Aeronautics, May/June 1912

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i Vol. X, No. 5 MAY-JUNE, 1912 Serial No. 58


Show Sales Supreme


How's this for a sales record:


Model 4-x 50 H.P. Motors


6-x 75 H.P. Motors


6-xx 125 H.P.

The Roberts at The Aero Show

SIX MOTORS and every one a bona fide show sale. Three times the number sold by any other engine concern.





Model B-6, 50 H.P., Weight, 235 lbs. j


Model B-4, - 35 H. P., - Weight, 185 lbs.

Model B-6,' - 50 H. P., - Weight, 235 lbs.

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

Model B-12, - 120 H. P. - Weight, 400 lbs.

KIRKHAM Motors^ are used and endorsed by Thomas Bros.; Rex Monoplane Co.; Burgess Company and Curtis; Mills Aviators; Prowse Aeroplane Co.; Sparling-Craig Co.; Twin City Aviators; American Aeroplane Mfg. Co.; Tarnopol Aviation Co., besides several individual owners, and are acknowledged to be the Best American Motor, regardless of price.

When you buy that new motor it is for your interest to investigate thoroughly before you buy any motor. There is a reason why the KIRKHAM has become so popular with those who know and buy on merit only.


CHARLES B. KIRKHAM ?avonai_new^o«*



Paragon Propellers are exclusive in their design and construction—made under the protection of numerous United States Patents which recognize and protect their superior features. There are none others like them. Paragon Strength, Paragon Beauty, Paragon Efficiency, cannot be obtained under any other name.

Wood and workmanship alone are not sufficient: With every Paragon Propeller we give our engineering skill and experience—and the perfect security of our guarantee of superior results.

The proof of what we say is in the results. We might publish an endless array of calculations and diagrams. These might have a value to the designer, but practical results alone appeal to the purchaser and user. Our booklet will tell you something about practical results. Where shall we send it?

Our success has brought us a reputation for special skill and knowledge in our line and we are prepared to make good that reputation with every customer.

We furnish propellers for all standard machines, but if your requirements are special, we can make up quickly whatever you require and guarantee the results. Let us hear from you.

Please note our change in location, made necessary by the growth of our business. We have equipped over Ave thousand sq. ft. of floor space for the manufacture of propellers exclusively. Our facilities for manufacturing and for shipping are now greatly improved. From our new factory we can serve you better than ever before.

AMERICAN PROPELLER COMPANY, 243-249 Hamburg Street, Baltimore, Md.


"5%. -_'%^a«s.-i. .

The Hydro-aeroplane Has the Call for 1912

<| Unequalled facilities are provided for instruction in the operation of the marine flier over Marblehead Harbor and the bay adjoining. By giving training at our manufactuiing headquarters we offer pupils an opportunity, at no extra cost, to become thoroughly familiar with the details of construction and design, and ensure against delays. Course consists of FOUR HOURS actual flying during which time we assume all breakage risk. We provide hydroaeroplane for license test.

Instructors: Howard W. Gill, Phillips W. Page, Clifford L. Webster—All licensed aviators

Booklet with full particulars furnished on request. <J Aeroplanes and Hydro-aeroplanes for military, sporting and exhibition purposes ready for prompt delivery.



Of the Aeroplanes at the 1st American 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

Bosch Magneto Company

223-225 W. 46th STREET, NEW YORK

Instruments for Safety in Flight


|1TH reference to my article in Aehoxaitks for April, 1912, concerning the speed indicator of Captain Eteve with suggestions for its improvement and conversion into a practical controller for automatic or semiautomatic stability, it is

PMWMW® thought that the follow-x^cx^x^cx^x^c iRg may ]je of intei.est t0 ali

who are interested in the same progress of aviation.

In La Technique Acronautique. No. 55, April 1, 1912, .Messrs. Chauvin & Arnoux criticise Captain Eteve for copying, in his speed indicator, a similar instrument of their design, patented Oct. 6, 1909, and published in 1'Aeropltile, Jan. 1, 1910.

There is no doubt in my mind as to the value of both instruments and that Captain Eteve's speed indicator is a practical improvement: but the subject is so important that it is worth while to learn the views of both parties.

Messrs. Chauvin & Arnoux state, as follows: —

"Oui anemometer-vane aviation indicator (Girouette Anemonotrique d' Aviation) ;is tin indicating- instrument is more complete than that of Captain Eteve, since, it indicates at all times, to the pilot, not only his speed through the air but also the value of the angle or attack which is at least as important to observe as the speed, the inclination of an aeroplane being' dependent upon the maintenance of both factors.

"Our apparatus presents, also, the advantage of indicating at all times, to the pilot whether hi* aeroplane is rising or descending, facts which it is almost impossible for hi in to aseetain when he is at a hisrli alti tilde or in the mist of clouds or darkness.

"Two of oar instruments of the latest model have been on trial for more than s months in the army and we are astonished that Captain Eteve has not been informed of it. One has been used in experiments, by Lieut. Cayla and the other by laeut. Kaunier, as previously mentioned in these pages."

Captain Eteve replies in No. .">u, April 15th, 1912, of the same paper.

After pointing out that the idea of using a resisting surface for measuring the velocity of the mind is very ancient and after commenting on the advantages of the orienting features in his instrument, which I do not believe in, he says: —

"The aeroplane speed indicator is above all a safety appliance. It will be placed in bands that are not delicate and will be exposed to rough usage. It will be submitted to shocks and vibrations caused bv the motor and it is not a laboratory instrument. It should possess, therefore, a certain robustness and be, as far as possible, exempt from derangement. All mechanical agencies, whatever their nature, require frequent adjustment, a sprinir exposed to vibration loses its properties and all speed indicators with springs should be susceptible of adjustment and correction by any pilot.

"Now, this adjustment can be made in two ways: (1) by bringing the pointer to zero when the aeroplane is in repose on the ground (the Chauvin-Arnouz method); or, (2) by adjusting the indicator for actual speed while in air.

"If, by the first method the spring is stretched, for example, or if it is weakened, if the pressure surface has received a slight accidental deformation, it is evident that the graduation must be modified. The scale divisions on such an indicator very soon lose their exactness; they may even become dangerous and the indicator then plays a role more fatal than useful.

"By adjusting according to the second, or Eteve method, for the actual speed, the adjustment requires only one trial in the air and it is then verified on the ground by placing a weight upon the pointer to produce tlie identical egort on the spring that was produced in tlight at the speed noted.

"It is indispensable that the indicators of such an apparatus show accurately the standard speed and that the speeds near the standard, above and below it, he rigorously exact. This is the main object of the Eteve indicator and experience has demonstrated its advantage since more than one hundred aviators use the apparatus and the indicators which have been in service nearly 10 months continue to function in a satisfactory manner.

"The range of speed permitted by an aeroplane is often very restricted. It is then advantageous to utilize all the scope of the indicator between these limits. Speeds greater or less than these limits do not interest the aviator. Furthermore, the displacements of the pointer corresponding to an increase of one metre in speed near the standard, should increase rapidly with the increase in speed and it seems desirable, therefore, to be able to adjust the instrument to suit such conditions; in other words, to provide means fur rendering the pointer as sensitive as possible to the variations in Sliced according to the limits permitted by each aeroplane. The Eteve indicator permits of adjustment to suit all of these requirements.

ՠThe apparatus should be capable of being located al any required position from the aviator, either in advance or at the side and while at anv such position the pointer and dial mark should be always plainly visible.

֓pecial precautions should be taken to place the pressure surface (the sphere or disc.) awav from the intluence of air currents caused by the instrument itself. A thin spherical surface being fragile and susceptible of deformation under the intluence of shock, the latest model, definitely adopted

after trials, lias the disc pressure surface instead of the sphere.

"There are the main points of difference between my instrument and the anemometer vane of Messrs. Chauvin & Arnoux. Their instrument is, nevertheless, very interesting and deserves more general use by aviators, because the use of any good instrument susceptible of diminishing the number of accidents possesses an interest of the first importance.

"Such instruments are rapidly improved, and it is probable that the latest model of Chauvin & Arnoux is not identical with those of 1910; but that does not deprive the makers of any credit that is due them in developing an apparatus which would have pervented numerous accidents already, if it had been more extensively used."

In an article of the same magazine Com mandant Paul Renard, once a Director at the Military Aerostatic Park of Chalais—Mendon and a noted authority in aeronautical affairs, writing on the subject of safety for aviators, states as follows: —

"Several persons have endeavored to ameliorate this situation by providing the pilot with

mechanical agencies for his guidance. Some, like Captain Eteve, recommend the use of indicators which inform the pilot of the modifications in the behavior of his machine which he could not otherwise perceive soon enough, and notably as to the changes in speed with respect to the surrounding air. Thus warned, the pilot can execute, in proper time, the manouvers that without it he would have performed perhaps too tardily."

"Mr. Doutre goes further; his apparatus does not indicate the manouvers which must be done —it executes them. His apparatus is a real automatic 'stabilizer'......."

Again referring to my previous articles on the subject of safety in flight, I desire to repeat that my view of the solution embraces not only both extremes, that of an idicator which indicates the manouvers as well as an apparatus that can execute them, but it in eludes also the compromise which permits either to be used at libatum as conditions require.

The Eteve speed indicator may be purchased through Sussfeld, Lorsch & Co., 90 Maiden Lane, N. Y.

The Thomas Monoplane

-EADERS will watch with interest

Rthe performance of the new monoplane designed and built by Thom-

_I as Bros., of Rath, N. Y.

As in the case of their biplanes which have been conspicuous in the past for originality based on sound working principles, their new monoplane embodies a number of excellent features.

The keynote in the design of this model has been simplicity, strength, safety and flexibility of speed. 'Two exceptionally strong skids are used which are carried by two wheels mounted on rubber springs. The skids are connected to the fuselage by a strong steel tubular; construction. The fuselage itself has been very carefully designed and gives ample room for the pilot, motor, and accessories.

The wings and wing trussing are of exceptional strength and have a factor of safety of ten to twenty, according to the duties the different parts have to perform.

The power plant is a 70 H.P. geared down six cylinder Kirkham water cooled motor, fitted with Bosch dual ignition, muffler, and exhaust valve-lifter; and is totally enclosed by the fuselage.

The tail is a modified form of the standard tail unit used on the Thomas biplanes and consists of a stationary idle surface to which is hinged the rear elevator. The four rudders are mounted on the rear beam of the idle surface and form part of the trussing of the tail. Lateral control is obtained by ailerons operated by turning a wheel mounted on a universal pivoted column. The] rudders are operated by a side way movement of this wheel and column; the elevator by a fore and aft movement of this column.

All controls are counter-balanced and wired with Roebling flexible steel cable working through a system of pulleys and Bowden wire casings. The intensity of loading on the wings during normal flight will be about 5 lbs. per sq. ft. The fabric used on the wings is Goodyear No. 10, buff color; the fuselage is colored with a gray fabric of the same make. All iron work is enamelled a dark green color. All wood work is spar varnished.

The weight of this machine with motor! and accessories Is about 750 lbs.

Gasoline capacity, 20 gallons, spread of wings, 32 feet; overall length, 30 feet; length from propeller flange to rear edge of tail, 26 feet; maximum chord, 6 feet, 6 inches.

The Military Burgess

)y ATinjr far^a chips frorn the^3w%esS 'Co;,;/"""'"y ռ/p>

—Photo by Edwin LevickU

The wings are readily detachable from thel body. With the wings and tail surfaces offl the space occupied is 26 by 7 feet. The fish-J shaped struts are very staunch; the outerl ones being 2y4" by iys" at the middle and! tapering to by 1" at the ends. The|

struts nearer the body are 2%" by 1V4" tapering to iyy by 1" respectively. A steel cable runs through a pocket in the rear edge of the edge of the surfaces. The drop from. the front to rear of the wing is about 6j inches. There are but five struts in each! row in the main planes, while the Burgess" hydroaeroplane has 9,' like the model Bl Wright.

The cell next the engine is guyed by crossed piano wires. The outer section is, of course, not guyed fore and aft.

The fuselage, rectangular in cross section,! is composed almost entirely of spruce, guyed in each panel by special aviator wire in the] usual manner, with turnbuckles. This is completely covered with Goodrich "Luminal fabric.

The running gear is very staunch. Double, Goodyear 20 x 4 wheels are mounted on each] skid in the usual manner employed by tluy Wright and the Burgess companies. Thcj diagonal struts from the skids to the main' beams are hinged close to the skid for convenience in transportation.

One passenger may be carried forward of the pilot. Duplicate control levers are fitted j for either's use. The warping-ruddcr audi elevator levers in each set may be quickl.vl changed from one side to the other to suit!

{HE Burgess Co. and Curtis assembled the military 2-man biplane ordered by the government just in time to get it in the show. Army specifications call for the carrying of 450 lbs. and fuel for four hours, fly at 45 m.h.p., be easily transportable by road, etc. (See Aeronautics, p. 67, Feb. 1912.)

The Wright type is generally followed in the shape of wings and operating system. A fixed tail with separate hinged elevator, inclosed rectangular fuselage, 70 Renault engine, single tractor screw, 9.5 d. by 6.9 ft. pitch, turning anti-clockwise in its breeze, are the principal features of difference.

The main planes have an entirely original and flatter curvature, with an easy trailing edge to improve the gliding qualities, with the Goodyear cloth put on "on the bias." Each rib is enclosed in a separate pocket or sleeve of fabric. Instead of allowing the front beam to twist by reason of the warping, the ribs of the outer sections are hinged to the hollow main spar. The rear lateral spar end is mortised into the hollow member at the outer end of the wing in such a way that the rear spar has some free movement for the socket in the wing and member (See sketch).

The main planes, spaced 5' 4" apart are each in two sections. Here the cloth is laced, using brass eyelets set in stiffening strips.

pilots who have learned the Wright control from either the right or left hand seat. The warp, rudder and elevator control wires are duplicated for safety. A further safety device is provided in short steel cables to reinforce the warping chains in case of emergency. The yoke arms of the twin rudders are new in practice and are inclosed in the fuselage.


The Burgess floats, or pontoons, have the earmarks of the veteran boat builder. Two steps have been found sufficient, after tests with various numbers. Xo water-tight divisions are employed. There is one bulkhead but this is for strength. The sides and bottom are of Spanish cedar, covered with Irish

A map holder, tachometer, floating compass, pressure gauge, altimeter and chronometer are included in equipment. A wireless outfit designed and constructed by the U. S. Signal Corps is installed, a dynamo being-driven from the motor. The antennae run laterally along the top plane over the main spars.

For greater weight carrying, a section may be added between the outer struts. The machine as it stands has a capacity up to 1600 lbs.

linen, the bottom planking being heavier than that on the sides. The framing is spiuce. At the bow the bottom is slightly "V"-shaped for 30 inches back; from here the planking is flat to the rear. Two short keels are employed, as shown in the sketch. A hand hole is arranged to get at the bilge pump in each float. The two floats are-interchangeable with the standard land "running gear. The floats themselves and the upright and diagonal struts attach simply to

the front and rear spars of the lower plane as one component part of the machine. Each float weighs 75 lbs., including the struts. The two increase the weight of the machine but 50 lbs. The deck of the float is of aluminum sheet. Fore and aft the deck is flat, but gradually slants upward to an inverted "V" cross section at the front and rear vertical struts. When flying the Burgess hydroaeroplane regularly carries an equipment comprising compass, anchor and rope, oar, life preservers and the cranking device.

The Gallaudet "Bullet"

ITHOUT doubt, the most interesting exhibit at the Aero Show was the torpedo-shaped monoplane shown by the Gallaudet Engineering Co., of Norwich, Ct. It has been remarked that this is the first American monoplane along general conventional lines which displays great originality. It is built completely of Shelby steel tubing.

This machine, appropriately named "The Bullet", has already made some short flights before the Show on the Hempstead Plains at an estimated speed of more than 100 miles an hour, sufficient to insure the retaining of the Gordon-Bennett Cup in this country on the basis of present foreign speeds.

The main object in the design of the machine has been speed, with a capital S. In one flight that was made, the engine was accidentally stopped with the machine at not over 40 feet from the ground. There was no time nor room to use the elevator, but the

'plane glided down at its flying angle, no change in the angle being discovered. In flight the top of the body flies about level, tail high like the Nieuport. The center of weight coincides absolutely with the center of pressure. Head resistance is reduced to the last point.

Each wing spreads 14 feet. Where the wings join the body the chord is S feet; at the extremities the chord is G feet. One tubular steel spar 3%-inch diameter, supports the wing, though there are four other lateral members, which do not join to the body, and unseen guy wires criss-cross between the layers of fabric. From this main beam runs rearward close to the body inside the wing, a lever, suitably attached to mechanism for rotating the wing about the main spar as an axis. The angle of incidence may be changed during flight, giving a wide range of speed or starting lift. The first five ribs outward from the body are fixed, the others being mounted in loose collars that turn around the main spar. Two quarter-inch Roebling

steel cables support each wing from strains in both directions, from the body to yokes on the main beam.

The wings are double covered with Goodyear fabrics, fastened with minute brass screws and washers. The maximum warp is 14 inches, the operation being by foot pedals.

The body is 4 feet square at the largest section, running to a blunt point at the front and tapering in straight lines to 5 inches square at the rear. The body is of steei tubing, housed in fabric. The aluminum-sheeted nose houses the 100 h. p. Bosch equipped Gnome motor, which drives a 3-bladed Paragon propeller 6 ft. 4 inch diameter by 9.4 feet pitch. This propeller was designed to give 400 lbs. thrust on the ground at 975 r.p.m., the actual test gave 385 lbs. at 940 r.p.m., bearing out the theory in its

design. The normal engine speed in flight is 1200, which increases the thrust.

The shaft, mounted every 40 inches in Hess-Bright ball bearing, is 2 inches in diameter, 11 gauge, Shelby nickel steel tubing

Two heavy 28" by 3" wheels stick halfway out under the body. The rear of the machine is supported on elliptical steel tube diagonal struts running to a short skid.

The Gallaudet is the first machine in America with its propeller at the extreme rear. By this the extremely fast foreign Paulhan-Tatin machine is called to mind.

A very small-appearing rudder and elevator are placed just in front of the propeller. These are operated by a single universal movement hand lever.

The weight is 910 lbs. for 200 square feet of supporting surface. In the test flights, the total weight carried was 1220 lbs., over G lbs. to the square foot.

The wing (bottom surface) curve has a maximum cambre of 2", one-third back and the drop from front to rear is about 8 inches. The ribs are of two wood battens y2 by % inch, braced both sides by diagonal aluminum tubing. The wing is 5" thick at the thickest part, where the main beam runs 32 inches back from the front edge. The front edge of the wing is 1" half round wood, to which the ribs are fastened by aluminum angle plates, as shown in the sketch. The rudder and elevator are double-wired. The fabric is put on "on the bias" and cemented at joins.

Forty-six gallons of gasoline are carried and 12 gallons of castor oil.

The Wright Model C

K^^K^jSSagj HE "Wright Company showed y^s^-^^^^pl^ at the exposition a weight f W \ carrying model, in fact, a

Jill! I HI mo<lification °f the military JS^X JL jksJk type weight carrier designed

^r^jr^v^vt* for the use of the u- s-£M^fit>^/2&£S&f Army, one of which ma-i^^JS^S^ chines has already been delivered in Washington. mmmMm Compared with the Model B, which is the standard Wright machine, it shows a number of differences.

The top of the surface for the first third

back from the leading edge is almost fiat. The vertical rudders have been made higlB er, the tail spars are hollow, the radiatoB has been moved to a point back of the reaH main spars and to the left of the enginfl which remains the same 30-35 motor hevM tofore used, though a 6-cylinder with wateB cooled heads was shown in the WrighB space. Both use Mea ignition. ThB gasoline tank has been placed on thB plane, close up to the back of one seat. ThB gas must now be pumped up to the intakB pipe. The skid struts are higher, which puta the planes further from the ground. The cona

trol levers are now both "right-hand" and the system has been simplified. The skids are heavier and there is no cross bar between them. In the engine section there are no crossed guy wires in front of the aviator and his passenger. It will be noticed from the drawing that the skids are 7 inches "off center," though this is not new. The wheels have been moved further back.

The first objects of attention are the ver tical fixed surfaces at the front ends of the skids and there are but 8 struts front and rear in the main cell instead of nine. The speed is 45 miles an hour.

The steel tube struts which formerly car-

ried the propeller sprocket are discarded! and the shaft is fastened direct to one of the! wood struts. The two pulleys on the I seel tion rear beam, around which warping chains! ran, are done away with and these two] chains and wires to the warping lever arel eliminated by using one steel tube from thJ lever back to a bell-crank to which the warpl ing wires are attached. (See sketch).

The most complete description ever pub! lished of any machine is that of the Wright! in the September, 1911, number, to which! reference should be made for details of operl ation in flight, motor description, and other] details standardized on all Wright machines.

Contra/ Sjatsm No3el C Wright

Weight Warping Pcriley now attached to S>trot ^ocjtet


The Wright Company is building now 3 step floats, with four water-tight compart ments, to go under the regular skids and capable of attachment in a very few minutes, after taking the wheels off.

The floats are of solid spruce, ys" thick: canvas covered, finished the same as wood work in the aeroplane.

In the rear of each compartment, in the step, is a check valve to let out any watei which may get in. There is a very large tube to let air in between the bottom of the pontoon and the water at each step. The length is 14 feet, beam 18 inches, greatest depth lly4 inches.


New York, May 3rd, 1912.

To the Editor:—

May I comment upon the article "Safety in Flight" in the April issue of Aeronautics? To my mind there is a mechanical fallacy in the apparatus as shown.

The statement is made that in the Doutre stabalizer the action of the accelerator weights modify the action of the pressure device, when the algebraic signs of the pressure and acceleration are unlike, and accentuate the action when both signs are similar; and this is indeed the operation.

If in figure #3, page 113, it is considered that the machine is moving toward the left an increase or plus pressure will move the sphere S. to the right, as indicated by the small plus sign; and if at the same time the acceleration is negative, the weights K. will move forward as shown. However, because of the fact that these weights are located below the axis <)., any movement of them to

the left will produce a movement of the sphere to the right, or when the pressure is plus and the acceleration minus, the weights accentuate the action of the pressure sphere, which is just the reverse of the desired action, and also when the signs are similar the accelerated action modifies the pressure action. The fact that the weights are mounted on springs attached above the axis, in no way affects the turning moment, but if these are light enough to bend an appreciable amount, the result would be to decrease the effective action of the weights.

Were the weights mounted above the axis, their effect would then be similar to the Doutre machine.

I take the liberty of thus criticising this machine because of the statement of the author in regard to stimulating interest in the question of automatic stability.

Yours very truly,

Winthrop S. Horton-

Paul Schilks "Aquaplane"

Rex Monoplane

S^^^J^^jHE Rex monoplane at the

^i^^x^x^^; Show earned considerable

gg9 favorable criticism. This

g^j ' I * S^j was finished just before the

s|3 Show and had no motor.

^ 2« The previous type of ma-

^JS^jS^S^S^ chine made by this concern

^^c^c^i^l was a Bleriot copy, exceed-

SJy/2»2&tZw£« ingly well built and finished,

>&\&>&\£*S±4. Xassau Boulevard with a Kirkham engine.

The running gear is of special design, with single skid. The tubular axle is braced to the body with telescoping tubes inclosing coiled springs. There is also a rubber shock absorbing arrangement on the skid, with springs to relieve side thrusts. The tail skid is mounted on a universal joint. Eight bolts and two turnbuckles are all that are required to loosen to separate the body from the skid. An automobile wheel is used

for warping and for elevation. Turning the wheel right or left warps, pushing whole steering column in steers down and vice versa; the rudder being operated by a foot yoke.

The wings are set at a dihedral angle of 9". The camber is 3'i>" two feet back. There is a reverse curve in the wings, of %" camber. Ash is used in the fuselage spars and skid, spruce in the skid struts and for wing spars, while the ribs in the wings, rudder and elevator are of bass. German piano wire is used for guying, with special turnbuckles. The tubing used is Shelby seamless. The linen surfaces are treated with a waterproof preparation which tightens the fabric. The wings are supported on the upper side by heavy Roebling cable from a single pylon. The guying on the underside is to the skid. The Rex company is located at South Beach, S. I., X. Y.

Curtiss Racing Biplane

[HE Curtiss headless racing biplane, a pocket edition of the standard machine, faced the main entrance to the Show and was the fifst object of attention. This was covered with In-own Goodyear cloth, with nickel finish running gear and with all details worked out in A-1 fashion. The main planes [provide a surface of 173.5 sq. ft. for a weight, Jwith operator, of 800 lbs. The engine is a 'standard 75 h. p. Curtiss. Shoulder straps,

adjustable, fitting close over the shoulders were seen on all the Curtiss machines at the Show. These keep the aviator from being thrown out of his seat and at the same time he is free to slip out from under instantly. The center of gravity, with operator, is about 20 inches back. The drop irom the front to the rear beam is 5". The camber appears to be about 2\ inches, one-third back. The propeller is of the usual Curtiss 7' S" diam. by 7 ft. pitch, turning anti-clockwise in the breeze. The gas tank has a capacity of 10 gallons, sufficient for 1U hours


running. The manner of construction is the tame as that in the larger models. All details of the standard machine, with a history tf the Curtiss hydroaeroplane, were printed bn the April issue.

' All machines are being equipped with a btarter operated by a lever with an auto-jmatic release; with dual Bosch ignition. 1 The float on the hydroaeroplane was a feautiful piece of workmanship. It is made pf spruce over a spruce framework, in three

compartments, and weighs 125 lbs. Three small %" square keels run lengthwise at the edge and down the center. The ribs are V' by 1" deep. The planking is V4" thick on the bottom and 3/16" on the top and sides. No overhang of the top as in a previous float used. (See April issue). Brass screws are used throughout.

Details of the rib joints with main spars, control system, and other data appeared in the last issue.



l9ts 3TxirrsjiTTji:/! urn /






URING the winter, Grover Cleveland Loening, designer of the Queen Aeroplane Co., produced what has been called the "aeroboat". as it resembles more a boat with aeroplanes than an aeroplane with floats attached. Trials were made at Bay-onne, N. .]., during April with Loening as pilot, al-hough a novice; and the machine made a lumber of short flights. These tests are leing continued after the Show. The control jn the water has been thoroughly satis-

factory, steering perfectly in and out of winds. The design is unique and the aim has been primarily to secure a winged boat rather than a floating aeroplane. It is essentially boat-like and machines of this order ought to appeal strongly to the motor boat bug.

The wings are standard Anzani-Bleriot surfaces, 7' chord, with sections cut out to make ailerons. There are 173 sq. ft. of surface, weight unloaded 690 lbs., Gibson propeller 6' by S' pitch, Worcester type. This is driven by chain and sprocket from a 50 Gnome, geared 1 to 1. A Langley-type uni-



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Aeroplane Tires of Famous No-Rim-Cut Quality!

The same high quality as our No-Rim-Cut auto tires. I Made in the same modern factory. By the same tire experts. With the same 13 years' experience behind I them. Try them. You'll find them dependable. Least apt to puncture. Won't pull off the rim. Light and resilient, absorbing landing shocks and strains exceptionally well. Made in No-Rim-Cut, Single Tube and Clincher types. Qther Aeroplane Goods

Goodyear Rubberized Aeroplane Fabric is used by nearly all veteran aviators. Won't shrink, stretch, tear, break-, rot or mildew. Not merely coated but saturated | with pure para rubber. Furnished with metallic finish to match aluminum-painted machines.

The Goodyear Bleriot Type Rubber Shock Absorber another specialty. We build and equip balloons complete-in all tvpes-prompt deliveries guaranteed. Tell us which product i/mi arc interested in. THE GOODYEAR TIRE& RUBBER COMPANY. Akron, 0.< Branches and Agencies in 103 Principal Cities. More service stations than any other tire.


Aeroplane Tires

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 c^cr?5£r° 5-Gallon Tanks - - 6.15 Aeronautical Aviator Caps - 1.25 Supplies

Outrider Fittings - - .29 Oval Post Sockets - - .17 ATOH CAT. Aluminum pulleys with brass bushings:

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

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The Loening "Aeroboat"

vcrs-l tail is i sed, the cntiie elevator and This boat is 2' wide, 13' long, 2' high. Thi

rudder moving about a universal joint. A. ailerons are operated by a foot lever. TwJ

steel spring counterbalances the weight of long levers, one for each hand, operate thj

the tail. The boat portion is of aluminum elevator; pushing forward on either on!

sheeting, bottom and sides in one piece. steers the rudder to the respective side.


The first balloon christening ever held in St. Louis took place with due ceremony at Forest Park Highlands on May 5th, participated in by several young ladies, just before Captain 11. Eugene Honeywell's new racing balloon was released for her maiden trip.

The event was well noised abroad and upwards of 30,000 people were present to witness the ceremony. At four o'clock. Miss Veronica Mulvihill, accompanied by several maids of honor and a chaperone, were escorted inside the enclosure where the gas bag had been inflated. After all the members of the party had been introduced to the invited guests, Miss Mulvihill pulled the cords which unfurled on the side of the balloon a pennant bearing the name of the balloon and of an American flag on either side of the pennant.

As the spectators read the name of the balloon the applause increased and continued for several minutes. The christening party then assembled around the basket under one side of the bag, the basket not having been attached to the bag on account of the close quarters in which to work, and the danger to the bag from long continued swaying in the wind so near several trees. Miss Mulvihill smashed a bottle of champagne on the anchor fastened to one side of the basket, and said: "1 christen thee Uncle Sam, and hope that your voyages be as successful as your national protector."

Congratulations were extended to Captain Honeywell, the pilot, and then the basket was attached to the bag and with Robert A. Glenn, of the Times, Frank Sullivan of the Fust J)is-patch; Dan R. Swartz, of the Star, William T. Gray of the Globe Democrat, and A. A. Coult of the Republic, as guests of Captain Honeywell, the balloon was weighed off at 4:25 with S50 pounds of live weight and 14 sacks of ballast, amid the shouts and well wishes of the vast crowd. The highest altitude reached was 3,000 feet and after a two hours' sail the party landed just outside of historic old Cahokia, in Illinois.

The bag is made of silverized silk, and is

standard size with a capacity of 7S.000 cubic feet. The balloon will be entered in the National Balloon Race which starts from Kansas City, the latter part of June.

11" Honeywell is successful in making the American Team in the Internationa] Balloon Race he will take the balloon to Germany for that event.

OTHER ASCENSIONS ♦Denotes trips of 100 miles or over. ֓an Antonio, Mar. II.—J. H. Wade, Jr., and

Thomas Cook in the Buckeye to the Ozark

Mountains, Texas Co., Mo. Up IS hrs., dist.

650 miles, in an endeavor to break the Lahm

Cup record.

Holmesburg, Pa., May 4.—Arthur T. Atherholt, C. R. Wynne, Harold H. Knerr in the Pennsylvania 1, to Kensington, Pa.

Los Angeles, .lan. 23.—Geo. B'. Harrison, pilot, Mi-, and Mrs. \Y. R. Atwater and L. L. Stevens in the "America II" to Pomona. Duration 4 hours.

I take most of the aviation magazines and I will give you credit for turning out the best.— W. W. Gibson.

I want to say that if any of the other aeronautical magazines can get up as good an issue as AERONAUTICS was for December, they will have to "go some." AERONAUTICS has come to stay and if any person doubts if, just tell them:' "Ask the man that reads it." II. C. Jennings.

Your magazine is certainly great. I have read almost everv copy since volume 1, number 1, and can hardly wait for the next number. Keep the good work up.—D. H. M., Chicago. I

Sure, keep sending AERONAUTICS, for I wouldn't be without it. Your magazine is thi best aeronautical paper I can get at any price. —J. S. B., Pa.

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H. L. F. Trebert Engine Works,




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S^j^JS^j^^J HE death of Fred J. Southard, student aviator at the Wright school, S^\^>3Jtx£iy|* who, it is claimed, without permission, took a machine from its shed f » y for an early morning "joy ride", calls attention again to the need for

i§D I WH Federal legislation. With a statute making such an action on the part rejx JL jr*j| °f a student or by one's aerial chauffeur, a felony, some accidents might X&t \kx. be avoided. Such a law, similar to the automobile law in some states,

^^^^^ would be a bar to similar actions by foolhardy or inexperienced men. ^^5^j^S^5 Aeroplanes will fly far and wide. Interstate air travel will obviously be greater than interstate automobile touring. Automobilists waited ^^^(i^^ too long with the result that state laws are as troublesome to the tourist as was Jonah to the whale. Don't let the automobile situation be


One state law has already been placed on the statute books. A law, if good, should be enforced. The Connecticut law apparently fails in its objects and is considered valueless by the Aero Club of Connecticut which fathered it. At any rate, no action was taken in the case of Nels J. Nelson, one of hundreds of uncertified pilots flying daily. Nelson flew about one of the progressive cities of the Nutmeg State without let or hindrance.

We see already flying about, certificated or "licensed" aviators who have no more right to endanger their own and the lives of others than has a dangerous criminal official a license to commit depredations.

The soundness of an argument for a national act which will deal with aeroplanes as with vessels can not oe questioned, save in the minds of armchair aeronauts and aviators who seek to "control" aerial sport.

Ask any aviator how ridiculously easy it is to comply with present conditions for a "license". A week's instruction will often qualify one. f Compare these with the requirements made of Army officer-aviators. Besides these the officer must have normal eyesight and have the ears examined. Diseases cf the nervous or circulatory system reject applicants. Even the prospective flyer must satisfy the examiners with respect to the normality of his antecedents.


Attain an altitude of at least 2,500 feet. Two distance tests, each consisting of a

Make cross-country flight of at least 20 miles figure eight of 3.1 miles in extent about posts

total at a minimum height of 1,000 feet. 1640 feet apart.

Fly at least 5 minutes with the wind blowing Altitude test of 1G4 feet, which mav be made

"VIS I'^senlerT* height of at least 500 ^ « ٠ time as one of the two previously

feet and landing within 150 feet of previously nienuoueu.

designated point, with engine shut off prior to For each of above tests landing shall he made

touching ground. d) DV stopping motor not later than the time

Execute a glide from 500 feet with engine shut machine touches ground; (2) at a distance of

off and come to rest within .100 feet of pre- less than 16-1 metres from a point designated

viously designated point. hy the applicant before test.

With which aviator do you want to fly ?


r last there appears to be a chance that Uncle Sam will take steps to put military aeronautics on a firm footing. Irrespective of the value of the dirigible and the aeroplane to the Army and Navy, manufacturers must look to the Government for material support for some time to come. Orders from the Government for special military machines will be issued only with the latest progress abroad in mind. Such orders will tax the knowledge, the inventive and mechanical genius of manufacturers with the result shown in vastly improved apparati. Without these orders there is not the necessity for so great experimental work, and progress will bo slower.

This experimental work means large expenses, which the Government will have to stand in the difference between the price of the standard machine and the price of the special military machine. The standard machine will thereafter reap the benefit of this experimental work paid for by the Government.

The market is not now with the wealthy sportsman, the club man and the looker-on; nor will it be for some time to come. For some reason these classes are promoting speed contests and arduous cross country races, to compete in which under favorable circumstances, costs each competitor, or his backer, thousands of dollars from which investment there is no return; no sales result.

The aeroplane, for instance, in active service with the men who now buy automobiles and motor boats is the fond hope of all engaged in the industry. Many now realize this day is far in the future. There are always more, with greater optimism, who think they can make their fortune, it is true. But, the money spent by these newcomers does little good. It is not spent in advanced designs, superior workmanship or anything new, but in slavish imitation, usually with all the less good qualities of the imitated and none of the better.

A suitable aeronautical appropriation has been asked for. A bill has been introduced in Congress to raise the pay of officer-aviators to secure more men for air work. The Secretary of War has been asked for a report on activity in military aeronautics in other countries. He has made it and it may be found in House of Representatives Document 718. This report, eighty pages of startling statistics, has been referred to the Committee on Military Affairs and ordered printed. Copies may be had by those interested.

Get your local aero club to forward resolutions through the best channels to Congress. Every reader of every aeronautical magazine should write his local Senator and Representative urging a liberal appropriation. The clubs of the country should take concerted action, AT ONCE.

Will there be an appropriation?


ONE-RING circus often has to skip a town to catch up. However, publishing an aeronautical magazine is no circus.

There are only twenty-four hours in each day and these have not been increased either in number or duration. The amount of work has prevented us troin keeping up the pace. In the future greater efforts will be made to produce the journal on time.

The usual magazine issues on the 20th of each month and is dated with the name of the month following. For instance, the June number should appear May 2.0th. AERONAUTICS is not a usual magazine, still some condescension should be made to popular practice.

This present number is called "'May-June" and should be considered as completing Volume X although but five numbers will have been issued for this volume; all previous volumes having started with July and January and ended with December and June respectively.

All subscriptions will be extended one month to make up for this shortage in the volume. Index to Volume X will be found in this issue.

Published Monthly by Aeronautics Press, 250 West 54th Street, N. Y. Cable: Aeronautic. New York ֐hone 4833 Columbus J V. JONES, Pres't — — E. L. JONES. Treas'r-Sec'y

ftNEST L. JONES, Editor — M. B. SELLERS, Technical Editor subscription rates

§Inited States, S3.00 Foreign, $3.50

advertising representative: f. ingraham adv. co.. 116 nassau st.. new york

8. 58

MAY—JUNE, 1912

Vol. 10, NO. 5

ntered as second-class matter September 22, 1908, at the Postottlce

New York, under the Act of March 3,1879. |[ AERONAUTICS is issued on the 30th of each month r All copy must be received by the 20th. Advertls-VB pages close on the 25th. :: :: ::

|T Make all checks or money orders free of exchanee and payable to AERONAUTICS. Do not send jrrency. No foreign stamps accepted.


NEW YORK—American News Co.,15 Park PI.; Brentano's 5th Ave. and 27th St.

ST. LOUIS—Aeronautic Supply Co., 3932 Olive St.; II. F. Mardorf, 406S Olive St.

BOSTON—I. N. Chappell, 26 Court St.; J. F. Murphy, South Terminal Station.

SAN FRANCISCO—Foster & Orear, Ferry Bldg.; San Francisco Stationery Co., 20 Geary St.; Cleve T. Shaffer, 331 Octavia St.

CINCINNATI—J. R. Hawley News Co., 11 Arcade.

MEMPHIS—R. M. Mansford, 26 S. Main St. CHICAGO—P. O. News Co., I7S Dearborn St.;

H. S. Renton, 164 North Wabash Ave. BOISE—Rawl's, 917 Main St.

PORTLAND, ORE.—S. S. Rich, 267 Morrison St. SALT LAKE CITY—Sheppard, the Magazine Man.

DALLAS—S. W. Aeronautic Supply Co., 214 Main St.

LOS ANGELES—Whalen's News Agency, 233

So. Spring St. WASHINGTON—Brentano's.

BERLIN—W. H. Kuhl, S2 Konipgratzerstr., S.W.

PARIS—Brentano's, Place de 1'Opera.

LONDON—Aeronautics, 85 Fleet S root. London, E. C, George II. Scragg. Mgr.; also at the office of British Aeronautics, 3 London Wall Buildings, London Wall, London, E. C.

BERNE—A. Francke's Sortiment.


T:. L. RAMSEY, Compania Terminal de Veracruz, Veracruz, Mexico.

Venturi Tube Stabilizer



5g$T is well recognized among aviators that the next step forward in the art of flying will be automatic control for stabilization. By this is meant, some dependable means to operate the elevator wings or other parts of an aeroplane instantly at such times as necessary to maintain the poise and horizontal position of flight.

Therefore I have much pleasure in making known for the first time in public the application of a new medium as automatic stabilizer, which to my mind and in the opinion of certain eminent engineers whom I have consulted, appears to have the desired qualifications. I refer to a differential wind pressure created, as by the use of Venturi tubes arranged suitably on an aeroplane so that in flight the velocity with which air traverses these tubes registers the degree of suction set up and through a relay system of operating mechanism, controls the movement of the elevating planes, ailerons or wing warping to thereby automatically sustain flight. A patent was granted for this invention on February 20th. The inventor, Thomas Lough White, I am deeply sorry to say, succumbed to an attack of pneumonia and died on February 2nd.

The Venturi tube consists of a converging, followed by a gently diverging tube; between the two is a short cylindrical piece, penetrated by one or more tubes. The principle of action is founded on the well-known property of a Venturi tube to exercise a sucking action through holes bored into its narrowest section. When any flow in the pipe occurs the pressure at the constricted portion will fall, and if the flow becomes sufficiently rapid all pressure at the throat may disappear and a vacuum obtain.

Hence we shall see that if one or more Venturi tubes are mounted on an aeroplane axially in the line of flight, currents of air will pass through said tubes with a velocity proportioned to the speed of flight attained. Also, that accordingly as the velocity of

flow varies through these tubes so is the degree of suction increased or diminished. Therefore, if we connect the throat of the Venturi tube by a pipe with a cylinder having a piston, and that piston is connected either directly or indirectly with a movable part or member of the aeroplane, the movable part or member will be moved to a degree in consonance with the speed of flight and the consequent velocity of flow through the tube.

As a practical example of what is meant, an elevator is shown on the diagram.| This is provided with spring meant to normally incline it downwardly. Against this spring action it has connection with a piston in a cylinder so that the opposite movement of the piston would point the elevator upward. The Venturi tube is so proportioned that a given velocity of flow there through will exercise suction upon the piston to hold the elevator horizontal in normal flight.

If the speed of flight lessens, as through defection of the motor, the suction force will point down the elevator, and the aero-| plane will accelerate downward. As the rapidity of motion accelerates in descent! the velocity of flow through the tube increases and the suction force, becoming! greater, operates the piston which tilts upward the elevator, causing the aeroplane to ascend and slow down to normal gliding' speed, when the operation is repeated.* The opportunity has not yet occured to determine the proper dimensions and proportions of< the Venturi tubes requisite to accomplish _ (Continued opposite page 172)

*NOTE.—The effecting of a safe landing is considered the most important part of flying and as any system of automatic elevator control must result in a series of terraces, or undulating movements, it is hardly to be expected that the moment of contact with the ground would always occur at the period of slowest rate of descent, which could be accomplished if control is by hand. This, however, is no criticism of automatic longitudinal stabilization in normal flight. —Editor.

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dept. 5



of the third edition of

The Aviation World

containing everything that lie who is interested in aeronautics would wish to know


the aviation world who's who and industrial directory— which has been published yearly since 1smk1—is the complete guide, reference, or year book and biographical compendium published in the interests of aviation. it circulates in every country.

it is recognized and used daily by the leading authorities in every country, because it is the reliable and authentic record of the progress of aeronautics throughout the world. the next edition ot the aviation world will be published by messrs. longmans green & co., simultaneously in america and europe, early in july. mail your order early to:


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Gibson Propellers


7VfR' Aeroplane Builder, Engine Maker and C-' A Aviator, read every word of this advertisement! It puts money-in your pocket. Here is your chance to get the finest propellers in the world at V3 regular prices. Practically a gift to encourage aviation.

For one month from date of issue of this magazine we will sell you any of our regular Standard Stock Propellers, taken from the racks. Tested, Guaranteed against all defects, for y3 of the list price, cash in advance; you pay express charges.

Not more than three propellers to one purchaser.

There are some as used by:— Baldwin, Harmon, Beatty, Moisant, Garros, Audemars, Barrier, Stone and the Wright Bros. Any of these notables will testify to this.

Sizes in Stock: Diameters:—6 ft.; 7 ft.; 7 ft., 6 ins.; 8 ft.; 8 ft.,

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The Aero Show

HE Aero Show held at the new Grand Central Palace. May 9-18, resulted profitably

XBgpi to all. Those who failed to make profitable sales or even obtained no prospects reported satisfaction with the Show as a stimulus to the industry. No little surprise was expressed at the actual selling results; total sales were around $S0,000. Some of the exhibitors made their first public appearance during the Show and had not expected to derive definite results. One exhibitor met another, manufacturers who were not represented at the Show called and at lunches or spaces met those who were, and, as AI Reeves put it, "they all ate together instead of eating each other." Without doubt, those makers or dealers far from New York, or those who were deterred by reason of the cost of space or by personal reasons, will show next year. This year, 23 aeroplanes, including the loan exhibits were shown; and the same number of makes of engines, of which 5 were foreign.

At a luncheon of the exhibitors Charles E. Spratt, vice-president of the International Exposition Company, the operating company of the Palace, and his assistant Mr. Yates, ՠwere guests. The following day Mr. Spratt entertained the exhibitors. The attitude of Mr. Spratt toward the Show, his bona fide interest in the success of the show from the exhibitors' standpoint and his efforts to meet all emergencies won for him high admiration.

The opening day Robert J. Collier, piloted by Walter Brookins, flew his Wright over from his home at Wickatunk, X. J., a distance of 30 miles, to the foot of 90th Street in the Hudson River. Here he "landed" and paid a visit to Admiral Osterhaus, on board the U. S. S. Washington. In the afternoon the admiral formally opened the Show.

During the life of the exposition, days were devoted to the Army and Navy, to the Postal Department, to the Aviators, to the foreign Ambassadors, to the City Officials, and to the school children.

C. C. Witnier kept his Curtiss hydroaeroplane in the Hudson and in the harbor and made daily flights. On one occasion he took General James Allen, Chief Signal Officer, from the Battery over to the Statue of Liberty where the General spent some time on an inspection trip and at luncheon. The return trip was made without the flyers even getting wet.

On the 11th, W. Starling Burgess visited the warships in Marblehead harbor and was received on board by the officers after tieing up the air craft. All during the days of the Show, Paul Peck flew "Miss Columbia," demonstrating the Gyro motor, at Mineola, and Beatty was busy at Nassau Boulevard.

Following is a list of the exhibitors with rates on the'products displayed. Elsewhere in this issue will be found scale drawings and descriptions of the various machines with the exception of the Gressier "Canard," Christmas and the Schill, of which we will publish details later.


Wright Company, 527 Fifth Ave.. Xew York— The new Model C biplane, their 6 cylinder motor and the 4-step pontoon.

- Curtiss Aeroplane Co., and the Curtiss Motor Co., 1737 Broadway, Xew York—A 75 h.p. headless racing- biplane, a miniature of their standard -machine; the standard hydroaeroplane, dual control, with 75 h.p. motor, a standard 2-seater land machine of 75 h.p. and a 4 cyl. 40 h.p. and an 8 cyl. 75 h.p. motor. The land machine had twin wheels in front, mounted flexibly on the skid with rubber shock absorbers. The skid had a wide "shoe" about 2 feet long attached. This machine had no forward elevator. The usual out riggers were there, however, and the angle joined by their junction was filled with small triangular "blinkers."

Gallaudet Engineering Co., Norwich Ct.—A hundred-mile-an-hour monoplane on original lines.

Burgess Co. & Curtis, Marblehead, Mass.— Military biplane (see description), and their standard hydroaeroplane with Kirkham C cyl. power plant.

Gressier Aviators, 137 YV. 37 st., New York,— A Gnome-engined Voisin-type "canard," of which a detailed description will be given later. The workmanship displayed in its construction ought to make Gressier proud.

Christmas Aeroplane Co., Washington, 1 >. C.— Biplane with lower wing at dihedral angle, top one at inverted dihedral, with open space over the engine section. This was fitted with a Gyro engine. Bosch equipped. See January, 1912, for description of Gyro motor.


Paul Schill, co Max Ams Machine Works, Mt. Vernon, N. Y.—Large biplane, with Wrightlike-looking tail construction, mounted on pontoons, equipped with an M.A.S. s cyl. 75 h.p. motor, Mea ignition, Gibson propeller integral gear driven at reduced speed.

Multiplane, Ltd., Atchison, Ivans.—Monster quadroplane, with two 2-cyl. opposed motors, steel construction exhibiting good engineering design, propellers driven by belt, each engine driving its own propeller. Machine in experimental stage as yet. "Theta" tubing, designed by Mr. Jacobs, formed part of the exhibit, as well as an S eyl. engine, with the cylinders offset, Bosch ignition.

THETA TUBING Theta tubing is so named because its cross-section resembles that Greek letter. It is a special shaped tube which combines strength with light weight. It is made from sheet alloy steel, which, when oil treated, is claimed to have its tensile strength increased by f>0 or 75 per cent.

The original strips of metal are first bent cn a tinner's folder with the walls of the passages at right angles to the diaphragm as shown in Fig. I. Next, the metal is bent over a mandrel the exact size of the passage, Fig. 2. Fig. 3 shows the tube when taken off the mandrel. A special clamping device is used to hold the tube to correct shape, and keep it straight for welding, which is done by o.xy-aeetylene flame. The extra slock of the tube is melted down to


1—MaxAms. 2—Trcbert Rotary. 3—Cray EaKle. 4-Slurtevant. 5-IIall-Scott. G—Frontier. 7—Trebert Kijrht. 8-Curtiss.

Felix Bischoff Steel Works t


duisburg, germany.

The VITAL part of a Motor is the

DE7R0ITA.R0 power plant





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.

We furnish crankshafts drop-forged or finished complete to the most prominent manufacturers in Europe.

Our Die Cost is Very Low.

We can quote f.o.b. your city, free of duty.

Send blue prints and all enquiries to our representative



j H, A. ELLIOTT,(majestic bdxu DETROIT, MICH.

AERONAUfTcS magnalium


We make an extra high grade plated finish wire for aviators' use.


John A. Roebling's Sons1 Co.


The Leading British Monthly Journal Devoted to the Technique and Industry of Aeronautics.

(FOUNDED 1907) Yearly Subscription One Dollar, Post Free

pj_ i. „ .__A specimen copy will be mailed

* free on receipt of 10 centi.


3 London Wall Buildings, London, England American Office : 250 West 54th Street, New York




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Light, strong and rigid. Ball bearing or bronze bushing hubs. 20x 2 and 20 x 2^" - Each, $4.75 Immediate delivery guaranteed. We can alto forniih, on short notice, wfaeeli of any dimensions.

Tiger Cycles & Aeroplane Co. 7aS?t}.7.-: ml



used for CYLINDERS


G. A. CRAYEN & CO. Metal Dept.

81 New Street MORRIS R. MACHOL N. Y. C.

Special grades of Bamboo for Aeronautic Work. Reed. Rattan and Split Bamboo for models. Tonka Rattan for Skids \Y\ diameter and under any length.

804-810 Jefferson St.,

Hoboken. N.J.

J. DELT0UR, Inc.

Seventy per cent, of record-breaking American flights with American Aeroplanes were made

with propellers bearing this name

We will tell you why if you ask us SLOANE AEROPLANE CO. 1733 Broadway, NEW YORK CITY

Agents: Eames Tricycle Cn., San Francisco and Los Angeles; National Aernplane Co., Chicago; W. E. Boughlorf, Washington. D.C.


Complete Nieuport-Type Monoplane j with Bates Power If A A J

Plant Installed..... M.DUU J

Exact duplicate of the famous machine flown by Weyman which won the French Military competition and last year's cup race.


_ *

---------= 4

321 Lake Avenue J Rochester, N. Y. * if.i(.if.Jf.Jf.>(.if.jf.jf.i(.Jf.}!f.i(.if.^.if.ifif.if.i(.if.i}.Jf.if.i(.i(.if.jf.jf.if

The speediest and safest of All Aeroplanes. Workmanship unexcelled, finish and materials the best. Early deliveries. Write for circular NOW.

Supplies MOTORS FURNISHED Propellers

| Herbert C. Doyle,

I Duplex Propellers

Lines and Curves productive of highest efficiency. Laminated and hand made. Select materials.

! Surfaces


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Type Nieuport. Stream line form entering edge. Flexible trailing edge. Slight dihedral angle built in. Up-to-date warping arrangement.

For details and prices apply to

% Frank Herbst Engineering Works $


t *


The Wittcmann 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 ean 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.


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


Aeronautical Engineers

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

Established 1D0G Write for Catalogue

)28fe_THET0 TC/BI/^S

the ends of the diaphragm and extra stock for filling up is added by fusing in material from the welding stick, as shown in Fig. 4. This extra stock is later ground off on the emery wheel. The pressure of the flame forces some metal inside the tube which makes fillets on both sides of the diaphragm, as in Fig. 5. This is marketed by the Air Light Metal Co., Atchison, Kans.

JACOBS S-CYL. ENGINE The Jacobs S cylinder modified V type, air-cooled motor, has direct system of fuel injection and consists of two power units of four cylinders each, operating on one nickel steel crank shaft. Either half of the engine can be operated in unison or alternately. When one unit is inoperative the only moving parts in it are the connecting rods and pistons.

The gray iron cylinders are 4V2" diameter and 5^" stroke with a compression of 75 lbs per set. in. Ignition is by two Bosch magnetos with special spark advancing device in which the magneto armatures are advanced so as to give a hot spark through a range of 40 degrees. The speed of the motor is !s00 to 1200 R. P. M. and is rated 80 H.P. at 900 R.P.M. The lubrication is double splash system, i.e. an oil basin is provided in the bottom of the aluminum composition crank case and oil is delivered to the five cam shaft bearings by positive pump from which it drips down through the crank case coming in contact with the revolving crank shaft and nickel steel connecting rods.

Other special features of the motor are: ball bearing crank shaft (3 bearings), compression relief mechanism inoperative when that part of the motor is inoperative, clamping means between the cylinders and cylinder heads and the crank case, spiral finned cylinders machined all over.

This motor is provided with concentric valves and pushrods. The pushrods are so disposed that when the exhaust valve pushrod is operated it carries the intake pushrod with it and

' keeps it in contact with the intake rocker arm jit all times and preventing any noise. The il.veight of the motor complete is 320 lbs. i The National Aero Co., 40 E. Sth St., New lYork, showed a Bleriot-type monoplane with flOray Eagle air-cooled 4 cyl. motor. Bosch

('equipped. Disco acetylene self starter driving a Rubel propeller G'6" diam. The workmanship in the machine was very fine and showed careful design of details. R. O. Ruhel. Jr., & Co., of Louisville, Ky., was also represented in this space by showing another Gray Eagle G cyl. | air-cooled motor, which is made by the Kemp

Machine Works, of Muncie, hid. >; American Aeroplane Co., Wilmington, N. C, ' large monoplane of "freakish" design, with two A-M G cyl., 2 cycle, rotary motors.

Rex Monoplane Co., South Beach, S. I.— original monoplane which earned praise, for good construction. This company began by building a beautiful Bleriot-type and has now put on the market this second machine of their own design. The machine was finished barely in time for the show and was not fitted with a motor but showed a Gibson propeller.

Twombly Motor Co.—A monoplane along Bleriot lines, with original landing gear. Gibson propeller; Twombly engine.

Queen Company, Fort George Park, had a loan exhibit of its Bleriot type monoplane, Anzani motor, and the Gnome-engined "aero-boat" designed by Grover Cleveland Leoning, author of Monoplanes and Biplanes, with Gibson "Worcester-type" propeller.

The New York Aero Club showed its Nieuport 1911 model, designed to be used by members but which has not had its aerial baptism thus far. The other loan exhibits were: the Antoinette of Hairy Harkness, the original Gordon Bennett winner < i Glenn II. Curtiss, Captain Baldwin's Red Devil, the hydroaeroplane of

Mead Rotary Valve Motor

Frank Coffyn. pontoon of the Curtiss June Bug, and the Flying Fish of the Burgess Co & Curtis. The. original Conover fabric was on the Flying Fish and the Curtiss Gordon Bennett machines and appeared still tight and strong after three years.

Since January, 1911, I have been reading AERONAUTICS, and like it much better than the other two I take, one of them being an aero weekly. J. D. K., Tenn.

I consider your magazine the best and most reliable in the Aeronautic field. I am glad you have established a question and answer department in Aeronautics.

Hope you will continue the Scale Drawings.

Orion Hapner.

MOTORS AND ACCESSORIES Aeroplane Motor & Equipment Co., 1780 Broadway, New York. Clement-Bayard and Gnome engines; Astrol varnish for fabric.

Roberts Motor Co., Sandusky, O.—4 and 6 cyl. 2 cycle Roberts motors, with Charavay and Paragon propellers, and parts. Description in April, 1911, issue.

Baby Engine Co., Stamford, Ct.—1 to 4 cyl. model aeroplane and boat engines, 2-cycle type, developing y2 to 4 h.p.

Mead Engine Co., Dayton, O.—4 cyl. rotary valve motor; described in April issue.

E. J. Willis Co., S5 Chambers St., New York —Frontier S cyl. V and 4 cyl. rotary valve, Elbridge four and six, Gibson propellers, tanks, ribs, struts, radiators, etc.,—a complete line or supplies. Description of Frontier engine in January issue.

Hall-Scott Motor Car Co., San Francisco, Calif.—-Captain Thomas S. Baldwin, N. Y. agent for H-S motors, arranged this exhibit of 4 and S cyl. motors attractively and the booth was well attended. Baldwin rubberized fabrics were also shown.

G. A. Crayen & Co., SI New St., New l'ork— Complete exhibit of crank cases and other engine and aeroplane parts made of magnalium. See December, 1911, issue for date.

B. F. Sturtevant Mfg Co., Hyde Park, Mass. —4 and 6 cyl. motors. Description in February issue. One of these was equipped with a muffler. Mea magneto with Lodge double plugs.

The illustration shows a method employed by the Sturtevant Company for testing propeller thrust. The engine is mounted on a bed supported on a carriage. The carriage or stand is fitted with hardened steel knife-edge strips. Two rollers run in ball bearings in brackets bolted to the floor. The pull of a

tractor screw moves the bell crank A which in turns registeis pounds on the platform scale. To test a propeller screw the bell crank is reversed.

Twombly Motor Co., 25S W. 69, New York— 7 cyl. rotary air cooled motor, weighing but 112 lbs. for over 50 h.p. at 1200 r.p.m., B'osch equipped. Cylinders 33.1" by 4" stroke, Gibson propeller 7' <>' ' dia. by 7' pitch, crank-shaft of Vanadium steel, cylinders chrome nfckel

steel Vanadium push rods, Magnalium case, muffler fitting over cylinder heads. Prominent features are the variable compression and mechanical intake valve. This engine has a mechanical inlet in the piston. A safety device was shown, consisting of straps fitting over the shoulders, adjustable for diflerent sized persons. At the back the straps attach by wire and a rubber band shock absorber, as usually used in running gears, to any convenient strut of the fuselage. Pulling a pin releases all the straps at the junction point over the aviator's breast. Release is insured by a small coil spring which pushes the .metal ends off the projection through which the pin is inserted.

Max Ams Machine Co., Mt. Vernon, N. Y.— Eight cylinder V engine. Large valves, aluminum water jackets.

Intake and exhaust valves are both 2 3/16" dia. Connecting rods are I beam style, ZVz" nickel steel forgings. Gudgeon pins fitted tight in pistons and secured by 2 screws. Cylinders aro 3 15/16" bore 5*&" stroke. At the propeller end, the motor turns to the left. Legs, casted to crank case, give support to motor. Access is gained to the cylinder heads, valves, connecting rod caps and crankshaft bearing bolts by loosening a split nut which releases the intake, also the exhaust valves and by dropping the lower half of crank case, the connecting rod and piston complete can be removed without disturbing the crankshaft. The most efficient speed is 1250, with maximum thrust of 500 lbs., 450 lbs. being guaranteed.

The Mea magneto is used, gaining advance of spark by advancing armature. Oil pump forced feed used for lubricating cam, crankshaft bearings and gudgeon pins. Exhaust and intake valves surrounded by water. Centrifugal pump used for circulation. Own type of radiator used, with 4 gals, of water. Flight resistance of front elevation is about 3 sq. ft. including radiator. Weight of motor complete without radiator is about 315 lbs. Radiators (2 employed) filled with water weigh about 40 lbs. Total weight, ready for flight, about 340 lbs. Bayfield Carburetor, without the complicated adjustments, excepting the air valve, is now being used.

Marburg Brothers, U. S. Rubber Building, New York—Mea magnetos. Fourteen of the engine makes shown were equipped with Meas. Part of the exhibit of magnetos for all engines was devoted to a new system of double ignition. By the use of the plugs shown in connection with

The New Six Cylinder 50 Horse Power Gray Eagle Motor

will fly your aeroplane in any kind of weather. It's built especially for aviators who want a powerful and reliable motor for exhibition flying.

Consumes but three gallons of gasoline per hour running at 1050 K. 1'. M., and develops 325 pounds thrust.

Why don't you ship your plane to our private Aviation Park and try one? Free use of grounds and motor, without any obligations on your part, is our liberal offer.

AVe'll demonstrate to your own satisfaction that a 6-cylinder 50 horse power Gray Eagle Motor selling for $675 will fly your plane as well as any §1,500 motor on the market.

Users of Gray Eagle Motors are satisfied. Why not let us satisfy you? Write for a special catalogue on motors.

4-cylinder 30-40 Horse Power, $485.00 Net. 6-cylinder 50 Horse Power, $675.00 Net.

Complete equipment of Bosch Magneto, Schebler carburetor and oiler included. Visit our two factories and Aviation Grounds before you purchase a motor.

Gray Eagle Motors have flown monoplanes and biplanes in states from New Jersey to California and Oregon. Complete list of all the users gladly furnished.

Orders placed now will receive prompt delivery. Every motor is fully guaranteed.

R. 0. RUBEL, Jr. & CO., Inc.

A and Floyd Streets




Learn how at the

Moisant Aviation School

At Hempstead Plains, L. I.

Well-known Moisant School Graduates licensed by The Aero Club of America.

Most of our Licensed Pilots Employed by us.

Mr. S. S. Jerwan Mr. M. F. Bates Mr. J. Hector Worden Miss Harriet Unimby Mr. Jesse Seligman

Miss Mathilde Moisant Mr. Harold Kantner Mr. F. E. DeMurias Capt. G. W. MacKay Mr. Francisco Alvarez


For Handsome Illustrated Booklet Address

The Moisant International Aviators

U. S. Rubber Building

Broadway and 58th St., New York City






for a little time and less effort than you think.

You unconsciously advertise us while playing, driving or touring in the CYCLEMOBILE.

The CYCLEMOBILE is a newly perfected machine not on the market for sale on account of our large exclusive contract with the inventors. It is built like a real Motor Car with two speeds, forward and reverse, besides a neutral coaster speed. The Body and Hood are Pressed Steel and second growth ash. supported on a Chassis frame of Rolled Steel angle iron, capable of carrying the weight of five full grown men. The Axles are also of Steel and Wheels Ruhber Tired. The front wheels pivot on regulation Motor Car steering knuckles, eliminating all danger ot upsetting on curves. We simply can not give vou one hundredth part of the real Specifications in this limitecf spare, but send in the coupon and we will TELL IT ALL.


KANSAS CITY. MO. Dear Sirs: auti

Kindly mail me full details and Specifications of your CYCLEMOBILE offering, and oblige,

Sincerely yours, Name......................


Send for List of


AERONAUTICS, 250 W. 54th St., New York



For Fast Work

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

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#7T Send sketch or model for FREE Search of Patent Office records. Write for our Guide Books ^jj and What to Invent with valuable List of Inventions Wanted sent Free. Send for our special list of prizes offered for Aeroplanes.


We 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.




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




Manufacturers are writing me for patents obtained through me. Send for three books with list of 200 inventions. A postal will bring them free. My clients' patents sold free. Personal services. Aeronautical expert. DEPT. 5 OWEN BtOG.

Washington, D. G.

"Protective Patents" xi&if^yZTx

request to inventors. Wide Personal service. Trade-marks registered.

experience. Write todav. BEELER & ROBB,

Southern Building, Washington, D. C.

Your accurate drawings and excellent articles place AERONAUTICS above all competitors.

O. A. B., Grand Rapids.



Ex-member Examining Corps, U. S. Patent Office Atlorney-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 BIdg. WASHINGTON, D. C.


Laminated to Order W. C. DURGAN

SEE OUR EXHIBIT AT "AERONAUTICS"' OFFICE 115 Brown Street :: :: Syracuse, N. Y.


! The Call Aviation Engine !


+ The Greatest Known Thrust per Rated Horsepower


The Aerial Navigation Company of America



WE SELL AEROPLANE SUPPLIES at prices that make friends. Send 6 cents in stamps for 22 page, illustrated catalogue.

New York Aeronautical Supply Co. 50 Broadway - - New York

have positive action, are small and light, easily applied to any motor

—— Write for circular ^—^


636-644 First Avenue. New York. U. S. A.

tail armrjomLMROca Mono

ordinary plugs, two-point ignition can be obtained by means of standard single-point magnetos.

The Lodge double pole spark plug consists of two concentric electrodes well insulated from each other and both insulated from ground. The main feature of this plug consists, therefore,

Maximotor Makers, Detroit, Mich.—Two engines shown. One of type described in full in April issue; other a changed design, with overhead valves and of larger bore, 70 h.p. The other characteristics of the new motor are the same as in the smaller one. Mea ignition. Spiron 2 and 4-bladed propellers also formed part of the exhibit.

H. L. F. Trebert Engine Works, Rochester, N. Y.—6 cyl. rotary motor, with cylinders arranged around the crank shaft with their axes parallel to the shaft. See full description in February issue. This company also showed its 100 h.p., 8 cyl. V engine. Mea ignition. In the eight the valves operate similarly to the piston of a 2-cycle engine in exposing parts for the admission and exit of the gases.

White Aeroplane Co., 337 Adams St., Brooklyn, X. Y.—Complete line of approximately scale models of principal types of aeroplanes, fitted with rubber power plants and which fly. The model flyer had his heart's desire in this exhibit of miniature aeroplane fittings, knockdown models, hydroareoplane floats, etc.

Macomber Rotary Engine Sales Co., Los Anereles, Calif.—7 cyl., air cooled rotary engine, 50-60 h.p., iV2" bore by 3 7 8" stroke, Bosch ignition. The cylinders are arranged with their axes parallel to the shaft.

in having no connection between ground and either one of the two electrodes, while of course the plugs commonly used have only one electrode insulated while the other one is grounded. Either of the two plugs may go "bad" in a cylinder and the other will do the work.

Eleotric Speedometer Co., 1999 Broadway, New York—Complete line of portable and fixed electric tachometers. An anemometer on the roof of the ll'-story show building indicated electrically the wind velocities on an indicating instrument in the booth where passers-by could view the apparatus. Seven makes of engines are being equipped with the Hopkins electric indicator.

The Macomber Rotary Motor

Gibson Propeller Co., Fort George, N- Y. City—A number of historical screws, including some dating from the early days in America ;is well as some fine specimens of the product of France with which American propellers favorably compared. Several of the new type "Worcester" propellers of Gibson make were seen on the aeroplanes, Schill, Gressier, Queen, Baldwin etc. Newmastic Tire Co., B'way and 0.8 St New York—Newmastic filling for tires.

Goodyear Tire & Rubber Co., Akron, O.— Large model of the dirigible Akron, fabrics, tires, shock absorbers—everything in the rubber and fabric line.

A. Leo Stevens, 282 Ninth Av., New York— The balloon builder and aeronaut Stevens had a small hydrogen one-man balloon occupying the center of the building and conducted a ticket office for the sale of tickets for aeroplane rides with George Beatty—the "S & B' Line." These tickets followed the appearance of a long distance railroad ticket with coupons printed in facetious language. One lone man "coughed up" the necessary twenty-five beans and got his ride. Of course, he was not an aero club member. Stevens now has Miss Harriet Quimby under contract for flights.

B. F. Goodrich Co., Akron, O.—Dunlop double-tube tires and Lumina fabric. The rims shown by this company are one-piece, weldless. Goodrich fabric was seen used in the Wright and two of the Curtiss 'planes.

Pennsylvania Rubber Co., Jeanette, Pa.— Tires and Penacloth fabric. United States Tire Co., Broadway & 58 St., New York. Diamond Rubber Co., Akron, O.—Tires and fabric.

W. F. Mangels, Coney Island, N. Y., exhibited a novel aeroplane teaching and testing device in a large model. Several models of patented control systems and unique designs were shown by these designers. The U. S. Weather Bureau had on show a large box kite and meteorograph. The Aero Club of Illinois loaned several original Chanute model gliders. P. A. O. Schwartz had a line of flying toys and aerial novelties. The Aeronautical journals all had spaces. The New York Model Aero Club exhibited a large number of models, cups and a glider. A contest was held the last night of the show.

Lectures in a hall arranged in the exposition building were given twice daily. Among those who spoke were: Earle L. Ovington, Capt. Chas. De F. Chandler, G. C. Leoning, Dr. Christmas, J. A. D. McCurdy, Carl Dienstbach, Augustus Post, Alan R. Hawley and H. A. W. Wood.

Wireless messages from an aeroplane over a distance of thirty-five miles were successfully sent on May 4, at Chartres, in Prance. The pilot Frant 2 took as a passenger a wireless operator, whose dispatches were accurately and clearly received at the departure point. From a height of 1,500 feet.


The 6 cylinder, 50 horse power Gray Eagle Motor is a new model, low priced power plant put on the market by R. O. Rubel, Jr. & Co., of Louisville, Ky., and is attracting considerable attention. It is a vertical 4 cycle motor with large concentric valves in the heads of the cylinders. This particular motor is air cooled assisted by means of lubricating oil which is pumped from the oil reservoir into the crank case at the rate of three gallons per minute.

The builders claim that their motor cools successfully. In the concentric valve system both valves form a sliding sleeve, the intake working within the exhaust which is located directly in the heads of the cylinders. These valves are slightly larger in area than the valves of water cooled motors of the same cylinder displacement.

I.Oaeh cylinder of the Gray Eagle Motor is machined from an ingot of semi-steel which weighs 55 pounds in the rough and when finished they weigh less than 10Y2 pounds.

The crank shaft is cut from a solid bar of vanadium steel and is mounted on seven large high speed nickel alloy bearings.

A normal speed of 1,100 Tt. P. M. is claimed by the manufacturers at which speed a standing thrust of 350 pounds is obtained with a 7 foot, diameter propeller of five foot pitch. The bore and stroke of the cylinders is 4 x 41<! inches and the weight complete with Bosch magneto, Rayfield carburetor, oiler, plugs and wires is 2(50 pounds. This motor selling at $675.00 is the lowest priced aero motor for its power on the market.


More than thirty manufacturers, dealers and investors in aeronautics dined as guests of the Aeronautical Manufacturers Association at the Cafe des Beaux Arts on May 16th. After a toast was proposed to the welfare of the Association by Alfred W. Lawson, and the diners had dined, an evening, long to be remembered by those present, was made memorable by the speakers., J. A. D. McCurdy spoke on the subject of obtaining public support of aviation, means for interesting the possible purchasers, and the duty of the makers and dealers to the public through an organization. His talk led to the hydroaeroplane, on which Greely S. Curtis addressed the members. Mr. Curtis told of the use of the water machine in ways analogous to that of the motor boat, with the added advantage of flying. He spoke of the work at Marblehead and the many and varied practical uses to which their aquatic machines had been put. The work of Sir Hiram Maxim was brought home by first hand information from E. W. Roberts, who was employed with Maxim during his experiments. Charles E. Spratt, vice president of the operating company of the Palace, made one feel greater responsibility in future work and made plain to all the advantages of a trade body, advantages to its members and to the public, and the value of co-operation. At the conclusion of his speech he was presented with a bouquet of roses by John B. Maus who expressed in behalf of the exhibitors their good feeling and well wishes. Morris R. Machol spoke briefly on the characteristics of mag-nalium and Hugo C. Gibson also spoke.

The. present consideration by Congress of a large aeronautical appropriation was spoken of by Mr. Curtis who dwelt on the need of aid from Government orders and a committee consisting of John B. Maus, Greely S. Curtis, Noble Foss and E. W. Roberts was named to prepare a resolution embodying the desire of all interested for such appropriation and suggesting the benefits to be derived therefrom, such resolution to be brought to the attention of Congress in the proper manner.

Among those present were: Greely S. Curtis, of Burgess Co. & Curtis; Jerome S. Fanciulli, of the Curtis company; J. A. D. McCurdy, Aeroplane Motor & Equipment Co.; John E. Sloane, Sloane Aeroplane Co.; Spencer Heath, American Propeller Co.: Noble Foss, B. F. Sturtevant Co.; Harold N. Bliss, B. F. Sturte-vant Mfg Co.; R. S. Moore, Gyro Motor Co.; W. T. Thomas, Thomas Brothers; M. Mead, Mead Engine Co.; Hugo C. Gibson, Gibson Propeller Co.; John B. Maus4, Goodyear; Max Dingfelder, Maximotor Makers; Max Ams, Max Ams Machine Co.; G. C. Loening, Queen Aeroplane Co.; H. L. F. Trebert, Trebert motors; Charles D. Spence, Jr., White Aeroplane Co.; Alpheus S. Barnes, Wright Co.; Captain T. S. Baldwin. Charles E. Spratt, Morris R. Machol. Leroy McCafferty, the aeronautical magazine publishers and others.


"An order placed by the War Department for an American aeroplane equipped with a foreign motor shows that the government is alive to the very obvious fact that the development of the aerial motor in this country, very unfortunately, has not kept pace with that of the remaining portion of the heavier-than-air machine," says the New York Herald. "Not a single record for power machines remains to the products of this country. The laurels for speed, distance, duration and altitude, one after another, have been captured by fast French monoplanes and biplanes, with the former in the lead."

I do not have the least idea of doing without your magazine and cannot thank you enough for continuing it without interruption.

D. D. W., Fla.

There are S00 commands or exhortations to "rejoice and be glad" in the Bible—Count 'em! Even if the aviation business is rotten, keep heart: it might be worse?

c^ero o7l4art

RATES: 15 cents a line, 7 words to the line—Payment in advance required

WANTED—All subscribers overdue to pay up their subscriptions.

_Aeronautics, 250 West 54 St., New York.

HOW to Control an Aeroplane. Used by the largest schools. The only Book ever written on subject. Price 50 cents. Aviators Exchange, 5S W. Washington St., Chicago.

BATES MOTORS—Always make good. Write for catalog of new Bates air-cooled aeroplane motors. Only low priced motors that give satisfaction. 30 to 50 H.P. Just the thing for monoplanes and tractor biplanes.

Carl Bates. 104 West Oak St., Chicago, 111.

PHUTOS—I will mail postpaid 1 doz. different aero photo postcards for 30 cents. Latest things in aviation.

H. M. B'enner, Hammondsport, N. Y.

BUILD MOTORS—Capital wanted to build air-cooled motors with new but tried features. Demonstration in flight of experimental engines.

Motors, c/o Aeronautics.

Venturi Tube Stabilizer

{Contintied from page 166)

this work, and in carrying out the invention it may be found more convenient to employ a compressed air tank to furnish the operating power, and merely to employ the Venturi tubes to control the supply of pressure from that tank.

The means of lateral stability through automatic control provided by the inventor are indicated on the diagram. Here Venturi tubes are placed transversely through the supporting planes in the loci of maximum pressures. These tubes on the opposite sides of the planes, connect by piping to a central balanced piston and the principle of operation is practically identical with the system described above. The upward pressure when equal under the entire surface of the supporting plane, exercises an equal suction force at both sides of the piston, which thus remains centrally balanced, but an excess of pressure under one wing will mean higher velocity of flow through the Venturis situated on that end and in consequence a preponderating sucking effort at that side of the piston in communication with the Venturis located in the area of greater pressure.

A particular advantage of this system is its sensitive character, tTie little or trigger piston responding instantly to changes of pressure under either end of the supporting i plane.

If the difference in the supporting pressures at the opposite ends of the lateral planes be small, the degree of movement 1 communicated to the warping devices will i he correspondingly small, but if that difference be great then the ailerons will be I operated to their full extent to counteract jthe tilting tendency set up.

The automatic control which has been I described is intended to be auxiliary to the I usual hand control, whose levers, however, J would require manipulation only for pur-1 poses of changing the direction of flight.

MONOPLANE—Have collapsible monoplane of practical and original design just completed and patents pending but owing to lack of sufficient funds to carry on manufacture and send machine on the road will sell an interest.

Address: "Aquilas", Room 1004,

170 Broadway, N. Y. C.

FoR SALE—Holbrook aeroplane motor, 1912 model, 35 h.p. four cylinder, four cycle, water cooled, weight 200 lbs., complete with El Arco Radiator, G. & A. Carburetor, Atwater-Kent Unisparker, and three propellers. Price $300. Guaranteed first class condition.

Wm. Schroeder, Route 2, Gladstone, Minn.

FOR SALE—2 cyl. 30 h.p. Detroit motor, propeller., carburetor and coil. In perfect order. $100. W. Beaton, 2709 Pratt St., Bridesburg, Phila, Ta.

WANTED—Aviation apprentices to operate latest type racing monoplanes. Instruction free. Aerial Co., cxo Aeronautics, 250 W. 54th St.,

New York.



BOYS, win prizes. Our "1912 Special" 3 ft. racing monoplane is always in the lead. Very speedy. Price $2 postpaid. Drawings and complete instructions for building the Prize Winner 25 cents. Send stamps for catalog of high grade model supplies at reasonable prices. Madrian Bros., 66 Sumner Ave., Brooklyn, N. Y'.

FOR SALE at a sacrifice -one Curtiss-type aeroplane with 6 cylinder 90 horsepower motor. Will sell motor separately or outfit complete. Write for particulars to B. A. Blenner, Richmond, Virginia.

FOR SALE—Nearly completed Curtiss-type biplane; S cyl. 30-40 h.p. motor. $600 for cash. G. T. Reed, 2634 N. Talman Av., Chicago, 111.

CAPITAL WANTED—$15,000 to form a new company to build a lately patented high speed Monoplane that is automatically balanced and acts as a parachute in case the motor stops while in the air. The machine itself acts as parachute and lias absolutely no umbrella like or auxiliary parachute attachment. Address, Monoplane, P.O. Box 66, Station 1), New York, N. Y.

WANTED—Dayton Public Library. Das ton, O., will pay for a copy of AERONAUTICS for June, 1909 and January 1910 to complete tiles. TF

FOR SALE—Complete sets ()f castings for building: the Bleriot monoplane. Lynih Brothers, Aeronautic Engineers, 61 Wick Place. Youngslown Ohio.

BUILD A BLERIOT—Simple nontechnical instructions for building lull size Bleriot monoplane. Estimates cost and size of supplies. Original blue-prints alone cost $55.00. Blue-prints, instructions, estimates, complete, prepaid $2.00. C. 1). Jarvis, 123 West 13th Street, New York City.

"AMERICAN RECORD" HOLDER MONOPLANE GLIDER — Automatically controlled. Spread 22". Carries 250 pounds. Complete $22.00. Knockdown $15.00. Construction blue-prints, $1.00. "Standard Wright" Control Glider blue-prin's. 50c. "N'ieuport Seven" horsepower monoplane plans, $1.00. Aviation Directory, Lawrence, Kansas.





In 1909:

The First Aerial Crossing of the


In 1910:

The First Circuit de l'Est

In 1911:

The Paris—Rome Race (1st an d 2nd) The European Circuit (ist 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.

WORKS AND OFFICES: 39, Route de la Revolte a Levallois-Paris


Belfast Chambers, 156, Regent St., London

AVIATION SCHOOLS: Etampes, near Paris, during summer Pau - - during winter Hendon, near London


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.

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 Rollin H. 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

Well Known Flight Propellers

These are published in answer to a request for views of the various propellers on the market.

The Normale, 1,200 R.P.M., used mostly by Hubert Latham on the Antoinette monoplane. From the Gyro Motor Co.

Regy, 1.300 R.P.M., used by LeBlanc in setting the American speed record at Belmont Park, New York, in 19.-; also when he cut a telegraph pole into three pieces, at the same place; and by Eduard Nieuport.on some of his earlier machines, one of which attained the speed of 75 miles per hour with a 30-H.P. motor. From the Gyro Motor Co.

The Simmons propeller recently placed on the market by the Gyro Motor Co. designed by J. L. Simmons.

Integrale, 1,200 R.P.M., used by White in winning the Gordon - Bennett cup at Belmont Park in 1910; also on his trip to the White House from Benning, D.C., the same year; used by Charles Weyman, American winner of the Gordon-Bennett cup in Great Britain in 1911. Speed attained, 78 miles per hour.

Vedrines. In Paris-Madrid trip, in which he was credited with a maximum soeed of 55 miles per hour. From the Gyro Motor Co.

Charavay Propeller made by Sloane Aeroplane Co. Used by St. Croix Johnstone in making his American duration record and by the Moisant school.

Paragon propeller used by Charles F. Wil-lard in his celebrated flight over the cities cf Los Angeles and Pasadena, Dec. 10, 1910. Diameter 7 feet 9 inches by 5.7 feet pitch.

Paragon propeller used by Glenn H. Curtiss to win the speed contest at Los Angeles, Dec. 25, 1910. Diameter 7 feet, 6 inches, by pitch, 7 feet.

Chauviere-type used by Clifford B. Harmon in making his cross-sound flight; 2.6 metres diameter by 1.4 metres pitch. Made by the Gibson Propeller Co.

Wright propeller, made by the Gibson Propeller Co., 8 feet 6 inches diameter by 10 feet 10 Inches pitch, used by George W. Beatty In contests at Nassau Boulevard meet. Made by Gibson Propeller Co.


SHE development of the model hydroaeroplane is as rapid as the man-carrying hyro has been within the year. A number of hydros were made by New York boys in 1911, which met with very good success, and now contests have been arranged in which nine or ten of these little "airboats" will be entered. The hydro described here with the accompanying drawing shows clearly the manner in which the "floats" are made and attached. The first "airboat" made in this country was that of Percy Pierce in April, 1911, although it was not very successful. However, in the early part' of May, 1911, a second hydro made a small hop from the water. During May and June, Frederic Watkins and Percy Pierce made a number of nights, one of. Watkins' flying some 50 feet. Later, in June, Mr. Herreshoff made a number of flights with his hydro, which had "floats" of the racing shell type. This one flew about 300 feet on a calm day. In the early part of April, Percy Pierce started in again experimenting with hydros and towards the last of the month succeeded in making his hydro No. 6 fly 500 feet, after

running over the surface of the water about

7 or 10 feet.

The fuselage is 32 inches long and consists of two pieces of iix5/16 inch silver spruce. The frame is made strong by cross-bracing to withstand the strain which such a model has to endure. The propellers have a diameter of 614 inches with a pitch of 10 inches.

Main plane is of the built-up style with a spread of 17 inches and a fore and aft dimension of 3 inches. The elevating plane is

8 inches long by 3 inches wide. Both planes have a camber of 1 in 12 and are covered with bamboo fibre, which in turn is coated with Ambroid varnish.

The " floats" are made with thin spruce sides and four cross-braces of 3/16 inch square for each. Bamboo is used for fastening the "floats" to the fuselage. This is "sewed" to the sides of the "floats" through small holes before covering with the bamboo fibre. When finished four coats of the Ambroid varnish are applied. The "floats" when attached to the fuselage have an incline of about 20° which enables the model to rise from the surface very quickly.

The amusement and points to be had from flying hydros certainly makes it worth while. However, things will happen, and if the hydro is not balanced it is apt to turn over with the "floats" resting up-side down on the water and the propellers plowing through the water like a submarine.

REAR hvdro

bamboo braces


.thin spruce side: 5

SPRUCE CROS5- braces


bamboo 5CWED to side







Announcing our Second Edition 1912 Catalog free on request. Listing 8 Knock-Down 3-foot Flying Models, designed to scale. Including: Curtiss Hydro, Nieuport Racer, Langley Tandem Monoplane Chain Drive. New Stock, new fittings and Correct Prices



"Bully" Sport

FLYING "Ideal" Racers.

Fly from 400 too 1,000 ft. Anybody can fly them. Shipped complete, ready to fly. 3-foot Racer. Express paid $3.40. 2-foot Speed-O-Flyer, Expre^ paid $2.25. "Ideal'* 5 to 1 Winder with either of above 25c. extra, regular 50c. ^ Get "Ideal" catalog of Model supplies, 5c. brings it. Worth $1. None free.

IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, N. Y. Cily


1911, cross-country type, two seater, Bleriot, 100 h. p. engine, full equipment


5305 Delmar Boul. :: St. Louis, Mo.

Here it is. Isn't it a




Official records:—1.814*2 feet distance 91 seconds duration. Unofficial (newest) distance 2.890 feet. In ten flights it covered over 3'y miles. The only model to win every competition in which it has been entered. Most complete drawings published 25 cents. Parts and Made-up machines from

PERCY PIERCE, 5907D Osage Avenue, Phila., Pa.

Write for particulars


Offered in the Great American Circuit Race by using one of our


Immediate Deliveries 3 Models From $1,500 to $10,000

Our Monoplanes are in everyway suited to contest and exhibition work, including speed, altitude di tance and duration, cross country and cross city flying where thoroughly reliable strength and nigh efficency are so vitally inportant. SINGLE SEATERS RACING MONOPLANES

PASSENGER-CARRYING MONOPLANES Visit our factory and examine in detail the excellent construction of our monoplanes.

A few of the most prominent ownen of oar Bleriot Tjpe Monoplanes »re : A. C. Menges, Memphis, Tenn. E. J. Marley, Sumner, Miss. Willie Haupt, Philadelphia, Pa. A. V. Reyburn, Jr., St. Louis. Mo. G. B. McNamara. Norton, Mass. J. Albert Brackett. Boston, Mass. Clias. W. Spencer, Phila., Pa. All Passenger Carrying Monoplanes are equipped with Dual Control. Send for Illustrated Catalogue, It is Free

One of our Single Seater Monoplanes. Equipped with 50 H. P. Roberts Engine. Price as Illustrated $2,700


137-141 JACKSON STREET Phone 427 Hempstead HEMPSTEAD, L. I., N. Y.


Safe and Reliable


Write for full particulars


Shannon BIdg. - - - Bath, N. Y.


Gressier "Canard" Hydro-Aeroplanes Gressier Biplanes Imported Bleriot and Morane Monoplanes

Aviation School: LONG ISLAND, N. Y. Telephone 5897 Greeley


139 West 37th St. :: New York, N. Y.


Wright Company and other discriminating aeroplane manufacturers are using

11[U MI N/J


(System Continental)

% This fabric, with its

| distinctive silvery sheen, has high tensile strength, J

I +

tight, bright and clean in ±

is waterproof, and stays

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Send for sample and further particulars


I B. F. Goodrich Company !



largest in the world

+ +

Wright F

1912 Models

In addition to those features which in the pa*t 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 especially adapted to high winds and small fields. It was with a stock "EX" Model that Rodgers made his wonderful flight from Coast to Coast. Reliability means dollars to the exhibitor.

Wright School of Aviation

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

Lieut. Arnold








Capt. Chandler

Drew Elton

Lieut. Foulois



Lieut. Liihm Lieut. Milling Mitchell C. P. Rodgers

Lieut. Rodgers








And a score of others

Our School at Dayton is now open and pupils may begin training at once if they wish. Hy enrolling now you can reserve date most convenient to you for training.

Write for Particulars




A letter from Mr. W. H. Akehurst, Secretary of The Kite and Model Aeroplane Association in England, was received some days ago in which he states the following:—"The officially observed records are at present held by H. Weston with 64 seconds duration and for' distance by G. Roelands with 398 yards (1,494 feet) after making deductions for wind velocity.

In competition C. Ridley made a flight, hand launched of 1.6S1 feet 10y2 inches (in Gamage contest) and in the Assoc. Cup Contest G. P. Bragg Smith did 945 feet off wet grass. These are records of the Association only and not official records.

As regards the Mann world's records we know nothing about it and is not official. The best he has done in observed trials being 320 yards (960 feet) and 43 seconds duration."

This shows that America is not at the tail end as thought by many here, but we far at the head with the official flight of 2,100 feet made by Armour Selly standing as a World's record.

Now the American model flyers want to get together and do even better than 2,100 feet and make 3,000 feet. I will be very glad to hear from model clubs as to the membership and the weekly contests held by such Clubs.


San Francisco, Cal., March 13th. A new Pacific Coast record was made at the meet of the Polytechnic Aero Club by G. Robinson when his model flew 1,700 ft. The figures of the flights of the winners are as follows:— Distance first, R. G. Robinson, 1,700 feet; second, D. Brown with 1,575 feet and third, W. Ruppel with 9S9 feet. Tn the duration event D. Brown first, with 59 seconds (this is another new Pacific Coast record); second, R. G. Robinson, 52 seconds and third, L. Butler with 39 seconds. The altitude event was also won by Robinson with Brown second. < >ther events were for a one mile cross-country race, 100 yd. race, a 50 yd. race and an accuracy of landing event. In these Robinson won the first two and L. Butler and D. Brown winning the other two respectively. The number of points gained by the contestants were R. G. Robinson 52; D. Brown 29; L. Butler 1S;W. Doval 15; and W. Ruppel with 12.

San Francisco, Cal., April 13.—The Polytechnic Aero Club held one of their regular contests with the result that R. G. Robinson made a new American record which only stood until the 27th. The flight made by Robinson's model was 1,895 feet and shows that the Pacific Coast Aero Clubs are picking up greatly.

Cypress Hills, Brooklyn, N. Y. April 27th. Another American record was made at the meet of the Long Island Model Aero Club by John McMann with a flight of 2,003 feet.

Gloucester, N. J., May 4th.—At the contest of the Philadelphia Aero Club for the three-leg Collins' cup, Percy Pierce won with 1,350 feet and duration of 45 seconds; second, H. G. Oakelv 1,030 feet and 40 seconds; third. D. Simmerman with 973 feet and 3S seconds. Other model flights did not exceed the 800 foot mark. Percy Pierce also tried out his No. 6 hyrdo which seems to have got the

habit of landing in trees. Three such landings caused no damage.

New York, N. Y. May 9th to 18th.—At the Aero Show quite a number of America's successful models were shown. At the New York Model Aero Club's booth 24 models were exhibited besides a man-carrying glider made by the glider section of the club. one of the models included in the exhibit was gasoline ֤riven and was made by John Carisi which was made of the best materials and the finest workmanship. Dr. Dederer showed his 1909 winner of the Langley type which looked very heavy and crude compared with the new up-to-date models. Percy Pierce showed two of his latest hydros and a distance racer. Mr. Her-reshoff had his world's record flyer, which has flown 1,184 feet from the ground. Some 30 odd trophies and medals were on exhibition in a large glass show case. At the close of the show Chas. E. Spratt offered a few cups for flying with the following results:—Flying through two parallel ropes three feet apart from the hand, won by Ralph Barnaby. Flying through a six-foot square from the hand, won by Nicholas Schroeder. Flying from the ground over a three foot rope, won by Geo. A. Page, Jr., starting eight feet away. Model rising from the ground and landing on a 4 foot square, won by Percy Pierce. Heaviest model flying over a three foot rope, won by Henry Ragot.

Brooklyn, N. Y., May 11th.—The Brooklyn Daily Eagle held the first of a number of model contests with the following results:— Frank Walker, first with 1,314 feet; Lawrence McMahon second. This meet was held for those who had not flown past 500 feet in a previous contest.

Newark, N. J., May 18th.—One of the most important meets of the season was held by L. Bamberger & Co., one of Newarks' largest department stores. The prizes were two handsome sterling silver cups and ten medals. The meet proved to be a great success considering the number of contestants of which there were some 100 enteries, but only <>1 really competed, in the closed event for New Jersey hoys, only the winners were as follows:—Distance, first; E. P. Lott 1,580 feet, gold medal and cup, second, B. Goodman, 1,350 feet, silver medal and third, F. J. Lawless with 900 feet. In the closed duration event, E. P. Lott first with 72 sec; Geo. Page, seconds, with 55 sec, gold medal; F. Witsell third, with 52 sec. and silver medal, and Francis Walton fourth, with 49 sec. and bronze medal.

In the open event Armour Selly made a new record, which is found to he the World's record of 2,100 feet, thereby winning a cup and medal; Percy Pierce came second, with 1,600 feet, winning gold medal: Rudolph Funk, third, with 1,500 feet, silver medal and Geo. A. Page fourth, with 1.3S1 feet and winning bronze medal. Selly's model was of the 1-1-B2 type with 12 inch propellers and a 36 inch pitch.

Brooklyn, N. Y., May 1Mb.—The second class of the Brooklyn Daily Eagle contest was run off to-dav with the following results:—II. Cris-cuolie first, with 1,445 feet: William Welker second, with 1,353 feet and William Riessmeyer third, with 1,310 feet. This meet was open only to those whose "planes" hail not covered 1,000 feet in a previous contest and the next time for those under the 1.500 foot mark.

Address all inquiries to Percy Pierce, 5907 (isage Avenue, Philadelphia, Pa.


Judge C. O. Prowse, of Hopkinsville, Ivy., has entered the lists as a manufacturer and exhibitor of aeroplanes, as well as the operator of a school of aviation.

Machines are being contracted rapidly, of the single and passenger type, propeller and tractor biplanes; monoplanes and machines in accordance with the designs of prospective builders. The Kirkham motor has been adopted and is used exclusively in the exhibition and school machines. Motors of other makes furnished on request.

Model "A" is the general type of headless, propeller biplane used in the exhibition works.

Model "1!" is of the headless tractor type, made in both single and double seat with daul controls, used in school work; powered with a "Kirkham" 50. The passenger type powered with a 'Kirkham" 70. A monoplane is employed, similar in construction to the Morane planes. One of these is being constructed for exhibition work this season, to have an Indian rotary 50 h.p.


As the magazine is on the press, comes the news of Wilbur Wright's death—the greatest blow that Aviation could be dealt, an irreparable loss to world progress.

After an illness of two weeks, Wilbur Wrght died of typhoid fever on May 30.

It seems inconceivable that Death should seemingly select those whose lives are most needed for the world's progress; when there are thousands the world would gladly be rid of at any price.

Mr. Wright was revered by all who knew him, he was honored by an entire world, it was a privilege, never to be forgotten, to talk with hi.m. He was a man apart, a man little understood, incapable of measurement by ordinary standards.

With his brother he produced the first practical flying machine. Their work will influence the future of the human race to greater extent than have the labors of the greatest figures of history.

Mr. Wright was born, April 16, 1S67, at Dune Park, Indiana. Beginning in 1900 with gliding, a motor was added in 1903 and on Dec. 17 four flights were made, the longest being S52 feet. By 1904 flights were made of 3 miles, at Dayton. In 1905, there were many flights and the longest of these was 3S minutes. No flights were then made till May 190S, when with the same 1905 machine experiments were continued at Kitty Hawk, and a passenger was carried. Then Wilbur went abroad and demonstrated his machine in France, while Orville flew the machine built for the Government, at Ft. Myer.


North Yakima, Wash., June 1.—P. O. Parmalee, one of the very best known flyers in America, one of the oldest ot the original Wright School, was killed in a wind after being urged not to attempt the exhibition.


Lincoln Beachey has filled every specification imposed by the War Department with regard to the big Curtiss warplane, which has been undergoing a series of trials at the College Park Aviation Field, Washington, D. C. The last remaining specification, that of climbing 2,000 feet in ten minutes with a load of 450 pounds and fuel for four hours, was completed May 15. With a total weight of 6S7 pounds, including his own, the passenger's, the fuel and the lead, Beachey drove the machine to a height of 2,250 feet in ten minutes, thus exceeding the requirement by 250 feet.

As this machine now stands, after having passed all the rigid specifications, it can carry a load of 450 pounds, remain in; the a.ir for four hours and fly 49 miles an hour; it can rise from and alight upon ploughed fields with safety, be operated by both passengers from their seats, and can be taken down in 33 minutes for transportation and reassembled for flight in 53 minutes.


Paul Peck, hung up a new American record for duration on May 24th, at Nassau Boulevard.

He remained in the air for 4 hours, 33 minutes, and 15 seconds, beating the former record of Howard Gill, 4:16:32 which has stood since Oct. 19, last. The latter part of the flight was made in a blinding rain and wind storm, the

wind reaching a velocity according to the Weather Bureau of 4S miles an hour. It is estimated he had reached a height of 2,000 feet during the flight.

A terrific electric, rain and wind ptorm struck New York about seven o'clock, a half hour before Peck landed. The black clouds made dense night of a bright day. Peck could not even see his watch and instruments and had to watch for a fire on the field before he dared risk coming down and failing in his attempt.

The machine used was "Miss Columbia" biplane, described in February issue. The motor used is a 7 cyl.: 50 h.p. Gyro which is gaining reputation. The previous longest flight with this motor was of 2 hours, 18 minutes, March 27th.


World attention in aviation is being directed toward Chicago this year because of the Gordon Bennett aeroplane race, the start and finish of the American Grand Circuit and a number of other events. Plans of the hustling Aero Club of Illinois already are under way to give to these events the same strong backing that was given to the aviation meet last year, when $220,000 was spent in prizes and in conducting the meet.

Subsequent to the club's formal opening programme between aviators of the Illinois club, May 30, 31, June 1 and 2, there are four principal parts to the programme laid out by the club's events committee this year, under the guidance of Vice President James S. Stephens, who also has been made general manager for the season's activities. These four parts are:

Gordon Bennett world's championship aeroplane race of 200 kilometers, for which the Aero Club of Illinois has pledged itself, at a cost of $15,000 and has announced it will give without asking admission of any sort from spectators— the event being complimentary to friends of the club.

American Grand Circuit aeroplane race of 1,S00 miles. The details of the course were printed last issue.

Three-day aviation meet on the Cicero flying field of the club.

A space of two days has been left between the Gordon Bennett and the beginning of the three days meet, to enable participants in the former to rest up and transfer their equipment from the Gordon Bennett course to the club's private field. A similar resting space has been put between the time of closing the meet and starting the Grand Circuit.

Aviation war play. This is the city holiday feature to take the place of the international meet of last year. It will be held on Grant Park, on the lake front, evenings for possibly two weeks, and will be designed as a great popular spectacle, such as was wont to draw the ancient Greeks and Romans to their vast amphitheaters for relief from cares and business. Pyrotechnical displays, war scenes including attacks by aeroplanes and other armoured motor-driven war craft will he a feature of this entertainment. Arrangement will be made for 50,000 persons to see this spectacle from the seating space.

T find your magazine to be the best and most practical 'of its kind I have ever read.—F. J. Kalis.

/ am veil pleased u:ith your interesting journal. —.T. E. Greene, M. E.

The contents of Aeronautics is of great interest to mc.—O. Handler.

Horse :: Power




160 Pounds Weight

Revolving cylinders Mechanical intake valves Variable compression Double exhaust system


Large ball bearings throughout Positive lubrication Positive gasoline feed Standard Magneto, tachometer, etc. Eas}' starting device

Aviator starts motor from his seat if required


fPf" 4 Hours, 23 Minutes ""^1 at 60 Miles an Hour

Stopped on account of Severe Thunder Storm Built of Nickel Steel and Vanadium Steel throughout

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

~ Send for Catalogue -



Sole Agents for SIMMONS Propellers

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French—American Balloon They always Win.

Records Prove It

Chicago International Contest, 1908—9 competitors, 1st for distance and endurance. Indianapolis National, 1909—1st & 3rd money 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 entire field, World's best Balloons.

Insist on Records before buying- anywhere.

We, arrange Contests. Qualify Pilots, etc.

French-American Balloon Co.

4460 Chouteau Ave. St. Louis, Mo.

H. E. Honeywell, Mgr.


model "a" biplane, single seater


" Reliability Means DOLLARS to the Management"

Prices Right


Flights Guaranteed You can Program the Flights—They will be on Time



You are cordially invited to the Flying Field, where demonstrations of Exhibition and Cross Country FIving will be had any day you may come. My Aviators and Machines HAVE PLEASED OTHERS. THEY WILL PLEASE YOU.

Aeroplane Flights will do more in one day to advertise your Town, Fair or Carnival than anything else. MANUFACTURER OF



I use a Passenger Type Biplane in teaching you to tly. A competent Aviator is with you al all times. Two sets of Control Levers. THE ONLY SANE AND SAFE WAY TO LEARN. My Terms are Reasonable. NO DEPOSIT FOR BREAKAGE REQUIRED. Let me tell you all about it.

Should You be Interested in any Department, Write, Wire or 'Phone




model "11" biplane, single or double seater

General Manager Stephens has perfected his organization, and the canvass for $100,000 in subscriptions has proceeded with satisfactory results. The subscription plan is unique, and may serve as a model for future such public enterprises. It is the plan of Mr. Stephens.


Louis Bleriot on his visit to America in May announced that no one in America has any authority or right to manufacture aeroplanes using the name Bleriot, that there is no Bleriot company or branch of his house in this country, and warns all against using the name "Bleriot" in connection with any aeroplane or company.


The Sloane Aeroplane Co. has arranged to open a school of aviation on the Hempstead Plains, Long Island, in charge of the well-known Dep. flyer, George M. Dyott. They will use genuine Deperdussin monoplanes in the school, which opens June 1st. Two machines, of the necessary equipment, are in this country at present, and arrangements are being made ՠto bring the remaining ones from Prance as quickly as possible.

Mr. Dyott has had a great deal of experience with the Deperdussin monoplane. He was instructor in the Deperdussin School in France, and was the first man to bring this machine to America. With it he flew at the Nassau Boulevard meet, and did a great deal of exhibition work in Mexico last winter. There he carried a number of passengers, among others, President Madero.

The school will be equipped with passenger-caivving machines so that pupils, and those who intend to take up flying, may have some experience in the air before taking a machine out by themselves. This feature is a great advantage, as, to date, none of the monoplane schools in this country have had passenger-carrying equipment.

W. E. Boughton, P.O. Box 59, Washington, D. C, is representing the Sloane Company in that city.

The Sloane Company will represent A. Deperdussin in America. They will also handle the the Smith tachometer, which is the most reliable indicator made abroad.

Arrangements have been made with Anzani to handle his different types of engines in this country. He is now turning out 8 styles of motors. They are two 3 cylinder types, of 35 & 40 h.p. respectively. Four 6 cylinder types of 45, i»0, 70 & 80 h.p. His newest types are a 10 cylinder, of 100 h.p., and a 14 cylinder motor of 140 h.p. These are all air cooled.


M. Albert Denduyver of Brussels, Belgium, has taken charge as instructor at the Kubel school of aviation. Denduyver is a licensed pilot 7^43 having gained his brevet in July, 1910, flying a Gnome biplane. He is also an experienced monoplane driver having learned to fly a Bleriot monoplane in the early part of 1910.

Before coming to America several months ago he was instructor in flying for a company in Belgium and taught a number of the Array Officers to fly. In competing for the Michelin Cup last September he remained in the air for four hours and fifty-two minutes.

Commencing May 20th pupils will be taught to fly a Curtiss-type biplane fitted with double controls. Denduyver states that he will teach pupils to fly in twenty lessons of five to ten minutes duration while in the air. Pilots licenses are guaranteed and after securing their licenses, pupils are permitted to fly a Bleriot monoplane without additional cost. The school has eleven pupils who are learning to fly. They are Lawrence Butler of Harrisburg, 111., Lyman W'oner of Claypool, Ind.; Corbert Cooper of Beaver Dam. Ky.; Earl Wymark of Des Moines, la.; Billy Russels of Lyndon, Wash.; Frank Schutt of Detroit, Mich.: Richard Wall-borg, Detroit, Mich.; J. G. Maris, Columbus, Ohio; Clifford B. Prodger of Mandan, N. Dak.; Ross Hatfield. Fostonia, Ohio; S. G. Combs, New Martinsville, W. Va.


Our European correspondent points out that many men whose names were seen in the papers months ago have dropped out of the game. They entered aviation only to find eventually that they were unfitted for the work. I-Iandly Page Ltd. have recently bought up from such people several brand new, but "shop soiled" machines at very low prices and are now retailing. Their stock includes genuine Bleriots, Karmans, Nieuport and Sommers with Gnome & Anzani motors. By buying at the right time they are able to sell at a price, despite the custom duty, that is astounding. They are willing to send particulars to all who are interested. Handley Page, Ltd., 72 Victoria St., London, England.

Much regret is felt in British aeronautical circles at the closing down of the works of the Aeronautical Syndicate at Hendon. Our correspondent learns that this move has been brought about by the dilatoriness of the English War Office, as it is an entirely voluntary winding up. Mr. Barber, the inventor of the Valkyrie monoplane which was the machine exploited by the Syndicate, and who was the first English Pilot to obtain the certificate of the Royal Aero Club on an aeroplane of his own design, and albeit an all British machine, is not to be entirely lost to aviation as it is his intention to place his experience at the services of one of the well known firms whose chief business is associated with Government contracts. Some months ago Mr. Barber presented two Valkyrie machines for the use of Army and Navy Officers taking up aviation. Mr. Barber has a splendid record to his credit as a cross country flyer. The whole of the stock of aeroplanes was purchased by Messrs. Handley Page, Limited.


Petoskey Aeroplane Mfg Co., Petoskey, Mich., $25,000.

The New Haven Aero Company, New Haven, Ct., to manufacture aeroplanes; capital stock, $10,000; incorporators, James E. "Wheeler, Peter J. McNerney and Roscoe P. Brown of New Haven.

Kyle-Smith Aeroplane Company of Kansas City, Mo., capital, $5,000. Incorporators—Kyle Smith, Minnie S. Williams and Price L. Williams.

Venice Captive Aeroplane Company, Venice, Calif. $50,000; incorporators, Samuel E. Edman, Ernest Kouwen-Hoven, J. Kouwen-Hoven, David J. Matlock, Charles Pearl.

Gressier Aviation Co., 137 W. 37, New York. $25,000. Incorporators: W. R. Kip, Rhinebeck; R. Gressier, G. P. Herrick, New York City.

Hydro-Aero Association, Inc., 297 Madison Av. New York, to manage hydroaeroplane race.

The Kingston Aerial Company, Kingston, Okla., $25,000. Incorporators, G. W. Thompson, W. A. Williams, J. W. Little, B. B. Steel and John S. Vaughn, all of Kingston.

Aero Exhibition Co., Chicago; mfg. and selling aeroplanes; capital, $25,000. Incorporators, Arthur Eastman, O. W. Best, Chicago.

The P. A. Peterson Aerial Transportation & Defense Co., New York, $50,000. Incorporators, L. A. Peterson, O. I'. Johnson, New York City; J. F. Carlson, Brooklyn.

Clawson-Hamilton Co., Brattleboro. Vt., Branch offices at 200 Fifth Av., New York, and 1231 Commonwealth Av., Boston.

Rudolph Aeroplane Co., Newark, N. J., $125,000. Incorporators: F. Baur, B. Baur, F. W. A. Rudolphi, Newark.

United States Air Craft Company, Chicago, $2,500, Kieth M. Brooks, Charles O. Patton, Thomas C. Anderstein.

Akron Aviation Co., Akron, O., $15,000; John R. Gammcter, .1. U Weeks, E. Y. Stewart, T. W. Kimber, L. M. Russell.

Standard Aviation Company, Chicago; capital increased $25,000 to $50,000.

The Aero-Marine Equipment Company, Boston, $50,000; Charles A. Swenson, Otto TO. Kuehl, Neil A. Swenson.

Samuel F. Perkins, Inc., Boston.—Mfg. kites and balloons; cap., $50,000. Pres. and treas. S. F. Perkins, Dorchester.

United Aviation Company of Buffalo, N. Y., $800,000. Directors, Henry J. Carrigan, Ira R. Ferguson, Max YVunkler, John J. Meianer and George F. Met?., all of Buffalo.

Christmas Aeroplane Company, capital, $1,000,000; William Whitney Christmas, Washington, D. C.


One hundred thousand dollars will shortly be offered in America for a transatlantic aeroplane flight. Rules have now been drawn up and are awaiting approval. The contestants will not be allowed to land on any steamship or be taken aboard or in tow of any vessel. The main object will be to have the trip made by the aeroplane under its own power. Landings on the water are permitted.


Between August first and fifteenth there will be held in this country the first contest for an international trophy, to be competed for annually. The distance will be at least 436 nautical miles, entirely over water. There will be at least two cash prizes. The sum of $7,500 dollars has already been subscribed by Robert J. Collier and Charles E. Spratt, vice-president International Exposition Co. This amount may reach a larger figure. Tt is expected to obtain a sufficient fund to guarantee cash prizes for two years. The course as laid out will be from the Statue of Liberty to Newport, to Boston Light, returning next day. The plans are still only tentative.


The dates are those on which the trials were made.

103 Lt. V. D. Herbster, LT. S. N. (Burgess-Wright hydro), San Diego, Mar. 13. 104 G. E. Underwood (Curtiss-type), San Diego, Mar. IS.

105 E. C. Malick (Curtiss), San Diego, Mar. 20.

106 T. F. Maroney (Curtiss), San Diego, March 14. 107 Ira D. Spaulding (Curtiss), San Diego, Mar. 14. 10S F. J. Terrill, (Curtiss), San Diego, Mar. 22. 109 C. A. Berlin (Curtiss), San Diego, March 22. 110 F. M. Stark (Curtiss) San Diego, March, 22. Subject to confirmation by Royal Aero Club of Great Britain. Ill R. E. McMillen (Curtiss), San Diego, March 22. 112 Clarke Thomson (Wright), Nassau, March 28. 113 Harry Park (Curtiss), San Diego, Apr. S. 114 Marshall E. Reid (Wright), Nassau, Apr. 12. 115 L. II. De Riemer (Wright), Nassau, Apr. 12. 116 Win, Ticeller (Wright),, Nassau, Apr. 12. 117 Edw. Korn (Benoist), St. Louis, Apr. 24. 118 Chas. F. Walsh (Curtiss), College Park, Apr. 25. 119 Frederick W. Kemper (Wright), Nassau, Apr. 28. 120 Motohisa Kondo (Curtiss), San Diego, Apr. 27. 121 John J. Kamiski (Curtiss). San Diego, Apr. 27. 122 Koha Kakeiski (Curtiss), San Diego, May 1. 123 M. M. Srugh (Curtiss), San Diego, May 1. 124 Wilber D. Andrews (Wright), Nassau. Apr. 27.

The Wright flyers whose names are listed are pupils of Geo. W. Beatty. Others will shortly fly for licenses. Four more have met conditions at the Curtiss San Diego school but have not been officially passed. Among these is one woman, Miss Julia Clark. Twenty-five pupils have graduated from this school in 1912.

Balloon license 45 has been given Paul Mc-Cullough, of St. Louis.


5S9—Wm. F. Whitehouse (M. Farman), Aug. 22, 1911.

642—James Lewis, (Voiain.)

706—Edson F. Gallaudet (Nieuport), Jan. 8, 1912.


The Gordon Bennett aeroplane race at Chicago, Sep. 9, will have 13 contestants if America furnishes her three. Wynmalen is expected to represent. Holland, Morok is one of B'elgiurn's 3, and it is said Dyott will be one of the 2 English entries. White and Hamel have been named heretofore. Edson F. Gallaudet is surely expected to be one of the Americans.

But one concern, the Rex Monoplane Co., has met the proposition advertised by the "Gordon Bennett Aviation Cup Defense Committee" of the New York Aero Club, in which proposals are asked from makers, accompanied by a check for $1,000, certified, which is returned only in case the machine, which must be produced for trial by August 1, makes a speed of at least 100 m.p.h. average over a course of 124.27 miles total around a 3.1-mile circuit. The committee agrees to buy each machine that meets these conditions at $10,000 per machine. The other manufacturers have made counter propositions.

The Wright Company agrees not to bring any infringement suits for a period of 20 days before and 40 days after the Gordon Bennett against any competitors in that race, or the circuit race, who might be claimed to infringe. A sum of money based on the total value of prizes will be held in escrow to be paid the Wright Company as a license fee in case of their winning their patent suits.


The Aero Club of St. Louis will be represented by three pilots in the national balloon race from Kansas City July 27. William F. Assmann, will pilot the St. Louis No. 4; Paul McCullough, the Million Population Club balloon and John Berry, the Viking balloon, purchased for the Million Club, Albert von Hoffmann.


During the exhibition of aircraft held at Berlin from April 4th to 13th, inclusive, 6S of the motors and flying machines were fitted with magneto ignition, and of these 53 or 79.9% employed Bosch. The balance of 15 motors and flying machines were fitted as follows: 7 with Eisemann magnetos, 5 with U & H, 2 with Mea and 1 with Pintsch.


The American Propeller Co., formerly of Washington, is now located in ample quarters at 243-249 Hamburg St., Baltimore, Md. This city was chosen to secure more facilities and space adequate to the growth of the business.


The Wright-Curtiss infringement suit is set for June 25th, in the U. S. Circuit Court, at Buffalo, N. Y.


On May 10, Glenn L. Martin, in a hydroaeroplane of his own construction flew from Balboa Island, Calif., to Catalina Island and returned, stopping at Avalon, on Catalina Island. The round trip was more than 60 miles.

The proposed trip of Harry N. Atwood, from Saugus, Mass., to Portland, Me., came to a sudden termination at Wells, Me., on May 2. He left Saugus the day before. Atwood Hew over Massachusetts and New Hampshire into Maine, a distance of about 63 miles.


George W. Beatty took up five passengers, and remained aloft with them while he covered four miles about the course, on April 20. The combined weight of the six men was S4S pounds. One passenger sat beside the aviator, another in the first man's lap, and the other three lay on the lower plane, close to the aviator's seat.


Why spend all on building an aeroplane that may fly?

C^We have in stock second-hand Genuine


C Prices less than half that of new machines.

C,Try your ideas on an aeroplane that has flown and will fly.

And remember that a standard machine with a good name is always in demand.

<L May we send particulars ?


Hydrophid London



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President Madero of Mexico in flight with George M. Dyott


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WE GUARANTEE to make the first ten pupils who enroll competent to pass the rigid military aeroplane test. Pupils completing course without breakage receive a rebate of 10%.

Our school is on Long Island, New York, the heart of America's aviation center. George M. Dyott, the first man to Hy a Deperdussin monoplane in America, is our instructor. Dyott holds several European pilot's licenses. In Mexico City he carried President Madero as ;i passenger. He is an expert aeroplane builder and knows motors.

The Deperdussin monoplanes hold many world's records for distance, altitude and passenger-carrying records and is considered the safest, most economical aircraft built in France. We sell the Deperdussin equipped with high-grade motors and CHAR AY AY propellers. ----- THE SCHOOL IS NOW IN OPERATION--—

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B'efore the middle of June there will be flying at the new field east of Mineola on the Hempstead Plains a monster monoplane, along Bleriot lines, of 50 feet spread of wing. William Harper, Jr., of NeW Bloomfield, Pa., a student of aerodynamics has been working for several years on a weight carrying machine, one which will fly with the least possible horse-power, approximating soaring. Plights have already been made using as low as 10 or 12 h.p. of the 50 h.p. in the home-made motor, which is of prime interest in itself. This is a 2 cyl., 2 cycle, 6 by 6, revolving motor, driving a monster propeller of around 9 ft. diameter with a very steep pitch at slow speed. The machine has been flying and carrying a total weight of around 1600 lbs. The body is long and the elevators generous in size, and all movements of the machine are slow instead of responding quickly to the slightest gusts. The greatest camber is close to the leading edge. The rib curves vary throughout the wing. The object has been to approximate soaring. The builder states that he has shut off his power, i.e., released compression and allowed the motor to spin freely, at a height of three feet from the ground and glided for 300 yards before actually landing. A speed indicator and a level tell at all times whether proper speed and angle are being maintained.


A new aviation field is rapidly being prepared near Hicksville, L. I., by the Garden City Co. The sheds are being moved over from Nassau Boulevard and the ground leveled off and smoothed down. Five sheds are now ready and twenty more will be built by the middle of June. A 5-kilometer course is being surveyed, the grounds will be policed, and every effort made to make the field the big aviation center of the East.

Sheds may be rented at $35 a month. Schools are charged a fee of $25 for each pupil enrolled and passenger nights for pay will be charged to the pilot at $2.50 per flight.


Miss Harriet Quimby, America's most famous woman aviator, the first woman to pilot a machine across the British Cnannel, will accept exhibition engagements. A. Leo Stevens, who was manager ot Atwood on his St. Louis-New York flight, has Miss Quimby under his management. Harry B. Brown, an English biplane pilot, is now flying a Wright which he prefers to the machine of bis schooling days. Miss Quimby, Brown and three others have joined Stevens' "chain of Five Greatest Flyers."


Paris. Mar. 30, R. G. Jost died of injuries received Feb. 28.

Chateaufort, France, April 17.—John Yerrept (Borel monoplane). "Committed suicide by letting go of all controls, after an affair with his sweetheart. Report also * tales wins broke.

Verdun, France, Apr. 19.—Lieut, de Ville-d'Avray (monoplane). "Wing doubled up."

Berlin, Ger., May 2, Gordian Hoesli.— Making a sharp curve in monoplane.

Berlin, Ger., May 7.—Herr Baehmayer (monoplane.) "Stopped on curve."

Brooklands, England. May 13—E. V. B. Fisher, pilot and Vistor L. Mason, of Passaic, N. J., were killed in a monoplane, the cause being ascribed to "overbanking."

Dayton, O.. May 21.—Fred J. Southard, of Minneapolis, Minn., a student aviator, was killed at the Wright School where he had been for several weeks and had not completed his course. He took the machine out unauthorized, after breaking open the doors of the shed, and in a few minutes was dead. Death was laid to rising too rapidly, "stalling" the machine. Southard had been in the real estate business and wanted to start an aviation school in Minneapolis.

Cassel, Prussia, May 12.—Hans Schmigulskl, killed making an exhibition flight.

St. Louis, May 13.—Raymond Wheeler was killed and Peter Glasser died four days later as the result of a double aeroplane ride. To avoid a building and tree a turn was made between two telegraph poles and one wing hit the pole. Both were students at the Benoist School and Glasser expected to t ry for his license in a few days.

Une-hundred forty-nine have been killed in power machines to date.

See also page 176.


-July 7 Meet at Boston.

Gordon-Bennett Elimination Balloon Race.

Gordon-Bennett Balloon Race,

Stuttgart, Germany. ( Jordon-Bennett Aeroplane Race, at

Chicago. National Championship

Race, Kansas City. l,S10-mile Great American Race.

Hydroaeroplane Race. Pekin-Paris 'Plane Race, prizes.
















Balloon Circuit.


I get your paper through a news dealer every month—could not do without it.—B. W. B., Celina.

If you were an aviator would you hydroaeroplane to Portland, Me? Harry Atwood.

i should certainly like to see the scale drawings continued. In fact, to leave out any part of the magazine would be a crime.

G. C. Sonntag, Berkeley.

Do not stop sending by any means.'—S. A. G., Tenn.

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Bibliography of the World's Journals

WITH a previous issue we inaugurated a department of bibliography, wherein each month is listed leading articles of interest in all the aero magazines in the world. In this department, also, will be printed notices of new books, as has been our custom. To those seeking the greatest amount of data

on any particular subject, this innovation Is well nigh priceless, as the whole art is spread before them, month by month. In the March number we printed a list of the publications received, with the short titles opposite. This list will be added to as articles appear, but it WILL NOT be printed every issue.

40 AERIAL LAW—Jur; issued monthly on this


41 AIRSICKNESS of aviators—Flugs, Feb. 2S.

42 ALBATROSS biplane—La Revue Aerienne,

Feb. 10.

43 ALIGHTING GEAR—Fit, Mar. 9 and 16;

Bao, Mar.

44 AVRO biplane—Fit, Mar. 30; B'aeron, April.

45 BREGUET military 3-seater—Baeron, Mar.

46 BRISTOL biplane—Plane, April 4.

47 BURGESS-WRIGHT biplane—Bao, Mar.

48 EFFICIENCY of monoplanes—Baeron, April.

49 EQUILIBRIUM of a turning aeroplane—

Baeron, April.

50 FLANDERS monoplane—Fit, Mar. 23, Plane,

Mar. 7.

51 MILITARY, the military airship in European

states—F-zeit, Feb. 26. bomb dropping (Scott device)— Flugs, Feb. 2S: previously printed in AERONAUTICS.

52 " selection of aeroplanes—Plane,

Feb. 29.

53 " the aeroplane in the Italy-

Turkey war—Flugs, Feb. 28.

54 " consideration and data on Italian

dirigibles—Rendiconti della Es-perienze ed Degli Studi of Aeronautical Laboratory, Jan. 31.

55 MOTORS, Alexander competition—Baeron,


56 " Tests of Ligue Nationale Aerienne

—La Revue Aerienne. Feb. 10.

57 " for models, 1 h.p.—Fit, Mar. 30

58 NAVIGATION, use of magneto compass—Fit,

Mar. 2.

59 NIEUPORT monoplane—Flugs, Feb. 28, pre-

viously published in AERONAUTICS.

60 PROPELLERS, theories and methods of cal-

culation—Wagen, No. 4, Feb.

61 " analytic theory of the pro-

peller—Rendiconti Degli Studi ed Experienze Aeronautical Laboratory of Italian Signal Corps, Nov. 30, 1911.

62 pTeSEARCH, experimental at National Phys-

ical Laboratory—Fit, Mar. 23.

63 RESISTANCE of the air—Zf, Mar. 16.

64 " head, and wing strains—Fit,

April 6.

65 SHORT monoplane—Fit, Mar. 9.

66 STABILITY, (and elevation and steering) by

hydraulics—Zf, Mar. 16.

67 " Wright stabilizer—Flugs, Feb.


6S " automatic—Fit, Mar. 2.

69 " longitudinal—Tech, Feb. 15.

70 " utilization of causes of disturb-

ance of air for automatic correction of equilibrium—Tech, Feb. 15.

71 " inherent—Plane, Feb. 29.

72 STEERING and warping, a note—Baeron,

Mar. and April.

73 TATIN-Paulhan monoplane—F-zeit, Feb. 25.

74 TEACHING people to fly—Bao, Mar.

75 WARPING and collapsing (like a fan) of

wings—F-zeit, Feb. 25.

76 WELDING, oxy-acetylene process applied to

aeroplane construction—Baeron, Mar.

77 WING strains—Plane. April 4.

78 WRIGHT patent status—Aircraft, April.

Questions and Answers

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


Referring to the question entitled "Lift per Square Foot at 50 Miles," in March issue: the question which I received and answered asked for the Maximum Pressure; whereas the question as printed asks for the lift, which is quite different; there was evidently a mistake in copying.


To the Editor:

Why is the dihedral angle unsatisfactory for lateral balance? That would seem to be the simplest mode of balancing to have the planes curve up; yet it seems to be but little used.

F. E. C, Iowa.

ANS: The dihedral insures lateral stability in still air, but has not been found sufficient in gusty wind. A side gust has more effect on a wing at a dihedral angle than on one at no angle. However, after the gust has passed, the machine with dihedral angle will right itself. Tn doing so the machine will rock.


Technical Editor:

Will you please tell me where the center of pressure will be located on a Wright type biplane with a set angle of incidence of 3 degrees. Aspect ratio 1 in. 6.25 and curve 1 in. 20.8, having a surface of 460 square feet on the main planes.

The camber is S1^ inches on the 6 ft. 1 in. ribs, and we will assume that the machine flies at 3S to 40 miles per hour and is equipped with a 30 horsepower Motor driven by two propellers at 450 r.p.m. of S ft. diameter and 9 ft. pitch.

The machine complete will weigh about one thousand pounds.

J. C. M., Kentucky.

ANS: Center of pressure "Wright" wing at 3 degrees will be about 43% from front edge, or 3 1/3 ins. from front edge. For data on center of pressure see article in March and April issues of AERONAUTICS on Eiffel's experiments.


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The first successful machine, designed, built and flown in Oklahoma. Makes 60 miles per hour with 4-cylinder "Aero-Special " Elbridge.


April 19. 1912.

Ei.bridgf. Engine Company. Gentlemen:

A little over a year ago I spent $5,000 for a monoplane and I was unable to make a really successful flight. To cap the climax I had a fall of 75 or 80 feet.

Busted physically and financially, I spent the winter making a machine, and a real flier it has proved to be. as you will see from the newsp .per clippings and photos 1 am sending you. The machine is equipped with 4-cyl nder Aero-Special.

On this flight I flew the first two miles on three cylinders and with throttle only partly open d, I had all the power 1 needed, but in an effort to start the lourth cylinder 1 yanked at the throttle and found it partly closed. Opened, 1 could feel my speed increase, and in another second the fourth cylinder iToke loose and 1 sure did go some. The machine easily makes sixty miles an hour. Some of the boys raced with me with automobiles and said 1 traveled much faster than they could go.

Very truly yours,

C. V. Cessna.


Dallas, Texas, April, 1912.

Elbridge Engine Company. Gentlemen:

Enclosed please find picture of our Peyton Tractor Biplane with one of your 4-cylinder motors, and clipping from Dallas Morning News. 1 think I have accomplished some wonderful results with this little biplane. I have risen from Hie ground in a run of 100 feet, the Elbridge motor pulling her right on up until I straighten her out. The.maehine makes easily 60 miles per hour.

I purchased the motor from Mr. Gardiner Hubbard of Boston in November, 1911 ; he had had it about a year. (Yes. and it had been in use since t lie winter of 1909-10, Ed.) The motor has always run until I shut her off, and I am perfectly satisfied with it.

Give me prices on your new 4-eyliiider and 6-eylinder motors, as we expect to build a passenger machine.

Respectfully yours,

Harry L. Peyton.


If yon are in the market for an engine or aeroplane get our 1912 quotations. It will save you hundreds, perhaps thousands of dollars. We can in ike you wonderful price machines built by Wittemann Bros., Fred. L. Shneider, T. W. Beuoist, Burgess and olhers.


Patents Gone to Issue

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

liven 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.

I Editor.

Hildago Moya, Leicester, England, 1,019,514. Mar. 5, 1912. Combination of balloon and aeroplane.

Walter Edward Zells, Ann Harbor, Mich., 1,019,579. Mar. 5, 1912. Combined aeroplane and dirigible balloon.

♦Alexander Horton,

1.019.646. Mar. 5, 1912. Alexander Horton,

1.019.647. Mar. 5, 1912. tachment to aeroplanes.

♦Joseph A. Goodwin,

Portsmouth, England Hydro-aeroplane. Portsmouth, England, Form of Parachute at-

Berkley, ^ a., 1,019,7S2. Mar. 12, 1912. SURFACES, dihedral angle, with negative angle at engine section and positive angle at extremities.

Joseph Junius, Tanner, Clover, Utah, 1,019,S5S. Mar. 12, 1912. PARACHUTE.

Clarence L. Moore, Allenhurst, N. J., 1.019.9S7. Mar. 12, 1912. AEROPLANE.

Vine Mullendore, Denver, Colo., 1,019,9S8. Mar. 12, 1912. FLYING MACHINE.

Louis C. Badeau, New York, N. Y., 1,020,015. Mar. 12, 1912. AIRSHIP.

Gallus von Glaubitz, Munich, Germany, 1,020,-0SS. Mar. 12, 1912. TOY AIRSHIP.

Charles H. Toliver, San Diego, Cal., 1,020,11s. Mar. 12, 1912. AIRSHIP.

Ernesto Fuchs, Guadalajara, Mexico. 1,020,275. Mar. 12, 1912. MULTIPLANE with telescopic struts to use any number of planes desired.

♦Robert Christopher Brandt, Oroville, Cal., 1,020,342. Mar. 12, 1912. Tandem ailerons, one set operated by swinging seat; other set moved on turning the rudder.

Gustav Dusterloh, Sprockhovel, Germany, 1,020,484. Mar. 19, 1912. DIRIGIBLE BALLOON.

Reuben B. Swank, Dayton, Ohio, 1,020,62S. Mar. 19, 1912. FLYING MACHINE.

"Joseph Wetterwald, Lucerne, Switzerland, 1,020,671. Mar. 19, 1912. AUTOMATIC STABILITY device.

Charles A. Schoonmaker, Syracuse, N. Y., 1,-020.71S. Mar. 19, 1912. MONOPLANE.

Edmund J. Ogden, Springfield, Ills., 1,020,775. Mar. 19, 1912. AERIAL TOY.

Ira Allen, Dansville, N. Y., 1,020,StO. Mar. 19, 1912. AIRSHIP.

George W. Tate and Charles W. Rice, Chap-pell, Nebr., 1,020,935. Mar. 19, 1912. FLYING MACHINE.

Milton Chase, Haverhill, Mass., 1,020,945. Mar. 19, 1912. HELICOPTER.

Halvor O. Eiane, San Diego, Cal., 1,021,040. Mar. 26, 1912. STABILITY. A vertical pivoted fin above top plane, to operate ailerons or warping device.

Jesse B. Laingor and George J. Yerger, Kansas Citv, Mo., 1.021,105. Mar. 26, 1912. FLYING MACHINE.

William A, Brewer, Pittsburg, Pa., 1,021,129. Mar. 26, 1912. AEROPLANE.

Leroy A. Fish, Cloquet, Minn., 1,021,139. Mar. 26, 1912. FLYING MACHINE.

Frank Biberstein. Milwaukee, Wise, 1,021,178. Mar. 26, 1912. SURFACE designed to give more area to planes of a given size.

Everett E. Thayer, Jackson, Mich., 1,021,278. Mar. 26, 1912. KITE.

Baxter W. Blewett, Denton, Texas, 1,021,299. Mar. 26, 1912. AEROPLANE.

Charles A. Rush, San Francisco, Cal., 1,021,338. Mar. 26, 1912. Flying machine, aeroplane, hydroplane and balloon in single structure.

Michael H. Whalen, New York, N. Y., 1,021,496. Mar. 26, 1912. FLYING MACHINE.

Norman W. Knight, Spangle, Wash., 1,021.784, April 2, 1912. Combined PARACHUTE and helicopter.

Howard Farrell, Lestershire, New York. 1.021.S30. April 2, 1912. STABILITY device: main planes rotatably mounted about longitudinal axis of machine.

Ira Lee Martin. Portland. Oregon., 1,021,877, April 2, 1912. HELICOPTER.

Adelbert A. Fokken, Raymond. South Dakota, 1,021,925, April 2. 1912. VARYING INCLINATION of plane; feathering propellers.

Rupert L. Brough, Middleburv, Vermont, 1,022,018, April 2. 1912. HELICOPTER.

Vincent C. de Ybarrondo, Los Angeles, Cal., 1.022.117. April 2, 1912. Plan design of SURFACES.

Otto Beth, Lynbrook. New York, 1,022,293, April 2, 1912. Biplane KITE.

Varnum F. Carpenter, Cleveland, Ohio, 1,022,302, April 2, 1912. HELICOPTER.

Sern P. Watt, Seattle, Wash., 1,022,715, April 9, 1912. STEPPED AEROPLANE with balancing planes.

Henry Dessie, Washington, D. C, 1,022,777, April 9, 1912. PLURALITY of superimposed planes of varying sizes.

Lazar Lukacs, New York, N. Y.. 1,022.793, April 9, 1912. STABILITY by swinging seat.

John A. Warrick. Chicago, Ills., 1,022,903, April 9, 1912. Means for flexing planes and changing angle of incidence.

♦Alcide E. Beaudett, Albuquerque, New Mexico, 1.023,000, April 9, 1912. Shock absorbing LANDING GEAR.

Jesey H. Buchanan, Midway, Texas, 1,023,-(65, April 9, 1912. PROPELLER.

Jules Raclot and Camille Enderlin, St. Maur-Des-Fosses, France, RUDDER.

♦John Newton Williams, Derby, Conn., 1,023,233, April 16, 1912. HELICOPTER: In a flying machine employing a plurality of propellers rotating in- opposite directions; means for differentiating the superficial area of a propeller rotating in one direction from that of a propeller rotating in the opposite direction and thereby inducing rotation of the machine in a plane normal to the propeller axis, etc.

Hermann Faehrman, New York, N. Y., 1,023,367, April 16, 1912. Means for creating a current of air under the planes, variable current, etc.

Manfredo Ferrero, Turin, Italy, 1,023,369, April 16. 1912. Ornithopter.

Joseph Wvmore. Seattle, Wash., 1,023,404, April 16, 1912. AIRSHIP.

Bruno Sitzenstok, Tompkinsville, N. Y., 1,023,481, April 16, 1912. FOLDABLE PLANES.

George Nelson Spencer, Forest Grove, Ore., 1,023,534. April 16. 1912. HELICOPTER.

Arthur Henrv Edwards, Stoke Newington, London. England. 1,023,556, April 16, 1912. AEROPLANE.

Donald McKay McLood, Lake Charles,- La., 1,023,667, April 16, 1912. AIRSHIP.

John J. Rectenwald, Mount Oliver Borough, Pa., 1,023,759, April 16, 1912. Collapsed balloon attached to aeroplane carrying tank of gas. For use in case of accident.

Index for Volume X.

Xote.—Volume I .started with the first issue, that of July, 1907. Volume II started with the issue of January, 190S. Volume 111 started with the Julv, 190S, issue. Volume IV started with the January, 1909, number. Volume V started with the Julv, 1909, number. Volume VI started with the January, 1910, issue, and Volume VII

started with the July, 1910, issue. Volume VIII

started with the January, 1911, number. Volume

IX with the July, 1911, issue. Volume X with January, 1912.

Only principal articles are indexed. News

notes in general, and smaller mentions are not indexed.

JANUARY, 1912.


Review of 1911 Forecast for 1912........... 1

American Aero Records .................... 5

Construction Aids XXI..................... 6

Report on Propeller Experiments, by M. B.

Sellers ................................... 7

Natural Gas for Ballooning, by F. F.

Schauer .................................. 10

The Aeroplane and Motion Picture Camera,

by Israel Ludlow......................... 13

Kirkham Tractor Biplane Description....... 15

New Voisin Canard, with scale drawings.. 17

Curtiss Hydroaeroplane .................... 19

Morane-Saulnier Monoplane with scale

drawings ................................. 23

Model Notes, by Percy Pierce.............. 25

Jennings Monoplane ........................ 27

New Pilot's.................................. 2.S

Gyro Rotating Motor....................... 33

Questions and Answers, by M. B. Sellers.. 35

Patents Issued ............................. 36


Comments on Mr. Sellers' Paper, by

Wilbur R. Kimball........................ 37

Weights of Various Woods................ 38

Notes on Propeller Design, by Spencer

Heath .................................... 39

Coffyn Hydroaeroplane, with scale drawings ...................................... 43

Construction Aids XXII.................... 41

Strut Socket, Means Control, Air Speedometer. Hydro Engine Starter, Pressure Equalizer for Ailerons, Wire Mesh Balloon

Fabric ................................... 45

Columbia Biplane Description.............. 50

Jennings Monoplane, with scale drawings.. 52

Model Notes, hy Percy Pierce............... 51

Boland Biplane with scale drawings........ 57

Fixed Ignition for Aeroplanes, by R. B.

Whitman ................................. 62

Los Angeles Meet, by Prof. H. La V. Twining ....................................... 63

Necrology .................................. 64

Scott Bomb Dropping Trials................ fin

Fowler Completes Transcontinental Flight., fin

Armv Purchase of 5 Aeroplanes............. fi7

New Pilots ................................. 6S

Sturtevant Aero Motor..................... 69

Welles and Adams Motor................... 70

Trebert Rotary Motor...................... 71

Questions and Answers, by M. B. Sellers... 73

Patents Issued.............................. 71

MARCH, 1912.

Resistance of the Air and Aviation, by

M. B. Sellers............................. 75

Water Flying as a Sport, by Glenn H.

Curtiss ................................... SO

My Experiences Abroad, hy Hugh Robinson SI Burgess Hydro Shed, Starting Low Powered Water Planes, Holes in the Air, Gasolene Purifier. Pedersen Oiling System, How to Build a Shed, Motion Picture Apparatus. Flying at High Altitudes, Alexander

Motor Prize............................... S3

Model Notes, by Percy Pierce............... S6

Model Flying in Japan, by K. Nakagawa.... S7 Albatross Biplane, with scale drawings, by-Fritz Edelstein............................ N9

A. A. S. H. Monoplane, with scale drawings 9J

Gage Biplane, by C. T. Shaffer............. 9f

Benoist Biplane, with scale drawings, by Antony Jannus........................... 9S


Wright Suit in Germany.................... 100

World A via lion Records.................... 101

Oakland Meet, by Cleve T. Shaffer.......... 102

Parachuting from Benoist Aeroplane........ 104

Necrology .................................. 106

New Pilots ................................. 106

Bibliography of World's Journals.......... lO^i

Questions and Answers, by M. B. Sellers.... 109

Patents Issued ............................. 110

APRIL, 1912.

Safety in Flight, by Capt. W. 1. Chambers 111

On Wing Loading........................... 114

"The Fallacy" of Existing Systems of Lateral Control, by A. A. Merrill............. 115

Spring Shock Absorber, Stevens Parachute, S. B. R. Cable Clamp, Thomas Dual Control Monoplane Dual Control............. 117

Inverted Aeroplane Stresses, by Orville

Wright ................................... 119

The Resistance of the Air and Aviation, by

M. B. Sellers.............................. 121

The Curtiss Hydroaeroplane, with scale

drawings ................................. 126

Model Notes, by Percy Pierce............... 131

The Sparling Headless, with scale drawings 133

The Monaco Water Meet.................... 135

French Armv Suspends LTse of Monoplanes 137

Wright Patent Suits........................ 137

The Great American Circuit................ 137

Military Aviation........................... 13S

Miss Quimby Flies Across the English

Channel—Means Prize.................... 139

Death of Rodgers—Necrology............... 139

Dr. Bell's Tetrahedral Flies ................. 140

The Aeronautical Manufacturers' Association ...................................... 141

The New Maximotor Engine............... 142

The Mead Rotary Valve Engine............ 143

MAY-JUNE, 1912. See Special Notice on Change in Date, on p. 165. Safety in Flight, by Capt. W. Irving

Chamlyt?rs ............................... .145

Thomas Brothers' Monoplane, with scale

drawings .......................v........ 146

Burgess Military Biplane, with scale drawings!................................. Tl'S

Burgess Pontoon .......................... ISO

Gallaudet Bullet, with scale drawings ---- 151

Wright Model C and Pontoon, with scale

drawings................................. 152

Rex Monoplane, with scale drawings .... 157 Curtiss Biplane Racer and Pontoon, with

scale drawings .......................... br>7

Queen Aeroboat, with scale drawings ..... 162

Venturi Tube. Stabilizers, by F. W. Barkers 166

Palace Aeionautn :il Show ................ 167

Jacobs Motor .............................. 1r>!'

Max Ams Motor .......................... 170

Twomhly Motor ........................... 170

Sturtevant Propeller Testing Device .... 170 Aeronautical Manufacturers' Association

Dinner ................................... 472

Well Known Flight Propellers.............. 173

Model Notes, by Percy Pierce ............ 174

Death of Wilbur Wright .................. 176

Necrology .................................. 4 79

Bibliography of the World's Journals ---- ISO

Questions and Answers, by M. B. Sellers.. ISO Patents Tssued ............................



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