Aeronautics, January 1912

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JANUARY, 1912 Serial No. 54

ins Fame in Hazardous Feat with a



ack-cover of "AERO" of Jan. 20th, for Map and Account of this Daring Flight

We have just received the following telegram from Mr. Cooke:

Oakland, Calif., January 14, 1912.

obsrts Motor Company,

Sandusky, Ohio.

Passed tests for pilot license yesterday. Easily gained altitude eight ed feet in four minutes. Seven figure eights in seven minutes in gusty wind, four X motor runs seven foot six by five foot pitch Paragon Propeller e hundred eighty revolutions per minute, four hundred pounds standing thrust.


Get our Catalog, it is Free to You


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Model B—6 Installed in "KIRKHAM" Tractor Biplane

The "Kirkham" Aviation Motor is offered in four different models,—

Model B-4, - 35 H.P., 4-cyl., weight 185 lbs.

Model B-6, - 50 H. P., 6-cyl., weight 235 lbs.

Model B-G-6,- 70 H.P., 6-cyl., weight 255 lbs.

Model B-12, -120 H. P., 12-cyl., V, weight 400 lbs.

All of these models are sold as complete power plants or motor only, as desired.

The universal success of every 6-cylinder, 50 H. P. "Kirkham" motor for the season of 1911 has demonstrated their unquestionable reliability and efficiency, therefore, the new models listed above contain not only all the features which have made the "Kirkham" Aviation motor noted for its reliability, but in addition, all models for 1912 are to be equipped with the new + Bosch 2-spark magneto, larger valves and special cooling tubes through oil tank, J whereby the oil is always at a safe temperature, no matter how hard or how J long the motor is run. J

Now is the time to get in your order if you want reasonably quick delivery T

as a large number of orders have been booked for spring delivery and there is +

sure to be a rush when the spring opens. Anyway you better get acquainted X

with the only American motor that actually delivers what is claimed for it. +


CHARLES B. KIRKHAM, Manufacturer £


SAVONA ............ NEW YORK J






THE Business End of your Aeroplane is the Propeller. We eonfine our business to the Business End. That is ove reason why we succeed and make such propellers as we do make. There are also a lot of other reasons. C. Anyhow, you have got to have propellers if you fly; ijood ones if you fly well, and the best one if you want to do your hest flying. We know you want the best and your problem is how to get it. We can solve this for you once and for all. You will never change when once you have tried a Paragon Propeller furnished for your machine in accordance with our system of calculation. CL Paragon Propellers are patented in every detail. There are none others like them and none others that you would want after your first Paragon experience. We admit our opinion of our work is not impartial, but we refer to the hundreds of Paragon flyers all over the country for their opinions. <L It won't hurt to write to us anyhow, and we will give you our expert engineering advice as to power, pitch, thrust, etc., gratis, whether you become a purchaser or not. We have earned a reputation for special knowledge in our line and ire, will make good that reputation with you, if you will let us.

NOTE — Beginning January First wo liave established under the personal direction of Mr. Spencer Heath a special consultation department for (riving competent engineering advice upon matters relating to propellers and power equipment generally. This department is at your service.






t| It has brought flight into the field of yachting. Wherever there is a small body of water, at the summer place by the sea, on inland lakes and rivers, the Burgess Hydro-aeroplane meets the demand of the sportsman for safe flying. Six-cylinder muffled motors, tj In the 1912 models, we offer no untried experimental devices; simply refinements in construction, additional strength and durability, both the hydro-aeroplane and aeroplane may be Started by the operator while in the machine. QThe following aviators, when free to choose their own aeroplanes, selected a Burgess type :—

C. Grahatne-White ; H. N. Atwood ; C.K.Hamilton; Lieut. T. D. Milling ;

Clifford L. Webster; U. S. Navy (hydroplane); T. O. M. Sopwith; W. R. Brookins ; H. W. Gill; Phillips W. Page; U. S. Army. ֊ Training on Burgess Hydro-aeroplane equipped wiih duplicate control, under the instruction of licensed aviators only.may be secured during Feb. and March at Daytona, Fla., Los Angeles, Cal., or Marblehead, Mass.

Dept.c. BURGESS COMPANY AND CURTIS, Marblehead, Mass.


Of the Aeroplanes at the 3rd Parisian Aero Salon were



The predomination of Bosch Magnetos and Plugs in aeronautical exhibitions and contests is the most emphatic proof of their true worth as a reliable and efficient ignition system beyond comparison with all others.

Be Sure Specify Bosch

We are glad to give advice on your Ignilion System

Bosch Magneto Company

223-225 W. 46th STREET, NEW YORK

A Review of 1911-Forecast for 1912


S^3^^5^3S^5N endeavor has been made ihe Wright Company, The Curtiss Aero-

to compile with the pro- plane Co., Burgess Co. & Curtis, Benoist

Hill a verbial accuracy of AERO- Aircraft Co., Moisant Aviation Co., as well

/\ NAUTJCS, figures on the as a half dozen smaller concerns. These

t=S /"\ iM production of aeroplanes 12 concerns produced, according to figures

ggj and accessories which obtained from the companies themselves

^j^j^j^^l would be a definite guide or by count of their products known

to the state of aviation to be in various hands, a total of 174, divided

^X^^Sx^^M from one point of view. as follows: 5S for private use, 105 for exhibi-

It has been possible to tion purposes and 11 sold various govern-

\^><^X\^k>^jA>^c arrjve very closely at the merits.

actual number of aeroplanes produced, of The balance of the 750 aeroplanes were

one kind or another. The thanks of the built by backyard builders and ever-hopeful

editor are extended to the aeroplane, motor individual exhibition flyers. .Many of these

and accessory makers for their kind co- machines had no engines; others were uu-

operation. successful.

One notices at once the great number of The number of engines sold total but 425,

aeroplanes built by the individual, either divided between Gnome, Roberts, Gray

for his own amusement, in the hope of mak- Eagle, A-M, Elbridge, Kirkham, Maximotor,

ing money by exhibitions, or with the ex- Wright, Curtiss, Emerson and Hall-Scott,

pectation of starting a business. It may Only one manufacturer's figures are esti-

be said that very little has been done by mated, the others being given us by the

this class in the way of original work. makers. One can not limit the number of

The great majority have built more or less aeroplanes built to engines sold, for the

good copies of, say, three standard ma- same engine has been transferred to new

chines, Curtiss. Bleriot or Farm an. There machines; many have made their own

is not the large class in this country of motors or adapted automobile engines; and

trained engineers, scientific experimenters there are still other makes whose figures

and theorists that there is in England, for a e not given.

example. The different purchasers of propellers to-

It is disappointing to note that no Amer- tal 434, figures being obtained from four ican made and designed machine has been propeller makers. Add to this a number up for two hours, save those of the Burgess, to cover the blades produced by the large Wright and Curtiss companies. Opportun- aeroplane makers for their own machines, ity has thus not been given motor manu- aiKi consider those made by scattering in-facturers to prove out their engines in com- dividuals for sale and by builders them-petition with the Wright, Curtiss and selves, and one can see that our estimate of Gnome. 750 aeroplanes is correct.

Just what the more distant future holds. it certainly is not possible to start an

is difficult to forecast. The best known aeroplane business without money, as so

inventor in the aviation world gives it as many have tried to do. Capital is the first

his opinion that the constructor of the near requisite; brains the next. Scores have

future will sell governments and wealthy attempted it on the "shoestring" basis,

sportsmen to a moderate extent. over-encouraged by a few sensational win-

The hydro-aeroplane will doubtless bring nings by phenomenally expert air-men and the sportsman into the purchasing class by the grossly exaggerated reports of earn-more quickly than the land machine. The jngs of a few big aeroplane companies, only motor boat enthusiast will adopt the water to fail dismally after doing the "game" no 'plane quickly. He is fond of the water little harm. Many of those who rushed in-and flying over it will not have the dangers to aviation without capital or ideas have for him it may hold for the landsman. fallen behind and quit and it is claimed by

Bodies of water make free aerodomes. the best class of manufacturers, the indus-

There is no stubble, holes or rough ground. try will be the better for the "process of

The aeroplane can be speeded along the natural elimination." Certain it is, the

water smoothly until the novice becomes individual will have a hard road to travel

familiar with the "feel" of the machine, hi the exhibition field hereafter,

when he can begin by himself making little ^-t^t^ro


PRODUCTION. The uumDer 0f aviators holding Ameri-

At least 750 aeroplanes were built during can certificates has increased from 20, at

1911 by manufacturing concerns and by in- the close of 1010, to 81 in 1011. On Feb-

dividuals. Out of this number not more ruary 15th last, the tests for the certificate

than 200 at the very outside were made by were made more stringent by the Interna-

concerns who can be considered as aero- tional Aeronautical Federation. The Aero

plane manufacturers. This number is put Club of America might well follow the lead

at 12 in these calculations and includes of the British Royal Aero Club which issued

conditions for a still harder series of tests for the purpose of establishing a new-award, known as the "Royal Aero Club's Special Certificate."


The profits expected to have been derived from exhibition flights at fetes, fairs, etc., have attracted a large number of individuals. The Wright, Curtiss and Moisant companies have done a very large exhibition business. A large part of the entire output of the Curtiss plant has been for this work. About 2S2 different towns were "made" and the actual number of days on which flights were made by four concerns total 814. The Curtiss Company alone covered 210 places with 541 days' flying.

Like the dirigible balloon, which still continues to be an attraction, the aeroplane bids fair to continue as a feature at fairs, parks, fetes and tournaments. In England and on the Continent exhibition flying is dead. In America a bigger volume of exhibition contracts is expected in 11)12 than in 1911, which year saw a fair crop of broken would-be exhibition flyers and disgusted managers. The man with a slapped-together 'plane will stand small chance in getting dates in the future. No more will it be possible to sign contracts long ahead, before the machine is, perhaps, built and the owner has learned to fly.

Big prices will not be paid in 1912. Only with an efficient and economical organization, can even good profits be made. Flights must be guaranteed according to some program, on pain of forfeit, not only of the price for the flight but of a sum of money in addition. Fair managers must now be "shown"—they are skeptical; they have been "stung" by the incompetent and the faker. AVIATION MEETINGS.

Meetings conducted by clubs have been held the past year at Los Angeles, San Francisco, San Diego, Chicago, Boston and Nassau Boulevard. None of these have been profitable.


A number of world records were broken or established in the United States during the past year, which French journals never mention; and English papers with a note of doubt. Beachey made a world altitude record of 11,642 ft., Beatty broke the world 2-man duration by doing 3 h., 42 m., 22 s., and the 2-man altitude with 3,080 ft. Lieut. Milling made a new world 3-man duration record of 1:54:42, and Sopwith and Simon tied for world climbing speed to 500 metres.

Many American records were broken or established. St. Croix Johnstone made a new duration record, of 4:1:53 which was again beaten by Gill, who made 4:16:35. Johnstone established American records for 150, 200 and 250 kilons, and for 2, 3 and 4 hours, which still stand. The late Hoxsey made American altitude record of 10,428 feet, narrowly breaking the world

record at the time, and also broke the duration record by doing 3:16:50. Par-malee broke this immediately after with 3.39:49. At the Army grounds, Coffyn and Foulois made a 2-man record duration of 1:3S:15. Welch made a 2-man altitude record of 2,04S but was beaten by Beatty. A number of other minor American records were made and broken by Sopwith, Coffyn, Beatty, Parmalee and Welch.

NOTABLE FLIGHTS. Many very notable flights were made in America, by American flyers using American machines. Rodgers flew across the Continent 3417 miles in straight lines— the longest aerial tour ever made; Fowler has covered 20S1 miles to January 15, on a cross-country tour from Los Angeles. At-wood flew the 461 miles from Boston to Washington, in 21 days, after which he traveled from St. Louis to New York, flying every day for 12 days, 1155 miles in straight lines—2S h., 53 m. flying time. This was without touching the machine or engine, save to re-babbit two bearings; and it was the same machine which he used in his flight from Boston to Atlantic City.

Lieuts. Ellyson and Towers made a nonstop flight of 13S miles, in the Naval hydro-aeroplane, entirely over water, at more than 56 miles per hour, later making a return trip with stops. A previous one was made of 75 miles. Hugh Robinson established a record flight for water planes of 314 miles down the Mississippi River, in 3 days, carrying U. S. mail. Parmalee and Lieut. Foulois flew with army despatches 106 miles non-stop from Laredo to Eagle Pass in 2 h., 10 m., returning over the same rough country, with one stop on the way.

McCurdy flew 89 miles from Key West over water, nearly to Havana Harbor. Ovington and Lieut, Milling completed a 160-mile cross-country race during the Boston meet, over very dangerous country, stopping at four towns on the way, as arranged.

Beachey and Robinson raced from New York to Philadelphia, 'S3 miles, with stops. Masson flew 60 miles cross-country from Los Angeles to San Bernardino.

All these were with Wright, Burgess, or Curtiss machines.

Many sensational flights have been made over cities by Ovington, Masson, Sopwith, Lewkowicz, Beachey, Robinson, Ely, Wil-lard, Hamilton, Atwood, Jannus, and others.

Harry Atwood made the closing flight of the year in his water 'plane, flying from Lynn to Providence over the water route, 110 miles or more in 2 h., 45 m. OTHER PROMINENT ACHIEVEMENTS.

In January, 1911, Glenn Curtiss produced the hydro-aeroplane and made numerous experiments. As soon as the machine was found up to expectations he flew it to a battleship in San Diego Harbor, with it was hoisted on board, let down

again later into the water and flew back to his shed. At San Francisco, Ely flew an ordinary land machine from the meet grounds, landing on a special platform on board a baiueship; starting on the return trip from the same platform. Wireless messages have been sent from Signal Corps aeroplanes and balloons, and during several aeroplane exhibitions. Wireless was put to practical use on the Laredo-Eagle Pass military flight.

Military reconnoissance by aeroplanes was practiced at San Antonio and detachments and batteries were discovered by the aviators.

Matthew B. Sellers has made flights all during the year with an engine which de-velopes less than 6 horsepower, carries 41 lbs. to the horsepower, and has contributed several papers of note to the aviation world. A scientific device for the accurate dropping of bombs from aeroplanes or airships has been invented and tried by Lieut. Scott. Curtiss, Burkhart, Zahm and others have invented pressure equalizers designed to do away with turning movement caused by ailerons. Successful experiments have been conducted with the Ellsworth lateral stabilizer. The Wright company has perfected a patented device for maintaining lateral stability without action on the part of the aviator, and many sustained flights have been made by Welch with a machine thus equipped.

The Automobile Club of America has offered a $1,000 prize for motors, in which competition a score of engines have been entered. Several bills of little value have been presented to state legislatures for the control of flying. A very good bill is before the legislature of New York State at the present time, which is a considerable improvement upon the others. The Aeronautical Manufacturers' Association has been formed by a group of makers and dealers with a view to self protection, eliminating unnecessary shows and to aid the industrial side of aeronautics. Two aero clubs have had aeroplanes, with pilots, at the disposal of members for flights at reasonable rates. The Aero Club of America has provided itself with a magnificient building, the only aero club house in the world. The Army has developed a high-angle gun.

The United States Government has provided for the Signal Corps of the Army, 2 Curtiss, 1 Wright and 1 Burgess aeroplane; the Navy has a Wright fitted with hydros, a Curtiss water 'plane and a small-power instruction machine of the same make.

Toward the end of the year the experiment was made of launching a Curtiss hydro-aeroplane down inclined cables, to demonstrate the feasibility of starting from a ship's deck.

A rather interesting aeroplane has been flown by F. E. Boland, which machine has no tail structure, nor rudder or ailerons as generally so-called.

Night flights have been made by the Army aviator, Lieut. Milling, at College Park, Md. Two acetylene searchlights were placed on the ground so that their rays crossed. Lieut. Milling depended on these beams of light to guide him and by which to laud. The experiment was carried out on an overcast, dark night.


The second necessity for practicing flying is the open field. New aerodromes are being constantly put in order. Some cities have several fields at short distances out. The principal centers of flying, where there are schools, or where there are sheds and attempt has been made to make them more suitable for flying, are: Nassau Boulevard, Mineola, Belmont Park, Bergen Beach—all near New York; Washington Park and Kin-loch at St. Louis; two fields near Chicago, one at San Francisco, several near Los Angeles; the Signal Corps and private individuals at College Park, Md. and near Boston. A hydro-aeroplane school is conducted by the Burgess people, at Marblehead, Mass., and temporary winter schools are being conducted at this season by the Signal Corps, Burgess and by Glenn Curtiss, at Augusta, Ga., Palm Beach and Miami, Fla.

For the past two winters Curtiss has made experiments, taught officers and other pupils at North Island, in San Diego (Cal.) Bay. Flying can be seen at most of the fields any day of the year. Geo. W. Beatty has been teaching pupils with snow on the ground, at Nassau during January; in fact, at all the fields until the storms of January put an end to it, pupils were being taught or individuals testing out machines throughout the cold weather.

No one need stay on the ground who has the price. During all or part of the past year, schools have been conducted by the Wright, Curtiss, Burgess, Moisant, Ben-oist, Atwood, Eaton Brothers, Gage, Shneider and other people, at tuition fees of from $250 to $750.


Ballooning has not been quite so popular in 1011 as in 1010, in which year 142 ascents were made. In 1011. trips to the number of 11C were made; and 233 passengers, in addition to pilots, were carried. The coal gas used totals 6,245,000 cubic feet. Hydrogen was used in several ascents of the Government dirigible and in balloon ascents made by the Signal Corps, to the extent of 420,000 cubic feet. No new records were made in America in 1011. Two big races were held at Kansas City, the National and the Gordon Bennett. The successful use of treated natural gas in these two races will certainly make ballooning more frequent in the future, owing to the lessened cost. Balloon builders are looking forward to a revival of this ancient and exhilarating sport, in 1012.

Germany and France lead in the con-

Page 4

struction of big airships, Germany having no less than some 26, either belonging to the government or upon which she can call; France has 16. England, Russia, Austria, Italy, Spain, Belgium and Holland have 25 more. The French airship " Adjudant-Reau'' holds the record for distance, duration and altitude, making a continuous trip of 550 miles in 21 hours, 20 minutes. It is stated that the German, passenger-carrying airship "Schwaben" has made 140 trips, covering 12,670 miles. The German airships of the Zeppelin rigid type are being mounted with guns and make speeds of 40 to 4>5 miles an hour. Orders are in hand for many additional airships to be completed in the next two years.


Aeroplanes have, seemingly, almost reached the limit in record-making. In round figures, Garros has climbed into thin air 13,947 feet, Fourny has flown, non-stop, all the daylight hours and more—eleven, Gobe made 20 kilometres more in 3 hours less time—also non-stop; Helen, two weeks after he obtained his certificate, flew 1,252 kilometres in 14 hours, including six stops for fuel—four days after being made a pilot he flew 1,126 kilometres in 12 hours, 40 minutes, with 3 stops; Nieuport and Vedrines have speeded at 93 miles an hour, Prier has flown, non-stop, Paris to London, 223 miles; Rodgers has flown by easy stages across the American continent, 2567 miles, the longest cross-country trip ever made—and Fowler is more than half way across on a trip in the reverse direction.

Atwood flew from St. Louis to New York, 1155 miles, and the 460 miles between Boston and Washington. Hirth took a passenger from Munich to Berlin, 330 miles. Between May 1 and October 1, Renaux was credited with 6830 kilometres, made up of trips of 100 kilometres or more each; Beaumont in three great races covered nearly 3,000 miles; we have seen cross-country races conducted with wonderful results— Paris-Madrid, 726 miles, the Paris-Rome 910-mile contest, the 1,073-mile European Circuit, the 1,093-mile German route, and the Tour of England, 1,010 miles. In the European circuit, Renaux carried a passenger the entire distance.

Sommer has carried seven people for 1 hour and 31 minutes; Moineau took two passengers for a two-hour cross-country trip, with one stop. The two-man height record has been put to 9,840 feet by Pre-vost, the three-man distance record has jumped to 69 miles. These are only the greatest flights. Scores have approached them in rapid leaps.

To chronicle each successive step is prohibitive. By years only can the leaps be pointed out. For the Minchelin Gup, the vearlv steps from the 190S flight of Wilbur Wright to that of 1911 are: 123 kils., 232 kils., 583 kils., 1252 kils. The altitude record has jumped from Mr. Wright's of 110

metres, in 1908, to 4252, nearly 40 times the first ever made. From the distance and duration record of the Wright Brothers in 1905, 38 kilometres in 3S minutes, we have progressed to 740 kilometres for the former and 11 hours for the latter, in 1911. The speed has jumped in the same period from SS miles to 93 miles an hour. Lieut. Bague flew 13S miles non-stop from Nice to the island of Gorgona.

It is estimated that 15,000 flights in France, of not less than half an hour each, total 350,000 miles for 1911. There are nearly 2,000 French aviators to help make this record.


The French firms, Bleriot, Train, H. Farman, Pelterie, and Breguet—five concerns out of more than thirty French constructors of more or less note, produced in 1911, S13 machines. No figures are available on the Nieuport, but we know they sold 10 in the last military competition, making 822 for these six factories. Out of this total, 410 were sold to various governments, 367 were used in exhibitions and in school work and 46 for sport. It is a very moderate guess that the other 25 builders constructed at least 150 more aeroplanes, as we have no data on other large concerns like M. Farman, now associated with his brother, the Astra company, Antoinette, Paulhan, Morane, Deperdussin, Sommer and Voisin. These five firms estimate their 1912 output at 1,608 machines.

The figures here given are the results of letters sent to foreign builders, the majority of whom did not reply. It must be considered, therefore, that the figures given represent the minimum.

In our October issue we published some startling figures, which were compiled by M. Georges Besancon, the secretary of the Aero Club of £ ranee. In reply to inquiries made by his club among the French constructors, seventeen firms sent in their figures.

These seventeen firms between them have turned out over 1,300 aeroplanes. The horsepower fitted to these machines totals up the enormous figure of 60,000. The passengers actually accounted for as being carried by the machines turned out by these firms number nearly 5,000. M. Besancon has calculated that the cross-country trips exceeding 10 kilometres in length made on these machines number over 3,000 or 30,000 kilometres, equal to about 18,000 miles. Besides these he computes that the flights actually logged in the form of flights around aerodromes total about 500,000 kilometres, or more than 300,000 miles. These represent approximately S.300 hours spent in the air. which means nearly a year off the ground.

One year ago cross-country flights in France were a rarity, and any trip lasting over an hour was worthy of special mention, and the figures show the marvelous progress made by France in aviation.

American Aero Records



Duration—4:16:32, H. W. Gill (.Wright), Oct. 19, 1911, St. Louis.

Distance—283.02S kil., St. C. Johnstone .(Moisant), July 27, 1911, Mineola.

Altitude—354S i/2 metres (11,642 ft.), L. Beachey (Curtiss), Aug. 20, 1911, Chicago.

Fastest Speed—109.237 kil. p. h. (67.877 miles), A. Leblanc (Bleriot), Oct. 29, 1910, Belmont. Speed Over Given Distances—

5 kil.—2 m. 44.78 s., Alfred Leblanc (Bleriot), Belmont Park, Oct. 29, 1910.

10 kil.—5 m. 30.92 s., 20 kil—11 m. 04.7S s., 30 kil.—16 m. 38.31 s., 40 kil.—22 m. 12.58 s., 50 kil.—27 in. 48.70 s., 100 kil.—1 h. 0 m. 41.69 s., C. Grahame-White (Bleriot), Belmont Park, Oct. 29, 1910. 150 kil—2 h. 8 in. 1.2 s., St. C. Johnstone (Moisant), Mineola, July 27, 1911. 200 kil.—2 h. 49 m. 52.2 s., " 250 kil—3 h. 32 m. 56.4 s., "

Distance for Certain Period— Vi hour—25 kil., Alfred Leblanc (Bleriot),

Belmont, Oct. 29, 1910. V2 hour—50 kil., " 1 hour—95 kil., "

1 hour—95 kil., C. G. White (Bleriot), Bel-

mont, Oct. 29, 1910.

2 hours—141.97 kil., St. C. Johnstone

(Moisant), July 27, 1911, Mineola.

3 hours—214.57 kil..

4 hours—2S3.628 kil.

Climbing Speed—500 metres in 3:35, tied between Rene Simon (Bleriot) and Sop-with (Bleriot), Chicago, Aug. 19, 1911.

Alighting—1 ft. By2 ins. from mark; Sopwith (Howard-Wright), Nassau, July 22, 1911.


Duration—3:42:22.2, G. W. Beatty (Wright),

Chicago, Aug. 19, 1911. Distance—No record.

Altitude—1020 metres (3347 ft.), C.G.White (Nieuport), Nassau, Sept. 30, 1911.

Fastest Speed—101.762 kil. (63.232 miles) per hr., C. G. White, Boston, Sept. 4, 1911.

Speed Over Given Distances—

10 kil.—6:13.4, C. G. White (Nieuport), Nassau, Sept. 30, 1911.

20 kil.—12:26.6,

30 kil.—18:42,

40 kil.—24:49.8,

50 kil—31:01.6, Distance for Certain Period— }i hour—24:14 kil., C. G. White ^Nieuport),

Boston, Sept. 4, 1911. y2 hour—48.28 kil.,

Climbing Speed—

1000 metres—9 min., C. G. White (Nieuport), Nassau, Sept. 30, 1911.


Duration—1:54:42.6, Lt. T. de W. Milling (Burgess-Wright)i, Nassau, Sept. 26,1911. Greatest Speed—56.263 kil. (34.96 miles) per hour, T. O. M. Sopwith, (Wright), Chicago, Aug. 15, 1911. Speed over Certain Distances—

5 kil.—6:56.4, T. O. M. Sopwith, (Wright) Chicago, Aug. 15, 1911.

WEIGHT CARRYING 45S lbs., P. O. Parmalee (Wright), Chicago, Aug. 19, 1911.



Distance—1,172.9 miles, Alan R. Hawley and Augustus Post, St. Louis to near Lake St. John, Que., Oct. 17-19, 1910.

Duration—48 h. 26 m., Clifford B. Harmon and Augustus Post, St. Louis, Mo., Oct. 4, 1909.


Distance—9S9 kil., "Adjudant-Reau", Issy, Sept. 1S-19, 1911.

Duration—21 h. 20 m., "Adjudant-Reau", Issy, Sept. 1S-19, 1911.

Altitude—2150 metres, "Adjudant-Reau", Issy, Dec. 6, 1911.


Duration and Speed—U. S. Gov. No. 1, Capt. T. S. Baldwin, Ft. Myer to Cherrydale and return, Aug. 14-15, 1908. Dur. 2 h. 1 m. 50 s.; speed 19.61 miles per hour. Separate ascents.

WORLD KITE RECORD. Altitude—23,S00 ft., Mt. Weather Observatory, May 5, 1910.


Altitude—29,040 m. (95,251.2 ft.), Royal Observatory, Brussels, Belgium, Nov. 5, 1908.


See Distance Record of A. R. Hawley. WORLD FREE BALLOON RECORDS.

Distance—1,925 kil. (1,195 miles), Count de la Vaulx, Paris to Korostychew, Russia, Oct. 9-11, 1900.

Duration—73 h., Col. Schaeck, Berlin, Oct. 10-12, 190S.

Altitude—10,800 m. (35,424 ft.). Profs. Suring and Berson, Berlin, Germany, July 31, 1901.

(James Glaisher claimed 37,000 ft. in 1S62.)

Michelin Cup 1911

1252.8 kil.. (777.99 miles) in 11 h. 7 m. 50 s.; including six stops, by Helen (Nieuport).

President Madero Presents Mesdames Quimby and Moisant with a Bouquet—From '֍ulti-col

Page 7

January, 1912

Report on Propeller Experiments

to t11k tkchnical committee of the aeronautical society



WING to other matters which demanded immediate attention, I have written this report rather hurriedly and hope that its shortcomings due to that cause may be overlooked. I have concluded my propeller experiments for this year; but this does not mean that they are completed.

Measures Thrust While Flying.

After considering the feasibility of using a large wind tunnel or of mounting propellers on a car, I decided to measure the thrust in actual flight. I used my quadru-plane, having an area of 200 sq. ft. and a speed from 21 to 22 mi. per hour. The 3%" x3ys" Dutheil & Chalmers opposed engine was mounted in front, and the propeller direct connected. For these tests, I made a triangular engine bed, having a horizontal rod or pin in a fore and aft direction at each corner. These pins were arranged to slide in bearings on a fixed support attached to the aeroplane, so that the engine bed could slide one inch in a fore and aft direction, and it was held against the pull of the propeller by two springs of such tension that it would require 40 lbs. pull to move it from the back stops and about 64 lbs. to reach the forward stops. The tension could, however, be adjusted.

Attached to the rear pin beyond the bearing, was a device carrying a recording pencil; and beneath this in a horizontal position, a tablet, to which a card, 5 inches long-, could be affixed. The card could be slowly moved transversely; being connected to a perforated piston, in a cylinder of oil; the motion being produced by a spring and rendered approximately uniform by an eccentric countertension device.

The bearings were loose, and the vibration of the engine prevented any error due to friction.

For calibrating, a large accurate spring balance was attached to the propeller hub. The error due to calibration recording and reading did not exceed 2 lbs. The record during the run on the ground was shaky (due to jolting), but in flight it was a fairly smooth line about 1-20" broad. All flights were made over the same course, and with

same preliminary run of 2.30 ft., and generally with wind less than 2 mi. per hour. A centrifugal tachometer connected to the engine by a flexible shaft was mounted in front of aviator, and also a "U" mercury level, so that machine could be kept horizontal; otherwise, the record would not be correct. The flights were short as the field is only 700 ft. long, but were long enough for the purpose. A number of records were taken with each propeller and the results were remarkably uniform.

The record shows the standing pull, the pull during run, and in flight. Fig. 1 of the table gives the records of 5 propellers. The first numbers of column 1 give the pitch, next the diameter and third the width of blade. All these propellers had radially expanding pitch giving nearly uniform angle of attack in flight. The " pitch given is the maximum pitch. Propeller No. 3 was too small and the action of No. 4 was anomalous. The others show about the same thrust in flight; and the ratio of the flying to standing pull for all is from .73 to .79. Propeller No. 5 required the least horsepower.

One thing I might mention, viz.: there is quite a difference between the actual pull of the propeller as shown oy the record, and the pull on a spring scale attached to the aeroplane. With this one it was about 12 lbs., due to the backward pressure of the blast, but this is not all lost, as a large part of this is drift; and the lift of the wings, within the area of the blast, is increased.

Experiments on Surfaces.

The aerofoil shapes were tested in my wind *tunnel and the results are given in table 2, while the shapes are shown in Fig. 3. All these had an area of V2 sq. ft. and were 5" x 14.4" in size.

All curves are circular. In designating these thickened shapes, the first number is the top cambre, next the bottom cambre, and last the thickness at front edge. While these values are probably all correct to within some 3<^, the measurements were not repeated often enough to make them entirely trustworthy.

The last column of fig. 2 gives the lift ratio or efficiency. The lift and drift are

(*Note—See Sci. Amer. Supp., Nov. 14, 190S.)

Page 8

January, 1912|

given in grams. Wind velocity 1,400 ft. per sec. The shapes having a rounded front edge seem from my experiments to be more efficient at small angles than those having sharp front edge.

What is Propeller Efficiency?

I want now to call attention to a conclusion regarding propellers. The thrust torque and efficiency are influenced by the blade section (which of course varies at different points; and the values found for aerofoils having the shapes of these sections can be applied to the propeller, (i. e. can be used in determining its thrust, efficiency, etc, and it seem? to me that a study of aerofoils having the shapes of these blade sections will throw more light on the sometimes anomalous actions of propellers than any other way of attacking the problem.

To illustrate: I believe that it is generally accepted that the efficiency of a propeller, revolving at a fixed point, is the pitch speed times the thrust, divided by the H. P. delivered to it, and the fact that this quotient has been found to be nearly or quite 100% has led to the conclusion that skin friction was negligible.

Now a little consideration will show that this amounts to saying that the thrust times the pitch would (if no loss) equal the turn ing moment at a given point, times the circumference for that radius; which means that, the ratio of thrust to turning moment would be that of the cos. to sin. (i. e. the cotangent of the angle of the blade at that point.)

Now adopting the analogy to the aeroplane that means that the lift -v- drift is equal to the cotangent of the angle; which

Fig. 3

NOTE:—An error has been made in redrawing thesi curves. The curves on the back of the 12 x 24 x J-f should be an arc of a circle.

is not true for the shapes used. For instance the cotan. of 10° is 5.7, whereas the lift rath of many shapes at 10 ° is nearly 8; so that { propeller might, according to above rub show more than IOO9; efficiency (a reductic in absurdum so far as the rule is concerned) In fact I have had propellers show more thai the brake horsepower of the engine whei calculated in this way.


Dec. 20th, 1911.

Can't get along without Aeronautics.—A. Il( Fisher.

The Quadroplane which Mr, Sellers has hcen flying the past year at his experimental grounds in Georgia, with a 5 h. p. engine. Patent drawings and records of engine tests and flights have been published heretofore in "Aeronautics*

Fig. 1





Thrust Lbs.








imate Slip


24 x 52 x 6








24 x 58 x 7








30 x 48 x 6








30 x 60 x 8








30 x 58 x 6







Fig. 2


LIFT (giants)













C 12










C 16










16 x 24 x i










16 x 24 x k










12 x 24 x J










12 x 24 x 0










STABILITY IN AVIATION, by G. H. Bryan, Wo., cloth, illustrations and diagrams, $2.00, Vfacmillan & Co., 66 Fifth Ave., New York, rhe contents include, Fundamental Principles, "Jeneral Considerations Regarding Symmetrical Derivatives, Graphic Statics of Longitudinal Squilibrium, Longitudinal Stability of Single-Lifting Systems, Longitudinal Stability of Double - Lifting Systems, Extension of Results to Systems other than Narrow Aeroplanes Moving at Small Angles, Asym-netric or "Lateral" Stability—Straight Planes ind Vertical Fins, Lateral Stability—Bent Up Planes, General Conclusions, Comparison With Dther Theories, Problems, Notes, Nomenclature md Notation. This is the only book which :onfines itself solely to stability, the subject ivhich is interesting everyone. The author concludes from the fact that movable parts sf an automatic stability device are apt to ?et out of order, that they increase the number of degrees of freedom of the machine (thus adding to the number quite large enough ilready), that the successful aeroplane of the future will possess inherent, not automatic stability. For the mathematician the book svill be a delight as there are equations enough to suit the most fastidious.

Henry James White of Baltimore, Maryland, who is believed to be the youngest aviator in the country, finished his course of instruction at the Burgess School 1 >ecember 22. Immediately after his matriculation lie started on a cross-country flight, carrying as a passenger Clifford L. Webster, his Hying instructor. The flight was over Salem Bay and portions of Beverly and Salem. Over the latter town an altitude of 1,500 feet was reached, and maintained until the conclusion of the flight, which lasted 25 minutes.

White, who is only 19 years old, has taken up aviation partly as a sport and in part as an aid to advancement in the navy. He has received his appointment to Annapolis from Maryland, and expects to enter the naval academy in the spring. Arrangements are being made for him to qualify for his pilot's license in the water machine at Marblehead.


Additional motors have been entered for the thousand dollar prize, as the committee has decided no harm can accrue to those already entered. One of the next motors to be tested will be the Kirkham six. The only engine to start the actual test thus far has been a Wright. The Kenault and Ithaca motors have been withdrawn from the lists.

It is interesting to note that there is a bulletin posted in the Boston office of the Associated Press ordering against the filing of any aviation stories save on flights of a spectacular nature or accidents, it is reported.

A well-known aviator, who has made a number of exhhibition flights, may now be found at the warping levers of a taxi on the streets of New York. "How are the mighty fallen!"

Natural Gas for Ballooning


Assistant Engineer, Kansas City Gas Co.

Natural gas has always been considered more or less valueless for ballooning purposes, though Carl Myers used it in a number of ascents a score of years ago in Pennsylvania, and within the past three years several ascents have been made in the Middle West

This gas was used for the first time in balloon racing by tlie competitors in the National balloon race last July and in the International in October, both starting from Kansas City and with great success. Coal gas as generally used by balloonists has a specific gravity of .40 to .45.

The natural gas, after being treated at the Kansas City works, had a specific gravity of but .353, with a very high percentage of pure hydrogen—more than half.

For the benefit of balloonists who want to try record distance ascents at a lower cost for gas than that for coal gas, Mr. Schauer has given a very interesting description of the method of treating natural gas to make it suitable for ballooning than in its natural state and at least on a par with good coal gas.

The Editor.

WWfflW^&Wty HE followmS 5s a description \&£^\£J\££& 0f the method used in treat-(|j£§ * ■ * ggj ing natural gas for the I 5^5 National Elimination Bal-pM £§3 loon Race and the Inter-

im jj^f national Race in Kansas

^WMMMI. City: — W^W^WW1^^ An 11_ft- water Sas machine ^r^rt$^(m of the Lowe type was used-^t^ti^^u^ Tnis machine consists of three vessels;

1. The Generator, which is a cylindrical shell, lined with fire-brick. This contains fire.

2. The Carburettor. This is a shell, similiar to the Generator, but filled with a checker-work of fire-brick.

3. The Superheater, which is practi-callyof the same construction as the Carburettor. These latter two vessels store the heat by means of the checker-work of fire-brick.


In making water-gas, the coke in the Generator is lighted, and the fire in the generator is blown by means of a fan blower. Secondary air is admitted into the top of the Carburettor. This unites with the CO from the Generator, and heats the checker brick work of the Carburettor and Superheater. When the whole machine is sufficiently heated, the blast is shut off, and the stack valve at the top of the Superheater closed. Then steam is admitted at the bottom of the Generator through two sprays.

This steam passes through the fire into the Carburettor and Superheater, and thence to a wash box and the scrubber, which is a cylindrical shell filled with a lattice-work of wood. This baffles the gas, and takes out the heavy tar.

The gas then travels to the Condenser which consists of a cylindrical shell filled with tubes. The gas passes through these tubes, which are surrounded with circulating water.

Thence the gas travels to the relief holder, from which it is taken to the purifying boxes, and then to the storage holder by means of exhausters.


This simple description of a water-gas machine will, I think, enable the reader to bet-, ter follow our method of treating natural| gas for balloon purposes.

After the coke in the Generator has been« lighted and blown for a while, and the brick-( work of the Carburettor and Superheater had come to a high heat, the blast was shut1 off, and a little steam was turned into thel Generator. This was done as a precaution^ to purge the machine of any air that might' exist, and thus prevent a possible explosion-when the gas was admitted.

The steam was then shut off, and natural' gas admitted to the Generator through the, two steam sprays, in exactly the same manner as the steam was admitted in the manu-i facture of water-gas. In passing throughi the body of hot coke, the natural gas, which | is about 96% CH4, is partially decomposed,] and carbon is thrown down in the form of lamp-black. This liberates some free hydrogen, which as you know is the lightest1 gas.

The stack valve on the Superheater is. left open until a dirty brown-colored gas ^ appears, showing free carbon. The stack valve is then closed, and the gas takes its t course as in the manufacture of water gas. It was necessary to use a liberal amount of I water in the scrubbers and condensers, in J order to prevent an excessive amount of n lamp-black from being deposited in the mains and other apparatus.

We made about 800,000 cubic feet for the meet in July, and about 100,000,000 for the one in October. At the end of our runs, we found very little carbon deposited on the checker-work of the Carburettor and Superheater. This carbon was, I think, burnt off during the blows.

After the machine had reached a good heat, we were able to make runs of 20 minutes duration, with 5 minute blows. Tests were taken every few minutes during the run with a specific gravity machine, and when the gravity was over .4, the run was taken off, and the fire blown. The gas was passed through the machine at the rate of 50,000 ft. per hour.

January, 1912

At the end of twenty minutes the gravity

ould rise, due to the deadening effect of lie gas on the fire. We were fortunate in |aving petroleum coke, which gave us an ex-■emely hot fire with practically no clinkers nd ash of a very high fusing point.

The following is an analysis of the natural las and of the gas made for the first meet 1 July. Unfortunately I had none made of \\e gas made in October. This latter had

specific gravity of .353 and undoubtedly tod a higher percentage of hydrogen than town in the following analysis. A series t about 200 tests of the July gas showed an Jverage gravity of ,3i807, but the gravity blculated from the analysis is .3914. This pscrepancy may be due to a small amount ft air that may have gotten into the sample ^iat was tested.



CnHn CO H2 CH. C2HB CO, O2 N.

.05 .35 .20 95.64 .90 .4 .3 2.15



The TRIUMPH of the AERIAL NAVIGATION ILe Triomphe de la Navigation aerienne), by punt Henry de La Vaulx: 1 vol. in-4° of 400 ►ages, with 300 illustrations. Price: stitched 2 frcs; bound 16 frcs. J. Tallandier, Editor, 5 rue Dareau Paris.

This new work (in French) of the famous teronaut fills an important gap in aeronautical nbliography. Mr. de La Vaulx justly considers hat the practical development of aerial navigation confines itself to the last ten years. His jhief aim therefore has been to follow the ef-orts accomplished during those years and re-:ord its progress. His pen successively describes :he novel scientific applications of the "sperical oalloon," the ancestor of aerial machines, of the lirigible, primitively a simple toy but which, thanks to the united efforts of mechanical inventors, quickly blossomed into a useful war machine; then the aeroplane claims his attention, the aeroplane of quite recent realization ind which remains the most admirable conception of this early 20th Century.

The author placing himself as an independent Jbserver, notes and disposes of facts in dealing upon them and pointing out their consequences. The technical considerations are reduced to the strict necessity of allowing a clear and thorough understanding of the characteristics and working of the machines described.

THE HELICOPTER FLYING MACHINE, bv G. Robertson Porter, A. M. Inst. C. E. 16 mo', c:Ioth, with diagrams and tables. Published by British "Aeronautics," 3 London Wall Buildings, London. E. C. at $1.00 Mr. Porter's book deals with one of the most fascinating problems that has attracted the attention of Experimentors. Unfortunately, of late the helicopter has given place to the aeroplane. A recent series of articles by Mr. Porter in British "Aeronuatics" has been reprinted to form this interesting volume. The Author has conducted manv experiments with model and full size direct-lift machines and has carefully analyzed previous experiments propounding his own theory supported by careful calculation.

Carbon-dioxide Ethylene (Illuminants) Oxygen

Carbon non-oxide Hydrogen

Methane (Marsh Gas) Nitrogen

1.10% by volume .5 1.4 .6 53.9 35.7 6.8


It is very interesting to note the high amount of hydrogen in this gas.

The method of delivering'the gas to the balloons seemed to be quite a revelation to the balloon pilots. There was a 12" line running past the balloon field which we were able to isolate from our distributing system. A 12" connection was run over the field and this was connected to a header with 12 outlets. This 12" line running to the header was directly connected with the outlets of two compressors about 500 yards from the field. The gas was taken from a 1,000,000 ft. storage holder, and pumped to the balloon field at 1 lb. pressure. If it were necessary, we could have carried 5 lbs. pressure and filled all the balloons in less than an hour but with one pound pressure, and the individual valves to each balloon throttled down, the aides were unable to handle the gas as fast as we could deliver it to them.

This feature of rapid filling will, I think, appeal to the aides and pilots who have been accustomed to spend from 12 to 48 hours filling their bags and taking chances of their balloons escaping when the wind was blowing.

Had it not been for the unfortunate weather conditions, I feel sure that with this gas, having a specific gravity of .353, a distance record would have been made.

*Water-gas has a specific gravity of about .6.

COURS D'AVIATION, Book I, by M. M. G. Espitailer and Rene Chasseriaud. Published by the Ecole Speciale des Travaux Publics, 3 rue Thenard, Paris, at 13 francs. Paper, !>vo., 295 pp., 30 figures, and many tables. This is a text book used by students of a correspondence course in aviation. For the 13 francs, is sent this work, a set of three exercises of application and includes the privilege of having the exercises corrected by the professors of the school.

After first chapters on bird flight, history of aviation and description of various types, the solid portion of the work may be found; covering Resistance of the Air, Resistance on Inclined Surfaces, Profile of Wings and Eiffel's Experiments, Calculation of Aeroplanes, Problem of Sustentation, Stability, Turning, Propellers, Experimental Studies thereof, etc.

7 think it is a most valuable addition to the cause of mechanical flight and wish you much

succcss.-llAURY C. IvICIIARDSOX.

I think your magazine is all 0. K.—Geokge Bexxett.

I was indeed surprised to find Aeroxautics such a fine paper. Everything is there.—Fred W. Kiser.

^jEFORE the association for the advancement of Science, Dr. Zahm explained what an efficiently conducted and well equipped laboratory could do for aeronautics.

Furnished with a liberal endowment or still better, financed by the government and conducted on lines similar to those of the pure food, forestry, agricultural or commerce and labor bureaus, valuable data, not the repetition of work done abroad, could be obtained and published in bulletins.

He pointed out that in the light of the large expenditure necessary for the maintenance of similar laboratories abroad, that no manufacturer has the means to equip a laboratory of his own.

Since France, Russia, Germany and England all have well equipped laboratories, it is the obvious thing for the United States to take some action in the matter especially as the Smithsonian Institution is now in a position to begin active work, should the inauguration of a laboratory be made a fact.

The Smithsonian Institution is a national institution that handles private funds and is the most available place for the work. We emphasize strongly that a combined effort should be made by organized clubs to bring the project into-being.

jPON opening mail after the December issue we were agreeably surprised at the number of letters making favorable comment on the general contents of issues of AERONAUTICS, partic-^X^^l^M "larly on the scale drawings and descriptions. These were in response to our request for suggestions. Several valuable ideas have been given us. Some have asked for articles on particular subjects which we will endeavor to have. "Out of five descriptions of the Nieuport," writes one good friend, "yours is the only one worth more than a glance. Your dimension drawings are just what we need, but personally I wish a few

more wing sections could have beenl shown."

We want every reader to get "right up in meetin' " and say what he thinks, or wants.

AST view of the remains will now be taken by friends of the deceased, the immediate family remaining seated until the congregation has passed up the center aisle and S^Z^K&lz^^f down the side to the seats.

After eleven months of life AVIATION has been called to its last resting place. Van M. Griffith, the editor, publisher and printer's devil of this earnest and enterprising periodical, adopted at the outset a straight-forward course and, besides publishing only reliable information, adopted a campaign against fake promotion companies and mushroom enterprises. Mr. Griffith retires with clean hands and a clear conscience. May he return to the editorial field with sharper shears and a brighter beginning.

ET us consider aviation as making steady progress. The public in general now not acquainted by newspapers with what is being done in aviation from day to day and from month to month. It has been kept posted only upon the unfortunate accidents that have happened from time to time and not upon the details of the actual work being done by reputable builders to improve the aeroplane as a vehicle of < ommerce.

It is acknowledged by all those who have kept a keen eye on the recent developments in aviation, that the advance has been remarkable. Achievements by both American and foreign aviators, which one year ago were considered marvellous, have, in the short period of twelve months, become commonplace. There has been a marked advance in the dependability of the product of the best manufacturers both at home and abroad.

"fc "I1 "l1 "l1 (fr ■!* ♦ *fr 't1* ■ ■ J- "i* "i* "l* ■X* pt- *i* ՠJ* *X* -X* -Jh *!ՠ ""f" ՠJ* Hh ^* ^* ^*



Make Good Where Others Fail and are

Sold on Merit

A Portion of the 400,000 Japanese Spectators Watching Capt. Thos. S. Baldwin, Bud "Mars" and 4.

"Tod" Shriver in Flight at Osaka, Japan, February, 1910; Hall-Scott Equipment

Capt. Thos. S. Baldwin is again flying his way through the Orient. *

His equipment consist of two of his famous "RED DEVIL" Biplanes, +

equipped with Hall-Scott Power Plants. J

Hall-Scott Equipment is unquestionably the choice of all airmen who J

know what is required in an aviation power plant. *


—^—^——— For Information Address ——^—j||


Crocker Building, San Francisco, California +




Another CURTISS Winter Training Camp for teaching the operation of both the

Curtiss Aeroplane ^ii Curtiss Hydroaeroplane

The Training Grounds at Miami, Fla., Showing Bay Biscayne

THE Miami school is splendidly situated on the shores of Bay Biscayne, with wide level field for long flig-hts with the aeroplane and a great expanse of smooth water for hydroaeroplane flights. The climate is ideal and flying may be indulged in six out of the seven days of the week.

The Miami school is under the direction of C. C. WITMER, a licensed aviator of wide experience in operating both the CURTISS aeroplane and hydroaeroplane.

Learn to Fly a Standard Aeroplane

"Aviators who are able to'make exhibition flights with both the CURTISS aeroplane and hydroaeroplane during the coming season of activity in aviation, will possess a decided advantage over all others.

The Curtiss schools are the only ones teaching the pupil to use both the aeroplane and the hydroaeroplane.

The Curtiss training method is the safe and sane one, and embraces both a practical and a theoretical course in aerodynamics.

For booklet giving fidl information as to terms, length of course, etc., address:



1737 Broadway City

Sales Agents and Foreign Representatives for The Curtiss Aeroplane Co., Hammondsport, N. Y.

Edward Shaw Behind Motion Picture Camera, and Phillips W. Page, Aviator.

The Aeroplane and the Motion Picture



flying in the sky attracts no more than a picture of an express train or the race of a fire engine down the street, because the human element is lacking.

The owner of one of the great film factories very frankly told me in detail of this situation, and as a result of the friendship thus formed, he suggested that I write a scenario or two in which the aeroplane played a part, and engage the aviator, and his company would produce it. His offer was a very generous one, and I wrote two scenarios which were enacted before the motion picture camera on the aviation field at Nassau Boulevard, immediately following the Meet. Lieutenant H. H. Arnold, U. S. A., played the leading part; that is, he was the aviator and substituted for the actor when the actual flying was necessary. A leather coat, knickerbockers, puttees, and goggles gave actor and Lieutenant very much the same appearance, and the audience which subsequently saw the pictures projected on the screen, probably never detected the difference.

The plays had strong simple situations. Their titles fully suggest their plots; "The Elopement" was the story of a young Loch-invar who runs away with his lady-love in the aeroplane. "The Military Airscout" was about a brave officer who succeeded in delivering a message to the Commanding General, though his aeroplane was brought down by the aeroplane guns of the enemy, and

HIRING the aviation meet at Nassau Boulevard, it became one of my official duties to the corporation, which was promoting the Meet, to dispose of the motion picture rights. In spite of extra efforts, no bid whatever was obtained from any of the various film manufacturers throughout the country. Knowing that such picture rights have been sold in the past, a natural curiosity was excited to discover the reason of the present failure. It was found that the business of taking motion pictures had enormously developed within the past two or three years, and had formed definitely on certain lines from which the manufacturers were unwilling to deviate.

A very profitable market, and practically the only market for the films, were the five and ten cent motion picture theatres throughout the United States. It is reported that there are over ten million people who attend these theatres daily, and this public demands not a scenic or educational picture, but rather a photo play which shall have some dramatic climax, or which shall entertain the spectators by its comedy features. The motion picture manufacturers have grown wealthy catering to the public along these lines; and they declared that a simple picture of one or more aeroplanes

he was badly hurt in the fall. Other stories: "The Red Cross Nurse", "The Aviator's Success", "Aviator and Automobilist", etc., followed.

Not satisfied entirely with work of this character, and recognizing the scientific possibilities of the combination of the aeroplane and the motion picture camera, the Aviation Film Company was organized. This Company put Robert G. Fowler, the cross-continent aviator, under contract to carry a camera on his aeroplane from Texas to New York. The unique qualities of a motion picture taken from an aeroplane were so striking that little difficulty was experienced in making a contract between this Company and a great film concern, which is a member of one of the big sales organizations that have an exclusive contract for the disposal of films to the exchanges, who in turn deal directly with the exhibitors. Mr. Sexton, and Mr. E. R. Shaw, a camera man, joined Mr. Fowler at Beaumont, Texas, where on December 17th, 1911, the first aeroplane picture in America was made.

Mr. Fowler's contract with us required him to carry Mr. Shaw as passenger, with camera, or in place of Mr. Shaw, an automatic device which would turn the crank of the camera with power transmitted directly from the aeroplane motor. This device was the joint invention of Mr. Robert L. Baird and myself. It was obvious that such a mechanical instrument had economical qualities of great value. It would save the weight of the passenger, and thus gasoline equal in weight could be carried, insuring longer flight, and one life instead of two would be risked.

Mr. John G. Hemment, a professional photographer, Mr. Frank S. Lusk, and the writer went to the Burgess Co. & Curtis' aeroplane factory, where with their assistance, on December 21st, 1911, a mechanism was perfected and successfully tried on a hyrdo-aeroplane, at Marblehead, Mass. The device was the result of ten days' or two weeks' experiments, and its value is so great

in our minds that it is being patented in behalf of the Aviation Film Company. The device has its possibilities in connection with making a topographical survey of the country for railroads who may want a map of a route to be covered by a proposed line, and on a scouting expedition the military aviator could carry sufficient film to cover his flight, no matter of what distance (this exceptional length of film being one of our improvements over the ordinary camera) and within a few hours the films can be developed and projected on the screen, greatly magnified. The telephoto lens would probably also be added, enabling the aviator to fly at any height. Photographs can also be made when desired, which will not overlap but which join or abut on each other. Examination of these latter pictures, of course can only be made one at a time, but their value is unquestionably great, for the result of any scouting expedition, even hundreds of miles in length, would be certain and exact.

During the first flights at Marblehead, the camera was operated by hand, but for the continuation of the experiments the camera was geared to and run by the motor. By means of a switch attached to one of the uprights, aviator Phillips W. Page was able to start the film revolving and stop it at the completion of a picture. So far as is known, this was the first time in this country that an aviator has taken motion pictures unassisted.

On the following day Page took up Hemment, who has recently returned from a hunting trip in Africa, with Paul Rainey, adding a new sensation to his list of experiences of pursuing game with his motion camera. Flying over the bay at a height of 150 feet, the aeroplane gave chase to a flock of wild ducks, and, after some ma-neouvring, the ducks were brought within range of the lens.

Development of the films showed the pictures did not suffer from the motion of the aeroplane.

A View of Louisiana by the Motion Camera.



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By special arrangements I have installed "WRIGHT AEROPLANES" and "LICENSED AVIATORS" of the highest standing and ability.

Mr. GEORGE W. BEATTY, the Society Passenger Carrier is in charge and is making daily flights between the hours of 10 A. M. and 5 P. M.

For all information, 'phone CHELSEA 3129.

Tickets can be had at


per trip during January and February. Parties wishing to become "AVIATORS" will do well by communicating now. We guarantee to make you a flyer in less time than any other first class establishment in the world.

Finest flying grounds in America, thirty minutes from New York.





New Kirkham Tractor Biplane



Three-Quarter View of New Kirkham.

HE accompanying illustrations show a new biplane recently brought out by Charles B. Kirkham, the manufacturer of the well known "Kirkham" aviation motors. As will be seen, this machine is of the motor-in-front, tractor-propeller-type. While brought out originally for experimental work in connection with the manufacture of the "Kirkham" aviation motors, it has demonstrated in recent trial flights such remarkable speed and climbing qualities that it has been decided to offer them for sale generally in the near future.

In general this machine consists of a conventional biplane main cell, into which is fitted a monoplane fuselage carrying the complete power plant, fuel tanks, operator and controls.


The main planes are 34 ft. spread with a 5'6" rib and are placed 58" apart. The rib curve is a modification of the curve used on the Nieuport monoplane, the ribs being of the built-up type, spaced 13" center to center. The planes are double covered with Naiad cloth put on diagonally. Each plane is made up in three sections so arranged as to be very easily taken down or assembled. This is also facilitated by a new design of strut socket which is so made that all of the struts can be removed without loosening any of the wiring, therefore to completely take down the main planes it is only necessary to disconnect the wires in the two panels where the sections come together. All other Aviring can be left alone, which means a considerable saving in the lining-up operation. All of the wiring in the main cell is double 3/32" Roebling cable, except the end panels, which are single wired.

The fuselage is built up somewhat on the Bleriot design with elm longitudinal mem-

bers and spruce struts. The wiring and U bolts are the regular Bleriot type, used on account of their simplicity. The fuselage is covered with sheet aluminum for nearly one-half its length, affording protection for the aviator, especially in cold weather.

The engine is located in the front end and is completely housed except the cylinders. The front end of fuselage is curved to reduce head resistance. It fits directly onto the lower wing bars, where it is fastened by four nickel steel bolts and there is a separate pan bolted underneath the wing bars, continuing the curve of the front end until it joins the line of the bottom of fuselage, to reduce the resistance of this part to a minimum.

The gasoline tank is immediately back of engine under the sloping hood shown in cuts. This tank holds 2S gallons of gasoline and as it is mostly below the carburetor on engine, air pressure is used to force the fuel up to the float chamber on the carburetor, this pressure being maintained by a special pump on the end of engine cam shaft, which is supplemented by a hand operated pump on the left side of fuselage. There is also a pressure gauge directly in front of operator so that he can see it at all times. The sloping hood completely protects the aviator from all air blast, it being so shaped that even the propeller blast is deflected to clear the aviator's head, and at the same time it does not obstruct his view to an appreciable extent.

The running gear is of the wheel and skid type, similiar to the Wright, but is fastened to the main cell in such a way that by the removal of six bolts and four nuts the complete landing gear can be removed.

The center panel of the main celule is supported by a heavy flat steel truss underneath front and rear, which carries the main portion of the weight of fuselage and power plant, the skids being connected to the above truss and also to the next outer post socket

bolts,—front by a flat steel ribbon and in the rear by heavy Roebling cables. All of the other wire bracing is of heavy cable, thus there is no tubing used in the construction of the landing gear, except wheel axles and their steering rods. The weight of the complete landing gear is 100 lbs.

The tail, which is of the flat, non-lifting type, has a semi-circular stationary surface, 8' wide with two semi-circular movable flaps, 43" wide, each of which are separately connected to the control, thus adding a certain element of safety. The rudder is of large size and pivoted to the rear of the fuselage and this is also double connected to the foot steering bar. The ailerons are of the double acting Farman type, 7'7" by 18", hinged to both upper and lower surfaces, thus providing ample control for any emergency. These are separately connected to the control wheel and are both positive in both directions, even if one set should become disconnected. With the machine standing the tail is supported on a swivel-ing, shock absorbing rear skid.

This feature of double connection to the controls is carried out more completely in this machine than in any other now on the market, it being considered essential that the safety of the aviator be given more consideration than is usual in most of the present machines.

The control system is similar to the De-perdussin,—that is, steering is by pivoted foot bar. For the control of the elevating

flaps and ailerons a wheel mounted on a bow.l pivoted to the sides of the fuselage, is used,! the wires for rear flaps being con-l nected,—one set to the bow on each side ofl the fuselage, and are controlled by a forel and aft movement of the bow by means of the wheel, while the ailerons are operated by turning the wheel in its bearings. A good feature of this general construction is the almost entire absence of bends for the various control wires, which are so much in evidence on the usual biplane construction, which makes the controls more sensitive to the touch of the aviator.

The power plant shown is a regular model B-6-50 h. p., Bosch equipped "Kirkham" motor, which drives a 7'2"x5' pitch propeller, 1325 turns, which flies the machine at from 56 to 62 miles, depending on the load carried. This machine can also be furnished with a model B-G-6-70 h. p. power plant instead of the one shown.

It might be mentioned the maker claims for the B-6-50 power plant delivery to the propeller of 56 b. h. p. at 1360 r. p. m. on a fuel consumption of 56 lbs. of gasoline and 1 oz. of lubricating oil per horse-power-hour, which is a remarkable showing in economy,— a feature so necessary for long distance flights. Another point of interest is the fact that in dismantling this machine for shipment it is not necessary to disconnect a single power plant connection, either gas, oil, water, or control, as the whole power plant including radiators, can be taken out by the

The Business End of the Kirkham Biplane.

January, 1912


If You Use One of the

New Abridge 60-90 "Sixes"

They have the extra power needed to drive the hydro-aeroplane and heavier types of biplanes that will

Hamilton Hydro-Aeroplane with be much used during 1912.

Elbridge 60-90 "Six"


device and Bosch Dual ignition remove the discomfort and danger of starting the engine on hydros.

It Doesn't Pay to Fool

with untried motor propositions. Any of the thousands of men in America who have tried to save money that way during the past two or three years will tell you that. If you buy a cheap engine your original payment may be a little less, but within three months you find that the time and money wasted would have paid for two good engines in the first place.

Results Tell the Story

Walsh, Evans, Frisbie, Castellane, Morok, Schmidt, Paine and dozens of other good men made their first successful flights with Elbridge Engines. They achieved reputations while other men of equal ability were fussing around with experimental power plants.

Don't Overpower Your Machine

If you have copied a Curtiss or a Bleriot designed for 30 h. p. to 40 h.p. don't install 60 h.p. Plenty of good men have been killed that way. Our three and four cylinder engines are quite powerful enough for good flying with any of the lighter types of machines. We have some

Good Territory for Agents

and an attractive proposition for builders.

- Write To-Day for Details -


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






Sheds water like the proverbial '' duck's back''— and judging from exhaustive comparative tests

It is the only aeroplane

| moisture proof.

This means no shrinking



stretching when ex-to the elements — a condition especially appreciated in the manufacture of planes where the cloth is relied upon to hold the plane together.

The Silver Sheen Cloth that stays taut in all sorts of weather

Send for samples Address


B. F. Goodrich Company

Akron, Ohio


cloth which is practically *



Wright Flyer

1912 Models

In addition to those features which in the past have made Wright Flyers famous for efficiency and reliability, the new models can be furnished with Automatic Control, Silent Motors, and Hydroplanes. These special | features make the 1912 machine unusually attractive to sportsmen.

Exhibition Machines

For exhibition work we have other models espeeiallfl adapted to high winds and small fields. It was with a] stock "EX" Model that Kodgers made his wonderful flight from Coast to Coast. Reliability means dollars tol the exhibitor.

Wright School of Aviation

Training consists of actual flying, in which the pupil is accompanied by a competent teacher. No risk and! no expense whatever from breakage. The mosl famonU flyers in America are graduates of our school and include such names as—

Lieut. Arnold








Capt. Chandler

Drew Elton

Lieut. Foulois



Lieut. Lahm Lieut. Milling Mitchell C P. Rodgers

Lieut. Rogers








And a score of other*

Our School at Dayton is now open and pupils mayi begin training at once if they wish. By enrolling! now you can reserve date most convenient to you fon training.

WWfe for Particular*





removal of four bolts holding it to the main cell.

The weight complete with 28 gals, of gas, 3 gals, of lubricating oil, 3y2 gals, water, ready for flight, less operator, is 9S0 lbs. This, owing to liberal supporting surface, makes only a trifle over 3 lbs. per sq. ft. which the machine has demonstrated it could handle at less than 35 miles per hour, while the regular flying speed is nearly 60, giving a large margin of safety for windy weather.

Recent test flights, which were made by Aviator W. F. Cline at the Kirkham factory

testing grounds, have shown that while this machine rises easily at less than 35 miles, it behaves very much the same as the Nieuport monoplane in flight; that is, as the speed goes up the tail rises until the machine flies at a very small angle of incidence, this angle being approximately 4 deg. when flying with 13 gals, of gasoline on board, and the machine is a good glider with power off. The capacity of gasoline, oil and water is sufficient for a continuous flight using full throttle, of oV2 hours' duration, although the machine flies easily on two-thirds throttle on a consumption of four gallons of gasoline per hour.

The New Voisin Aeroplanes


MONG the French constructors, Gabriel Voisin is in-contestably one of those who have conceived and applied the most novel ideas. He has proved it once again by the creation of his latest types, touring machines and the "Canards" (ducks) entirely of metal.

The touring apparatus, centered very far forward, has made possible some extremely interesting performances, among which the world's altitude record with a passenger established a few weeks ago by Michael Mahieu is not the least.

We give a sketch of this apparatus, that is, of a purely documentary sort; the mounting of the adjustable elastic crutch projecting the direction rudder; the fastening of the stay wires of the turned down planes and the appearance of the front of the framework, with the glass plate giving a view of the ground below the apparatus.

We will give much more space to the discussion of the "Canards" because of the immediate interest afforded by this apparatus of an absolutely original type.

The scale drawings are of the three-seated 70 h. p. Renault and some photographs of the type called "porpoise nose" (a bee de marsouin).

The Voisin "Duck.

The principal supporting surfaces being arranged at the rear, the wing arrangement is absolutely eliminated. The balancer is carried very far toward the front at the end of a framework of a certain length. This balancer is so constructed that even when it is pointed for descent, its surface forms with the surface of wings a dihedral, open at the top. The existence of this dihedral prevents the aeroplane from making a too greatly inclined trajectory and so plays the part of a balancing plane.

The principal characteristics are as follows:

Span across wings...... 15 metres

Total length............ 9 metres

Depth of planes ........ 1.75 metres

Distance between the

surfaces.............. 1.75 metres

Supporting surface...... 56.950 metres

Weight when empty.....650 Kgs.

Power.................. 75 h. p.

The "Canards" are as desired, either land aeroplanes or water aeroplanes. Attempts have even been made to make a mixed apparatus. They have been attended with complete success.

Bttrernity of /ower p/d/?&

Some Details of the Voisin.




Benoist Planes

will put you in the professional class because they fly


Also operate the

Benoist School of Aviation


Benoist Aircraft Company

Successors to

AERONAUTIC SUPPLY COMPANY 6628 Delmar Blvd., St. Louis, Mo. *************+*************+$

Cleve T. Shaffer f

Can be communicated with by addressing

+ 331 Octavia St., San Francisco *

£ - _ *

i —■- *

t 250 W. 54th Street, New York {

+ _ *

On all matters pertaining to Aviation





£ Information to ■f* Business Men

Prospective Students, and Manufacturers



The Wittemann Biplane with a Reputation, not only sets the pace for Quality but for Service.

Write for information of 1912 Biplane with our new Stabilizer.

Own a Wittemann Biplane Glider: the best, the safest, easiest to operate, and enjoy flying in a moderate form.

Do you want to build a machine of your own design or parts thereof? WE can help you to make it successful.

Some parts of your 'plane can be made of steel, we rid you of the annoyance of constant repairs and insure absolute safety.

Send us jour specifications and requirements and secure our quotations.

Large stock of steel fittings, laminated ribs and struts of all sizes carried in stock.

your opportunity

Two single covered biplanes for immediate delivery, slightly used, perfect condition, with S Cyl. GO H. P. Hall-Scott power plant. Write for particulars


Aeronautical Engineers Works : OCEAN TERRACE and LITTLE CLOVE RD. Staten Island, N. Y. City

Established 1906 Write for Catalogue

North Island in San Diego Harbor

1000 acres of level sand without a tree or building to interfere with flying. Undoubtedly the best ground for aeroplane flying in America, if not in the World. Delightful and Perfect Climatic Conditions. Leased Exclusively for THE CURTISS AVIATION SCHOOL AND EXPERIMENTAL GROUNDS Opened October 20th, 1911. Season 1911-12 Under the direct supervision of GLENN H. CURTISS, assisted by Lieut. J. W. McCLASKEY and staff of aviators. Among the prominent aviators trained at these grounds are:

Lient. T. G. Ellyson, U. S. N. Capt. P«ul W. Beck, U. S. A. C. C. Witmer Hugh Robinson R. C. St. Henry

TUITION applies on purchase price of aeroplane. All classes filling rapidly. Get our proposition and booklet "TRAINING" to-day.


Sales Agents and Foreign Representatives THE CURTISS EXHIBITION COMPANY, 1737 Broadway, New York City

How would you like to win a Race?


French—American Balloon They always Win.

We make more good Balloons than all the world.

Records Prove It

Chicago International Contest, 1908—9 competitors, distance and endurance.

Indianapolis National, 1909—1st & 3rd money distance.

St. Louis Centennial, 1909—1st, 2d & 4-th money Peoria Contest, 1909—1st & 2nd money. Indianapolis National, 1910—2nd money. Kansas City National, 1911—1st, 2nd & 3rd money.

Kansas City International, 1911—"K.C. II." non-contestant—whipped the world's best Balloons.

Both Silverized and Rubberized materials, instruments, etc.

French-American Balloon Co.

4460 Chouteau Ave. St. Louis, Mo.

H. E. Honeywell, Mgr.

Winter Training Grounds CURTISS AVIATION SCHOOL San Diego, Cal.

The land chassis is composed of four wheels and two runners. The two forward wheels are arranged under the rudder, with which they may be steered. The two rear wheels, rigidly connected with each other, are mounted at the end of two braces articulated to the frame. The axle of the two wheels is thus moved backward and upward along the runners. Two spiral springs limit and regulate this movement, absorbing the shocks.

The hydroplane chassis is composed of three floats, arranged after the manner of the Fabre type; two under the main body, the third under the horizontal rudder. These floats, having an adjustable angle, are jointed at the front; when subjected to shocks upon contact with the water they can oscillate about this joint, these movements being reduced by the elastic suspension of the rear of the floats.

The wings form a body of 15 metres across the span. They are 1,750 apart. This body is divided by four steering planes into three unequal compartments. Lateral stability is assured by four ailerons.

The rudders are arranged in front of the frame. They constitute a group, the arrangement of which is varible. In the type called "porpoise nose", the vertical rudder, alone, is arranged above the frame. The horizontal rudder oscillates at the front, and is composed of two solid panels symmetrical to each other in relation to the frame. In the three seated type, the drawings of which are herewith published, the arrangement of the steering group is entirely different. A vertical frame movable about a vertical axis placed in the axis of the frame of the aeroplane carries at the same time the two direction rudders, the forward wheels and the horizontal rudder divided into three equal panels.

All these apparatis are provided with the usual Voisin controls: wheel mounted upon an oscillating axis controls at the same time the direction and the elevation; a foot lever operates the balancing planes.

Arranged at the rear of the frame, the power that is composed of a 75 h. p. Renault motor actuating a screw with two blades of 2 metres diameter and 3 metres pitch.

New Curtiss Water 'Plane

HE new Curtiss hydroaeroplane was given its first trial at the North Island ground of the Curtiss Company in San Diego Bay in California on January 10th. Mr. Curtiss made the flight himself in the presence of Naval officers, pupils and invited guests. The new craft, which is equipped to carry a passenger and is driveu by a GO horsepower motor, made tremendous speed in contact with the water, estimated at about 50 miles an hour. It lifted off the water with ease and traveled at more than 60 miles an hour in the air. It differs in many respects from the Curtiss hydroaeroplane now in use by the United States Naval officers. There -are two propellers instead of one and these are driven by clutch and chain transmission. The propellers turn both in the same direction. The motor is equipped with a new automatic starter, which Mr. Curtiss has lately designed, and there is also a fuel gauge and bilge pump.

The boat, or hydro equipment, contains a bulkhead fore and aft, and is twenty feet long, with an upward slope in front and a downward slope in the rear. The great advantages claimed for the new machine are that it is safe, comfortable and quick to rise from the water in response to its control. The hydro equipment, which is more like a boat than anything yet designed and used on the aeroplane, will, it is claimed by Mr. Curtiss, be able to withstand any wind or

wave that a motor boat of similar size could weather. The planes are standard model "D", 2<J ft. 3 ins. spread.

A hood is used over the engine to protect it from the spray.


The Curtiss hydroaeroplane school in Florida started up at Miami, Florida, on January 1, in charge of C. C. Witmer. Barney Moran, a wealthy young man of Birmingham, Alabama, with wide social connections, was the first to enroll. The school will have both land and water machines for instruction purposes.


All the Navy aviators have been sent by Capt. AY. Irving Chambers, to the Curtiss training- island in San Diego, Cal. bay, including Lieutenants Ellyson and Towers, flying the Navy's Curtiss hydroaeroplane, Lientenant Rod-gers, flying the Wright machine with Burgess floats fitted, and Ensign Victor Herbster. Special tent sheds are being made by the Mare Island Navy Yard. Some of the officers of the Pacific fleet will be instructed in flying and some naval experiments conducted with the hydroaeroplanes.

Charles K. Hamilton has purchased one of the present Curtiss machines, especially powered and designed for increased speed.

William H. Hoff. of San Francisco: S. C. Lewis, Boston: J. B. McCalley, Pittsburg: and Chas. YY. Shoemaker, of Olean, New York, are Curtiss students. Lieut. McClaskey, instructor of the school, has obtained his pilot certificate.

/ wish to thank Aeronautics for the pood information Kith which it has afforded mc. I do not think there is a. magazine in any part of the world to equal it.—W. E.' Looney.

Aeronautics is all to the good.—Dr. W. Nicholas Lackey.

Scale Drawing of New Morane Monoplane.

Page 23

January, 1912

The Latest Curtiss Hydroaeroplane, with Two Screws in Front. The Oval Picture is of Hugh Robinson and the Preceding Type.

Morane-Saulnier Monoplanes


S^jS^j^jS^JS^jN recent and most successful v^^JfXv^Xi^x^jf trials by Vendrines and x&t ~Y Tabuteau at Villacoublay,

x£< *-ne first Leon Morane raon-

^ IHl oplanes constructed by my

S^S^S^S^S^ colleague' Saulnier, have Siven proof of the most ^^(i^^^f brilliant qualities, ^(^j^l^l^ The new apparatus is constructed invarious types. The "touring" type is the one of which we give a drawing to scale. Its principal characteristics are as follows:

Span across wings....... 9.IS metres

Total length............. 6.120 metres

Depths of wings at shoulder .................... 2 metres

Supporting surface.......14.9 metres

Weight when empty......300 Kgs.

Power ...................50 h. p.

This apparatus, the entirely metallic construction of which is a guarantee of safety, comprises a frame work entirely covered with canvas in which the driver is concealed. This framework rests upon a very simple chassis devoid of any buffer system; it car-

ries wings with a double curve, characterized by the fact that their maximum span is at the rear.

This arrangement was adopted for the purpose of reducing marginal losses to a minimum.

The stabilizing system, arranged at the rear of the framework, is composed, as in the Bleriot, of two lateral and movable planes or wings on each side of a fixed surface. This surface is given a hollow form to permit the movements of the direction rudder. This stabilizing system is protected by a small elastic crutch.

The heavier types, constructed in a similar manner, are provided with a landing chassis having four adjustable wheels mounted elas-tically in pairs on each side of a pair of very short runners.

These new machines promise to be the best among aeroplanes of French construction, on account of their speed as well as of their efficiency.

Your magazine is a most interesting and instructive paper, and I certainly irant you to continue sending it to me.—YV. C. Jones, 1st Lieut. 13th Infantry.

Clubs Must Secure Fields

By VAN M. GRIFFITH, Secretary Aero Club of California

jOTHING is more necessary towards success for the Aero Clubs thruout America than proper grounds and facilities. At the present time, with the exception of two or three of the pioneer organizations, few clubs are in the possession of fields. Possibly the principal reason for this is that an exceptionally large tract of land is required. The majority of cities are so built up and subdivided that it is almost impossible to secure the proper acreage within the city limits, and to go beyond the twenty-five cent round trip fare districts has proven impractical.

The first condition in considering a field, of course, is the size. It might be well to state that the club should not be stingy unless rental per acre is required. In this case it is advisable to look up bank balances before signing a contract. An important point is to obtain a course sufficiently large for aviators to qualify for their licenses. Under the present rules it takes at least fifty acres, with the length twice that of the width. A field of one hundred acres divided in this way is excellent.

One of the most important features which is often overlooked is the condition of the territory on the windward side. To the professional this makes little or no difference, but the beginner will find it very important. When the wind blows, the air over the field will be similar to the country on the windward side. That is, if the country is rough and jagged, the lower strata of wind will be puffy. A vast stretch of level land on the windward side usually makes ideal wind conditions.

Another important factor is freedom from obstructions. So long as there is a pylon or any other possible obstacle on the field, regardless of where it is located, the begin-

ner seems sure to hit it. The best methocj for marking a course is to drive a piec^ of two-inch iron pipe flush into the grounJ and then mark the place with lime 01 whitewash. In this way, when it is neceaj sary to use the course a flagpole can bej wedged into the pipe making an excellent pylon.

Machines should never be left on th<| field, especially if unattended. It is surl prising the amount of damage a sudden side gust of wind will sometimes dol Probably the best way to sub-divide th^ space set aside for sheds, is to measure! a strip, at least fifty feet in width, alona one side of the field and allow each man a space of fifty feet square. A reasonable rental should be decided upon by the clua for space, and certain restrictions should ba drawn up in regard to sheds. If businesi concerns are to be allowed, it is well to form] a trade association that the concerns msA buy and sell to one another at a small marl gin less than the list price. Co-operating in this way will be a great aid in keeping a congenial feeling.

It is best to have the field under the superj vision of a special committee, or the boardl of directors of the club. Rules and regftl lations should be drawn and enforced to thei letter.

Every member should deem it his duty to) do every thing in his power to aid in the improvement of the field. If it is possible to hold exhibitions and meets or occasionally give a matinee, the best plan is to divide the gross receipts into percentage for prizes and to the club. An excellent plan in regard to prizes is to have a meeting of the aviators who are to participate in the entertainment and let them vote as to the division. In this way there is usually no chance for dissatisfaction.

An occasional feed or barbeque at the field will bring much enjoyment and end in hearty good feeling among all.

January, 1912



By PERCY PIERCE, Model Editor

ODELS have been flying so far of late, that some sort of a measuring device had to be made; "tapeing it off" took up most of the time.

The illustration shows one of these machines, known as the "Durant Meas-WM^&IM urer", used at the weekly contests held in New York. The large laminated wheel, liich travels over the ground, is protected ՠa brass tire. It has a circumference of actly two feet. There are two brass clips l the small three inch wheel (which is Jued to the large one) which as the wheel rns, strike the lever of the revolution coun-r. If the counter shows the number 50, y, one knows that the wheel has traversed feet of ground.


This model, which holds the American re-urd for distance, was designed by Percy lerce, now of Philadelphia. The official ►stance is lSliy2 feet; and the unofficial iiration, 72 seconds. It has made un-

lmbered exhibition flights in Hartford,

New Britain, Bridgeport, New York and Philadelphia.

Frame. This is of straight-grained spruce sticks, each 34 inches long, tapering from 3/16 inch at the middle to % inch at'the ends. The cross-brace, which holds the propellers at the rear, is also of spruce, 1/32 inch in thickness.

Planes. These are something on the order of bird-shaped wings, which were found to be very satisfactory. The front plane has a dihedral of about 90°.


The Central Y. M. C. A. of Philadelphia is forming a Model Aero Club and hopes to challenge the New York boys. Their first meeting was held at the association on Saturday, Jan. 13th.

The Cypress Hills Model Aero Club of Brooklyn, N. Y., is progressing very rapidly and holds contests about once every month at their aviation field.

The New Jersey Model Aero Club has just been organized and hold their weekly meeting at the Newark Y. M. C. A. The club has nearly forty members already and hopes to


a riEAsimiinc















double their membership before the coming year. The advisory board of the club are as follows:—M. Ivan P. Flood, Newark Y. M. C. A., Mr. Frank Walton, Newark, Mr. Edward Durant, New York.


Master Carl E. Trube, a ten-year-old Yonk-ers boy, made a flight of 534 feet at the contest held at Van Cortlandt Park, Dec. 2nd. winning two medals offered by Mr. McDonald and Mr. Shrive of Yonkers.

The same day, Stuart Easter won a stopwatch offered by Mr. Herreshoff, of New York, making a flight of 1517 feet.

The Stuyvesant Aeronautical Society held an exciting contest at the 71st Regiment Armory, New York, on Dec. 16th. There were twelve contestants and the winners were as follows:—First—R. W. Overton, 191 feet; Second—L. Schwartz, 162 feet; Third—Phillips Hayward, 135 feet.

On Dec. 28th, at Fairmount Park, Philadelphia, the distance record was broken by a flight of 1814i/o feet made by Percy Pierce. The former record was 1691 y2 feet made by Cecil Peoli of New York.

The A. Leo Stevens trophy for 1911, for a flight of a model aeroplane rising from the ground under its own power, indoors, for boys of geater New York, was won by Stuart Easter, by making a flight of 263 feet made on March 25th. The contests held at the 22nd Regiment Armory every other week for the purpose of competing for this trophy were held under the auspices of the West Side Y. M. C. A., New York. On Dec. 30th, 1911, the Ragot trophy for weight lifting was won by Russell Holderman of New York. The winning model had to carry the greatest weight per square foot with the least power and fly over a four foot rope.

The Cypress Hills Model Aero Club held their second contest on Jan. 1st. The first event was open only to club members and the winners were as follows:—First—J. F. McMahon, 460 feet, winning silver cup; Second—Harry Eckhardt (handicap 690 feet) 467 feet; Third—A. Holderman, 376 feet.

The winners for the second Cypress event for outsiders were as follows:—First— George A. Page, Jr., 1376 feet, winning bronze medal; Second—Harry Adler, 970 feet; Third—Francis Walton, 11 years old, 7S2 feet. Their next contest will be held Feb. 22, for cup and medal.

The New Jersey Model Aero Club held its first open contest on Jan. 1st, at Mili-

tary Park, Newark. There were twenty) contestants who attracted quite a good deal of interest. The winners were:—First— Francis Walton, 17 seconds' duration, 247 feet distance; Second—John Miller, 112/5 seconds' duration, 323 feet distance. Walton won 150 points out of a possible 200, whereas Miller won 125.

At the West Side Y. M. C. A. on Jan. 1st, the models competing for the Sidney Bowman cup for construction were on exhibition. Master Rutledge Barry won the trophy.

The first contest on Jan. 14th, held for the Collins' medal for the model winning three contests, did not prove very exciting on account of the cold weather. The rubber of the models froze and therefore flights of but a little over 600 feet were made. The winners for this competition were:—First— George A. Page, 678 feet; Second—Harry Adler, 529 feet.

The A. Leo Stevens' "year trophy" for aeroplane model flying in 1912 may be competed for by any person in the United States, provided that the flights are made within the limits of greater New York and held under the auspices of the New York Model Aero Club. The model to compete must start from the ground under its own power. Contests are held weekly at Van Cortlandt Park.

Cecil Peoli, who formerly held the distance record has now gone into the model glider end of the sport. His latest glider has made a flight of two minutes and ten seconds carrying a weight of 12 oz. at the Englewood Golf Links, New Jersey, starting against a twenty mile wind. The glider is constructed of spruce with built-up wings and has a spread of two feet. The length of it is thirty inches.

The English duration figures mentioned in December issue represented the aggregate of three flights* made by each contestant.


S. F. H. —Preserve your rubber by keeping it in a tin box with some corn starch.

E. D. —The best way to bend wood is to heat it over a gas jet or alcohol lamp.

Address all inquiries lo Percy Pierce, 5907 CKirJ Philadelphia, Pa.


A successful duck hunt from an aeroplane took place for the first time in New TCnglahd, when W. Starling Burgess, on Dteeinber 10th, took up as a passenger A. V. de Forest, carrying a repeating shot-gun. What this innovation In hunting demonstrated, at the outset, was that the aeroplane is more than a match for the duck in point of speed. Little difficulty was experienced in overtaking several flocks, which usually veered out of range at the last moments. One flock, however, was surprised close at hand, and

de Forest had a good chance at them as they took wing, killing one duck. No attempt was made to retrieve the game.

The hunt was continued about the entrance of Marhlehead Harbor. In each ease the hydroaeroplane was muneouvred so as to come upon the ducks while they were upon the water. Usually they would rise when the plane was within a range of about fifty yards. Despite the fact that the shots were fairly dillicultJ, or that aim was taken from above the ducks, two more were killed before the flight ended.


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Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.


101 Franklin St., New York

+ +


Motors, Propellers, Aeroplanes

tf]T We will continue until Feb. 1st to sell □J a limited number of complete bills of material for either 26 or 30 ft. Curtiss type biplanes at $16a0Q

This bill of material includes everything except power plant. The wood parts are made from selected western spruce and white oak. The metal parts, seamless steel tubing, steel straps, aluminum castings, etc. All parts are bent, formed and drilled ready to be varnished and put together. The wheels are 20" x 2n Hartford tires and knock out axles. The wire is the finest tinned German music wire tightened with our improved wire tighteners.


Drawings and complete instructions for assembling are furnished with each set. The 26 ft. machine will fly with 25 H. P., and the 30 ft. with 30 H. P., but either are strong enough to carry 60 H. P.

For further Particulars addrest the

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which is the prototype of all Aeroplane Propellers made in America will tell you exactly what is the trouble with that propeller which will not give you proper results. Write u« your troubles. Charavay's analysis, experimental work and advice is FREE.

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George W. Beatty tests out the FRONTIER MOTOR at Buffalo, December 21st and 22nd, with grand success, carrying passengers in a number of flights.

Mr. Beatty orders a FRONTIER MOTOR for his Wright machine and says he believes the FRONTIER MOTOR is the best engine in the world.

Write for Full Particulars Regarding this Motor Today




Fort George Park, New York City



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The Parts, Drawings or Made-up Machines can be obtained from =^

PERCY PIERCE - 5907 Osage Avenue - Philadelphia, Pa. (TeweyLoYrkof)

PERCY PIERCE RACER, No. 34, Winner of U. S. Record, 1910. PERCY PIERCE RACER, No. 68, Winner of U. S. Record, 1911.

Page 27

The Jennings Monoplane

The Jennings Monoplane

R. C. Jennings, of Uniontown, Pennsylvania, has been one of the few in this country to go in for monoplane building. Thf machine described following was built early in 1911 and tried out during the Summer at the local golf club grounds.

The wing spread, including bodv width between, is 33' 0". The length from front of propeller hub plate, to rear edge of tip of rudders is 25' 0".

The motor at first was a rebuilt "Detroit" motor of 1910 model, but after some experimenting I purchased an air-cooled Gray Eagle 30-40 H.P. motor, with a Rubel expanding pitch propeller of C 3" dia. by 4' 02" pitch, 1250 r.p.m., 250 lbs. thrust. The machine was built for one seat, but the lifting surface is enough for two persons.

The wings are doubled-surfaced, and have 210 sq. ft. lifting surface in wings alone. The tail is non-lifting type and since the photos have been taken the tail has been changed to a type similar to Bleriot's latest military type, although the change was made in July, 1911. The tail has about 35 sq. ft. The horizontal rudder has 16 sq. ft. and the vertical rudder about 6 sq. ft.

The controls are very simple and are of Jennings' own design. The spark and throiue controls are on rig-lit side of aviator, while in the middle, directly in front is the horizontal rudder control together with the wing warping system. Since the last trials he has abandoned wing warping for another system, pull (in or out) for up or down, and light and left for wing action.

To the aviator's left is the spark switch; to the right are batteries. In the center is the magneto control. All of the different controls are marked with name plate, directly in view of aviator. The vertical rudder is controlled by pedal system, the same as in the Etrich monoplane. The pedals were for working the two vertical rudders, together or independent of each other. These worked very well, the maker states, but were a little too small, and he has since been using but one vertical rudder, moving both ways by pedal.

The wires are all dia., 19 strands steel

wire, 2,300 to 2,500 lbs. breaking strain. The turnbuckles are extra strong Bleriot-lock-nut type.

There are four wires each, to each of the bottom sides of wings and three to each of the top sides, besides the wings are trussed Antoinette type, and are extremely strong. The machine in some of its trials has hit wing tips on ground in making too low a turn, and has withstood the shock more than once.

"While making my last trial this winter, the machine collided with a half-grown sapling, and the only damage done was the cracking of the rib next to the body, while the tree was bent and the bark peeled considerably. At the time of the collision, the machine lit on a little dow'h grade, and in spite of the aviator's efforts to stop same, he hit the tree with the recorded results. The machine was travelling about 25 to 30 miles per hour when it hit the tree. The speed in flight is about 50 miles per hour with the throttle at about half open.

"Weight complete with aviator and fuel, 650 lbs. The rib curvature is Bleriot type for 1911, but I made my own ribs. The fuselage is made six bars instead of 4 or 3, and I use a much improved tie bolt of my own, and with small wires as there is in Bleriot, and other machines.

"By placing fuselage on supports on extreme ends, and four persons sitting upon same, the give was a fraction over W and the material used was clear white pine throughout.

"The wings have two main supports. They are l1/*" 16 gage steel tubing instead of wood. Of the ribs five are %" thick and four V2" thick and thoroughly braced. The complete wing weighs 40 lbs. with guys attached.

"The principle I am working at this winter is automatic control. B'oth fore and aft and right and left, together with engine controlled the same; that is, as the machine rises, the engine increases speed; when descending it diminishes; when right to left it is normal but can be changed instantly.

I am putting some improvements on the machine for 1912, but in appearance it will make little difference. I am experimenting upon this subject, and my object is the manufacture of this machine in the near future.

"The longest flight was 45 minutes duration at 50 ft. height, but I have made many smaller ones."

If "Aeronautics" continues to be as good a paper in 1912 as you have in your December number, it will certainly be a winner and I congratulate you on this issue.—E. W. Roberts.

I would hate to miss a single copy. I have found AERONAUTICS the one and only real aeronautical magazine.—W. A. L., Canada.

Your query: "What part of the magazine is most interesting" is certainly a puzzler. We can only sav—all of it.—A. Black


A flight of more than 110 miles entirely over water was made by Harry Atwood in a Burgess hydroaeroplane on December 21 from Lynn, Mass., around Cape Cod to Narran-gansett Bay, in 2 hours and 45 minutes. He was suffering greatly from the cold, when he was met by a reception committee in a launch from the Edgewood Yacht Club. He flew the trip with one of the pontoons broken, which accident he had met with the night before, in making a flight at" Lynn.

Atwood is instructor of the Clayton and Craig aviation school in Boston. This concern has secured a Park at Saugus, consisting of over 200 acres. A number of students are already entered for instruction.

On January 1 Atwood started from Point-of-Pines, Lynn, Mass., on a flight to Portland, Me. He failed to put a rubber cover on the magneto and a half-mile was as far as he got. The lS-mile wind kicked up some rough water and the magneto got wet before he left surface. Shortly after it shorted and let the flyer into the chilly waters. The wind blew the 'plane backward on a sandbar, and the tail spars broke. As the machine turned over, Atwood climbed upon the lower surface and was rescued by a launch.


Robert G. Fowler, the transcontinental aviator, expects to finish his flight at Savannah, Ga., before the end of January. He cannot complete the trip to New York, as planned, on account of the extreme cold weather and the snow. In the last issue we left him at Orange, Tex. He has had a hard time getting across Louisiana and Mississippi swamps, detained by rains. It took him from Dec. 7 until Jan. 11 to go 402 miles, bringing his total mileage up to 2081 miles, in straight lines. At Araa, La., he had to make his raise from a handcar on the railroad tracks. Following is his intinerary from Orange:

Dec. 17th., arr. Lake Charles, La.,—30 miles; 20th., arr. Jennings—34 miles; 21st., arr. Evangeline—6 miles; 21st., arr. Crowley—14 miles; 21st., arr. New Iberia—35 miles; stopping at Paradis, Seixas, Ama, on the 31st., arr. New Orleans—10S miles; Jan. 10th., arr. Biloxi, Miss. —6S miles; 11th., arr. Mobile, Ala.—57 miles; 11th., arr. Flomaton, Ala.—50 miles.


77 Clarence de Giers (Moisant), Mineola, Dec. 13, 1911.

7S Francisco Alvarez (Moisant), Mineola, Dec. 13, 1911.

79 Alfred Bolognesi (Moisant), Mineola, Dec. 13, 1911.

50 Anthony Jannus (Benoist), St. Louis, Dec.

27, 1911.

51 Not assigned yet.

52 Henry W. Reichert (Moisant), Mineola, Dec.

27, 1911.

53 C. W. Kearney (Kearney), St. Louis, Jan.

3, 1912.

54 Arch Freeman (Wright), Dayton, Jan. 10,


55 F. T. Fish (Wright), Dayton, Jan. 10, 1912.

56 Frank J. Champion (Curtiss-type), Los

Angeles,, Jan. 10, 1912.

57 Earl Dougherty (Curtiss-type), Los Angeles,

Jan. 10, 1912. SS Frank M. Stites (Curtiss-type), Los Angeles, Jan. 10, 1912.

Lieut. McCloskey and four pupils, S. C. Lewis, Wm. A. Hoff, J. B. McCalley and C. W. Shoemaker, have qualified at the Curtiss school, at San Diego. Joseph Richter (Schneider) has also had his tests.

Weldon B. Cooke flew for his pilot's license on Jan. 14 before the officers of the Aero Club of America, in Oakland, and his flights were very successful, doing all that was required in a gusty wind, with a Roberts-engined 'plane. BURGESS WATER 'PLANE SCHOOL.

On January 25 the winter training camp of the Burgess Company and Curtis, of Marblehead, Massachusetts, opens at Palm Beach, Florida to be in operation during the remainder of the winter season. Phillips W. Page will be instructor at the school. One of his first pupils to begin training there will be Patrick Grant 2d, of Boston, the former Harvard football player and a member of Walter Camp's AIl-American team in 190S.

For the southern headquarters a Burgess hydroaeroplane has recently been shipped from Marblehead. Mr. Grant is now at Palm Beach overseeing the construction of a permanent shedj on Lake Worth. Inasmuch as the air currents) to be found over water are usually steady and consequently favorable for training purposes,! it is expected that the major part of the flying will be done over water, while landing wheels and skids have also been shipped to use in land flying.

Farman Running Gears Complete, as above - $47.50


Everything to build any type flying machine.

New Catalogue with working drawings of Curtiss, Farman and Bleriot-type machines in course of construction and will be mailed free upon request to all parties as soon as received from the printer. Write for quotations.


Curtiss Steering Wheels - $9.00 FREE with Curtiss Seats - - - 5.50 e>oerrdyer$5f°or°0 5-Gallon Tanks - - 6.15 Aeronautical

Aviator Caps - - - 1.25 Supplies Outrigger Fittings - - .29 ,K>cavi'. Oval Post Sockets - - .17 ator cap. Aluminum pulleys with brass bushings:

2" 25c, 21" 30c, 3" 40c. Wheels and Tires complete, Eclipse Hub:

20x2i" $6.75 20x3" $9.50 E. J. WILLIS COMPANY, New York City 85 Chambers Street (Telephone 3624 Worlh) 67 Reade Street

Aeroplanes Designed Expert Advice Data Investigated Construction Supervised Planes Balanced Working Drawings Tests of Power Plants Supplies Purchased

! John C. Burkhart, M.E. |

+ 250 West 54th Street *






machine to fly at least 1,000 ft. in height and at least 10 Miles of cross-country flying before delivery.


workmanship, material, and finished machine to be superior to all competitors.

lo owners ot REX MONOPLANES we will replace wings, wheels, chassis or any other parts broken during the entire life of the machine


This means a saving of from


The Rex Monoplanes will be constructed by Mr. LOUIS STANKIWITZ who is well known in aviation circles as a competent constructor of monoplanes having built the only successful two passenger Bleriot in America, while with a Long Island monoplane company.

He has greatly improved on this machine and it is this improved machine we wish to specialize.


Rex Monoplane Co.


January, 191


More Maximotors

were built, sold and flown last year than any other motors in the western hemisphere.

The Maximotor

is the only one of the seven prominent American engines (the only aeromotor in the world produced in commercial quantities) with which no fatal accident has ever occurrea.

THE REASON? The "MAXIMOTOR BECAUSE" booklet will tell yon

Drop a postal to

fSJUWSbfc. OTvERS* 50 Crane



CWe invite special attention to our WOODWORK and the remarkable value and prices.

AS A LEADER Bleriot Ribs - - - $1.00

Double Surface Ribs 5 ft. at 50 cts. each SEND 4 Cts. IN STAMPS FOR CATALOGUE AND REVISED PRICES.

No. 177 Struts, Light, (o)^§)

iVz', 5' and 6', 13, 51 and 57 cts. \ f ~

No. 177 Struts, Heavy, fe) H

■iVs\ 5' and 6', 50, 57 and 73 cts.

No. 174 Ribs. Light.

i1^, 5' and <5\ 37, 43 and 50 cts. No. 174 Ribs, Heavy One way - 2c

Oval lGc. il4\ 5' and 6', 72, 86 and 93 cts. Two, three and round 10c. four ways


20 x 254 86.60 20 x 3 9.15 All price* subject to change without notice

New York Aeronautical

Supply Co. 212

(Suite CZ) Dept. C, No. 2 U

50 Broadway New York g#



Biplanes that Fly—Come and See

Price Low—Get Quotations

Instruction $250 Nassau Boulevard Aerodrome

C. Before buying any aeroplane, be sure the maker is not a novice himself. Get names of purchasers. Visit the plant and school.

C. Every Shneider machine flies—and flies well. All parts standardized. No freak construction.

C. Amply powered (Roberts.)

C. Get a demonstration flight first. Then ask those who have flown Shneider machines:

Jos. Richter Wm. Kline R. Jennings

H. Binder J. P. Tarbox

C,The late Tony Castellane learned on Shneider 'planes.

Write Your Own Contract and Guarantee

Fred, P. Shneider

1020-1022 East 178th Street New York

Established 1908


George W. Beatty, is awaiting delivery of Ln eight-cylinder Frontier engine for installation in his Wright school 'plane at Nassau, rhis is being fitted with fuel injection system Lnd a magneto similar to that used on Wright

(Mounting a Frontier Engine in Beatty's Wright.

.engines for starting propellers at low engine speed. A number of flights were made recently in Buffalo by him with the eight, with |mueh success. The 60 h. p. engine will add considerable to his speed.


ATCHISON, KANS., Dec. 13.—Frank H. Jacobs in the "Topeka II".


From Dec. 10, when active work started at the U. S. Signal Corps aviation camp at Augusta, Ga., to Jan. 14, 1912, 99 flights |have been made altogether, totalling 17 hours. Snow has arrived in the "Sunny South", the thermometer has run down to 14 degrees and the sleet has frozen the snow on the tent sheds, which, broke the poles and rigging. It is impossible to remove the ice from the tents until warmer weather arrives and in the meantime the aeroplanes are out in the snow Rain has cut down the flying days to about one half in the above period.

A wireless equipment, designed in the Signal Office in Washington, especially for use on aeroplanes, has been installed on the Wright 'plane.

Captain Crandler and Lieutenants Arnold, Kirtland, Milling and Kennedy are the officers who are doing the flying. Lieutenant Wm. C. Sherman has taken several lessons on the Wright with Lieutenant Arnold as instructor.

The first aeroplane of the Aviation School was received at College Park, Md., June 16,

1911. From that date until December 31, 1911, seven hundred and nineteen flights were made by the four aeroplanes; the total duration being 13S hours and 54 minutes.

The average duration of each flight was 11.5 minutes. This short time of average Is due to the many flights made by beginners in practicing the starting and landing.

The most flights were made with the standard type B Wright biplane; this machine having four hundred and nine flights to its credit; the total duration being 74 hours and 13 minutes. It was received at College Park June 16, 1911.

The B'urgess-Wright aeroplane was received at the School July 8, 1911 and it made 183 flights; the total time in the air being 36 hours and 30 minutes.

The Curtiss S-cylinder machine was received from San Antonio July 25, 1911, and since its arrival at the School has made 91 flights.

The Curtiss 4-cylinder aeroplane which was purchased especially for training student officers arrived at College Park July 27, 1911 and has made 36 flights, the total time in the air being 3 hours and 34 minutes. On November 15, the S-cylinder Curtiss engine was taken from the old machine and installed in the new training aeroplane where it has remained and with very good results.

Captain Chandler, Lieutenants Kirtland, Arnold and Milling fly the Wright type biplanes; Captain Beck, Lieutenants Kennedy and Milling fly the Curtiss type.


A mass meeting of all the aeronautical concerns, professionals, amateurs, novices, etc., was held in the office of Van M. Griffith, the editor of the late journal 'Aviation", at Los Angeles, California. In the notices sent out it was stated that the object of the meeting was to "find a remedy" for the present lull in aeronautics. After three hours of careful consideration, it was decided to form a community field where all interested could be centered. Eight fields were considered and voted upon by those present, and one which is about six miles north of Los Angeles, was accepted unanimously. A name was also voted upon, besides a dozen or more other details.

The field (comprised of about 200 acres) was leased by Mr. Griffith who will act as General Manager. Mr. Griffith is not interested In any way, whatsoever, with any concerns, nor does he act as agent for any, so that members can rest assured of impartial treatment. The field is located near Griffith Park.

Page 30


If plans now in more or less concrete shape are carried through by Ex-Comptroller Herman A. Metz, it will be possible for people to make passenger trips between New York and Albany or Philadelphia or other cities in one of the Parseval airships, similar to those which are now almost daily carrying passengers between cities in Germany. It is hoped that the airship will be here at the time of the International exhibition to be held in the Grand Central Palace next May. For some time the project has been on foot to bring over one of these airships and some $60,000 has been subscribed. This company plans to sell dirigibles and to use them for advertising purposes. It is likely that another company will be formed at an eaily date to bring over an airship under bond to operate over New York and nearby cities during the show and after, at which time it may be easier to finance the previously mentioned organization. A large shed will be built at Mineola, and, once inflated, the dirigible can be operated without great expense for additional gas.


In view of the statements to the effect that the life of a well-known rotary motor is but 150 hours' running, it is interesting to recall the second water cooled eight cylinder motor which Curtiss built. He made it in one big rush for, and flew in, the Gordon Bennett in 190!», winning it against Bleriot. Other contests were entered in Italy before returning to America. The engine was then flown in the Los Angeles meet in January, 1910, turned over to Hamilton who flew it in the flight to Philadelphia and back from New York, and his exhibition flights. Next, McCurdy used it in his flying when it was turned

over to C. C. Witmer in 1911. The latter took up the hydroaeroplane with one of the new engines and Eugene Godet fell heir to the power plant. This Winter it has been employed in a school machine at San Diego, teaching twenty-five men. It is stated by Mr. Curtiss that it still has its original cylinders, pistons, crank case, cam shaft, connecting rods, gears, etc, the only repairs made have been replacement of crankshaft and taking up bearings. The mileage has been estimated at between 30,000 and 40,000 miles, turning the propeller forty million times.


Senlis, France, Jan. 12. The aviator Puchonnet was killed in making a landing.

Paris, Dec. 7. Lieut. Loder died of injuries received in a fall on May 6 at Saint Cyr.


Need for an aeronautical laboratory in th« United States was urged before the meetinM of the mechanical engineering section of tbP Association for the Advancement of Science on Dec. 2S and a resolution was passed pledging the support of the aeronautical associations in a movement toward the founding of such a research institution. It was regarded by many as the most important and positive action that has been taken so far by any of the numerous sections meeting here this week.

An address was delivered by Dr. Albert F. Zahm, pointing out the urgent need of such a laboratory- He sketched the future before aerial navigation in the LTnited States and gave an account of the laboratories now in existence in England, France, Russia and Germany. He said that there were several institutions in the United States well equipped for handling such research, and named the bureau of standards, the Smithsonian Institution and the Franklin Institute of Philadelphia.

It is hoped that active steps will be taken in the near future by the clubs of America to secure the founding of such a laboratory and an endowment fund for its maintenance.

Dr. W. J. Humphries, of the Weather Bureau, spoke on "holes in the air." The military side of the aeroplane was discussed by Major George O. Squier. Emile Berliner showed what had been done in the development of the rotary motor and Spencer Heath talked on the mathematics of propeller construction.

Dr. Humphries said that the dreaded "holes" were the results of varying speeds of different currents. Mr. Humphries urged aviators to avoid landing in hollows, to shun bright, sunny days when the earth is well heated, or "thunderstorm weather"; and to avoid traveling from one sort of surface to another. Sandy soil, he described as most productive of the rising currents that produce "holes."

He indorsed the suggestion that there are pockets in the air full of poisonous gases which partially asphyxiate the airman when he rushes through them.


Andrew Drew, pilot No. 50, has closed a contract to take charge of the winter classes of the American Aeroplane Manufacturing Company and school of aviation, starting with the classes January Sth.

The company has completed another new shed at their aviation field at West Pullman, Illinois, and also expect to start another one within a couple of weeks. These sheds are each capable of housing two machines.

The school is also offering the use of two makes of motors to experimenters of new types of machines. This is being done as a great many amateur builders have not the capital to secure motors and also to those who do not wish to purchase motors until they are sure their aeroplane is a success.

The Tantarnapol Exhibition Company, Chicago, expects to leave shortly for the S^uth to make exhibitions throughout the Southern States. Mexico and South America. They have purchased "American" biplanes emiipped with Kirkham six cylinder motors, the A^ori^an Aeroplane Company booking them u«on this trip. The aviators and crews graduate pupils from the above School.

Rider Bros., Newark, Ohio, is another exhibition firm to use one of these biplanes for a southern exhibition tour.


The records of the Bureau of StatJsti<"s, Department of Commerce and Labor, show that during the months July to October inclusive, imports of aeroplanes totalled $41.'71 whi'e exports for the same period ran up to *25 9-"0, leaving $15,521 worth of foreign aeroplanes in this country, when all is balanced up.


YOU can fly in 10 lessons on a Wright Model B.

YOU can get your Pilot Certificate at my School.—No other school promises this.

YOU have no breakage or other extras.

YOU have the best field in this country. You are at the center of "doings."


Nassau Boulevard - L. I., N.Y.



1912 Models Now Ready

Ask What Successful Users Say

The Motor You Will Eventually Use

Holbrook Motor Co.



- FOR -




We carry regularly in stock over 2,000,000 feet in our own warehouses, of assorted sizes from 116" OD to 8" OD many thicknesses of walls from 1-32" to ?4n according to size. The material we stock is regular carbon in Rounds, Squares, Oval and Rectangular, and can also furnish to order other shapes. When greater elastic limit and tensile strength is desired we can supply on order High Carbon stoek and also 3^% Nickel Tubes. Tool Steels Steel Folding Horses

Steel Tubes Tool Steel Tubes

PETER A. FRASSE & CO. New York Philadelphia Buffalo

We Make a Specialty of Designing


Aeroplanes De'signed or Built from Inventors' Ideas

Our Engineers are Experienced In All Branches of Machinery

Experimental Work-Shop Co.



and all readers of AERONAUTICS to send for our new booklet, "EVERYTHING AVIAT1C," the very latest regarding Biplanes, Monoplanes, Hydroaeroplanes, H>droaeroprnpellers. Gliders, Motors, and everything in the supply line. Learn how


and get into this new field before the other fellow. There is an ever-increasing demand for flyers of hydroaeroplanes, which are safer to operate, more profitable and make the repairbill disappear. We can convert your land machine into a hydroaeroplane at a very low figure. Send for this booklet now and mention "AeroiinutU s."


208 30th AVE. SEATTLE, WASH.





In 1909:

The First Aerial Crossing of the


In 1910:

The First Circuit de l'Est

In 1911:

The Paris—Rome Race (lstand2nd) The European Circuit (lst and 2nd) The English Circuit (Daily Mail Race) The Belgian Circuit The St. Petersburg-—Moscow Race The Valencia—Alicante Race The London to Paris (Non-Stop) Race etc., etc.


39, Route de la Revolte a Levallois-Paris


Belfast Chambers, 156, Regent St., London


Etampes, near Paris, during summer Pau - - during winter Hendon, near London


A tire tearing loose when the aeroplane lands means injury to its mechanism, a possible wreck and perhaps injury to the aviator.

When a tire tears off this way, the tire is at fault. Veteran aviators know this. So now the keenest of them have adopted a tire that cannot tear loose.

That is the Goodyear Aeroplane Tire. It is held to the rim in a vise-like grip by 42 wires in the tape at the base—21 wires on each side of the tire. Hence it cannot tear loose '.

This is the Wing Aeroplane Tire used by Atwood, Ovington and Brookins, and by Kodgers in his remarkable Coast lo Coast flight. They useonly Goodyear equipment throughout.

Charles K. Hamilton, Rone Simon, Roland Garros, (ilenn Curtiss, Claude Grahanie - White, Alee Ogilvie, William Hillianl. Harry Harkness. P. O. Parmalee, Capt. Thomas Baldwin, J.A D. MeCurdy and scores of American and foreign aviators have adopted Goodyear Aeroplane Tires. Their verdict, prompted by experience with nil makes of tires, is vastly significant.

These men knoio—to them fires are no longer a problem.

The Goodyear's extra-lough tread makes it practically non-puneturable. It is the strongest tire in the world for its weight.

The Goodyear Tire & Rubber Co.

Main Offices and Factory

94th St.. Akron, Ohio

Branches and Agencies in 103 [47)4] Principal Cities

Subscribing Contributing Advertising Selling

3H)e intercollegiate

Established 1899



C,An illustrated monthly magazine of interest to all recreation-loving Americans. C. A medium using only the hest in Fiction and Articles; also Aeronautics and Dramatics.

C.A field that is only properly covered by THE INTERCOLLEGIATE —and our advertising columns bear us out! CL Always for sale at News-stands, Railroad Stations, Alumni Ass'ns, Frat Houses in the United States.

Published by


Model Aeroplanes and Accessories

Wo manufacture flie highest grade of aeroplane models on the market. Every part Is well made from the best of materials and In exact accordance with the designs submitted to us. We have on hand at all times stock models of all well-known machines. We carry a complete stock of accessories of all descriptions—miniature pneumatic wheels, ball-bearing shafts, turnbuckles, eycbolts, light model wood. Para rubber, wire, etc. Our simple and compound elastic motors are the most durable sold. Our prices are very reasonable. Send at once for tiur catalogue 1>, which fully describes and Illustrates all models and parts.

Aero Mfg. and Accessories Co. 18 DUNHAM PLACE BROOKLYN, N. V.


Curtiss Motor Co., Hammondsport, N. Y., $600,000, to take over and control Curtiss Aeroplane Co. and Curtis Exhibition Co. Directors: Glenn H. Curtiss, Monroe Wheeler, Jerome S. Panciulli, G. Ray Hall, Philip B. Sawyer. Five hundred shares of 1% cumulative preferred stock will be disposed of, the proceeds to be utilized for improvements and enlarging of plant.

Eagle Aerial. Mfg. Co., St. Louis, Mo., $100,000, to manufacture aeroplanes. Thos. H. Keppel, Robert F. Keppel, both of Indianapolis.

American Hydro-aeroplane Co., 1420 Race St., Philadelphia $100,000; E. R. Brown, president.

Dayton Paranoplane Co., $50,000, Dayton, O., V. E. Wampler, G. R. Watson, W. L. Blocher, D. T. Bennett.

Crumley Multiplane Co., filed papers at Reno, Nev. Capital $500,000. F. Bernstein, C. D. Crumley, Jacob Miller, Dolpb Miller of Alameda, CaL, and Alex. Logan of San Francisco.

The Experimental Workshop Co., has recently been formed under the laws of the State of New York, with a department for the construction of aeroplanes of new designs, and also the perfection of models, etc.

The officers of this company are: M. G. de Simone, President; A. Scavullo, "Vice-President; S. M. Mascia, Treasurer and Secretary.

Their New York office is located at 150 Nassau Street, and their work-rooms and factory at Stapleton, S. I. They have a foundry for brass, bronze, etc; a big room for fitting experiments, and testing all kinds of apparatus. The machinery room is fitted with 20 tool-machines of the latest type, with an independent tool room, in which is kept and manufactured all tools used in the factory. This concern also expects to manufacture propellers of all kinds.

The Company has already the construction of models of new patents and is going to build an Hydro-aeroplane of new design for military purposes invented by an Italian and carried out by an Italian Company.


Glenn H. Curtiss is very much interested in the probable action of the Aero Club of America in choosing the place where the Gordon Bennett cup race will be contested this year. He has announced his intention of building a machine to defend the cup.

Following up the success of his new hydro-aeroplane, the first test of which was made at San Diego, Curtiss has taken great interest in the idea of flight across the Atlantic Ocean by aeroplane. In view of the success of his new machine he considers the flight possible, and is willing to undertake the construction of a machine for the purpose, provided any of the aviators now considering the flight wish him to do so.

The Curtiss Exhibition Company, exclusive foreign sales agents for Curtiss machines, has announced that it will invade the foreign market. The Curtiss Company has already received several orders for aeroplanes from various foreign governments and many inquiries have been received from every part of the world, including South America.

Jerome Fanciulli, Vice-President and General Manager of The Curtiss Exhibition Co., which is the sales agent and foreign representative for The Curtiss Aeroplane Co.,

sailed for Hamburg, Germany, on January 6th, accompanied by Hugh Robinson, Eugene <Iolet, and mechanic \Y. J. Shackleford. They took with them two Curtiss hydroaeroplanes, one of which is to be delivered to Louis Paulhan and demonstrated by Robinson, in the vicinity of Paris.

From France, the party, will go to Germany, thence to Italy and finally to Russia, where the Curtiss hydro-aeroplane sold to the Russian Aerial League, will be demonstrated. This latter demonstration will probably take place at Sebastopol on the Black Sea, about the first of March, or earlier if conditions permit.

Robinson will give exhibitions with the^ Curtiss hydro-aeroplane equipped with an 80 H. P. Curtiss engine, in the principal cities of Europe, in order to demonstrate the progress that a representative American builder has made in producing a machine capable of flying from either land or water.


Bosch high tension spark plugs for 1912 are the same general construction as the highly satisfactory Bosch plugs of former years, but have been made even more efficient and reliable. The accompanying cuts showing the complete plug, also an end view, give a fair idea of the sound and substantial form adopted in the construction of this item.

The Bosch plug consists of but three principal parts: the heavy central electrode, a one-piece insulator and a steel shell.

As shown in the end view, however, the form of the three electrodes is now crescent shape, which gives them a lower electrical resistance and produces a spark in the form of a sheet rather than as a ball. In consequence of this formation a spark will jump the gap at lower cranking speed than regular types.

The steatite insulator, which is retained in the 1912 construction, has long been a feature of the Rosch Plug. Steatite has exceptional insulating properties and is free from the disadvantages of porcelain, glass or mica insulators, being neither brittle nor subject to deterioration by intense heat, extreme pressure or excessive oil. The unique character and strength of these insulators make it possible to eliminate all joints which are commonly found in others, insuring perfect insulation and gas tight construction, the plugs being guaranteed to withstand a pressure of 750 pounds.

The reliability of these Plugs is shown by the fact that they were used in the great majority of racing cars? during the past season; and by the winners of every large

road or track race, practically without exception.

These plugs may be used either for magneto or batterv ignition, and can be supplied in standard y2", %" and metric threads.


The time has come

For us to hum, O'er City thru the air; Our Ship with wings

Sails o'er all things Goodrich Tires It will wear.


Some ride the cars,

Just think of Mars, Our fame sails to the planet Why should we walk! No use to talk! We can no longer stand it.

The American Aeroplane Supply House, of Hempstead, L. 1., is getting out a catalogue of their monoplanes, eight uf which were sold last year. The concern is now busy working up parts in order to have several machines ready for immediate delivery in the Spring.

/ have read icith pleasure your splendid publication, and congratulate you upon its improvement.—David B. Carse.

/ am a, reader of Aeronautics., and find it very helpful in designing the maehines.—Babcock, Robinson & Gleason.

All those who sail Will never fail, To equip with Goodrich Tire. The view so fair,

That cool, clear air, No chance to rouse your ire.


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The Aero Club of America has awarded its gold medal to C. P. Rodgers in recognition of his great feat in completing his transcontinental flight.

The Aero Club of Syracuse has been formed at the Hotel Onondaga, Syracuse, N. Y.

On December 28, ,the Aeronautical Society hold its regular semi-monthly general meeting. Mr. George S. Bradt, the treasurer of the Society, gave an exceedingly interesting history of the Society's work, beginning early in 1908 up to the present date, He illustrated his talk with about 150 original lantern slides of unusual interest. On the same evening Mr. Wilbur R. Kimball showed a number of pictures of foreign and domestic machines and gave a well worked out review of the world's progress in Aeronautics for the past year.

On January 11, 1912, Mr. Hugo C. Gibson presented a paper upon some propellers that were tested by Prof. D. L. Gallup at the Worcester Polytechnic Institute. The propellers were accurate copies of prominent foreign makes and the results obtained were very interesting.

Mr. Robert F. Macfie, a well-known designer of aeroplanes who has worked in England and on the continent for a number of years, reviewed the commercial aspect of the aeroplane business and pointed out what, in his estimation, would be the probable future development of the art.

On January 25, 1912, the Sooietv will hold an entertainment and smoker, to which those interested in the society are invited.

A series of lectures was inaugurated at the January meeting of the Aero Club of Long Island. The lectures are given by the mem-

bers of the club and are in the form of debates, so designed, that the maximum of instruction is obtained. The innovation was proved wholly successful at the, January meeting, when C. F. Rockstroh, Jr., past president of the club, lectured on "The Motor Problem of the Flying Machine." The subject was discussed in both the theoretical and practical aspects, in a comprehensive way, enabling conclusions to be drawn which were the opinion of the majority.

The subject for the February meeting is "Progress Made in Aerodynamics in 1911." Henry I. Newell, Jr., treasurer of the club, will lecture. All who are interested are invited to attend. For any information, address the Secretary, Richmond Hill, L. I.

It is rumored that Martin Mendia, a Mexican Aviator, the scion of a wealthy family of the State of Jalisco, who is soon to arrive from France on board one of the French Liners, will on his arrival, make an attempt to fly from Veracruz to Mexico City on a Deperdussin monoplane which he is bringing "with him. It is claimed he proposes to make the journey in three and a half hours. The first part of the trip is over very lofty and precipitous mountains the principal one of which is the peak of "Orizaba"—17,6:12 ft. high, then the table land is reached and is comparatively easy going until the Valley of Mexico is neared, where more, but not as lofty mountains are again encountered.

Fifty-one aeroplanes were shown at the recent Paris Show, of which 4S were equipped with magneto ignition, 94 per cent, of the latter using Bosch. One Nilmelior and two Nieuports were the equipment of the balance.



Felix Bischoff Steel Works t


The VITAL part of a Motor is the





Our HIGH GRADE CRANKSHAFTS are made from our Special CHROME-NICKEL AUTO-STEEL ZH. This steel has an elastic limit of 135-150,000 lbs. per sq. in., and enables you therefore to economize in weight and space. Put this in your motor and you need never fear a broken crankshaft.

We are the MAKERS of the Steel, and our aim is to produce the BEST.

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vice and book sent free. TERMS LOW.

GEO. C. SHOEMAKER, Patent Atty., 929 F St., Washington, D. C.






Aeroplane Parts

in Brass, Steel and Aluminum.

Engine mountings for any motor. Also Copper and Brass Tanks of any description.


Reliance Auto Parts Manufacturing Company

244-250 West 49th Street, New York City

Telephone 5135 Bryant

Special grades of bamboo for aeronautic work. Reed, Rattan and Split Bamboo for models. All Grades In Stock.

J. DELTOUR, INC., 49 Sixth Ave., New York



Light, strong and rigid. Ball bearing or bronze bushing hubs. 20 x 2 and 20 x 2£" - Each ,$4.75 Immediate delivery guaranteed. We can also fnrniih, on short notice, wheels of any dimensions.

782 Eighth Ave., N. Y. Phone, Bryant, 1268

Tiger Cycles & Aeroplane Co.











Telephone 108 FULTON STREET Cable

100 John NEW YORK Pholonews. N.Y.

Photographs of Practically even Aeroplane and Airship in the World

Lantern Slides and Enlargements our Specialty Write (or Catalogue Agents Throughout Europe



Wright, Bleriot, Antoinette—3-foot Flyers, 1000-foot White Racer.

Complete new stock. Send for our First Edition 1912 Catalogue of Supplies and Fittings.


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prepared as per formula of U. S. Army Emergency Ration. This ration weighs 8 oz. net and will sustain the average U. S. Soldier for a period of 24 hours in perfect physical condition.

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C The P pump is the smallest practical rotary pump and can be regulated. Write for circulars.



Are Guaranteed to Fly $3.00 will purchase complete materials to construct our 3-foot Bleriot Monoplane with plan and directions. Express 25c. extra. Plan and directions only. loe. postpaid.

$6.00 for complete materials to build 3-foot "Ideal" Wriyht Biplane with plans. §(i.40 by prepaid express. Plan and directions only. 25c. postpaid. Send stamp Jor Cut a toy of "Ideal" Model Aeroplane Supplies. IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, N. Y. Cily


Stock Sizes

Prompt Deliveries

16 x 1*2 in. Monoplane Tail Wheel. Weight 3 lbs. 20 x 2 in. Curtiss Type. Weight 7 lbs. Rims, either

wood or steel 20 x 2\z in. Wheels for Single Tube Tire. 20 x 3 in.

20x4 in. " Clincher Tire.

24x3 in. "

HUBS Furnished 4 x 5 x 5'a or 6 inches wide. Fitted with Plain or Knock Out Axle or Bronze Bushed to fit 1 in. Axle. Other Sizes to Order.


Don't fail to get our price*

J. A. Weaver, Jr., Mfr. \SZr^^.

The "Gyro" Rotating Motor

Since 1907, Mr. Emile Berliner, scientist, inventor of the telephone transmitter and the Victor talking machine has been experimenting with and building internal combustion engines; first for his own aeronautical experiments and later, when success crowned his efforts, for the market. Last year the results of his labors were incorporated in two 7-cylinder all-steel motors and during 1911 rigid tests were made and the engines flown in aeroplanes. A finely equipped factory has been put in running order and the production of "Gyro" motors for the market has begun.

The wonderful success of the Gnome motor resulted in many rotary engines being built by motor makers. However, no foreign rotary engine has proved its equal.

The pistons are of special construction. The outer shell is of fine converted iron of elastic formation whereby it keeps tight and conforms perfectly to any change of size or shape that may occur in the cylinder. The head portion of the piston consists mainly of the intake valve support, which is machined from a nickel steel bar and carries the wrist-pin and the intake valve with its operating mechanism.

The connecting rods and spider are of nickel steel forgings, machined all over. The master connecting rod to which all the others are articulated, is of chrome nickel steel, the same as the crankshaft. This master rod carries the ball bearings by which the entire set of connecting rods forming the "spider" are connected to the stationary pin.

A salient feature of revolving cylinder motors is that, neither cylinders nor pistons have any reciprocating motion but simply revolve, each around a separate center. The motions of both are continuous as in a turbine.


The crankshaft is machined out from a heavy chrome nickel steel forging. The shaft is bored out hollow and forms the conduit through which the fuel and oil are brought to the interior of the crankcase and to the cylinders.

Forming the central portion of the engine, the crankcase of Vanadium steel provides a mixing chamber for the fuel and air. This case is divided into halves which are bolted firmly together. The exterior of the case carries the exhaust valve operating mechanism and the ignition distributor. By simply removing the bolts which hold the crankcase together (seven bolts in a 7-cylinder engine) the entire interior and practically all working parts of the engine are laid bare.

Each cylinder is machined out of a heavy ?» per cent, nickel steel tubular forging weighing nearly forty pounds, the metal being removed until the finished cylinder weighs about six and a half pounds. The wall of the cylinder is provided on the outside with radiating surfaces in the form of radiating fins disposed in helicoid or screwlike formation around the cylinders.

The intake valves are located in tlie pistons. They are mechanically operated by a patented movement comprising only two parts—a counterbalancing member and a single operating member pivoted on the connecting rod. This device depends for its action upon the centrifugal force of the rapidly moving parts, the direction in which the force shall act for opening or closing the valve depending upon the movement and angular position of the connecting rod. The operation is very simple, and insures full opening* of the valve during practically the entire suction stroke with prompt and secure closing at the end.

The cylinders are provided with two separate exhausts for the burnt gases.

Auxiliary exhaust ports are provided in the cylinder walls to be uncovered by the piston at the end of its stroke. The greater part of the exhaust passes out here. These ports are formed through a ring section turned on the cylinder to allow ample material between the closely spaced holes. The peculiar feature of those ports is that they are not bored radially through the cylinder wall, but are inclined backward and outward toward the crankcase. This makes the ports of considerable length through the thickened wall and their inclined position makes it impossible for the cylinder oil to escape through them, owing to centrifugal force.

The main exhaust valves in the center of the cylinder heads are operated by levers and push rods connected with a very simple and accessible cam mechanism exterior to the crankcase. A .single cam ring usually operates the entire set of valves, but in cases where a step-by-step compression is desirable, a patented compound cam is used.

Ignition Is By High-Tension Magneto.


may be given initial spin from the aviator's seat from any desired location. The spark and compression are then thrown in and the engine speeds up at once or gradually, according to the movement of the compression lever. This compression release lever plays an important part in starting, in slow-running when desired and in absolutely cutting off the power regardless of charge or ignition. For hydro-aeroplanes and other purposes the value of a means for ready starting without assistance and of a perfect speed control under all conditions of landing and flight need only be suggested to be appreciated.

These motors are now being made in three sizes, of three, five and seven cylinders, giving respectively 22, 35 and 50 horsepower, all being of the same bore and stroke, 4.30 inches by 4.75 inches, respectively. Weight, 3i/2 pounds per horsepower, complete.

The oil and fuel supply is maintained by a combination positive pump which measures the supply and feeds in exact proportion to the speed and requirement of (he motor.

Both the oil and gasoline enter the crankcase by way of the shaft and mingle freely together as in other motors. Under ordinary arrangements the greater portion of the cylinder oil passes through the intake valve and out the exhaust with but little opportunity of ever reaching the cylinder walls. The Gyro pistons, however, are fitted with a special separating shield which carries the oil directly to the cylinder walls. This device makes for economy in the quantity of oil required, not to mention the cleanliness and comfort thereby secured.

A valuable feature peculiar to the Gyro motor is its facility of cranking and starting. The exhaust mechanism is provided with a simple device whereby the closing of the exhaust valve may he delayed through any portion or ail of the compression stroke.

The motor is started with compression entirely released in which condition it can be spun about its shaft with great ease. By a simple stroke of a ratchet and lever, the motor

Cable: Aeronautic, New York 'phone 4833 Columbus

A. V. JONES, Pres't — — E. t. JONES, Treas'r-See'y ERNEST t. JONES, Editor - J. C. BURKHART, Ass't Editor M. B. SELLERS, Technical Editor

subscription rates United States, $3.00 Foreign, $3.50


J AN iTa r i7~i 9 1 2 Vol. 10, No. 1


NO. 54

Entered as second-class matter September 22, 1908, at the Postotfice New York, under the Act of March 3,1B79.

rfT AERONAUTICS is issued on the 30th of each month ^> All copy must be received by the 20th. Advertising paees close on the 25th. :: :: :: :: :: :: rfT Make all checks or money orders free of exchange ^ and payable to AERONAUTICS. Do not send currency. No foreign stamps accepted. :: :: ::


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LONDON—Aeronautics, 12 Newgate St.. London, 10. C., George II. Scragg, Mgr.; also at the olllce of British Aeronautics, 3 London Wall Buildings, London Wall, London, 10. C.

B10KNI0—A. Krancke's Sortiment.


January, 1912

PAT E NTS SECURED OR fee returned

Send sketch or model for FREE Search of Patent Office records. Write for our Guide Books and What to Invent with valuable List of Inventions Wanted sent Free. Send for our special list of prizes offered for Aeroplanes.


^TTWe are Experts in Aeronautics and have a special Aeronautical Department. Copies of patents in Airships, 10 cents each. Improvements in Airships should be protected without delay as this is a very active field of invention and is being rapidly developed.


Main Offices - 724-726 NINTH ST., N. W. - WASHINGTON, D. C.



Manufacturers are writing me for patents obtained through nie. Send for three books with list of 200 inventions. A postal will bring them free. My clients' patents sold free. Personal services. Aeronautical expert.


"Protective Patents"

request to inventors. Wide experience. Personal service. Trade-marks registered. Write today.

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Blue Print $2.00

N—Care Aeronautics



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Attorney-at-Law and Solicitor of Patents

American and foreign patents secured promptly and with special regard to the complete legal protection of the invention. Handbook for inventors sent upon request. 30 McGill Bldg. WASHINGTON, D. C.


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shaft accurately and seeurely attached; 3%in.l5c,5 in. 20c, 6 in. 25c, 8 in. 35c, 10 in. 50c Post-paid. Low quantity prices. Jersey Skeeter Aeroplanes 25e,F1ying: Squirrel AeroplaneslSc LINCOLN SQUARE NOVELTY WORKS, 1939 Broadway, New York




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Will install a Hall-Scott free of charge in anyone's aeroplane and demonstrate by expert flyer. Expert advice. 'Planes balanced.


Box 78, Madison Sq. P.O. New York


Page 35

Questions and Answers

Edited by M. B. SELLERS and HUGO C. GIBSON

1 I'H the December number we inaugurated a Question and Answer Department, for the printing of questions and their answers where they are of general interest.

Mr. Matthew B. Sellers has kindly undertaken to handle all subjects involving Vre principles and experimental data of aerodynamics; questions on motors will he answered by Mr. Hugo C. Gibson.

Questions requiring references can not be answered, as matters relating to history and bibliography involve too great time. Answers to queries will be promptly answered by letter and the questions and answers subsequently printed for the benefit of other readers.


To the Editor:—

1.—What is the method or formula for locating the centre of pressure (a) for biplanes and monoplanes? Does it differ (b) for the two types? Ans.: (a) Answered p. 223, December number; (b) no.

2.—At what point longitudinally is the centre of gravity located (for a flying angle) and what is it s relative position to the center of pressure; does its position differ for monoplanes and biplanes? Ans: the "centre of gravity" means the centre of gravity of the whole machine, with operator aboard, ready to fly. Whether it is located before or behind, the centre of pressure on the wing, and how far depends on a variety of conditions, chief of which is, the effect on the machine of the stabilizer, both in direction and quantity. If stabilizer (tail) is "lifting," then c. of g. will, of course, have to be back of c. of p.. and vice versa.

3.—Is the operators position located especially to one or both of the above centres? Ans.: See answer to (2).

A. B., Saginaw, Mich.

To the Editor:—

As an interested reader of your monthly, I would like to ask the following questions:

1.—If the planes on an aeroplane were made to curve upward would not that give it lateral stability? Ans.: Yes, planes curved upward transversely increase lateral stability and at the same time diminish the unit lift.

2.—Then, in addition, if the tail were built large and carried no weight so it would run straight with the line of flight and at an angle from the wings, would not that give a machine of automatic balance? I have a model of this design which we can fly straightaway or in a circle and it seems to balance perfectly under all conditions. Ans.: Yes, in still air. approximately—but not in gusty wind. Non-lifting tail gives superior stability to lifting tail at expense of a little more power to drive the machine.

3.—Would it not be practical to couple the tail close up to the planes and guide your machine up and down mostly by the speed of the motor to avoid too quick action of so large a tail coupled close up. Ans.: Yes, but would not do for gusts; too' slow.—F. E. C, Livermore, la.

To the Editor:—

Do you know what Wright Bros, attribute the soaring of birds to: irregularities or ascending currents? Ans.: Xo, hut from statements credited to them we infer that they attribute it chiefly to ascending trends or currents.

You stated in one of your copies about three years ago in an article'by Prof. Zahm that it was not possible to soar in horizontal winds. Do

you know of anyone who has written on the directly horizontal wind theory?

Ans.: It is not possible for birds to soar in a horizontal wind of uniform velocity and constant direction. A body at rest immersed in a fluid moving with uniform velocity and direction, and opposing only its inertia to ths movement, will acquire the motion of the fluid, after which it can derive no power from it. Its relation to the fluid is the same as if both were at rest. If now the body is set in motion, e.g., by gravity, the relation of the body to the fluid is the same as if it were moving in a fluid at rest. The conditions are the same as with a bird flying or soaring in an inclosed car running on a horizontal track—it would make no difference to the bird whether the car were in uniform motion or at rest. I have not time or space to explain fully but indicate the line of reasoning.

Could you furnish printed matter on this theory? Ans.: there have been a number of articles on this theory. Suggest you purchase the Bibliography of Aeronautics, published by Smithsonian Institution.

We have read articles on the following theories and think they do not fully explain the phenomenon: Maxim, Chanute, Dilienthal and others, on rising trends or air currents: Langley and Lancaster on irregularities or pulsations of the air; Prof. Montgomery's action and reaction theory. Now if you know of any other theories that are distinctly different could you furnish printed matter on them or tell where it might be had? Ans.: Do not know of other theories distinctly different from those involving (I) rising currents, (2) rising trends. (3) pulsations and varying velocity. (4) veering wind horizontally and vertically, and (5) horizontal uniform wind.

What theory is most commonly accepted? Ans.: The theory assuming that there is an ascending current or trend.

Have the Wrights soared? Ans.: They have remained stationary for several minutes in the air over the same spot, according to eyewitnesses.

Is there a reward offered for the performance of soaring flight? Ans.: No.—F. B.. Middle-town, Mo.


"An editor has kept track of his profit and loss during the year, and gives an invoice of his business at the end of twelve months of ups and downs:

Been broke 3G1 times. Had money 4 times. Praised the public 9 times. Told lies, 1,728 times. Told the truth 1 time. Missed prayer meeting 52 times. Been roasted 431 times. Boasted others 52 times. Washed office towel 3 times. Missed meals 0.

Mistaken for preacher II times.

Mistaken for a capitalist 0.

Took bath 6 times.

Delinquents who paid 2S.

Those who did not pay 136.

Paid in conscience 0.

Got whipped 0.

Whipped others 23 times.

Cash on hand at beginning $1.47.

Cash on hand at ending 15 cents."

—From N. Y. Aeronautical Supply Co.

Copies of any of these patents may be secured by sending five cents in coin to the Commissioner of Patents, Washington, D. C.

Even in these enlightened days, the crop of patents on absolutely worthless, or even questionable, devices increases rather than decreases.

It would take an entire issue of the magazine, to abstract in a full and clear manner the claims of the majority of the patents issued. In a great many cases it is even impossible to give in a few lines what sort of an apparatus the patent relates to. In most instances we have used merely the word "aeroplane," or "helicopter" if such it is. Where it is impossible to indicate the class, even, in which the patent belongs, without printing the whole patent, we have used the word "flying machine."

The patents starred (*) are those which may be found of particular interest; but it must be understood we do not pretend to pass judgment upon merits or demerits.


Simon B. Minnich, Landisville, Penn., 1,010,443, Dec. 5. PLYING-MACHINE.

Surville .1. De Lan, Glenwood Springs, Colo., 1,010,483, Dec. 5. AIRSHIP.

Lionel A. Carter, St. Louis, Mo., 1.010.5S5, Dec. 5. FLYING TOY.

Christopher J. Lake, Bridgeport, Conn., 1,010,644, Dec. 5. HYDROAEROPLANE.

Louis C. Badeau, New York, N. Y., 1,010,71S, Dec. 5. AIRSHIP.

William Moonev, Washington, D. C, 1,010,783, Dec. 5. TOY AEROPLANE.

Frederick W. Baldwin, Toronto, Ont., Canada, 1,010,842, Dec. 5. AEROPLANE, whose supporting surfaces are bow-shaped laterally, the central portions being farther apart than the lateral portions, in the same method as the machine of the Aerial Experiment Ass'n. Claims also cover details of staying the structure.

Augustus F. W. Macmanus, San Antonio, Texas, 1,010,932, Dec. 5, LONGITUDINAL STABILITY device employing swinging platform.

George Washington Thompson, Kingston, Okla., 1,010,9S6, Dec. 5, AEROPLANE.

Ralph Cole, Norwalk. o., 1,011,031, Dec. 5. AUTOMATIC STABILITY device: supporting planes have flexible guys connecting to frame, which slacken under pressure and vice versa.

Hans Rottges. Bremen, Germany, 1,011,0S3, Dec. 5. AEROPLANE.

Alexander Graham Bell, of Washington. D. C, Frederick W. Baldwin, of Toronto, Ont., Canada, John A. Douglass McCurdy, of Baddeck, Nova Scotia, Can., Glenn H. Curtiss, of Hammonds-port, N. Y. and Edward A. Relfridge, of San Francisco, Cal., 1,011,106, Dec. 5. LATERAL STABILITY device and means for operating. See special article in December issue, 1911.

"ohert .1. Haskell, Louisville, Kv., and James G. Haskell, Washington, I). C, 1,011,124, Dec. 5. LATERAL STABILITY device comprising ailerons operated by gravity.

William Edward Adams, New York, N. Y.,

1,011,139, Dec. 12. 1911. AEROPLANE, with

wings movably mounted. S. C. Anker, Ilolth, Riverside, Ills., 1,011,143.

Dec. 12, 1911. PLYING MACHINE. John 1'. Skripcc, Cincinnati, Ohio, 1,011,25^

Dec. 12, I'.HL PLYING MACHINE. C. T. Litchfield. Rosalia and Ralph D. McKay,

Tacoma. Wash., 1,011,351, Dec. 12. 1911.

STABILITY DEVICE. Ailerons operated by


'Moses P. Patton, Hollins, Ala., 1,011,365, Dec. 12, 1911. STABILITY DEVICE. operation of Ailerons by aviator's body through a sliding

member on a frame secured to the seat. ♦William Stevens, Los Angeles. Cat.. 1,011,3S6,


wings which are movable about a lateral (of

the machine) axis.

* William Stevens, Los Angeles, Cat, 1,011,3S7,|

Dec. 12, 1911. RUNNING GEAR. Robert W. Linville, Los Angeles, Cal., 1,011,454,1

Dec. 12, 1911. Unclassed machine, with RE-I



Herbert L. Stillman, Westerly, R. I., 1,011,519,1 Dee. 12, 1911. FLAPPING WING machine.I

Herbert J. French, Seattle, Wash., 1,011,604.1 Dec. 12, 1911. VERTICAL FINS on wings.I with vertical rudders attached to On extremi-l ties.

Ernest W. F. Herrman, San Antonio. Tex.,I 1,011,620, Dec. 12, 1911. WARPING DEV1CE;I also planes having the centre open.

Jean Francis Webb, New York, N. Y., 1,011,6S3.I Dec. 12. 1911. PARACHUTE attachment fori flying machines.

Jesse J. Dillon, Council Bluffs, Iowa., 1,011,761,1 Dec. 12, 1911. HELICOPTER with parachute.1]

Elecie P. Farum, Santa Cruz, Cal., 1,011,767, Dec. 12, 1911. AEROPLANE with wedge-shaped fluted planes.

John O'Leary. Cohoes, N. Y., 1,011,S36, Dec. 12,1 1911. FLAPPING WING machine.

*H. W. Pike and R. E. Johnson, Osceola. Ne-l braska. 1,012,006, Dec. 19, 1911. AILERONS operated by pendulum.

*Paul Borrmann, Berlin. Germane, 1,012,507, Decl 19, 1911. PROPELLER with lamination* parallel to axis of rotation. Transverse anil longitudinal veneers are glued on the lamin-l ations.

Robert M. Dungan, Santa Ana. Cal., 1,012,529,1 Dec. 19, 1911. FLYING MACHINE with plurality of adjustable propellers operating in holes in the surface.

Mauritz Engstrom. Clam Falls. Wise, 1,012,532,1 Dec. 19, 1911. HELICOPTER.

Kimber A. George, New Haven, Conn., 1,012,540,1 Dec. 19, 1911. SUPPORTING SURFACE (peculiar shape.)

Morris Kalaba, New Rochelle, N. Y.. 1,012,559,1 Dec. 19, 1911. AEROPLANE with gas-bag attachments.

Henrv H. Gridlev. Holvoke, Mass., 1.012.631, Dec. 26, 1911. HELICOPTER.

James R. Vize, Evansville. Indiana, 1.012,767, Dec. 26, 1911. Gas-bag for attaching to person's body; wings on hands and feet.

Johan Richard Froberg, Richmond, Cal., 1,012,-S36, Dec. 26, 1911. FLYING MACHINE.

Pridolf N. Spolander. Chicago, 111., 1,012,927. Dec. 26, 1911. FLYING MACHINE.

♦Frank J. O'Brien and Julian E. Korts, Stamford, Conn., 1.013,049. Dec. 26, 1911. AUTOMATIC STABILITY device comprising cylinder, piston, valves and pump, actuated by| pendulum, with means for connecting to ailerons, etc.

Harry C. Gammeter. E'ratenahl, Ohio. 1.013,152,, Jan. 2. 1912. Man-power FLAPPING W1XU Machine.

Cleveland A. Rex. Amarillo, Texas, 1.013,219, .Inn. 2, 1912. FLAPPING WING machine.

William H. Beery, Oelina. Ohio, 1,013,268. Jan. 2, 1912. FLYING MACHINE.

James E. Gaston. St. Louis, Mo., 1,013,484, Jan. 2, 1912. FLAPPING WING machine.

Frank G. Vohs, St. Louis, Mo., 1,013.523, Jan. 2, 1912. HELICOPTER.

Andrew S. Outcalt, Rockbridge. Wise, 1.013.5m Jan. 2, 1912. GAS-BAG with flapping wings.

Michael .Tovanovich, New York, N. Y., 1,013,601, Jan. 2, 1912. AEROPLANE.

֗illiam G. Hamilton. San Diego. Cal.. 1,013,810, .Tan. 2, 1912. AEROPLANE with plurality of inclined sections in the surface, inclined upwards, laterally,

Joseph J. V. Kaulynskas, Philadelphia, Pa., 1,013,851, Jan. 2, 1912. BALANCING planes.

I consider Aekox.utics an excellent journal initt T trust you arc having yaotl support, hath in uotn\ own country and abroad — IIauoi.u E. I'eruix.

U. S. Patents Granted

Aero Mart

7 words to a line.

LADIS LBWKOWICZ—The well known viator, lately Manager and Chief Instructor ■f the Queen Aeroplane Company, is open to ny proposition from responsible firms or ndividuals, to organize and manage Aero-ilane Factory and Aviation School. Write stating full particulars to Ladis Lewkowicz, 102 West 64th St., New York City.

LAPIS LEWKOWICZ, the experienced In-ernational aviator who is the only man to y over the City of New York, late manager nd chief instructor to the Queen Aeroplane Company, has a chance to become affiliated /ith one of the best aeroplane manufactur-ng concerns in France and wishes to estab-ish an agency in New York with some re-ponsible man with a few thousand dollars o invest in the enterprise, address: Ladis Lewkowicz,

102 West 64th St., New York City.

FOft SALE—One Harriman 50 H.P. four ylinders four cycle aviation motor complete, .nth Bosch magneto and Schebler carburetor. New, just as received from factory; ever been run. Weight 240 lbs. Trice $305 ash.

M. F. H. Gouverneur,

Wilmington, N. C.

JEW BLERIOT MONOPLANE, for sale, almost ompleted. $600 First-class materials and work-lanship used throughout. Can be seen any ime. Call or write M. R. L., 26 N. Franklin treet, Hempstead, N. Y.

BALDWIN 'PLANE. Baldwin Red Devil, erfect condition, 60 h.p. Hall-Scott motor, 2,500. Can he seen at Mineola. Also, two Hall-.cott engines, new. Address Baldwin, c, o Aero-autics, 250 West 54 St., New York.

MFG. CO. wants men for aviators. $100 re-uired. B\ L. Gates, 227 Engelwood Ave., Chi-ago._

GNOME ENGINES—Four Gnomes, perfect ondition, guaranteed, available for inspection, 2,500 each f.o.b. New York. Louis Herfield, 331 Connecticut Ave., Washington. D. C.

YOUNG GERMAN—22, speaking good english, desires position in Aeroplane Factory to learn trade.

J. N1COLAI, 301 West 2]st St., N. V.


Will the near future see military aeroplane agencies established for the purpose of providing the smaller nations with the advantages of this new weapon in time of war? The matter is suggested by the appearance of a singular advertisement in L'Aerophile, an aviation journal. It is thought to have been inserted by agents of the Turkish government, which, it is supposed, wishes to secure means of harassing tlie Italians in the trenches before Tripoli. The advertisement reads:

"Wanted—Aviators with monoplanes or biplanes for military reconnoissances in foreign service. Contract for four months. Monthly wage. $1,200; without aeroplane, $400. Expenses going and returning prepaid. Lodging free. In case of total destruction or loss apparatus will be replaced or value paid. All aviators engaged without being immediately enlisted will hold themselves at our disposition, receiving a premium of $100 on the day of enlistment. Reply exclusively by telegram to Compagnie Internationale de Aviators, Bois-le-Duc, Holland. Telegraphic address: Aviator, Bois-le-Duc, Holland. All telegrams should be followed by a registered letter repeating acceptance of the foregoing conditions, as well as a formal agreement to obey the instructions of the manager aviator. Our answer, yes or no, will be sent within a week."

/ was greatly pleased but really surprised at the excellence of your journal.—C. E. Keffek.

/ want to congratulate you on so powerful a journal, which is far superior 1o any other magazine in this line I hare seen.—.Tames Glatfelter.

Aeronautics is growing like a healthy hoy. and is doing a good work—more power to your elbow.— Richard X. Lea.



I Are the Best Known Aeroplanes in The World ■ ^ Wr*** A Few of Our Bleriot Monoplanes %^

are Flown by . V. REYBURN, Jr., St. Louis, Mo. WILLIE HAUPT, Phila., Pa.

ALBERT BRACKETT, Boston, Mass. A. C. MENGES, Memphis, Tenn. . J. MARLEY. Sumner, Miss. CHAS. W. SPENCER. Phila., Pa.


ingle Seaters, Racing Monoplanes, Passenger Machines >rder Now for Early Spring Delivery. 1912 Catalog is row ready.

-For Prices and Particidars-

The Moisant International Aviators

Moisant Monoplanes secured more records than all other American makes duringl91I

Executive Offices - Times Building, N. Y. C. Factory .... Winfield, L. I. Aviation School - Hempstead Plains, L. I.

Moisant 50 h-p. Monoplanes Moisant Racing Biplanes Aeroplane parts for all types of machines Radiators for Curtiss engines Aeroplane Wheels

! All Ilijrhest Class Workmanship


66-70 Franklin St. Phone 427 Hempstead Hempstead, N. Y.

Aeroplane Cloths



Ve have furnished covers for C. B. Harmon's Farman biplane, Burgess Co. & Curtis biplanes, Grahame -White's special biplanes, and Glenn H. Curtiss


American Aeroplane Mfg. Co. g School of Aviat

to-day is bound to make money. The opportunities for making mone Aviation now are greater than they were in the Railroad, Telephone Automobile Industry. Had you bought stock in those industries when were in their infancy you would be independent to-day. Read nc Right now—You can buy shares in the American Aeroplane Mfg. Co. School of Aviation at 25 Cents - Par $1

These shares are bound to double or perhaps treble within a short time. Our advice to yo investigate and act quick. Every Investor or Student of Aviation should Send at Once for our Free Read carefully every word of this announcement.

James C. (Bud) Mars, Vice-President of this Company/Who Will Fly the American Biplane

The American Aeroplane Mfg. Co. & School of Aviation has been organized for the purpose of manufacturing Biplanes, Monoplanes, and all aerial machines.

More than this—it is our purpose to operate a number of our own aeroplanes with our own aviators in order to 1111 the groat demand which now exists for exhibitions in cities, and at county fairs, resorts and open air field meets, etc.

Already they have manufactured and flown successfully 19 of their own biplanes. The prolit involved in the manufacture of aeroplanes is enormous. And the demand is growing at a tremendous rate—faster than the company can make them.

It is their intention to enlarge their factory and school—make it the largest and most complete institution of its kind in the world, and for the

first time, are inviting the general public to join with them.

Only a limited amount of sto<5k however will be sold—simply uaxtugh to make the necessary improv.araents. To enable everybody to join, they have, for a few days, made the price 25 cents a share—par value $1.00.

Aviation today is in its infancy. Its possibilities for expansion and development are too great for human mind to comprehend. Many noted aviators today will tell you that "heavier than air" machines will be as common as automobiles in a few years hence. Look at the progress they have made in the past twelve months. If this is any indication— have you any idea what the future holds for this industry?

You know the advantage of getting in on the ground floor of any new industry.

Make up your mind to investigate this opportunity at once.

The men back of this company are all practical men.

One of the world's greatest aviators, whose record is scarcely approached by any one flying today, is Bud Mars. He is General Field Manager, Consulting Aviation Expert and Yice-rresident of this Company. Mr. Mars will take charge of our aviators in the making of all exhibitions and open competition flights. The story of this man's genius and his achievements in the air reads almost like romance.

Bud Mars has exhibited and made successful flights in scores upon scores of American cities, as well as a world's tour with Captain Baldwin reaching all the way from New York to Japan. All you have to do to learn of the proficiency and reputation of this man is to write to any aero club in the United States.

General Kaid Belton, who is well known throughout Canada and Is honorary commander in chief of the Imperial Veterans Brigade of Canada, is our chief instructor.

General Belton was formerly a captain in the Knglisli Army during the Boer war. He won his commission through distinguished service, and after that war entered the service of Mulai Halid, the pretender at the Moroccan throne, and succeeded in putting this Monarch on the throne, being commander of his army of 07,000 men.

General Belton has taken up aviation and is now our chief instructor.

Such men as these absolutely assure the future under the personal direction of men who stand high in aviation and business circles.

This Company Control Biggest Flying Fie« in the West 1

This Company controls its (I ing field, which is located a and Morgan streets, and is tl field obtainable in the City of M It is ideal for flying and land to gain some idea of the e> this field, one has only to lcB it takes our fastest maehiil than four minutes to complete! of these grounds. This Compf a favorable lease on this fielj

"We are not dealing with fl or untried proposition. "Wl all types of aeroplanes to oil the profits involved in so d<| enormous.

The American Biplane, whj product of this company is onl most modern and up-to-d^ chines used today. It will solely by some of America^ noted aviators this coming Already several orders are I and more are sure to follow}

Our Factory and Sci

Our Manufacturing Plant ail tion School, at the present I located in Chicago, at 2224-3S Grove Avenue, 2227-31 Indial nue, extending through and] ing nearly an entire blockj over 14,000 square feet of floW

It is our intention to man] the American aeroplane for 1 pose of supplying the deman lor aeroplanes of this type, of aeroplane is similar to th| Curtiss, and this is the maehii the United States Govern* said, through its actual ordeij Curtiss factory, is the best a] for the United States Governl purchased more Curtiss plal any other plane mannfacturl

The demand for aeroplane mendous—and is growing lar and every month. It is oua to produce an aeroplane, thai any flown today, and to 1 planes anywhere from !?2,500'J less than any other manufaejfi

The directing force of our are all practical men. AVel same materials employed in oi plane construction and, wit] equipment, we can produce,

■ e aeroplanes a week, which l)W us a profit of $1,700 per

■ $5,100 per week; or a total ml,000,000 per year. It is our lit when our factory is in

ng strength we will be com-

exceed this capacity. 1- we have secured communi-

■om hundreds of amusement

ties, county fairs, associa-

, asking for contracts for ex-fduring the coming years of

These exhibitions are guar-net the Company as high as Ir exhibition and this work hirectly under the manage-

Bud Mars.

ve many advantages over ler aeroplane factory in the kside from the manufactur-[re, this Company owns and a school of aviation. Our aviation is, in our opinion, lin the world today. We take I place them in our factory li them not only the theory in, but construction and oper-■well. We show them every-■out an aeroplane, so that ■se students have graduated

■ factory each and every one ՠshould be able to build his ■plane and operate it. These ■pay us for the privilege of i in our factory and, therefore, I cost in the manufacture of lane is eliminated in our pro-

■ her factories are compelled ■l large sums of money for ■This factory, through its ■urns its labor into a source >l All money paid for tuition Bipplied on purchase price of l


■ me book filled with interest-Is and information regarding lol, with photographs of our I in our factory and on the I brief, just the facts and int l you will be interested in. ■pes fully our "HOME STUDY I," our "CONSTRUCTION" ■id our "COMPLETE FLIGHT I." This handsome book will Id you on receipt of 4 cents In ■to partly cover expense. In ■state which course you are ■erested in now. This book le in the hands of every avia-I student. Write for it today.

in excess of $50,000, and it is our purpose to place at least ten men in the field—and we can make dates sufficient to cover this number of men.

AYe estimate as a minimum for tui-ition charges for our Aviation School to be $S0,000, and we believe that the figures here computed are indeed conservative from every point of view.

Roughly figured, $108,000 is a very low profit for manufacturing; $50,000 as the earnings of one aviator; and $80,000 income from the Aviation School.

All the stock of this Company is common stock. It is non-assessable and fully paid up. The entire capitalization is $1,000,000, organized under the laws of Arizona and divided into 1,000,000 shares of a par value of SI.00 each.

This Company contemplates selling only a limited number of its shares (of a par value of $1.00) at the price of 25 cents. We do not desire to actually compute the possibilities of the earning power of this stock. But we do say that every aeroplane manufacturing plant in the United States is a close corporation, the stock has all been subscribed by wealthy men and the earning power of these plants is not known. Without the question of a doubt, the earning powers of the Wright, Curtiss, Curtis-Burgess, Capt. Baldwin, etc., are tremendous.

Make up Your Mind Now to Become a Part Owner in this Company

Please remember that this announcement is appearing in the loading metropolitan dailies.

There is no question but what the small quota of stock will be oversubscribed within a very few days. In order that YOU will not be disappointed, fill out and mail the Special "Stock Coupon" attached for as many shares as you desire, using the table below.

To every person who buys 300 shares of this stock we will send gratis a complete "HOME STUDY COURSE" (regular price, $50.00). We

>a Limited Amount of hares to be Sold

J .re selling only a limited 4 of stock to complete the nec-■i mprovements in our factory Joitation purposes. We desire I diately begin filling as many t s the capacity of our factory [I-nit. The Company desires to I least 10 aviators with their {s filling exhibition dates be-I spring of 1912. Is Company, during the fol-ear, only builds 60 aeroplanes, be enabled to show a profit 1st ?10S,000. If we only have i fiying for .us during the year ; believe his earnings will be



ARTHUR W. GREINER & CO., 1224-2S First National Bank Bldg., Chicago, 111. Gentlemen: Please send me your big book containing views of the factory, your flying field, your school of aviation and explaining thoroughly the achievements of your Company. I enclose 4c. in stamps to help pay postage.

Name ...........................

Address .........................

City........... State............


make this offer with a view of interesting financially as many aviators and students of aviation as possible.

To the stockholder purchasing 2,000 shares or more we will give a certificate entitling such shareholder to each and every one of our three full courses. Thus we will educate you in the actual manufacture of an aeroplane, in the principles and science of aeronautics, and the final and complete operation of a machine under your own control.

We desire to urge upon each and every reader of this paper the necessity of sending in your application, together with your remittance in today's mail, as the number of shares which we have to sell at the 25-cent rate is very limited indeed.

If however, you want more and complete information with respect to this company, its purposes and plans, just clip the stock information coupon below and send it to us, and we will be glad to send you, without any cost, a large book filled with facts and figures, letters and photographs, etc., of our factory, of Mr. Mars, of our demonstration and flying grounds —of everything you desire to know.

The par value of this stock Is $1.00; capitalization is $1,000,000; non-assessable and fully paid up.

We have appointed Arthur W. Greiner & Co., Industrial Bonds and Stocks, as our financial agents, and we desire that all communications, with respect to the school or to the shares of the Company, be addressed to them. Just use the coupon below.

HOW TO BUY THIS STOCK Price now 25 cents per share.

$ 5.00 down and $2.50 a month for three months buys 50 shares.

$10.00 down and $5.00 a month for three months buys 100 shares.

$20.00 down and $10.00 a month for three months buys 200 shares.

$100.00 down and $50.00 a month for three months buys 1,000 shares.

If you desire to pay all cash, you may deduct five per cent.


ARTHUR W. GREINER & CO., 1224-2S First National Bank Bldg., Chicago, III.

Gentlemen: Enclosed please find

$.......... for the purchase of

...............shares. I agree to

pay $.......... each month for a

period of 3 months. (Refer to table above on how to buy this stock.)


Name ...........................

Address .........................

City........... State............

Herican Aeroplane Mfg. Co. ک School of Aviation

CHICAGO, ILLINOIS |THUR W. GREINER & CO., 1224-28 First National Bank Building, Chicago, Illinois



The possibilities of the


have a strong appeal at present, and we are therefore perfecting the design of a new machine,


a combination aeroplane and boat rendering aero-planing safer and more reliable and boating more exhilarating. This machine is to be ready for the coming season.

We have several Queen Bleriot type monoplanes, one and two passenger, 30 to 100 h. p., ready for quick delivery, at prices ranging from $3,500 up.


197th St. and Amsterdam Ave. NEW YORK CITY



(We Want Aviators for Our Exhibition Teams)

We have completed arrangements to give instructions to a limited number of Students at our Southern Training Camp.

Why You Should Enroll With Us

We pay transportation from Chicago and return. We pay Hotel Bills during period of training. We have competent Instructors.

We have Three Passenger-Carrying Machines, thereby teaching Students under actual conditions, the Art of Flying.

The Total Cost of Instruction, Including Railroad Fares, Pullman Berths, Board and Lodging in Training Camps, is $300.00.


You Can Readily See We Want Aviators, Not Your Money

If impossible to call at our office, wire for reservation, as only a limited number of Students will be taken on this Special Proposition.

Our Training Camp is Eight Miles Long and One Mile Wide, no Better in the World, Average Temperature, Seventy Degrees All Winter

Aero Exhibition Co.

Continental National Bank Bids. 206 S. La Salle Street CHICAGO

50 Horse Power

170 Pounds Weight


Revolving cylinders Mechanical intake valves Variable compression Double exhaust system

Easy starting device

Aviator starts motor from his seat if required

Large ball bearings throughout Positive lubrication Positive gasoline feed Standard Magneto, tachometer, etc.


Cylinders, Connecting Rods, Gears, etc.—3} per cent, forged nickel steel Cranks Chrome nickel steel, treated. Crank-cases—Vanadium steel—Valves 30 per cent, nickel steel


Shop tests three hours without stopping. Motor has been tested in many flights, up to 90 miles without alighting

Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower

~ Send for Catalogue "



1 Sole Agents for SIMMONS Propellers |