(1). Lieut. F. E. Kelfridge, Sept. 1' (Wright).

( 2 ).S Lefebyju^Kept. 7.snvLiWrrghf I.

(4). <'aptT^TTrerlier. Sept. 22, Boulogne-sur-.Mer (Voisin).

' (5). Fernandez, Dec. (i. .Vice (Fernandez).


(ti). Leon Delagrange. Jan. t. Bordi aux (*Bleriot). (7). Hubert Le Blon, Apr. 2. St. Sebastieli (ւleriot).

is). Hauvette Michelin. Hay 13, Lvons (ցntoinette").

( Aviatii

i 'TTk-i German FarmanJ.

could be rented sub rosa at $5 per from enter 1 ^"Vln^'Ju^' " (*-Antoin^te>'

prising holders. Then there was the man with the opera glasses for rental and the "aviation

plumes." The lunch counter did an enormous £<14). Nicolas^Kinet, Aug. 3 Brussels (Farman)

business, with waiting men and women five deep. »>(15>. Ijt. Pasqua Vivaldi. Aug "0 Home (Farman i ot but little polishing as ( H!). Clement Van '^laasdvck " An- "7

ly H). Ghent (Farman). R (13'- Ho(1V1.1!f;htf Ro,ls' Ju]y 1-> Bournemouth

The grandstand seats nearly everyone congregated walk in front.

on the lawn and


(Sommer). ' "~ — Flڞ

(17). Edmond Poillot, Sept. 25, Chartres (Savary,.

Se-pt. 27, Domodossola

2». Mulhausen

(IN). George Chavc

l *Bleriot).

119). Ernst Ploohjaann, Sept.

(A via tik>r-*T2jvwi^}

(20). Heinrich Haas. Oct. 1. Metz (Wright).

'""".n i21). Capt. Macie-vich, St. Petersburg. Oct. 7 (Far-man of the executive committee of the "National U man).

Council of the Aero Club of America, is to be] Papt jla,liot. Oct. 23, Douai (Breguet). ,, ,

shelved so the rumor goes, by both these con- (,3) Tjt. Mente. Oct. 25, Magdebourg (Wright).) (/.!<.,;■, ,, rations Mr Harmon is not supposed to be- (24) Fa Blanc-hard. Oct. 2«. Issy (*Bleriot). fx v^A,

aware of this at all. Mr. Harmon has certainly H^j/Lt. y. Saglietti. Oct. 27, Rome (.Wteria >----_

2lT). Ralph Johnstone, Xov. 17, Denver (Wright). Chefs. K. Hamilton and Dr. H. W. Walden. who, are very much alive just now. are reported in th* obituary column of an English journal. <Ofrrwm<

Clifford B. Harmon, of Philadelphia, Pasadena and New York, mostly the latter, representing r the Aero Club of America in his position as chair-

been very active in the game. He owns one balloon, one aeroplane, one "frt ak" and two Gnome engines. He has given much time to actually piloting his balloon and his aeroplane, which is against all rules of t tiquette of the indoor aero club. — .

Mile. Jlarvingt (Antoinette) lias been granted a pilot license. She is the third woman to hold this, the other two being Mine, de la Roche (Voisin) and lime. Niel (Koechlin).

As early as 1901) Japan possessed an airship of a rather peculiar type, which, however, did not seem very suitable. Now a vessel on more up-to-date lines has been launched, which gives promise of better results. It is of the non-rigid type, and rather stumpy.


■Օ֩ll 1Soi°J- v!U''TSt. U\ nnt'' in connection with th," toll call the tact that S4 people were killed last .sear in climbing the Alps, and this vear the list

, ,'Aa fi «? n1" m°re- Tt is not likel-v- h is Pointed out. that there are many more Alpinists than then are volators. Every death in aviation is a disaster in the greatest degree, yet the public should not be too hasty in condemning the new sport

Roger Sommer has flown with two motors.

"Automobile Topics' aeronautic editor doesn't seem to know the difference between one aeroplane and another. He has a Curtiss machine, at Baltimore, labeled "Wright 'Baby'."

Southern Jlotoring—thanks very much!

Far be it from me to—anyway, even if C. William Wurster is a vegetarian, that doesn't step the other members of the Cumberland nut club from eating meat.

Both Wright and Curtiss aerop'anes are now being offered for sale to the general public for pleasure purposes. Docs anyone- know anyone else, in tlie various alleged "aero clubs" of 'the coun'trv. who is going to be a nal outdoor airman?


(Continued from page .His)

and the latter shot at a target with a rifle, and was unable to hit it out of something like a hall

lozell Shots.

On the 11th. Hoxsey made- a magnificent flight in a wind estimated at 30 miles an hour, but he could be seen working hard. The aeroplane acted like a rowboat in a rough sea—it was absolutely impossible for Hoxsey to hold it steady for more than a moment, anel then great warping was necessary. Latham followed Hoxsey in the wind, and at one lime it ajx-ared as though he had lost control. He would drop 100 ft. like- a Hash, and then would b<- unable to regain the altitude without making a long incline. After two circles of tin field, which teiok about seven minutes, he descended. The smaller and faster machines were help-b ss in such a wind as this, anel iliel not attempt a flight.

The last elay. November 12. Hoxsey was the only one who braved the icy gale. He was determined that no kind of wiather would preve-nt him from Hying at least once every day of the week Late in the afternoon, when the great, r part ol the crowd had gone, Hoxseys machine was wheeled out of the shed by a corps of helpers ti prevent it being blown upside- down before a start was made. The- cheering which Hoxsey got after his flight clearly showed the- appreciation of the public. That was the final flight ol the- meet.


Bennett Cup Stays in America

Hawley and Post Win Lahm Cup



&;5^C00C00CACi1E/© (v/^miT

.y Quebec Mi


O^&S^i^ Kington/


o CinciTiTLati



THOUGH no official figures arc yet available, it is practically certain that the winner of the fifth Gordon B'-nnett international balloon race, which starti d from St. Louis. Mo., October 17, has not broken the world distance i-i cord for spherical balloons. 1103 miles, made by ՠ'ount de la Vaulx and Saint Victor, October 9-11, 1000, starting from Vincennes, France, and landing at Korostychew, Russia, though until this time it has been held that the la Vaulx record was broken by Messrs. Hawley and 1'ost in their great trip. The distance from St. Louis to the point of landing of the America II. is 1,171.1? miles, as measured by Mr. Williams Welch, chief draughtsman

in the nfflc.....f the Chief Signal Officer, Washington.

After being lost to the world for a \vo< k the welcome news was received that Alan R. Hawley and Augustus 1'ost were alive and well, alter suffering many hardships in getting out of the wilds of a sparsely settled district.

Five Days in I lie Wilderness.

After a rough landing at 3:45 day, the loth, the third day

1'. M. on Wedncs-at'ter leaving St.

Louis. Hawley and Post began their strenuous hunt for civilization. The night was spent in the basket of tlie balloon under a tarpaulin. In the morning a reconnoiter was made from a hilltop afUr a breakfast of soup and crackers. Soon the balloon was abandoned and the long hike begun with but a small equipment of edibles. After a wearisome and slow day, following a stream, another camp was made. Here some instruments w( re discarded and another day's jaunt begun. This was Friday morning. All day they followed the stream, which joined a river, covering but five miles the whole day. Another camp. By Saturday noon Hawley-s knee gave out, having stepped into a hole a couple of days before, and a rest was taken until Sunday morning. By noon they found a woodsman's tent, with the proprietor absent. It was decided to stay here until he returned.

Another night, a really enjoyable one, considering the comforts of a fire and shelter, was spent here. Monday morning as Hawley stepped from the tent and in reply to his call, uttered in the hope that someone would hear, two trappers answered from a canoe. By 11 o'clock the four started down the river in the canoe and made camp after


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The mechanic-! of aeroplane construction are laken up at length. Descriptions are illustrated with line drawings and photographs, and are a regular fen I lire.

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People having tilings for sale, Mich as second hand motors, aeroplanes, as well ns lliose wishing to buy a bargain: men wanting positions, employers seeking men and n dozen other wants tire included in llic Classified Want Section each week.

AERO is endorsed by leading aviators and aeronauts, clubs, socio lies and manufacturers in this country and abroad, and those who ate now reading il wonder how llicy ever got along withoul it. Vou cannot afford to miss it another week. The next issue may contain just the information yon want now.

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Standing of the Competitors. ,

Following is a schedule of the finisli/ of the race, with approximate mileage giver/for all but the first: /

1. AMERICA/II., Allan R. Hawle/ and Augustus Post./landing northgas-e-rrf^n.ke St. John, Que., -*(/hrs., 5+^=S^.,CLJJJ^ljj) miles; but 22 miles behind the worldthstance record.

2. DUSSELDORF II., Ing. Hans Gericke and Samuel F. Perkins, landing 17 miles northeast Lake Kiskisink, Que., 42 hrs. 20 min., miles. 1»tq.i

3. GERMANIA, Capt. Hugo von Abercron and August Blanckert, landing 4 miles from Coocoocache Sta., Que., 3Q hrs.*l mins., Wt-Tir miles. h 7 (dGV.tf

1. HELVETIA, Col. Theodore Schaeck and Paul Armbruster, landing 6 miles from Lor-rainville, Que.,3"U hrs. 7St mins., S2G miles.

5. HARBURG III.rT.ieut. L. Vogt and Wm. F. Assmann, landing 10 miles northeast North Bay, Ont., on Gull Island in Lake Nipissing, 32 hrs. fctbmins., -r+Hi- miles. IS^-H-

U. AZUREA, Lieut. E. Messner and M. Givaudan, landing 22 miles northeast of Bis-cotasing, Ludburry Co.. Algoma, Ont., 3s hrs. 53 mins., T5-fr miles. 1 «+1. W

7. ISLE DE FRANCE, Alfred Leblanc and Walter de Mumm, landing 3 miles north of Pogamasing, Ont.^ Munro Siding, P. O., 35 hrs. ^rtl miles.

S. ST. LOUIS IV., H. E. Honeywell and J. W. Tolland, landing 1% miles south of Hillman. Mich., l^hrs. 3^mins., miles.X/?j

9. CONDOR, Jacques Faure and Ernest G. Schmolck, landing 4 miles north Two Rivers, Wis.. 20 hrs. 5-r+mis., 44-* miles.*f0tfli-

10. MILLION POPULATION CLUB, S. L. von. Phul and Jos. O'Reilly, landing 6'a miles north of Racine, Wis., 14 hrs. 3Cinins.,

JM-T miles.


covering 10 miles and encountering many lakes and portages. Trout caught from the stream furnished the next morning's meal. On Tuesday the trappers put the aeronauts ashore and, following a wagon road, a little settlement was reached. Here telegrams were sent and the anxiety of the interested world relieved. From there on it was easier traveling. When they arrived in New York they got a great ovation.

The greatest altitude reached was 1 7,000 feet. Bags of ballast taken, 2U1/2; 6 left before landing.

The third day after the race started the ninth balloon was reported, that containing Hans Gericke and Samuel Perkins, who also had apparently nearly broken the world's record for distance. All the other balloons were reported without much delay. No balloon race ever held, so far as known, resulted in such generally great distances. The gas furnished was better than in 1907.

The American team originally included J. H. Wade, Jr., pilot and A. H. Morgan, aide. Owing to the death of a member of Mr. Wade's family it was impossible for him to go in the race and the president of the Aero Club of America authorized Mr. AI organ to act as pilot, with A. Leo Stevens aide. The St. Louis club members objected to this and demanded that S. Louis Von Phul, who stood fourth in the elimination race, be substituted. A rule was found to cover this point, and after a heated conference Bishop reversed himself and Von Phul was named as the third pilot of the team. H. E. Honeywell and J. W. Tolland comprised the third member of the American team.


By Samuel F. Perkins.

After 42 hrs. and 24 min. in the air, during which I saw some of the- most wonderful sights of my life, we were dropped from a height of 4 miles in a very few minutes, into an almost impenetrable Canadian forest. These experiences, with the attending adventure in getting clear of the woods, form one of the most thrilling experiences I have ever known.

It was entirely by chance that I got the opportunity to go; Lieut. Gericke first offered the place

to H. H. Clayton, who sailed in the winning balloon in 1907. Air. Clayton could not accept, however, anil the honor fell to me.

To me also fell much of the work of preparation for the trip. In case of landing on water, I took along two life preservers, and 1 took besides food and water for two, calculated to last three or four days. When we met at the balloon grounds, it turned out that Lieut. Gericke had understood that he was to attend to the food supply. So we had double rations, and rather than leave the food we put it all into the basket of the balloon. 1 was afterwards very glad that it happened so, tor there is no doubt in my mind that it saved our lives.

At last came the starting signal, the men let go, ballast thrown out, the balloon rose, and We were off.

Lieut. Gericke and I had our plan of action all mapped out before we started. This was his first balloon trip in this country, but I was familiar with tin- country, having traveled all over North America from Canada to Mexico. 1 had also had experience with ballooning for some years under Capt. Thomas S. Baldwin. It was therefore arranged that I was to take charge of the maps and direct the course to be followed, and Lieut. Gericke was to operate the balloon. This plan worked out excellently; Lieut. Gericke is a master at handling a balloon, and as much of the success of the trip is due to his handling as to my finding the air currents we wanted.

Nothing eventful happened from the time of starting. Monday night, until 9:30 P. M., Tuesday. We had passed over Milwaukee and crossed Lake Michigan in the morning. At 5 o'clock we were becalmed over Georgian bay.

We began hunting air currents, making five trips from the level of the lake to a height of three miles in search of a breeze. Finally, about 9:30 I'. M., we began to move to the northeast again, riding—as we afterwards discovered—on the front edge of a storm. The speed was terrific, and we whirled along all that night and all the next morning across rough country. It was all marsh land and looked as though, if we were to land, any walking would have put us into sloughs where we should have sunk and left nothing but a gurgle. The situation began to be uncomfortable; our ballast was running low, and when that was gone of course we should no longer have any control of the balloon.

We had seen no single sign of life since 9 P. M. in Tuesday, and here it was noon of Wednesday and we were tearing across impossible country at express speed. The last sound we had heard from below was when we passed over Grand Manitoulin Island in Georgian bay.

At night we often seemed to be chasing our own shadow, sometimes almost catching up with it, again falling far behind; this was caused, of course, by the contours of the ground beneath us. The oddest incident was to see cattle at night, seared by the hovering shadow, race madly away in fright, sometimes running for miles with their bells jangling.

Wednesday, just before noon, we saw a large lake about five milefe ahead, and almost at the same time saw the rails of the Canadian transcontinental road for which I had been looking. It must be remembered that we had by now only the vaguest idea where we were, except, in a "general way, that we were in the St. Lawrence valley and headed for the ocean or the Labrador coast.

We still had some ballast, sufficient to go on for some hours more it least. But here we were at apparently our last chance to get back to civilization. I knew there were no more railroads, and that in the direction in which we were traveling there was nothing hut wilderness. We had some provisions, it is true, and I had a 22-calibre revolver; but we had no hatchet, no cooking utensils, in a word, no outfit for traveling through the woods. It seemed necessary to descend and land, and the big lake—it was Lake Kiskisink—looked to be the most favorable sopt.

When the decision was made we were about three miles up. We tried to open the valve in the top of the balloon, but it would not work. The balloon went up fast, and we tried five times before we got it open. And then came a downward rush that is indescribable- 4 miles downward in 9 min. As the gas leaked out the bottom of the bag caught the air, and the great canvas blew up into a mushroom against the overhead netting, making a parachute exactly like that us< d by the droppers from hot air balloons at country fairs

of course the balloon was still traveling across country at a terrific rate, and when it seemed as

though we should be dashed against the treotops, I climbed out of the basket and U|> on to the side of the balloon, hanging in the netting, to iase the shock of landing.

Some idea of the speed at which we were going may be had from the fact—which we learned afterward—that though we started to come down when we sighted the lake 5 miles ahead, we got 17 miles beyond it before we struck the ground. The landing was very rough, and we were lucky to get off with our lives. The undi rbrush was very thick, and this undoubtedly saved our lives in the shock of landing, though that same underbrush later on nearly cost us our lives, trying to get through it.

It seemed to me that we were only a few miles beyond the lake, and that we could reach the railroad in 5 to 7 hours. So alter a rest we started, first carefully packing the balloon. Also 1 climbed to the top of the nearest high hill, and set our Hag on a tree; this also later on turned out to be almost providential.

It was 2:30 when we started on foot for the lake, carrying blankets and provisions and a few personal effects. All the afternoon and well into the darkness—until 7 I', il., in fact—we struggled through the brush. It seemed as though we had gone miles, but as a matter of fact it was not more than three-quarters of a mile. In the darkness we could not go ahead, or back, so we camped for the night. It began to rain—the very storm which had been hurrying us across country.

Next morning at daylight—this was Thursday— we returned to the balloon, realizing now for the first time that we had a serious job on our hands to get back out of the woods alive. We rearranged our packs, and started, this time in earnest. It seems ridiculous to say so, but the brush was so dense that we could make not more than a mile a day through it, and we had three small rivers and two lakes to cross, too.

The trip made me doubt many times whether the honor was worth the risk.

We crossed the lakes and rivers on rafts, which we made of logs tied together hurriedly. Making these rafts took time, for we often had to carry our logs for some distance, being unable of course to cut any near at hand.

At night we built huge bonfires on the top of an eminence. One man watched while the other sleps. and the fire had to be replenished—with no ax to cut fuel, remember—every two hours. We heard wild beasts all about us, and thought we could distinguish the howling of wolves, but nothing attacked our camp. We saw on Friday the tracks of some large animal, probably a bear.

Every night We could hear the whistle of the train, but we never seemed to get any nearer to the railroad. This puzzled me greatly.

All day Thursday and all day Friday we plugged along, always expecting to come to the railroad and never reaching it. Saturday, at noon, we were making a raft, when we heard a gunshot. I immediately climbed to the top of the nearest high tree, fired my revolver, shouted and waved a flag. The man who had fired the first shot saw the tlag, though he was nearly four miles away, and he came to us in his canoe.

lie was Theodore Boivin, the guardian or watchman for the Pennsylvania fish and game club, on whose preserve we had landed. Boivin was making' a trip up the river, looking for poachers, as part of his work, when he saw the flag I had stuck up on top of the hill where we landed. lie was utterly at a loss to understand the flag, for nobody had left the lake for the woods, and there was no other way of getting into the woods. So he fired his gun. and heard our answer. From Thursday morning to Saturday noon, plugging as hard as we could, we had gone only 4 miles!

We learned from Boivin where we were, and were abb- to figure at once that we had come 1,210 miles. The lake was 135 miles northeast from Quebec.

Experienced woodsmen later told us We were extremely lucky to get out of the woods. Winter comes early in that latitude, and brings lo ft. or so of snow when it dues come. Sleeping out on the ground, too, for men unaccustomed to it, is very weakening. We were about all in when Boivin found us.

When wc told Boivin that we had abandoned our balloon, he didn't know what we meant. He had never heard of a balloon, and had never been out of the Canadian forests in all bis life, lie thought we were foolish.

He took us down to the settlement in his canoe There the people thought we had fallen out of the sky; that was as far as their imagination would

take them. They told us that it would -have taken us 12 days to get out, the way we were going, and that would have been only if we could keep up out-speed.

We promptly went to bed at the village, and we stayed there 24 hours. I never was so glad to see people again in all my life. And then, after resting up, I started for home, by the way of Montreal. Mr. Gericke remained behind to get Indians to go with him and tote the balloon out of the woods.

By Capt. H. E. Honeywell.

After a perfect start from St. Bouis in the international race, we took a northwestern course, heing well equipped for a record run. We had 31 bags of ballast, which should have been enough to run us at least for 4Ss hours. Our instrument equipment consisted of two aneroids, two statoscopes. two recording barometers and a compass. Dr. L E. Custer, of Dayton, furnished us with one of his statoscopes, an invention of his own and fully described in Aeronautics some time ago. Paul McCulIough, of St. Bouis. furnished us with a tungsten light and batteries, which gave constant illumination.

Up to II o'clock we had used 5 bags of ballast, running at an altitude of 400 to S00 ft. From then until 8 A. M. not an ounce was used. The good balloon took care of itself most remarkably, just skimming the earth.

My aide retired at 9 P. M., rolled up in a blanket on the floor of the basket. At 2 A. M. we passed over Davenport, la., with 2C bags of ballast. Here we started to go northeast. At 7:45 A. M. Bake Michigan was in sight and we were at an altitude of 4.000 ft., the sun expanding the gas. In 15 minutes we were just over the lake, with 24 bags of ballast, and 30 miles beyond Milwaukee. At 11:30 A. M. we were over Frankfort, Mich., on the east shore of the lake, altitude fi,500 ft., ballast 20 bags. At 3 P. M. we were at 5.000 ft. and going E. X. E., 10 bags of ballast, and using plenty of sand, as there were many choppy wind currents "Afraid we won't make over Bake Huron. Headed for Alpena. Our course over lake will he at least 1X5 miles. Contraction taking place fast," our records read. At 5 P. M. we landed just south of Hillman, Mich., with 5 bags left.

I have learned the cause why we could not strike an equilibrium over the lake and state of Michigan. The "Million Club" and the "St. Louis TV." balloons were not covered with tarpaulins during the night prior to inflation, as all the others were. The crickets had eaten many small holes, which had been covered with adhesive plaster during inflation. They became wet with dew the first night in the air and warped off the next day under the heat of the sun and the expansion. This caused a great leakage of gas and made it impos sible for us to remain a second night in the air.


P1TTSF1EBD, MASS., Oct. 9.—William Van Sleet, pilot, and Jay B. Benton, in the "Pittsfield." landed at Fitzwilliam. X. II.. at K: 15 A. M. to-day, after a tlo-mile trip from Pittsfield. Mass. The ascent was made at 1:45 and the aeronauts encountered heavy clouds most of the journey. The higln st elevation reached was 4.700 ft.

IIAM1BTOX. O.. Oct. 2S. Dr. B. E. Custer, pilot, and Dr. D. E. Sheehan. in the "Buzerne," up hair an hour, landed near the citv.

HAMILTON. O.. Oct. 2S.— Albert Holz. pilot. Jack Gordon, M. E. Moth, Frank D. Moore and Chas. Troutman. in tin- "Drifter."

NORTH ADAMS. Oct. 30. X. II. Arnold, pilot. Leroy 11. Taylor. W. A. Stowe, W. .1. Stideiiberg and Col. George W. Gregory in the "Cleveland." to Stafford Springs, Conn. Dist., 7S miles: dur.. 1 hrs

OAKLAND. ('A L—Capt. Park A. Van Tassel, pilot, landing near Alvarado, Alameda Co. Dist.. 20 m. ; dur., 2 hrs.

P1TTSFIEBD. MASS.. Nov. 3.—Jacques Faure and Walter De Mumm in the "Pittsfield" in the rain. Landing 20 m. away, near Harrington.

NOllTU ADAMS, Nov. 19. -A. Leo Stevens, pilot: H. Percy Shearman. Kenneth Price and George Ernst, all members of the Williams College Aero Club, in the "Cleveland," had a rough time of it. A high wind blew at the start and to avoid landing

in a lake outside of Providence. K. 1., it was in.....s-

sary to throw out every available object, including clothing. This enabled the balloon to cross the lake, when Shearman was thrown out and somewhat injured.





Boston, October 3, 1910 Requa-Gibson Co., 225 W. 49th St.

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By Wilbur R. Kimball.

THE Three-States Aero Show, under the management of Henry M. Xeoly, opened at Philadelphia. November l' to 12. inclusive, i:i the First Regiment Armory. The space was well taken up before the doors were open, and a fair attendance in spite of three days' bad wi atln r. Exhibitors included a comprehensive showing of kites and aerial advertising apparatus by S. F. Perkins of Boston, the Metz Co. of Waltham. Mass.. with a line of automobiles, a cross-channel type Bleriot, and their new rotary engine of 125 h. p. weighing 375 lbs.

The Detroit Aeroplane Co. had on exhibition a new type monoplane and their double opposed air cooled engine.

The Aerial Navigation Co. of America exhibited the Call aviation engine. Other engines shown were the Elbridge. Anzani and International Six Cycle. Other exhibitors were the Hart-Kraft Motor Co.. Harris-Gassner Co., propellers: Mineola Novelty Co.. the Gill biplane; the Burgess Co. & Curtiss, of Marblehtad. Mass.. with a new "Type P" biplane; Pennsylvania Rubber Co.; Wittemann Bros.; Lincoln Square Novelty Co.; Standard Poller Hi arings, and Goodytar Tire &ՠ Rubber Co.

A prominent booth was occupied by Aeronautics.

Attendants were entertained with good music and moving pictures of the aeroplane flight by Col. Roosevelt, and the international balloon race at St. I.ouis arranged by L. E. Dare.

Two interesting features bv Clifford B. Harmon were a new type of monoplane with two Gnome im-ginc s and his Farman biplane wrecked at Belmont Park meet.

this was one of the most popular features of the show. Harmon and Grahame-White came to the show one night and each ordered a set of Farman wheels from Goodyear. Harmon bought a set for the Cage Tubular Monoplane from the Pennsylvania Rubber Co., anel a se't of beautifully made scale drawings from Philip McCuteheon," a boy in the Pennsylvania Arm Club. Mr. Neely has purchas'd from him a set of working models for his lectures.

"Miss Detroit" Monoplane.

The Detroit Aeroplane Co. has put on the market a monoplane fitted with the company's two-cylin-i'i ]■ oppose d 2(1-30 h p. motor. This was seen for the first time' at the Philadelphia show. It is sold subject to half hour demonstration at the factory ii Detroit. Details follow:

Main Plane.—Spread 30 ft., area 150 sq. ft. Ribs have1 a double curve. Waterproof fabric both sides. Stability.—In the extremities of the wings sections have been cut out and hinged to the rear lateral beam. These float in the air stream in flight, being depressed individually through their attachment to the sti ering column. The fuselage is a single siamliss steel tube of large diameti r braced with wires ovi r horizontal and vertical masts. Sri niementary Surfaces.—Two curved horizontal rudders are connected to the rear of the fuselage on a common axis. A vertical rudder ste'ers right and left. Kunning dear.—The' framing of the vn-gine section is of spruce joined with steel and aluminum connections. Twelve uprights run down

"Miss Detroit" Monoplane

Nuim rous small stalls were occupied bv various models, while overhead were hung kites and gliders. The centre of the big hall was taken by the balloon exhibit of the veteran aeronaut. Samuel A. King.

Hugh L. Willoughby loam d his big biolam "War Hawk." There were four glhh rs exhibited The White Aeroplane Co. had a good display of parts for models and accessories. The National Supply Co. was another exhibitor.

The Detroit Aeroplane1 Co. monoolane "Miss Detroit" was the hit of the' show. Two of them were sold, one for Atlantic City, where a training school is to be started ne-xt summer. The Gill biplane and the Demoiselle were both sold. The "War Hawk" went at auction—the first aeroplane auction—to a man who wanted the engine, leaving the framework for M r. Neely. Fourteen motors are said to have been sold at the' show, mostly by the Detroit Aeroplane Co. The Goodyear Tire .Si Rubber Co. sold 830 yds. of fabric for two balloons which Samuel A. King will build for local enthusiasts. The Standard Roller Bearing Co. sold 2.000 sets of bearings in one order and the Harris-Gassner Co. sold 10 propellers. This concern had a man carving propellers right in their booth and

to four points at the axle of steel tubing. The two front wheels are quite large. A rear wheel is just below the vertical rudder pivot. This wheel steers on the- ground. Power I'hinl.—Detroit Aero inpim, 20-30 h. p.. 2 cyl. opposed, driving (I ft. propeller, of 5 ft. pitch. This air cooled engine is i aimid to deliver 25 h. p. at 1.200 r. p. m. Four pedals operate spark advance and throttle-. In the rear of the engine is an oak seat. Control.— Directly in front of the operator is a universally mounted hand wheel. The ch'vating plane's are' controlled by a fore and aft movement of the steering column, lateral stability by movements to right or left. The vertical milder is controlle-d by turning the wheel around its axis. The foot operates a brake. The weight is 250 lbs.

Call Engine.

A rather unusual exhibit was that of ''a

aviation i ngiue. exhibited by the Aerial N -, o Company of America, with headquarti-rs ■ ' a Kansas.

All the- exposed parts, from cylinders and cylinder heads down to the' minutest details not constructed of magnalium, a shining, non-currodiblc metal, are-


nickel plated, and the whole polished to a mirror finish.

Indeed, as the eye takes in a mechanism of this character, suited in appearance to adorn the show-window of any jeweler's shop, the conclusion is at once reached that the exhibition structures are specially prepared for the occasion. We were assured, however, that the engines, shown are regular stock engines.

It is. moreover, evident that strength and reliability have not been sacrificed to mere beauty of appearance. On the contrary, the care in this particular is only indicative of the workmanship throughout, as shown by the unassembled parts, also on exhibition.

The cylinders are of vanadium grey iron, with walls five-sixteenths of an inch in thickn< ss throughout, and in addition are heavily ribbt d with spiral water-jacket partitions, and strongly filleUd at corners. The cap screws at cylinder base and head are three-eighths of an inch in diamettr, and instead of the usual four, or at most six. in number, one dozen are used to secure each cylinder to crank case, and one dozen to secure t ach cylinder head to the cylinder.

The same regard for strength manifest in the cylinder construction is also shown in the cylinder heads and piston heads, Liike the cylinders, these are of vanadium grey iron, cast in the company's foundry, the pistons being about five-sixteenths of an inch in thickness at the head and around the circumference to a point below the wrist pin bearings. Tn addition star-type cooling and strengthening flanges radiate from inside center of piston head and along the walls beyond the piston rings and wrist pin bearings.

The cylinder heads are also approximately five-sixteenths of an inch in thickness adjacent to explosion chamber, with nine-sixti enths of an inch water jacket space. Both the exhaust and intake valves are in the head, the cages being of vanadium grey iron cast integral with tin- cylinder heads, thus insuring against danger of liakage, and possessing the additional advantage that valve seats are adjacent to water jacket without intervening joints.

The crank shaft is 1 37-1;4 in. in diameter, and 1% in. at the crank pin bearings, while the throws are 1 in. x 2 in. This, together with the cam shaft, valve stems, push rods, and ether like parts, is of vanadium steel twice heat-treated in the company's plant to 1,550 dog., quenched in oil, and thoroughly

annealed, loathe shavings are shown of such Uniterm strength and toughness that they require the full exertion of a man's strength in a direct pull to break.

The crank case is of magnalium, a light and very strong alloy of magnesium and aluminum, thoroughly ribbed and braced in such a way as to enable it to withstand any explosive stress encountered.

In addition to large valves with unusual valve lift, an auxiliary exhaust one inch in diameter gives ample clearance of exhaust gases, thus protecting valve seats and valve stem bearings. The auxiliary exhaust is provided with check valve to avoid escape in the compression, as also the inrush of unmixed air or exhaust gases during suction stroke. Both main and auxiliary exhausts are silenced.

Force lubrication is provided from a tank by means of a gear pump, distributing oil to various needle valve sight feed oilers, a relief valve be-twei n the pump and feeds permitting the surplus supply of oil to return to tank. A similar pump and circulating system for gasoline permits the direct injection of fuel into cylinders, as in the celebrated Antoinette engines—should this system be preferred to a carburetor—with the additional advantage that in the Call engine the fuel is injected into specially constructed mixers, and from there drawn into the cylinders. A much larger gear pump provides force water circulation, and is especially adapted to circulate the water through the spiral wati r jackets and throughout the length of the '■Call Combination Radiator and Heater."

The engines exhibited are of the opposed type in 2 and 4 cylinders; the 2 cylinder engine develops 50 h. p. and the 4-cyliiider, 100 h. p. at 1.750 revolutions. A. D A. M. rating. This comparatively higli powi r development is permitted by the unusual size of the cylinders, the bore being 6 inches and the stroke 5 U in. The manufacturers, indeed, claim that the use of this size cylinders, as also the opposed construction, enables them to construct a remarkably strong, while at the same time an unusually light engine. Although the weight is but little over 3\2 lbs. to the h. p., the crank shaft, connecting rods, cylinders, and other parts approximate in size and weight the very strongest automobile engine construction.

During the Philadelphia Aero Show Carl Witte-mann. l'hilip McCutcheon and W. H. Aitken made short glides in a Wittemann glider, towed in the air by willing hands at ropes tied to the machine.


1 nder the grand stand there was held during the meet an exhibition of aeionautical supplies, though not very complete. The Aerial Equipment Co. showed the Anzani motor, and C. H. Motz. of Waltham. Mass., a new revolving engine, of 125 h. p., for a weight of 375 lbs. There are seven cylinders, fi % bore and stroke. These are machined from chrome steel, as well as the crank shaft and pin. The valves and push rods are nickel steel. The gas is taken in through the crank shaft to the base and intake pipes to mechanical valves. Oiling is by geared pump through crank shaft, and distributed to pistons and bearings by centrifugal force. This company also exhibited an Anzani-eii-gined Bleriot, and will shortly have on the market "Bleriot-type" monoplanes.

The- Hartford Rubber Co. have brought out a new tire. 20 x 3, which looks fine. The Goodyear Tire & Rubber Co. had a fine exhibit of tires and various weights and kinds of aeroplane cloth whicli they have recent'y put on the market. The American i'ropeller Co. was represented with a big stock of Paragon propellers, and reported good business.

The White Aeroplane Co. had a large booth. The White catalogue is the first we have known to he devoted to model work. Cas engines are listed from $35 to $105, and even ball bearing propeller shafts and driving gears and brass fittings may be had. There are miniature turnbuckles, wheels, propellers, forks, rattan and bamboo listed, everything a model maker might want.

The two cylinder opposed Call engine, of the Aerial Navigation Co., of Oirard. Kansas, with its highly finished cylinders, attracted considerable attention. This was the first time it was shown in the nast. Other exhibitors wen-: John A. Roeb-ling's Sons, wire cable: Peter Frasse & Co.. tubing; Bosch Magneto Co.; Marburg Pros., Mea magnetos: Emerson Engine Co.; V. M. C. A. aero school.

The Emerson 100-1 25 II. P. 2-cyeIe engine shown under the Belmont grand stand was one beautiful piece of workmanship. One feature in the building of this motor, which is not In use elsewhere, is the

method of turning the piston heads. During this operation each one is heated to 700 deg., or service temperature. instead of being turned absolutely round when cold, and then be out of shape when hot. thi y are turnc d hot, so that when heated in service they come up to perfection in fit.

The Emerson engine is the highist powered 2-cyele aero engine on the market, rated at 100-125 h. p. for 300 lbs. of weight. It holds a world record in the 26-foot motor boat class, of 3fi.l. miles an hour. A feature is the heating of the gas mixture before it enters the combustion chamber.

Marburg Brothers, of 3 777 Broadway, New York, had three articles which should be of considerable interest to everybody interested in living machines.

First among them is the Mea high tension magneto. The main difference between the Mea and the type of magnetos which we have been accustomed to is the adoption of a bell-shaped magnet. The same is placed in a horizontal plane, and the armature runs in the axis of the magnet. As a consequence the whole instrument is practically centrifugal with very little overhanging weight, and in advancing and retarding the spark the field magnet is advanced and retarded together witli the timer, thereby assuring a spark of equal heat over a practically unlimited range of timing. We are told that instruments have already been delivered for aeroplane work with 100 deg. range of timing, something that must be of the greatest interest to manufacturers of 2 cycle and also ti and S cylinder engines.

The S. R. C. ball bearing is another article exhibited by Marburg Brothers. This bearing is made in Switzerland, and the shape of the cage is quite different from that of other bearings. It works like a scoop, thereby forcing a very liberal circulation of oil.

The third product exhibited by Marburg Brothers is "Duralumin," a metal which, according to tests made, is as light as aluminum and as strong as steel. It can be rolled in various shapes, and can also be drawn in tubes.

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CSome dny your life may depend upon your ability to start your motor easily while in the air. You know you cannot do it with a magneto. C. Delco ignition with a full set of dry batteries weighs less than most magnetos, it runs with less attention than any other form of ignition, and is the fastest ignition in the world. cl. Absolute dependability, simplicity and ruggedness under severe service stamp Delco as the ideal aeroplane ignition. C,Tell us what motor you have, and we will at once write you what Delco will cost you.

The Dayton Engineering Laboratories Co.

Ignition Dept. :: :: DAYTON, OHIO, U. S. A.

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.

THE weight given includes 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. ^ roberts motor co.

Write For Catalogue Today. 1430 Columbus Avenue - Sandusky, Ohio


By E. Percy Noel. >

This main features of the show are the full-sized aeroplanes, which are exhibited in the center of the coliseum. many types are represented, among them captain baldwin's new machine with wing tips. the st. louis "cost-dispatch" has his old biplane, the red devil, on exhibition. the latter is the machine with which he hew 40 miles along the st. louis river front late in september.

the detroit aeroplane company introduces the monoplane "miss detroit." which was one of the centers of interest at the philadelphia show. , the aeromotion company of america exhibits a /farman-type biplane and also a 50 h. p. gnome fcnotor. howard \v. gill has one of his noiseless ^biplanes on exhibition in the center space. e. p. waits, a local builder, has a demoiselle-type monoplane to show. the aeronautic supply company exhibits a gill biplane of the curtiss type.

l. l. prince has his monoplane of the bleriot type completed and it occupies a prominent place. other machines are those of a. kuhno and e. swift, the former being similar to the gill biplane, and the latter a new development of the ornithopter idea.

model monoplanes are shown by sam lambert (bleriot). jean h. reitmann (two models'). w. p.. williamson, w. l. newson (cage monoplane), paul barney, large model of his own invention, and l. e. dare, who exhibits working models. a model triplane is shown by a. t. harley.

the aeroplane supplies are shown by the aeronautic supply co., which, oy the way, was the first organization of its kind in america. the mineola specialty co., too, has toy aeroplanes on sale. the carter carburetor co. has a full line of its carburetters on exhibition. the white aeroplane co. has a line of miniature parts for inventors and model makers and complete models. j. deltour & co.. of new york, show bamboo, cane and light woods galore, to cheer the builder's heart.

the pennsylvania rubber co. has a display of its fabrics and aeroplane cloths. penacloth. the new creation, promises to become one of the staple products of its kind and this within a very short time.

the goodyear tire and rubber < 'o. shows an outfit of tires, rubber springs, shock absorbers and bumpers of the latest design. a varied assortment of samples of different grades of balloon and aeroplane cloth is to be one of the features of the exhibit.

the st. louis pattern and model co. has an interesting array of models and of patterns for parts, together with an original model aeroplane. it will also have an assortment of small nickel-plated aeroplane models, intended for the automobile owner as an ornament on the water cap of his radiator.

at the leading brass foundry booth we find a large assortment of mcadamite castings. mc-adamite is a new metal and is one of the lightest, and, considering its weight, one of the strongest, alloys yet compounded by man. tt is made under a secret formula, at a brooklyn plant, and the raw metal is shipped out to the agents to be made into eastings.

among the most interesting exhibits on the grand circle are those containing aeroplane motors. the gnome, in particular, attracts much attention, because it is so little known in this section of the country. next is the boulevard, which is dail> making a better reputation for itself. the aerial navigation company of america exhibits its horizontal 2-cylinder motor.

there will be at least one elbridge motor on the floor, owned by j. n. sparling, of east st. louis. til. other engine exhibits are a 4-cylinder curtiss, shown by roy w. anselm: a lippert, a roberts, a hardy-davidson and an overland. the detroit aeroplane co. is featuring its double-opposed air-cooled motor in addition to its aeroplane. an anzani is promised before the end of the show.

the phoenix auto supply co., of st. loins, has a detroit "aeromotor" on exhibition, in addition to a general line of automobiles and aeronautic supplies. of interest to both automobilists and aeronauts should be the exhibit of dehydrated food bv the american food t o., which is a condensed article of diet useful to airmen.

the c. & a. witteman co.. which has been making aeroplanes and gliders for several years, shows an interesting exhibit. the company did not decide to use the space at the show until almost the last moment. it has an exhibition of supplies and accessories. the company is one of the best known american concerns, and the exhibit should prove one of the most interesting in the coliseum.

samuel f. perkins, with his man-carrying kites, with which he has made frequent ascensions, exhibits various kinds of cerf-volants. he furnishes man-carrying kites for exhibition purposes and also advertising kites, which attract a great deal of attention.

the overland automobile co. showed its famous wind-wagon. capt. john berry, the veteran st. louis aeronaut, is to exhibit the balloon basket with which he has long intended to climb mt. mekinley.

other exhibitors are the signal corps of the national guard of missouri, the united states weather bureau.

the .following makes of propellers are found on exhibition: chauviere (aeromotion company of america), paragon (american propeller co.) and propellers made by the' st. louis pattern co., the harris-gassner co. and the aerial navigation company of america.

ben schwartz will exhibit a dirigible balloon and a small 1a2 h. p. motor, designed to operate it. it is intended to be' steered by wireless. spherical balloons will be shown by the aero club of st. louis, the million population club, and capt. john berry.

the hangar and tent department are represented by the f. l. stewart construction co., which builds aeroplane hangars; the o. k. harry steel co. which furnishes portable hangars and which will have a small steel model of a hangar with a miniature aeroplane' inside, besides a full-sized automobile garage; and the missouri tent and awing co.. designers of aeroplane- tents. the- s. f. bowser tank and storage co. will show hangar equipiio nts e>f buried gasoline tanks and self-measuring pumps.

Chicago Show Postponed.

the aeronautic show of the aero club of illinois has been postponed from dee-ember 1 to s to march ti to 13. it is believed the spring of the year is a better time to hold a show there, and the dates decided upon are much better than the ones formerly selected.

Special Offer! Warning!

In order to reduce the strain on the bookkeeping department of "AERONAUTICS" and to secure an increase in the monthly bundle of good stuff this extraordinary offer is made:


Do not delay! This is the chance of a lifetime—there's no telling how long you may live. Open to present subscribers as well as non-subscribers. Just inclose your check, money order, or ten dollar note in an envelope with your name and address and you will be' enrolled at once in the Great and Honorable Scroll.

"AERONAUTICS" 250 West 54th St., New York

Aero Show for New York.

The rapid growth of the aeronautic industry has now made it possible for the first time to bring' together .under one roof a great number of representative aeroplanes that have accomplished sensational results.

The first Industrial Aero Show will be held at Grand Central Palace, New York, December 31 to January 7, 1911, in conjunction with the eleventh International Automobile Show.

Some of the best known aviators and manufacturers have promised to be present and have their aeroplanes or accessories on exhibition.

Such a representative gathering of the leaders will afford an opportunity seldom offered for the display of all aeronautic apparatus, accessories and supplies.

Complete information regarding rates, allotments of space, etc., will be mailed upon request.

One entire floor will be reserved for the aeronautic display, well lighted and decorated in order to show off the exhibits to the best advantage. See advertisement in this issue.

As the aviation centre of the United States, New Vork is, with its manufacturing interests and aviation fields within easy reach, particularly adapted to the holding of such an exhibition, and an attendance of 150,000 at the Automobile Show of a year ago promises a still larger attendance this year.

The first comers will get the best space, and the shortness of the time makes immediate action necessary. Write Aeronautics for complete information.

"Missing Link in Aeronautics."

In the article with the above title published in the November number, it appears a typographical error was made. The author, in a communication, says:

"Errata: Page 155, line 5, par. 4; should read '49 hundred per cent.,' instead of -59.'

"Also: Par. I, second col., page 155: Your editorial note takes exception to something I do not say. I say almost totally disregarded. Aeroplanes wouldn't fly at all if they entirely disregarded the rarefaction—since that is what produces levitation. Examine any detail photo of the usual plane and you will see there are hundreds of holes, loose lacings, etc., which allow the rarefaction to be interfered with by leaks from below. Vertical keels, instead of being joined to horizontal planes air tight, always leave a nice open space at the joint, which is decidedly coarse work. Cordially,


Aero Club Dinner.

More than three hundred real aviators, enthusiasts, experimentors, scientists and parlor aeronauts and aviators, attended the dinner given by the Aero Club of America and the Belmont tournament promoters to the aviators, even if some of the guests did attend an opposition dinner given by .1. A. Drexel to his fellow hirdmen. These, however, came in later with Grahame-White t6 see the presentation of the Gordon Bennett trophy. The dinner was held at the Plaza Hotel on October 31.

August Belmont, the president of the meet, and head of the Westchesttr Racing Association, which owns Belmont Park, made the preliminary remarks, apologizing for the meet's shortcomings by reason of lack of time in preparation and bad weather. Bishop then took the reins and presented the gold medal of the club to Messrs. Hawley & Post in honor of their winning the Gordon Bennett balloon race, and the making of a new world's record for distance. Alfred Leblanc, who lost the Gordon Bennett aviation race through his unfortunate accident, was presented with a loving cup in behalf of the meet committee. Bishop spoke in glowing terms of the brothers Wright, without mentioning their names, and complimented Johnstone on his wonderful new height record. Praise was show-

ered upon .Moisant. who won the Liberty prize. In response to repeated calls for a speech, Moisant told of his flight from Paris to London. This was but his fifth flight, and he had never been in England before. The story he told was of absorbing interest.

Pierre Gasnier spoke, followed by Gen. Nelson A. Miles. In succession were introduced Col. Schaeck. Capt. Von Abercron, Grahame-White and Jacquts Faure. In replying Grahame-White paid his respects to Leblanc as his superior at the art of Hying, and admitted with perfect frankness that he won "by the bad luck of Leblanc." He thought the new little Wright machine a marked improvement over the standard size flown at the Boston meeting. In closing his remarks he hoped to see good worthy American sportsmen next year in England, and "although we have very great hopes of retaining the trophy, we trust you will put up a very good sporting chance of returning it to this country." Latham spoke for a moment and complimented Johnstone on placing the American flag above all others.

After a short but eloquent speech by Walter Wellman, moving pictures were shown of the Wright aeroplane and the St. Loui's balloon race, after which Hawley and Post each gave a short account of their experiences.

Clifford B. Harmon was presented with the Doubleday trophy for li is flight across the Long Island Sound. Captain Thomas S. Baldwin was given a gold medal by St. Louis Aero Club men as an appreciation of his flights recently at that city, but this was not presented publicly.

But few of the aviators were present at this dinner as guests, as Drexel was giving a dinner at the same time at another hotel. Just after the speaking began, however, the insurgent aviators came in to see White presented with the cup. Some of the aviators state that they were not invited to the dinner, and therefore accepted Drexel's invitation. Neither the Wrights nor Curtiss were present at either dinner.

German Wright Patents Upheld.

In Germany a patent is worth something. One must go to court to prove a patent invalid, while in America the patentee must bring suit to find out if his patent is any good. In Germany a number of inventors formed a syndicate, and one of their number brought a suit to have the Wright patent declared of no value. The patent was upheld.

Appeal for Erecting a Memorial to the Honor of Otto Lilienthal.

Intense was the enthusiasm when fount Zeppelin's long and strenuous struggle for the conquest of the air was crowned with such unexpected success.

People's thoughts then turned to that hero who. as the first aviatiker, had realized the century-old wish of humanity to fly like a bird. The name of Otto Lilienthal was again in everyone's mouth!

By taking Lilienthal's life-work as its foundation, modern aviation has been able to acquire its great success! The first person to realize the great idea was also its first victim. Thus honor was denied to the discoverer during his lifetime, and this is now the time to pay off the debt of honor to this first hero of aviation by erecting a memorial for him.

May each one then contribute according to his means so that a worthy memorial may be erected to this pioneer of the clouds in Gross-Lichterfelde, where he lived and made his first attempts at flying.

From the contributions received it is also suggested that a confirmed invalid son of the inventor-should be supported.

The Deutsche Bank and the Dresdener Bank, together with all their branches, say that they are willing to receive contributions for the "Lilienthal-Denkmal" fund. Kindly send postal orders to the "Arboits-Aussehuss ssnr Erriehtung fines Lilienthal -Denkmals," 15, Wilhelmstr., Berlin, W. Cfi.

The Palmer Aeroplane Tire


is the —

Aeroplane Tire de Luxe


The Goodrich Special Aeroplane Tire costs less and is equally satisfactory for less exacting work

Write for information, samples and prices of Tires, Cements, Shock Absorbers, etc.


Aeroplane Accessories Department Branches in all principal cities


notice Church Aeroplane Co.

has moved to its

new factory

123 Smith Street, Brooklyn, N. Y.

Up-to-date Facilities for Building


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 on Exhibition at the Church Aeroplane Go's factory, 123 Smith St., Hklyn.X.Y.

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

Cut this out for future reference; as it may not appear in next issue.

Why Send Abroad ?

The Curzon Aviation Co.

( can furnish you with Aeroplanes which are

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\ wishes to announce:- On account of the lateness ( of he season with its uncertain weather eondi-) tions, which may prevent daily operations, t.nr ) rule which cmistilules a full course laking up ) t to <> consecutive weeks of Pra-lice Flights have \ now been changed to a full course constituting \ 20 flights to the pupil accompanied by the in-( stiuctor: and 5 nights thereafter by the mm il ( alone, in conjunction w itli technical training in the Art of Practical modern Aeroplane con-stiuelioii. Enroll now, your services will be in demand.

Address all conmrunications io N. Ulh St., \ Kant SI. Louis, III. ((/rounds and Factory are, \ located al Washington Park - Aiiaiion Field, ( * E. Si. Louis )


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




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Wellman Fails in Cross-Ocean Trip.

Walter "Wellman, who left Atlantic City on October 15 in his dirigible "ցmerica" for a journey across the Atlantic, was rescued, with his crew, on October IS, by the steamer Trent, some 375 miles east of Norfolk. Ya. One of the airship*s engines was out of commission, and so much gas had been lost that the ship was dangerously near the ocean. When the Trent was sighted Wellman sent wireless distress signals, and after much maneuvering, lowered the lifeboat with which the airship was (■quipped, pulling to the Trent. The ripping panel of the "America" was pulled and the airship was abandoned. Wellman stating that a larger and stronger one would be built, without an equili-brator, which proved to interfere with steering and transmitted the shock of the waves tu the ship with a dangerous violence.

Thus one of the most remarkable nights yet made by an airship was brought to a close. That a tragedy did not accompany the climax is a matter of great good fortune, as the dirigible had been blown far away from the usual transatlantic steamer lanes and was almost outside the range of the coast steamers.

The distance the ship covered is more or less a matter of conjecture, but it is probably somewhere around SOO miles. After leaving Atlantic City, wireless reports followed the airship till it was off Nantucket, where the distance severed communication. The total time in the air was 71 l2 hours.

Aeroscribes Organize.

The National Aviation Writers' Association has been organized with the following officers: President. W. H. Leonard, Los Angeles. Cal. ; district vice-presidents, John T. c^ustis. managing editor of the "Inquirer," Philadelphia; E. L. Jones. New York; Chester I. Campbell. Boston: E. Percy Noel, St. Louis; Victor Loughe-ed. Chicago; H. A. Somerville, "Montreal: Paul Cowb-s. Atlanta: secretary, Arnold Kruckman. New York: western secretary, Cleve T. Shaffer, San Francisco; treasurer. Oeorge B. Harrison. Los Angeles.

The object of th" association is distinctly stated "not to stimulate interest in aeronautics, make any profits en- otherwise to interfere- with the perquisite's of aviators (joke!), but to provide accurate interchange of information regarding aviation and to advance knowledge of the correct terms concerning aeronautics and aviation.'" Local organizations to be- known as "hangars'* will hi- forme d in all cities where newspaper men and othi rs are- interested in aviation.

Official headquarters have been established at the office of Aeronautics, 250 West 54th Street. New York, and at the club rooms of the Aero club of California in Los Angeles.


Smith-Matte son Mfg. Co., i;i;2S Delmar avenue St. Louis. Mo.

The Thomas Ae-rial and Flying "Machine Co.. Evansville. Capital stock. $50,000. Object: To manufacture, buy and sell flying machines. Incorporators—H. B. Thomas. Charles F. Dh ss.-ndorf. August Pe-lz.

Detroit and Cleveland Aerial Navigation Co. Capital. $25,000. The offie, rs in the m-w company are identically the same as those in the- Detroit and Cleveland Navigation Co.

Coyne Helicopter Airship Co.. of Spokane. Capital, $2,000,000. 11. E. Sullivan. Phil Dunne and W. E. Smith.

Cornelius Aeroplane Co.. Fnsno, Cal. Capital. $50,000. To exploit patents of O. H. Cornelius. Subscribers—Calvin Pearson. \. A. Wintemute, D A. Cowan. C. H. Cornelius and .lames Warrington, all of this city.

The- Roughtem Flying Machine Co.. Pit rro. S. D. Capital. $1,000,000.

Christmas Aeroplane Co.. Washington. D. O Incorporated with $200,000 capital stock. William Christmait, president, 725 12th street. N. W. : C. Calvert Hines. vice-president. Victor building: Robert Ions, secretary.

American Aeroplane Manufacturing and Exhibition Co.. Philadelphia. Capital, $50,001).

General Aviation Co.. Quincy I'.uilding. Denver. Colo. Capital stock. $150.ooo. Pre-side nt. 1-:. il. P.jorkman; vice-presidents. Hamilton Armstrong. Alexander Stewart and Arthur C. Wagner: secretary, Ii-vin L. Pichards; treasurer. Adolph Miller. The company has taken over the rights of the .1. P. Erie aeroplane, which is reported to have made nights. Mr. Erie- is the general superin-te-n dent.

Alden Sampson Mfg. Co.. office at the Corporation Trust Co.. 15 Exchange PI.. Jersey Citv. $2,500,000. Motors and (lying machines. Incorporators: Kenneth K. McLaren, of Jersey City,

The "Trent" approaching the airship. The life boat of the "America" has not yet been launched.

agent of the Corporation Trust Company; Henry

E. Tobe-y. of 120 Broadway. New York; James A. Dailey. of Ossining, N Y. ; Leon R. Jillison, of 202 Wist 74th St.. New York, and William R. Watson, of 4SI Sixth St.. Brooklyn.

Aeroplane & Automatic Balancing Machine Co.. of Mitchell, S. D., incorporated for the sum of $150.00(1. The officers of the- company are: President. A. W. Gaines; vice-president and general manager, F. Irving Riser: secretary. W. A He-im-berger; treasurer. W. T. McConnell; attorney, I "has.

F. Tym; superintendent of construction, George M. Ellis. The directors include the above officers and in addition W. E. Turner and Dr. B. A. Bobb. To exploit machines designed by George M. Ellis.

Book Review.

Hudson Maxim, president of the Aeronautical Society, has added another lasting contribution to scie-nce in his "Philosophy of Languege and Science of Poetry." (Funk and Wagnalfs, 1910.)

As his introduction well states. "The main object of the book is to provide a practical method for literary criticism and analysis and to provide an efficient and practical means for the standardization of poetry."

With the analytical mind of the scientific investigator Mr. Maxim has uncovered the underlying principles of sound and announced for the first time- their operation in human speech. With premises that he makes self-evident, he hammers home conclusions that leave no room for refutation. He- arrives at his definition of poetry—"'the ex-pre-ssion of insensuotis thought in sensuous terms by artistic trope." after a masterful analysis of what is best in our language.

His book is a diet that high school and college students should be fed on, a work of art that no lover of literature can be without.—A. E. HORN. J.'Av iatinn de Deiiiain, par Francois Ernou.lt. in-

genieur. un volume in-S". — Libraiiie Aeronautiqtie.

32. Km- Madame. Paris.

Se basant sue l'observation. qui perniet de con-stater que. e-omparative-me-nt a nos aeroplanes ae-tue-ls, les oiseaux depensent extremoment pen de-travail pour voler, l'aute-ur s'est rendu compte quo les organi s de ees derniors sont constitues. de telle facon qu'ils recupen-nt la presque- totalite de l'ener-gie necessairement employee pour vainere les inverses resistances.

M. Ernoult nous devoile elans son ouvragc le secret de e-e-tte recuperation en nous en exposaut le principe. ejui se trouve e-tre d'une- simplicite vrai-nn-nt remarquable.

L'applieation de <-e principe a nos appareils d'avi-ation permettrait de realist r a la fois et auto-matiquement la recuperation du travail de penetration et de sustentation. le vol a voile et l'equil-ibre automatique.

1 ies horizons nouveaux nous sont decouverts et 1'avenir ponrrait bien nous menager aoant pt-u ties surprises.

The Aero Club ol' America held its annual meeting on November 14 and, as usual, elected the "regular" ticket, nominated by the board of directors. About 50 were present, of which, evidently, but 25 voted. ft was expected that there would he some interesting proceedings, on account of the opposition ticket, but nothing very sensational occurred. After various reports and resolutions were read the result of the "vote" was announced. The regular ticket received an overwhelming majority, though solely by means of proxies. Practically everyone present who "voted" cast the opposition ha I lot amended in some form. There were said to he 205 proxies on hand, received after two urgent circulars were sent out to "members" by the club, out of club funds, so there was little chance for free expression of choice.

Gage E. Tarbcll was present for a little while, but left, evidently in disgust. Clifford B. Harmon and many other prominent and active members were among those absent and whose proxies had not been sent in.

Talk of New Club.

There is much talk of forming a new body by the men in the Aero Club who are doing real work, though this scheme has not yet been put in any definite, shape. There is another rumor afloat that it is not impossible that the club may lose its international affiliation.

The membership was announced as 392. Two years ago the number was but a hundred less, so little has been gained in membership. Many have joined, but many have resigned, among the latter being many well-known men.

There are three factions, at the least, now in the club. The old insurgent element which put up opposition tickets for two years, brought suits to set aside the election of a year ago, which was clearly shown to be illegal in the hearing ,of another faction, did nothing this year towards a' ticket of their own, for some reason or other. And this faction has gained in strength. Then there is the old guard which stands by Bishop, with just a little new blood, and the entirely new element headed by liyan, et al. More and more of the members are beginning to see what the Aero Club of America might be if properly handled. Life is beginning to be discovered among the membership, and the next year will undoubtedly see things done; whether in the right or wrong direction remains to be seen.

The Two Tickets.

Aero Club of America "members" duly received the usual yearly communication announcing the board of governors ticket for the ensuing year, together with a formal notice of the meeting and a blank proxy which members expecting to be absent might sign so that their votes could be counted for the official ticket.

Heading this ticket was Alan A. Uyan for president, J. C. McCoy, first vice-president; Dave H. Morris, second vice-president: James A. Blair, Jr., third vice-president. The members were notified to he ready to act upon recommendations for an increase in the number of governors from twelve to twenty, and the creation of a committee on foreign affairs.

The ticket for the board "f governors included: Cortlandt Bishop. James A. Blair, Jr.; Chas. Jerome Edwards, Lyttleton Pox, Lawrence L. Gillespie, Alan It. Hawley, W. W. Miller, J. C. McCoy. Dave H. Morris, Maj. Samuel Rebel-, Alan A. Uyan and Samuel Tl. Valentine.

The following members of the old board did not find their names among the elect for the coming year: Philip T. Dodge, A. II. Forbes and Chas. A. JIunn.

The additional governors in case the board be increased were named as follows: A. B. Lambert, of St. Louis; Dr. A. F. Zahm. of Washington; Prof. A. Lawrence Kotch, of Boston; Rodman Wana-maker, of Philadelphia; "Col." Jerome If. Joyce, of Baltimore: Russell A. Alger, of Detroit: Harold .McCormiek, of Chicago; and Prof. H. LaV. Twining, of Los Angeles, Calif.

It is at onee apparent that the club desires to make itself stronger in national affairs, and a greater power in the "National Council of the Aero Club of America," which has not been heart]

of since its tumultuous creation, and which, Dame Rumor has it, will before long have an "s" after the word "club."

On the night of the Aero Club dinner, October 31, an opposition ticket appeared in the field, with Cortlandt Bishop for president, Clifford B. Harmon for first vice-president, J. Parke Channing second vice-president, and Peter Cooper Hewitt for third vice-president, with some changes in the board of governors list. The sponsors for this ticket included Alfred Wagstaff. Captain T. S. Baldwin, Christopher J. Lake. Arthur Johns, H. C. Drayton, Winslow Busby, A. P. Flagler, Jefferson Seligman. E. E. Schwarzkopf, W. D. Gash, W. E. Hutton, Samuel F. Perkins, K. il. Turner. George H. Guy. P. C. Hewitt, P. L. Hoppin, Waldron Williams.. A. K. Gallatin, .1. H. Wall and Samuel Robert.

These are all friends of Bishop who believed in continuing him as head of the club in return for the alleged good conduct of the club at his hands in the past. Strange to say, however, upon the posting of this ticket Bishop and Channing as officers, and Morris, Hawley, Edwards and McCoy named for governors, wrote a letter requesting withdrawal of their names from the insurgent ticket, and announcing that they had been placed on such ticket without authority or consent. Wag-staff thus had played on him the same trick that he played on the old insurgents a year ago, when he withdrew from their ticket.

The opposition wants to know what Ryan has done to further aviation outside of his work on the Belmont Park tournament. Clifford B. Harmon has many friends in the club who appreciate the fact that he is the only amateur flying in this country and want to see his activity where it will benefit the club.

Friction developed at the banquet of the Aero Club of America, and the tournament committee to the aviators, between < lifford B. Harmon and Alan Ryan. Tn this little tilt it was suggested to

Ryan that he would "make a - of a president,"

and the compliment was returned in. like manner.

Plans for Club House.

For "materially adding to the comforts and benefits of the members of the club." the latest notice to the members states "the obtaining of a small club house in a convenient and desirable location" is "most important." No meeting of the members of the club has been held for a year, and it is a long time since the members have had advices of new members joining, as is required by the by-laws. What a club house will do towards benefiting the members, who have no part in the conduct of the club, is an open question.

The only time club members have been asked by the lordly custodians of its affairs was just before the Belmont meet, when they were begged to act as spotters at the "pylons" from 1:30 P. M. until the close of the day's Hying, to keep track on record sheets of every aviator who passed that way, whether he "cut corners," etc. For this service one ticket of admission to the grounds was given each of the favored members, who were supposed to be herded in the club house when not on duty.

Among those who are supposed to be members, but announcements of whose applications for membership have not been sent out in accordance with the by-laws, is Alan Ryan himself. It is claimed by insurgents that to be legally a member, the other members must be duly notified in accordance with the by-laws; and it is further contended by insurgents that it cannot be in accordance- with the by-laws, and, therefore, to vote for additional governors before the amendment increasing their number was legally passed.

Another feature claimed is that to suspend the by-laws while voting for additional go\ ernors required a unanimous vote in accordance with Sec. 2 of Chapter 10 of the by-laws, and not over one-third of the members present voted, while the balance did not vote al all. Yet it was called a unanimous vote, which was apparently not the case.

The same argument applies to the reduction of the initiation fees to $25 instead of $50 until March I, 1 111 1, those voting composing only a small unanimity of the members present.


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was for the first time in America demonstrated as an attraction at the Harvard-Boston Aero Meet.

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.

The height to which he can go (up to 1,000 ft.) varies only with the wind velocity and nerve of the operator.

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.

The Aero Club of New England will observe the 127th anniversary of the first ascension of man in a balloon, and hold its annual banquet at the Hotel Somerset, Commonwealth Avenue, Boston, on Monday, November 21, at 7 P. M.

Among the invited guests who expect to be present are Walter Wellman and his engineer, Melvin Vaniman; Augustus Post, of the balloon America II, the world's champion long distance balloonist and winner of the recent international balloon race; Samuel F. Perkins, a member of our club, who sailed in the balloon Dusseldorf in the same race; Mr. Claude Grahame-White, the noted English aviator; and Mr. Willi elm Heinrich, the first sightless person to make a balloon ascension.

The annual meeting of the club will be held at 6 o'clock at the same place, at which meeting the question of purchasing an aeroplane will be discussed.

The Williams Aeronautical Seciety was formed on October 13 by students at Williams College, Williamstown, Mass.. with H. Percy Shearman, the prime mover, president; George Orr Latimer, vice-president; Robert O. Starrett. secretary; R. K. Johnson, treasurer. Thirty men started the organization, which doubled itself in three days. A balloon ascension is being planned under the auspices of the club, and a course of lectures will be given during the winter by prominent men in the art. A library will be formed, and a construction committee has been appointed, on which are several men who have had practical experience. The services of Glenn Curtiss and Leo Stevens will be sought as consulting engineers. Stevens has already accepted.

President Shearman has designed a "flying bobsled" to be used during the winter. After a winter of active and systematic work it is possible an aviation meet will be held in the spring.

The Aeronautical Society listened to an interesting and valuable talk on November 10th by Mr. R. C. Gildersleeve, of the EI Arco Radiator Co., on the subject of the "Cooling of Motors." Edward Durant was another speaker on the subject of the gyroscope.

To promote and diffuse a more technical knowledge of the science of aviation among the members of the society, the following list of subjects covering the art has been arranged, upon which members are invited to write essays to be read in regular meetings of the society: "Aerodynamical Formulae and Calculations," "Planes," "Aeroplane Stability." "Propellers," "Aeroplane Construction," "Motors," "Learning to Fly." Benjamin B. Carmina has offered a gold medal to the one who, writing upon the seven subjects, shall be adjudged to have presented the best series. Other prizes will be offered for separate essays.

The society has issued two more of its "Bulletins" giving verbatim accounts of talks and addresses delivered before the society since its formation practically. These are of absorbing interest.

At the prior general meeting, held Oct. 27th, the speakers were Mr. Harry M. Horton, on the "Ap-lication of the Wireless Telegraph to Aeroplanes," and Mr. Melvin Vaniman. the engineer of the Wellman airship "America."

Mr. Horton's adddess outlined the difficulties encountered in making apparatus light enough and yet sufficiently powerful to send impulses several miles, and the best results so far obtained were with an outfit weighing 30 pounds, used by Mr. J. A. D. McCurdy at Hammondsport, which had reached 40 miles.

Mr. Vaniman gave a most instructive and impromptu recital of experiences with the airship "America." beginning with his first meeting with Mr. Wellman in Paris in IMim;. when the work commenced. After completion, the ship was taken to Spitzbergeii. where endless difficulties were encountered in efforts to reach the North Pole, and finally the last trip, starting from Atlantic City, until rescued by the S. S. Trent after a record (light of three days, having traveled nearly 1,000 milis. The greatest source of trouble was the equilibrator, of which so much has been heard, and yet Mr. Vaniman is convinced that without it no suectss can be obtained, the unfortunate experience met with on their voyage being due to storms and 40-mile winds, which are always likely to upset the most carefully laid-out plans.

The Daytiii Aeroplane Club held a smoker and banquet on November 2. Among those who responded to calls were E. W. Shroyer, A. E. Esta-brook, Dr. o. J. Needham, G. R. Wells, Postmaster F. G. Withoft, Dr. J. C. Eberhardt and A. G. Clark. Dr. Eberhardt was one of the judges in the recent Belmont Park international aviation meet, and his talk was unusually interesting, as he made extensive comment upon the recent flights and their significance to the development of aerial navigation.

Business was taken up and the question of the erection of an aerodrome was discussed.

An Aeronautical Club is to be formed at the University of Michigan, Ann Arbor, Mich. At a meeting of the students held to discuss the matter over a hundred were present. Regular meetings will be held for the reading of papers and the holding of arguments, and later on it is hoped to do some practical work.

Professor Herbert C. Sadler is working on some apparatus for experimenting upon aeroplanes and propellers, and it is expected that work - along this line will be started the first of the year. It is also probable that some regular work will be offered by the University at the beginning of the second semi ster.

The Walla Walla Aero Club has been incorporated for $5,000, at Walla Walla. Wash., by L. E. Mea-chan. C. S. Walters, C. R. Offner et a'l.

It might not be a bad idea if the various aero i lubs in the country held members' meetings once in a while. The Aero Club of America had no members' meeting, or lecture, until the annual election, for about a year. The Aero Club of Michigan has had but its organization meeting. The clubs in this country that are other than but a name could be count< d on the fingers of one hand— and there are more than eighty so-called "clubs." -"But what's the use?"


MORE than ever ' before is there a need for a national organization that is national. Foreseeing the present, many active clubs urged such a body a year ago, and succeeded in gathering together the delegates for a big national league.

Lulled by the siren song of the Aero Club of America and enticed by magnified promises, the delegates were cajoled into forming the "national council of the Aero Club of America." Once subdued, the A. C. A. proceeded to forget its child. Not a cent of dues has ever been paid in by the clubs belonging, and nothing has ever been heard of the "council" since its relegation to oblivion.

With the Aero Club of America in a worse state than ever before, likely to lose its foreign affiliation the moment there is a national organization of the proper kind to contract an agreement, the present "council" dominated by the A. C. A., it is high time that club men with red blood in their veins, interested in the actual progress of the art. get together and evolve the right kind of a broad, really, truly democratic national body; or else resurrect the "national council," perform a few amputations, add the clubs now outside, put the Aero Club of America on the same basis as the other clubs, and DO SOMETHING.

Index for Volume 7.

Index for Volume 7 will be printed in the January number.

The English "The Car" seems to have it "in" for Americans. First it has Hamilton and Wald. n in the death list, and next it says that Ogilvh and White were the only two to complete the Gordon Bennett course. Tin n. too. the international balloon race results gave America "a new record for this sport in the New World." With tb. exception of de la Vaulx's record, and within 20-odd miles of that, it seems to be pretty nearly a world record for balloon races.

Since the famous flight of Henry Farman. i < January. ltiOS. savs "Conquete do l'Air," when h won $111,000 for a (light of but 1 kilometer. on< can estimate the prizt s received by aviators at $ii00,000. The biggc st winnings have been mailt bv Leon Morane, perhaps, who, since the meeting at Rheims in July of this year (in three months i has won $60,000.




Flies with Passenger from Paris to Brussels and Return.

PARIS, Oet. 16.—Henry "Wynmaleii, the Dutch aviator, recently holder of the world's altitude record, and 11. Legagneux, the French aviator, each with a passenger, made a remarkable trip in biplanes to-day from Paris to Brussels. They started from Issy with an interval of an hour and a half, in an attempt to win the $20,000 offered by the Automobile Club and the $,'.,000 offered by the municipality of Paris for the best flight with passenger to Brussels and return.

Wynmalen, after reaching the Belgian capital, with ■<*«*■ stop^on the way, started almost immediately on the return trip, and arrived safely that evening at St. Queniin, where he spent the night. The next morning he started again. After three more intermediate stops in the morning, he arrived safely back at Issy. His passenger was Louis Dufour. Total time occupied was 2S h. 36 m. 43 s. for the total distance of 3S0 miles. The time in flight was 13:12:28.

Legagneux and Martinet, after making one stop going, started back the following morning, but got, after one stop, only as far as St. Quentin, where he damaged his machine in avoiding some Bpectators, and abandoned the trip. Both used Farman machines.

First Two-Man Flight Over Paris.

Paris, Oet. 16.—Legagneux, with passenger (Farman), Wynmalen (Farman), and Maurice Far-man (M. Farman) all maneuvered over the city of 1'arls, Wynmalen flying about the Grand Palais and around the Eiffel Tower. On the Pith Robert

Thelen (German Wright) flew over Berlin. Lieut. Savoia (Farman) recently Hew over Rome.

Military Aviator Killed.

Doual, France, Oet. 23.—Capt. Madiot, military aviator, was instantly killed flying for the first tirm alone a Breguet biplane. Previous flights had just been made by M. Breguet with Madiot as passenger, and even .vith two passengers.

An examination of the machine showed all wires intact. Accident evidently due to personal equasion.

German Duration Record.

Darmstadt, Germany, Oet. 24.—August Euler (Euler) made a new German duration record of 3 hrs. 6 min.

.Military Airman Killed.

Magdeburg, Germany, Oct. 25.—Lieut. Mente fell with a Wright aeroplane and was killed instantly.

The lieutenant was gliding to the earth when he started his motor. The strain caused the machine to turn turtle.

The weather was bad, and he was the only one to risk a flight.

Aviator Blanehard Killed.

Paris, Oet. 2(1.—Fernand Blanehard, the aviator, fell from a height of 100 feet and was killed.

The accident occurred over the field at lssy-les-Moullneaux, where M. Blanehard was gliding down a'ter a successful flight from Bourses, about 125 miles.

MM. Blanehard, Riegi and Rielovueei, who had rarticipated in the aviation meeting at Bourses, decided to return to Paris through the air. Bregi arrived first, having eovered the distance from P.ourges to Paris in 4 hrs. 10 min. Blanehard was a close second, and was hovering over the aviation field at Issy-les-Moulineaux as though selecting a Convenient landing place, when his Bleriot, for some unexplained reason, fell like a stone.

World's Record Again Broken.

Buc, France, Oct. 28.—M. Tabuteau broke the world's distance and duration records.

Flying his Maurice Farman biplane, fitted with an 8-eylinder 60 h. p. Renault motor, he started out with the intention of competing for the Miche-lin Cup for the longest distance eovered up to the end of the present year.

Without the slightest hlteh he continued to circle round the aerodrome hour after hour with remarkable regularity.

The aviator alighted after having flown for 6 hrs. 1 m. 35 s., having eovered in a single flight a distanee of IftrS kil. (MM m.), He consumed 190 litres of gap and 20 of oil The old record was that of Oliesch/lagers, 244.3 nl. In 5 h. 3 m. 5 1-5 s.

Mafhieu Flies from Paris to Brussels.

Brussels, Belgium, Oct. 29.—llajhieu, the French aviator who started with a passenger from Issy the previous day in a flight to Brussels in an aeroplane, but who was forced to make landings at Dravecy and Braine-le-Comte, Belgium, arrived here this morning. A night stop was made at Braine and the flight resumed in the morning.

It had been his purpose to start on the return voyage immediately, but he abandoned the return flight because of trouble with his machine.

Government Airship Sails Channel.

London, Oet. 29.—Announced that the government would buy the Clement Bayard airship, which sailed from Lamotte-Breuil, in France, to the shed erected by the London "Daily Mail" at Wormwood Scrubbs, on October 16. There were six in the crew and passengers, besides Alphonse Clement, the designer and builder. The distance is about 240 miles. This was accomplished without stop in 6 hrs. 16 min. Last year the Russian government bought the dirigible built for England. Then the French government requested the trip of the second airship delayed until after the army maneuvers this fall.

After some argument the War Office offered $62,500 for the airship without tests. Harvey Du Gros generously made up the balance of the $90,000.

The airship is known as the "Clement Bayard IL," 7,000 cubie metres capacity, 260 h. p. The average speed of the trip was 38.7 m. p. h.

Another Fatality.

Rome, Nov. 3.—Lieut. Saglietti fell with an Asteria biplane in which he was maneuvering today and was instantly killed. The machine was wrecked.

The officer had made a good flight, and was gliding down, when, at a height of about 50 ft. from the ground the machine refused to respond to the elevator. Lieut. Saglietti tried to jump clear of the machine, but fell, and the machine crashed on top of him, killing him instantly.

Second Airship to Cross Channel.

London, Nov. 4.—E. T. Willows and an engineer sailed an airship of his own design from Wormwood Scrubbs to Corbehem, near Douai, France. In landing the framework was damaged and on account of weather conditions the return trip was not made. The start was made at 3:25 P. M. At 10 P. M. the vessel was sent up to 5,500 ft. to clear the clouds and steer by the stars. At 2 o'clock in the morning the landing was made.

Cody Makes Record.

London, Nov. 4.—Capt. S. F. Cody, in trying to beat the British Miehelin Cup record, flew for 2 hrs. 24 min., covering 94 \2 miles. This is the best record so far.

Skyscru pings.

The F. A. I. has fixed new rules for pilot licenses. Minimum age, IS yrs. Two tests over closed circuit of 5 km., one for height of at least 50 m. Course in figure 8 around and between 2 posts 500 m. apart. Each flight to be ended by gliding with motor stopped, and within 50 m. of a point previously designated by entrant.

On October 2f) Henry Farman carried four besides himself on a machine of more than usual surface. The load carried totaled 3S0 kilos.

According1 to a dispatch from Berlin, the German War Office has decided, as a result of the recent tests carried out by the military authorities, to buy five aeroplanes of different types, including a Wright, an Aviatik, a German-built Sommer, a German-built Farman, and an Etrlch monoplane.

Count Lambert has made trial flights with a Gnome-engined Wright.

A number of French manufacturers have started suit in France to have the Wright patent annulled. It is claimed the system of warping was patented in 1900 by Theodore Dobreseo.

Louis Paulhan has just been awarded the "Dally Mail" $5,000 for the greatest distance llown cross country between Aug. 15, 1909 and Aug. 14, 1910. His mileage was S01 miles.

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The G. H. Loose Monoplane Co.


For Aeroplanes *


Long Lengths of Selected Straight Grain ^

Spruce --Pines --Bass--Whitewood--White Cedar, Etc.



Manufacturers Supplied A

WM. P. YOUNGS & BROS. First Ave. and 35th Street - New York



Just Published


Construction and Operation

By Jackman — Russell — Chanule

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. Piice $1.00 postpaid. Sold by bo.-ksellers generally.

The Charles C. Thompson Co.

Publishers —=

545-549 Wabash Avenue, Chicago




Manufactured Especially for "-=-Aeroplanes-

Light, Strong Air-Tight and Moisture Proof

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.


101 Franklin St., New York

AEROXAUTIL S December, 1910


TO '>L'I? FRIE.XDS 11V ir„ d I it, preei tti it r, ry lintel, if'yiiu iritidd x/iieJfy in itiit'iiy (til reit ise s Hint iiou scar the ml. iu J. Eh'OX4I'TICS. 7/i'.s trill kelp us. and eventually be զ#9632;/ equal scr -,'<( to yourseln s.

Curtis:, Meters for Immediate Deliveiy.

I'liriisS 2."-h. p Tl t IS < 111 111 W ll <b';.i..

\\ i li prnniiil el i\ j-i s. ir in :H. ('-n-tits. Ha'.i mi-.ie'F-.-ort. X. Y.

This motor is t-cy r d r \ idea . wati r em 1 >' and has a .1;:4-in. 1 re- a"l 4-in. ttrik . ■ y'indtrs ar eastiim \ i h en p- ■ .;n ke ts hoi o-: -

oiisl ՠ\\ d (i on. Eu'iri a ion is bv a force lei d system, th ■ pump being built in the rase aid operated from th - cam shaft. The oil is fed through the hollow cam shaft to the main be ar-ings. thence through the hollow crank shaft to the crank and connecting rod bearings, the overflow from the cas< returning to a separate rts-rvoir underneath the motor "rom whe-e it is again pumped through the system.

The crank ease is of a special aluminum alloy and the crank shaft of Vanac ium stt el. The valves are both in the head and are actuate d by single push rod and earn. All the parts of th motor arc made of special materials secure d expressly for these motors.

The weight, including the oil and water pumps, is 90 lbs. Ignition is regularly 1 y Bosch high tei -sion magneto, elriv -n by enclose d gears. The magneto weighs 12¥2 lbs.

The motor develops 25 h. p. at l.SOtl r. p. m., but has a maximum speed of 1.S0O to 2.00U at which it develops considerably more. All the bearings are of very liberal dimensions.

Duralumin, a New Metal.

For years past a large number of inve ite is have-been endeavoring to find some al oy which would combine with the light weight of a uminum the eharacti risties regarding strength and elasticity so far found only with the heavier metals. Attempts were made, particularly in Germany, to obtain an alloy of aluminum and magnesium, a metal even lighten than aluminum, and for a while it app< ared as if the goal had been reached. From th weight of magnesium it follows of course' that the specific weight of these' al oys was even smaller than that of aluminum, decreasing more and more with th - increased amount of magm sium added to the aluminum. The hopes entertain d with regard to the se alloys were- disap lointed as tl ey soon disintegrated, becoming brittl- and therefor ■ useless.

The new a loy. to which the i am Duralumin i. i'.. hard aluminum—has been give n by ils i -'i 11 r. consists of more than !i > i r e- ni. ՠu ni-num. but small adelitioi s main y e. < >iՠr a e 1 magne sium, have- change el its me < !r uie al i ara< t r is ics absolut ly. Fru-n tin- 'ae t t .at n . a !"■ w

i r cent, of other n ՠtals lav. i i ad' e. jar . heavier and partly lighter than alum inu'n. ii < '. lows that the- we ight of tl i- . w a oy is pr; .--lieally Hit same as that of th alu li'mi n. Tin- ap-le. arance- of the- alloy is alse> that of a uminum. r. -

ailing, how ver. its bright color uiaff. idel by the aline sphere or water. Att mpts at 1 l din g a rod or plate' wi 1 sen n reveal how th ՠmetal ili-'f rs ro n aluminum, for whi <ՠa good-sHe d bar if the lall-r mate rial can easily be' bent, the- D laluiiin piece s will show tin resistance of steel. Technically sneaking, the- allcv shows, accorling to th particular mixtures used and according to the tr atim-nt it has undergone', a te nsile strength of from ."iii.OOO 'bs. up to S.i.Oi'ii lbs. per sq. in.: this nn ans a mil of the- latte r all iy of 1 sq. in., cross s ■etion. sus-

i-neled vertically will re quire- a load of s,"..ono 1 s. to break it. At tin- r- me time the rod will weigh einlv about one-third as mi,eh as a similar r. d of steel.

The importance o." this m w material, if tl ■ i v. ntor's claims pro\ > tie can hTilly be nve r ■ stimati d. for while- tin alien- must nee. ssarilv be

lii.-,h in price- win n eompan-d with steel owing arge-ly to the- fact that for its production aluminum is use d as the- raw material, there are mar ,■ lie Ids w In re the large- reduction in weight will mor tl an offset the difference in cost. The tie 1 el is by no means limited to aviation, but in marine ֩nel automobile engineering it nffi ts the greatest ; .i ssibilitii s and will be used to a large- extent.

Tl e- English government has under construction a large- dirigible for which Duralumin will be use d. a i 1 is also employing a considerable amount of it i.i connection with the construction of a n< w e-ruis r in order to test the- capacity of the ma-ֲial for resisting tin- influence- of s'-a water, ■ in- of the strongest claims advanced by the Live ntor.

The- ne-w alloy is be ing manufacture el in Europe by various concerns, best known among whom are Vicki-rs Suns & Maxim of England. Arrangements ar ՠuii'l r route mplation looking towards the- pro-du* i' n if h ՠa!lo\ in America. Marburg Brothers of 17TT Pre adway. Xe w York, an- re-presenting the inv nte r in x lis country anel exhibited a few sample i i ci s or the inspection of those interested at ti til- i xhibition in connection with the Belmont Park me ՠt.

The- j ii cifi<- Weight varies according to the particular alloy usi d from 2.77 to 2..S4. The melting point is at i;50 deg. C. According to the particular purpose- for which the material is to be used an alloy can be produced which will show greater or >" ss ductility.

Large Pennsylvania Tires.

Tl ■ 1 \e-lopment of the aeroplane, which gives pi-'-i.'ise c-f so soon becoming- of great utility, giv. s lis to the demand for a tire suitable to its spe e-ial use.

The p, 'lnsylvania Rubber Company claims to be one of de few manufacturers making a tin- of 4 in. i . diameter for this purpose, and these tires hav Inn us--d with success by P. TV. "Wilcox, of '"ol imbia University, Clifford B. Harmon and H. P. Die t/. of Jlineola.

These- tires are especially designed to withstand »h shucks of alighting, and have little cushioning effort.

Tl e 2d in. x i in. aeroplane tire which the Pe-nn-syhania Rubber Co. are making is fast becoming very popular.

Two of these- tires will carry a ten or twelve hun-dre el pound flyer, anel will have sutlicie-nt cushioning effect to prevent the jar of alighting being transmits d to its elelicate framework.

Warner Moves Advertising Department East.

Th- Warner Instrument Co.. of Beloit. Wis., make is of tin- well known Warner Auto-Mete-r. will i undue! their advertising from their Xe-w En '.; i 1 eiftices. i'25 Boyleston Street, Boston, after Hi e. nib. r 1st.

Tl e ir advertising and the Xew England territory v " i i:i charge of W. A. Jlerriam, who leaves t.oi-il X; Thomas, one of the country's largest ad- ■ liisi .a asi'iii'ii s. to assume this position.

T ■ Warn r Con panv are to be congratulated on n curing a man of such prominence in advertising -. "airs to look afti r their interests.

""Ir. .Miiriam's advertising experience dates back -i lie- eloze n y.ars en- more, when he was a charter me min r of th ՠtirsl r< gularly organized advertising li-parli ii tit of Armour & Co.. of Chicago.

After leaving this lirm. he- became- advertising and sabs manager for one- of Chicago's wholesale ■le thing house s. a> el was later sab-s manager of the Brand Stove Company of Milwaukee, Wis. niaki is of "Famous" Stove s and Ranges.

li Deiembir. lleil. be- assumed charge of tin-copv el. nartnient of Lord i>i Thomas at the- lime (heir Օliiason Why" copy campaign started tin-ie \ r i i ci i'i tin nel\. rtising field. In this capacity Mr. M rriam was n sponsible for tin- production of the advertisements used by a very large number of the 11 est S li I e ssl'ul ad Ve-r t ise IS ill tile- l'nite-el States. Fro i t lis pisiliou In- was promoted to tin- man-ag'-m nt ol" the l n ri-haiulising department and sabs aid ii parlme it. which In- leaves to assume the-position of Eastern and advertising manager for the Warm r Company.

Detroit Air-Cooled Motor.

In the field of aeronautics the air-cooled motor works under quite different conditions than in the auto camp. Here it is freely exposed to the cooling draft of the craft at full speed; there it is tightly enclosed in a metal hood. Besides this

advantage offered by the nature of aerial flight, the Detroit Aeroplane Co. believes the construction of their double opposed type1 has helped considerably in the. solution of the cooling problem. In this typo of engine the cylinder heads in which the Internal combustion occurs, are arranged several feet apart and are entirely separated by the hollow crank case and cannot radiate the heat one to the other.

Besides that, the engine being air-cooled is especially designed for this purpose inasmuch as the valve sections of enormous area have been employed. The exhaust valve through which the burned gas departs into the air, for Instance, Is 3 in. in diameter. On the other hand, the extremely large air-eoollng flanges which run over the whole cylinder surface has been arranged at

double the distance that customary practice shows. This is done to avoid the reciprocating action of the radiation from one rib to another and has been thoroughly tested out on French and German motors.

By means of the double throw crank shaft the pistons are forced in opposite directi ins, and as a result a stream of air is thrown steadily inside the crank case and cylinder by each revoluti >n, which helps considerably to lower the temperature of piston and cylinder walls. All this in connection with the wide spread of the cylinder heads, which are directly exposed to the air draught of the propeller warrants a most efficient cooling under propeller load.

Tiger Cycle Works Increased Plant,

The Tiger Cycles & Aeroplane Co., 7S2 Eighth Ave., New York, has improved its welding and brazing plant so that it can repair any and all broken parts of motors. The company can also undertake to build on short notice light steel tube frameworks which, it believes, will sooner or later be used in preference to wood. A loft of 5,000 square feet has been secured to give room for building complete machines. Wheels and tires can now be supplied as follows: 14 in., 16 in., IS in., and 20 in., x 1% in., 1% in., and 2 in.; and 20 in. x 4 in.; 2G in. and 2S in. x 2% in. and 2% in.

The name of the company has been changed from the Tiger Cycle Works Co. to the Tiger Cycles & Aeroplane Co.

New Rotary Motor.

As a result of experiments in improved aeronautical motors of the rotating cylinder type of Kmile Berliner, of Washington, D. C, a company is being organized and a plant erected for th< manufacture of aeronautical motors on a large scale.

El Arco Twin Radiators.

Recent twin radiator installations have been furnished by the Kl Arco Radiator Co. to Philip Wilcox (two 3S TI. P.), Monmouth Aerial Co. (two 23 H. P.). Miss E. L. Todd (two 45 H. P.), Rexford M. Smith (two 3S H. P.).

II. W. DuPuy has recently taken a 90 H. P., J. J. Frisbie a 00 H. P., Glenn H. Curtiss a 70 and 75 h. p., B. F. Roehrlg a 60 h. p., and another to ('. C. Barnett.

Some Details of the Rinek Engine.

In view of the remarkable flight which resulted in the first tryout of Miss E. L. Todd's aeroplane at Mineola the past month, a few particulars of the Rinek engine which made possible the success of the machine will not come amiss, as these engines without a doubt are coming to be recognized as one nf the most perfect types of engines on the market to-day.

The engine used on Miss Todd's plane is of the eight-cylinder "V" type, nominally rated 60 h. p., which power develops at 1,200 r. p. m.

The eight separate cylinders of these engines are arranged in two groups of four on a common "V" shaped crank case, sets being at right angles to one another, employing a four-throw crank shaft, each pin carrying the connecting rods of a pair of opposite cylinders, which are staggered in relation to one another. The cylinders, which are of a special grade cast gray iron, are. machined inside and out, which insures the walls being of uniform thickness, thereby obtaining equal expansion and contraction.

The cylinders being of uniform capacity, It naturally follows that uniform compression is also obtained, and so perfect balance. Jackets are of hard spun copper, pressed on in a special manner, making a water jacket which is guaranteed to be absolutely water tight under all running conditions. By this special process, joints arc produced that have entirely done away with the troubles experienced by others who have tried to depart from the practice of casting the jackets with the cylinders. This arrangement insures a perfect circulation which cannot exist in a cylinder whose jacket is east with it, since in that case it Is necessary to have the webs between the cylinder and jacket, which naturally form a bar to perfect circulation. In addition to this, it must be remembered that

aeronautical supplies

At Money Saving Prices


* NICKEL PLATED TURNBUCKLES, * 4- Very Light and Strong, - each, 12c. j£ 4* Elbridge Special Feather-weight, 2-Cycle Aero Motors ju 4" (water cooled): ju

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

* 4 Cylinder, 40-60 H. P., 178 lbs. . . . 1050.00 T 4° Cylinders 4 5-8 x 4 1 -2, copper jackets, j|, "I" aluminum bases, hollow crank shaft. j,

* 20 x 2 Aeroplane Wheels with tires built with steel T *»" rims and special hub, very strong, price, . . 10.00 j, V E. J. W. Aeroplane Hubs turned from solid bar of j, f steel, drilled 36 holes, well-nickeled. . . . 4.00 T *J* E. J. Willis Propellers, laminated wood, perfect

f screw: 6 ft., 6 I-2 lbs....... 40.00 T

f 7 ft., 9 lbs............ 50.00 7

* 8 ft., 12 lbs............ 60.00 T

4* The 6 ft. propeller gives 200 lbs. thrust at T

* 1200 R. P.M. T

* Model Propellers, laminated wood, 10 in. to 12 in. T

4* perfect screw........... 4.00 T

4" Galvanized Steel Cable for " Guying " T

4* 1-32 in., 200 breaking strength, price per ft. .03 T

4* 1-16 in., 500 breaking strength, price per ft. .03^2 T

4* 3-32 in., 800 breaking strength, price per ft. .04 T

4* 1-8 in., 2300 breaking strength, price per ft. .06 T

T Rubber Bands for models, 12 ft. lengths, 1-8 in. T

4* square, each........... 75 7

4" Complete catalogue of supplies, motors, gliders, and light T

+ metal castings mailed free, upon request T

± E. J. WILLIS CO., Dept. "F" i

* 67 Reade St. and 85 Chambers St., New York *



ready for flying

Propellers for all Aeroplanes


Motors for all type of Aerial Navigation

C,This Company is also equipped to make contracts for exhibition flying.

Address for Particulars

Kirkham - Eells Co.

MANUFACTURER Bath, - - New York

★★★★★★★★★★★★★★★★★★★★★★★★★★★★★■A 4-4-4»4»4'4'4»4'4'4'4»4»4'4'4'4'4'4'4»4'4'4'4'4'4'4'+4'*'*

THE -<^r^0<IK TOY

flying machine

Will fly by its own power over 150 feet, in a circle or straightaway. This wonderful toy was an original model, developed in the making of a successful man-carrying machine. Built on totally scientific principles, and acknowledged by leadingstudentsin Aeronautics as the most wonderful invention of the age. Measures 14 inches aeross, 5 inches high, (i inches long: weighs less than one ounce; will carry more than itsown weight. Very durable, amusingand instructive tobothyouneand old. Interest increases with every flight. If started upside down it will right itself and continue flying. Price :?1.00 at your dealer's, lfhecannot supply you we will send direct by express prepaid in the U.S. on receipt of $i.00 money order.

bing mfg. co.

11 N. E. 5th St. Minneapolis, Minn.


"IMP" Monoplane

Spread, l2'2 feet. Weight without engine, 200 lbs. Frame, reinforced steel tubing, Bleriot running gear, skid for landing.

Perfect Control

The National Aviation and Construction Company has purchased the pat ents and is now ready



* 4* + 4-+ + . 4-

to supply 4*

? "IMPS" at $850 each, without J j£ engine. Delivery in three weeks. j£ + Any engine furnished at list. Send 4* 4. for catalog of supplies and standard X J aeroplanes. Y

% Everything Strictly 4.

+ First Class %

National Aviation and % Construction Company

32 Hamden Circle, Wallattan, Mas:


Aeronautic Motor Engineering

4* +


There are a number of aeronautic motors, of various degrees of merit, on the market, but none is acknowledged by anyone but its salemen to be completely satisfactory. Tin opportunity exists for laying the foundation of a profitable and permanent business in the manufacture of motors and appliances for aeronautical work.

Aeroplanes and aeroplane motors will be made by thousands in the near future, and the logical method of development will call for motor production, in' large, specially equipped shops, while aeroplanes from their bulky nature and fragility and the small amount of machinery involved in their production, will be built in numerous local shops.

If you contemplate entering this field of motor construction, we can be of service to you. We design, test and build, but do not manufacture. We are consulting engineers with no commercial affiliations. We report on motors and aeronautical devices.



Used by Leading Aviators.

Light in weight — Strong and


Variety of types and sizes in stock. Absolutely Guaranteed.

Send for Catalogue 19.

All Sizes Hoffmann Steel Balls on Hand.

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


C. Manufacturers of monoplanes only. Factory at Mineola, Long Island. If you are thinking of buying an aeroplane it will pay you to write us for further details concerning our machines. We can also arrange to have you visit our factory, where you can investigate the high quality of our work.


50 Church Street .... New York

the copper jackets themselves materially assist the process of radiation, owing to their high conductivity.

The connecting-rods, which are of a special metal, actuate a four throw crank shaft with cranks in pairs at 180 cleg. Crank shafts are of the highest grade of chrome nickel steel alloy, special heat treated and hardened, and accurately ground to size. They are fitted at one end with a double ball thrust bearing, to take the "pull" or "push" of the propeller when fixed direct on the crank shaft.

The single cam shaft operating all the valves is hollow, of high grade chrome nickel steel, and carries the eight double-acting cams, each of which operates both the exhaust and the inlet valve on each cylinder, by means of overhead rockers, the vertical tappet rod of which is designed both to "pull" and to "push."

The valve cages, which are inclined in the head of the cylinder at 20 deg., contain the two valves, which are of a special nickel alloy, and in accordance with late practice, extremely large.

The valve springs are taper for lightness, and are kept in place by a very neat form of collar and cotter.

Standard Bosch ignition is employed on both types of engines, same being driven by a gear off the cam shaft.

The engine is fed by a two jet carburetor in connection with an intake system which is at once unique and original in design.' By this system an equal amount of gas is delivered to each combustion chamber, as can be demonstrated by the remarkable flexibility of the engine, the speed of which it is possible to vary without a miss from less than 200 to 1,230. its maximum r. p. m., which in turn permits a range in thrust varying from less than 90 to 3Sfi maximum, and all without the suspicion of a misfire.

Pistons are of the same grade iron as the cylinders, in order that they may have the same degree of expansion, and are ground taper to allow Ifor the greater expansion of the head where the heat is the greatest.

The lubrication of the various parts of these .engines is insured by a constant circulation of oil, lander pressure from a force pump actuated by Ian eccentric on the crank shaft, and fed by a pump heading from a sump under the centre of the base .chamber. Oil is maintained at a constant pressure 'by means of an adjustable bypass on the distributor. By this system all attention to lubrication is obviated, the engine attending to its own requirements under all flying conditions.

iBurgess Company Building White Machines

I The Burgess Co. & Curtis, of Marblehead, Mass., are building seven biplanes on order for Claude Grahame-White. As Mr. White is familiar with the product of almost all the principal foreign manufacturers, his indorsement of the Burgess-Curtis factory is to be very much appreciated. The

[standard Burgess-Curtis biplanes are, of course, being turned out in addition.

The Harriman Motor "Works report re-orders have been received for 1911 model 50 h. p. by them from James E. Plew, 240 Michigan avenue, Chicago, and M. A. Marquette, of Indianapolis, Ind., who has a large Curtiss-type. Plew has a 30 h. p. in his Curtiss and will use the 50 in his Farman type. Louis G. Erickson. of Springfield, Mass., has bought a new model 50 h. p.; William Gary, To Lincoln avenue, Totaway Borough, Paterson, N. J., is another purchaser.

The California Aero Mfg. & Supply Co. report the sale of two Elbridge motors, one of 40-60 h. p. to Head & Goodman of Chieo, Cal., and one of CO-90 h. p. to the Western Aviation Co. of Oro-ville, Cal. Mr. Ovar Meyerhoffer, manager of the latter company, is superintending the construction of a large machine, built according to their patents, in the California Aero Mfg. & Supply Company's shops.

The appearance of the new aeroplane built by Walttr Christie, with two big star-shaped engines driving two propellers, in opposite directions, brought out the suggestion that it would be a good scheme to appoint holders of electric chair certificates to the jobs of piloting all freak flying machines, with freedom as the reward if they make good.

Classified (^Advertisements

YOUNG MAN, 21, steady, wants position with aviator or factory. Will start at beginning to barn business. Reference. Address Pierce, 31 North Florida Ave., Atlantic City, N. J.

CURTISS AERO MOTOR. $500 less than cost. Genuine Curtiss aero motor. 4 cyl., 25 h. p., water cooled; 95 lbs. weight with magneto; used practice flights only; better than new. Arrowplane Mfg. Co., 65 Washington St.. North Boston.

HACK NUMBER WANTED—Will pay $1.00 for copy of "Aeronautics'" of May, 1909. Address A. C. ,\.. care of "Aeronautics."

Single Back Numbers or Complete Sets of all Aeronautical Publications, at cost or less: "Aeronautics." "Fly," "Aii-craft" (English), "Flight," "The A. ro." "Automobilia" and "Flight," etc.

E. F. STEPHENSON, 23S Driver St., Memphis, Tenn.

FOR SALE—Bleriot monoplane, 24 h. p. Anzanl motor, imported from Bleriot factory this year. Will sell big sacrifice by aviation company closing up its business. 1. A. A., care "Aeronautics."

FOR SALE—20 h. p . 1-cylinder. air-cooled, genuine Curtiss motor. Has been used very little. In good condition. Weight 100 lbs. Used In 050-lb. biplane which made jumps of 200 yards. Have since installed larger motor. Price $325. Address L. B. 725. Morgantown, W. Va.

BLERIOT TYPE MONOPLANE. Exact copy. Finest possible workmanship. Best material. Has carried two men weighing 320 lbs. on numerous flights. In absolutely perfect order. Price without motor $300. Cost double that to build. Can ship knocked down. Photo or demonstration.

ELBRIDGE 40-60 h. p. "Featherweight" motor. 4-cylinder with S ft. Gibson propeller and El Arco radiator; $700 or offer. Have also a 2-cylinder 2030 h. p. Elbridge with (! ft. propeller. $300. Compelled to quit flying. Address "C. S.," care Aeronautics.

WANTED.—Someone to finance cost of a complete motor for a biplane to be used in an attempt to win prize offered for flight across continent. Address F. C. Hild, 410 Douglass Street. Brooklyn. N. Y.

FOR SALE—3-cylinder Anzani motor, latest model.

all complete, at less than cost. Kenney, 27 Lans-downe St., Boston. Mass.

FOR SALE—One 50 h. p. "IIP," or Harriman. aviation <ngine; new; $700. This is the same size engine that the Harriman Motor Works are charging $1,«75 for. Address Box 3. Girard, Kansas.

TYPEWRITERS All makes. Caligraphs $6.00; Hammond, Densmore $10.00: Remington. $12.00; Oliver $24.00: Underwood $30.00. 15 days' free trial and vear's guarantee. Harlem Typewriter Exchange, Dept. F, IS. 217 West 125th St.. New York City.

FOR SALE—Original Farman and 2 Gnome engines. All in perfect condition. Immediate delivery. Buying 70 h. p. Gnome. Address Gnome, care Aero-nn-.ztir*, 250 W. 51th St., New York.


Transmission Device

517 Commonwealth Ave., Salt Lake City, T'tali, Get. 21>, 1910.

To the Editor:

Inclosed is a sketch of my own idea, suggesting a special sprocket wheel for a propeller shaft that might be used in connection with running two motors to one propeller shaft of an aeroplane. Each motor drives the propeller shaft through the sprocket wheel rim, pawls and ratchet wheel huh, the latter being keyed to the shaft. In case one motor stops, the propeller shaft can still rotate, driven by the other motor, while the rim of the sprocket wheel from the dead motor remains stationary, the ratchet hub sliding over the pawls, which are connected to the rim. This would remove all trouble of a friction clutch or tight and loos, pulley.

I ask you to please publish this in "Aeronautics" to prevent anyone attempting to patent it.

Yours truly,


Member of the Aero Club of Utah.

Hearst Prize Open For Dirigibles

Editor "Aeronautics,"

New York City, X. Y.


Referring to the prize of $50,000 which Mr. \V. R. Hearst offers to the aviator who first completes the flight across the American continent within an elapsed period of thirty days, I am sure that the following suggestion—offered in the same spirit that actuated Mr. Hearst, namely, out of an earnest desire to stimulate the development of aerial craft that will prove of permanent service to mankind—will be accepted in good part.

First permit me to point out that the recent development of the aeroplane, although convincingly and abundantly demonstrating to the "man

ridicule and scepticism to recognition and an abiding respect that abundantly compensates those who have earnestly led the campaign of education and the development of the science, there still remains some matters which should be impressi d upon the public as well as on some aeronauts.

Abstract speculation leads the way, of course, in all n search. In the building of machines by rule of thumb it is possible that inventions may be made by accident occasionally, but the grtat fundamental discoveries follow the lines of the application of known laws like those of Simon Xewcomb; vide, the telephone and the phonograph. Xow, in the matter of aerial navigation I propose to demonstrate that abstract consideration of the subject points to a machine that is barred from participating in Mr. Hearst's compctitioii Furthermore, the principles involved have, fortunately, already been demonstrated in two machines which have achieved all the world's records—save speed (which, of course, is merely a matter of design, engines, details,).

Let me point out the fact that the speed at which the aeroplane leaves the ground is only twenty miles per hour. The Zeppelin and the Maleeot (the new French military dirigihle adopted as the result of a competition which was won by an obscure clerk who had studied engineering as a hobby) have both made approximately twice this speed. The conclusion is obvious that planes may be used for sustentation in dirigibles in the same manner that they are used in "aeroplanes." In point of fact, I have the statement of one of Zeppelin's engineers that a lifting force of 4,000 lbs. was actually exerted by the planes on the Zeppelin—although they were not placed there for this purpose. The records! of the Zeppelin are: The largest number of passengers. 40: greatest distance. i)50 miles; longest duration, 3(j hours; speed, 3S miles pi r hour.

Contrast this with the aeroplane: Largest number of passengers, 5; greatest distance, 2'jO



5PftWt to oi/s/p-


^P/fOC/TPT C///7/V

to "OTor**^;? —

'■5P%OCtfET CfSW to wo top -*/

CoHlWJITalfh Ai/

Sa/r Latt Cfy


in the street" cleverly built machines that fly, has al'd i" all merely followed the data and the plans of Prof. Eangley, who brought the atmosphere, its peculiarities and its movements within the ♦ xaet sciences, and of 1'rof. Simon Xewcomb, who disclosed its abstract possibilities and limitations. The structural and mechanical development of the aeroplane, therefore, has been along the lines of perfection In detail, motive power, etc., rather than its broad fundamentals.

Xow, the conditions under which the Hearst prize is offered, although they follow the general terms of the London "Daily Mail" prize and the 11 udson-Fulton prize, confine the award to a machine already developed. A prize of this magnitude is potent of unlimited results in stimulating the development of aerial craft.

While the status of the art of aviation has risen In public opinion within a brief period from

miles; longest duration, G hours; speed, fiS mile per hour.

Altitude records are negligible (although ini portant) because (he limitations are identical ii| both oasis, provided only the power is sufficient.

Xow. in order to point out the trend of progres] it must !>'■ noted that this new combination dirigible-plane (which, for lack of a better nam< lias bi i n railed the "Transport") has several indel pendent power units, and its efficiency and I'easi bility inert uses with size as the cube of its <1l mentions. It also has inherent stability.

In i quipping an aeroplane with aii additions engine many difficulties prolific of danger are in I volved. Its limitations as to size follow closel the prediction by Xewcomb that its size will b, limited by the fact that, while its weight in creases as the cube of its dimensions. Its liftin capacity increases merely as the square—so thai a point is reached where it will not lift itself, a


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demonstrated in a machine recently completed in this vicinity.

(It is to be regretted that l'rof. Newcomb's treatment ol' the problems in aeronautics for the most part seemed to argue thai man-carrying hying machines were impossible, even at the very moment when the Wrights were Hying. — Ed.)

But the chief difficulty lies in its tending to pitch and dive like a kite—its lack of stability— and this is, and will be, the reason why its use will never extend to the average person. To overcome this difficulty the application of the gyroscope has been suggested; but any person who has seen the mechanical application of the gyroscopic force, and the insecure sliding bearing involved, will instantly dismiss the possibility of its service in aviation. Now, let me state that 1 hold no brier for the familiar dirigible inflated with hydrogen. As stated in a lecture before the Pasadena Club several years ago, I believe that nothing has served to retard the development of aerial navigation more than the discovery by Prof. Charles, in I 7*1. that hydrogen could be employed for buoyancy. In an article in "Aeronautics" for March, I'.M'N, I summed up the limitations of this gas and pointed out dangers until then unknown.

T do, however, believe that the permanent value of the Hearst prize would be greater—even if the hydrogen dirigible were admitted—than if all similar craft be barred.

As strong an argument as any I can think of at the present moment, that the trend of progress in aerial navigation will be along the lines of the "Transport," would be the following examples: Supposing two aircraft, one an aeroplane and the other a dirigible, to be caught in a gale of, say, 70 miles per hour, blowing in the direction of its course, the aeroplane would have a minus lifting force, could not continue on its course, and the conditions would be right for a dangerous landing. (An aeroplane, as a matter of fact, does not lose lifting force going with the wind, owing to increased speed.—Editor.) The dirigible, on the other hand, would remain operative. Now, it has often been vaguely expressed in various places that if, on the other hand, the direction of the gale were reversed, the dirigible would, by reason of its greater surface, be retarded more than the aeroplane. Tt must be admitted that neither craft could be retarded more than the speed of the gale. It may be stated here that the question involved is one of comparative momentum as well as of surface, and the momentum of the dirigible in the lino of flight is not in the least affected by its buoyancy—which is a vertical force only; on the other hand, as a large part of the momentum of the aeroplane is partly expended in the lift, and its condition is one of sustentation in the gale, it appears that the chief difference will be caused by the fact that the aeroplane is a small craft, with a small carrying capacity, whereas the dirigible is a large craft, with a large carrying capacity. Speaking of the dirigible, I refer, of course, to the modern "true ship of the air," and not to the obsolete gas bag with motor attached. I am speaking of a type of airship which does not exist in America to-day, and for that reason' should be given the benefit of the stimulus of the' Hearst prize.

I desire to state in closing that what is said above is not intended to belittle the possibilities of the aeroplane—on the contrary, 1 am. as ever, l-oi sting the art where it needs boosting.

The ccnditioiis of Mr. Hearst's prize might lie drawn to admit any type' of aircraft not depending solely on hydrogen for sustentation and on pro] itioiis air current for propulsion.

Yours very respectfully,


Half Interest lor a Motor.

To the Editor:

hi ;ir Sir,— Enclosed rind small photo taken while I was working on my Curtiss typo biplane. Same tilows part of the center section assembled.

The machine is now complete and ready for installation of the power plant, which I am. owing to financial reasons, unable to obtain. 1 am willing to trade hall' interest in the entire machine for tli use of a good motor.

1 am nineteen years old, and have been working and experimenting in aeronautics for the last ten months. 1 have a twenty foot glider, or which I enclose a picture in flight.

I would like to get in touch with a lirm wanting to try out a new motor. If yon could help me do so it would be greatly appreciated. Yours very truly, WIM5ERT P. HI'NT.

2!iL'i; Kenwood Ave., Indianapolis. Ind.

AERONAUTICS PRESS, INC. A. V. JONES, Pres't - E. L. JONES, Treas'r-Sec'y


United States, $3.00 Foreign, $3.50


NO. 41 DECEMBER, 1910 Vol. 7, No. 6

copyright. 1o10. aeronaut cs press, inc.

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

New York, under the Act of March 3, 1879. {T AERONAUTICS is issued on the 20lh of each month All copy must be received by the 10th. Advertising pages close on the I5th. :: :: :: :: :: :: tfT Make all checks or money orders free of exchange ^ and payable to AERONAUTICS. Do not send currency. No foreign stamps accepted. :: :: ::


I think that you are not giving me, as T. R. would say, a square deal.

In the October number I published the strongest letter I could write and rj the results seem to have been negligible. Either I am a very poor letter writer or some of the subscribers to this magazine are an extremely hard-hearted group of citizens. I am only too glad to admit the former fact but what am I going to do if you won't "loosen up"?

The Post Office Department will not let me continue sending the magazine unless (1) the subscription price is paid in advance or (2) I have your signed order. I have neither the one nor the | other.

| You know you want the magazine | you know I want the money. We both agree on that. I have done my part, why not do yours?

If you feel you can worry along without the magazine write and say so. I shall appreciate your frankness to a greater extent than your silence.


(Continued from page 1S9)

ballast. If we throw out sand the balloon will rise again and what happened before will be repeated. More gas will be lost. Thus, during our voyage, there will be a continuous loss of gas, and loss of ballast, until through complete exhaustion of the latter we have nothing to cast away in order to assist the diminishing buoyancy of the remaining gas, and we find ourselves on the ground again. This is the history, in its main features, of the ascent and descent of a balloon in the atmosphere, under the most favorable circumstances.

We cannot remain aloft indefinitely, nor has any balloon, with a few exceptions, yet remained in the air 48 hours. Special conditions of the atmosphere likewise influence to a great degree the duration of the balloon ascension, and among them may be noted the varying temperature. In a clear air under a warm sun the gas will be heated, causing it to expand, which will increase the ascensional power if the balloon is not already full, and if it is, gas will be lost. Sheltered from the rays of the sun under a cold, damp cloud, the gas will condense, causing the balloon to descend through diminished displacement. We have now seen that the limitations to the duration of a balloon ascension are caused by the employment of hydrogen. Hydrogen, unfortunately for our purpose at least, obeys the same law as to expansion and contraction, under the influence of temperature and pressure, as the air. The hot air, coal gas or pure hydrogen is under the same pressure in a balloon as the air without. When the air expands, the hot air or gas in the balloon expands likewise. The pressure from without and the pressure from within are in equilibrium, which explains why a flexible bag of oiled silk remains inflated in the midst of an atmosphere which exercises such a great pressure ir every direction.

The ideal arrangement would be a rig:d envelope exhausted of its air—a vacuum balloon. Such a balloon would have an ascensiona force equal to the entire weight of the atmosphere displaced, less the weight of the envelope and equipment, and it would not be subject to any of the limitations as to the duration ot an ascension, as in the case of the hydrogen balloon. But a spherical envelope of 1,000 cu. ft. displacement, in order to rise in the air under these conditions, would have to weigh less than 76 lbs, and support an external pressure of 500 tons. How a structure of such a force and weighing so little can be made with existing materials and kept airtight is not yet known. To make clear what this pressure is, which would crush any envelope enclosing a vacuum, it is useful to consider that the atmosphere is equivalent to a layer of water over the entire globe of 33 ft. in depth. Such a column of water, 3X4 inches in height, having a square inch section would weigh 15 pounds, and if its section were one square foot it would weigh over a ton.

(Continued from page HO

In one of thi- Brookins machines the radiator was placed behind the rectangular gasoline tank, situated directly behind the aviator. In the others, the radiator was at the right of the motor, as is customary. All the Wright machines had Mca magnetos. The tires were Hartford.

It is unfortunate that the four cylinders out of eight in Brookins' racer should have gone back on him just as he was about to start on the Gordon Bennett, forcing a landing at enormous speed, injuring Brookins and smashing the machine, after it turned a complete somersault in the air after throwing him out.


(Continued from page L'Ofi)

it to rear backwards. It came down on its tail, fell over on one wing and rolled over on its back, smashing the machine. Mr. Duesler escaped unhurt.

Walsh Ha* ('nasi Kecord.

Tuesday, the 2d of November, Mr. Walsh remained in the air 2 31/4 minutes, covering an estimated distance of ISV2 miles at a height of Sit ft. He is using an Elbridge motor, and the S'eely high frequency ignition system, put out by the Seely Company of Los Angeles. From present indications the elub will have a number of local fliers at its next meet.

With the backing of the Jlcrchants' and Manufacturers' Association the Aero Club of California had planned to hold a big mid-winter meet from the !ith to 19th of .January, 1!H1, $75,000 to $125,000 to be put up in prizes. On account of the fact that the National Council of the Aero Club of America had assigned those dates to the Aero < "lull of Pasadena, of which Clifford B. Harmon is honorary president, the Aero Club of California had to abandon its project. At the present writing it looks as though there would be no meet in Southern California this winter worthy of the name.



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