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THE AMERICAN MAGAZINE “) OF AERIAL LOCOMOTION
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: NO. 1. JUEX, 1910 CTS. :
acts About “Elbridge” Engines More actual power for weight than any other engines in the world!
Only engines with unlimited guarantee based on actual performance! * Extra large bearings,
>ss bulk for the EB wer than any other iia —more than 15 in. in ee world ae _4cylinder engines. oe = ee A refinement of detail : other engine in only possible in a light > world! weight engine that laranteed speed has actually been on age 200 r. p. m. to the market more than or. p: m. | four years. ELBRIDGE “FEATHERWEIGHT”
Elbridge rating, 40 h. p. A. L. A. M. rating 60 h. p. Weight 167 lbs. Also made in 2 cyl. 20 h. p.; 3 cyl. 30 h. p.; 6 cyl. 60 h. p.. Air-cooled engines, | to 4 cyl. 5-20 h. p. at 1,000.
LBRIDGE ENGINE COMPANY Culver Road = : : =@ 3 ai &
Rochester, N. Y.
AERONAGTICS
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“History Repeats Itself”’
Prince Henry Tour 1916.
First five winning cars in tour Ninety-five (95) out of a total of 22 entrants and the first ten cars in speed trials
USED
résS
Annular Ball Bearings
(Made in Germany)
A Brilliant Repetition of Prince Henry Tour Victories in 1908 and 1909
Prince Henry Tour Victories for The Master Magneto!
Made in Germany
AS USUAL
First and Second fastest times in speed trials Fourth in the big tour, defeating 123 other contestants
J. S. BRETZ COMPANY, Sole Importers
Times Building, New York
July, TOTO
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In answering ive tibanont GaRence mention this magazine.
AERONAUTICS July, Toro
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AVIATION ENGINES
Four Lbs. per H.P. 50 H.P. and 30 H.P.
For ten years we have been building light weight speed engines That Run and our aviation engine is Not An Experiment
Propellers
built of Laminated Ma- hogany fitted with Bronze or Aluminum Hub and
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Price with Standard Equipment
50 H.P.,$830 30H.P., $650 @_ 10 H.P. and 100 H. P. Aviation Engines built on special order
@_ If you want a reliable Light Engine delivering REAL HORSE POWER, call on us
Harriman Motor Works, Inc. South Glastonbury, Conn.
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In answering advertisements tlease mention this magazine.
July, TOTO
AERONAUTICS
June 2, 1910. El Arco Radiator Co.,
Gentlemen:
I am pleased to revort that the El Arco radiator used by me in the flight from Albany to New York has given the very best of satisfaction and cooled the engine perfectly, without any apparent loss of water during tne risen. Your construction, without doubt, gives the
greatest efficiency at a minimm weight.
Yours truly,
r 2 e
The EL ARCO RADIATOR COMPANY’S Factory is at 6-8-10 East 31st Street, New York. Stock radiators on hand; specials built tn fibe days; also lightweight tanks, and—of course—automobile radiators.
In answering advertisements please mention this magazine.
AERONAUTICS
) ) ) , , ) ) } } ) ) } } I ; | | | i I | I
TO THE PROMOTERS OF THE Coming Aeroplane Meets
OU want exhibitions of Man-Lifting
Aeroplane Kite Flying to interest the crowds while the aviators are not flying. @ High or even moderate winds will in- variably keep the aeroplanists from flying until late each afternoon. Before then we will fill the air with hundreds of 9- and 12- foot Aeroplane Kites of every known kind. By flying these, dozens in tandem, enormous American flags, streamers and announcement banners about the meet can be lifted a half mile in the air.
@ These scientific kites will fly
all day and the displays will be
a great attraction in themselves
and will keep the crowds quiet
and contented, when for any
reason the aeroplanes cannot fly.
@ At the Meet of the West Hudson Aero Club at Arlington, N. J., June, 1909, New York papers said, ‘‘The hundreds of kites in the air were a decided feature.’
SAMUEL F. PERKINS 110 Tremont St. :: Boston, Mass.
July, I9r0
MODELS
@ 1 am a SPECIALIST in the
model-making art.
@ It is my business to duplicate in miniature any apparatus of any kind from the large machine or from scale drawings, accurate to the 100th part of an inch.
@ Models made for the Patent Office.
q My plant is one of the most com-
pletely equipped in the country. @ Only high class work solicited.
CHAS. E. DRESSLER
385-390 Second Ave. :: New York
— Glenn Curtiss Flies from Albany ===] to New York City
In a Bi-plane Equipped with PALMER AEROPLANE TIRES
(See page 7 for an account of the flight)
The B. F. Goodrich Company, ¢cAkron, Ohio
Hammondsport, N. Y., June 4, 1910
Gentlemen:—I have your letter of June 1st and thank you for your complimentary
expressions.
The Palmer Tires, with which I equip all of my aeroplanes give the best of satisfaction for the purpose. The light weight does not greatly impede the lifting power of the machine and the great resiliency enables me tojand without shock on the hardest ground and to pick up speed quickly in starting. I am glad to credit a part of the success of my aeroplane to the Palmer tire.
Yours very truly, (Signed) G. H. Curtiss
The Palmer Aeroplane Tire
Manufactured by
The B. F. Goodrich Company
Akron, Ohio
In answering advertisements please mention this magazine,
AERONAUTICS | | es July, I9I0
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OOODODOCO OO DOCO0N GLENN CURTISS AT INWOOD- ALBANY TO NEW YORK FLIGHT | HE USED A BOSCH MAGNETO |
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periments has been purely from the standpoint of sport. In this I must say
that I have not been disappointed. I and my friends have certainly found in it more out- door sport and interest than in anything else I have attempted in the past. Up to the time I sprained my ankle by a foolish attempt to beat a previous record, I made flights several times a week, or whenever the breeze was fair. There is not the slightest doubt that “flying” is the great coming sport. From my experi- ence I believe that the younger class of people who enjoy outdoor life will buy gliders and motor planes, and arrangements will be made so that the machines can be kept and used at the country clubs and the golf clubs, to one of which most of us now belong. At these country and golf clubs there is most always a
Mi: object in undertaking aeronautical ex-
corps of servants to look after a machine, and do the necessary repairing and refitting. In addition, these clubs always have splendid grounds upon which to practice flying. There are always hills for gliding, and in most cases there are large areas free from trees and similar obstructions. A great advantage is that in clubs of this nature the general public would not have access, and one would be able to begin his practice, clumsy, without having the invariable “gallery” of hangers-on, which is unavoidable at any public field.
The illustration shows my Wittemann glider, which is really a very superb piece of work, being towed by a man against a breeze which probably was about fifteen miles per hour.
“ce
(| [ic Aeronautics
which is always very
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Gliding asa Sport
By Hiram Percy Maxim
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Towed in this manner, the machine rises beau- tifully. It is absolutely steady, and when one gets thirty or forty feet above the ground there is usually found enough wind to keep one aloft without the tow having to advance.
After becoming acquainted with the machine and the balancing and controlling, the tow lines are left off, and flights are made by run- ning with the machine down a hill against the wind. After running about ten or fifteen feet
a lift on the front of the machine carries one straight up into the air, and it is possible to coast down to and beyond the bottom of the hill, very similar to one coasting down a hill on a toboggan in the winter time. The greater the skill and the better the breeze the farther the coast. Indeed, I am wondering if with enough skill and breeze it would not be pos- sible to actually keep aloft indefinitely. If this were possible it certainly would open up great things.
The accident was unfortunate enough to suffer was due to carelessness on my own part. For the benefit of those who may also be so intoxicated by this most fasci- nating of all sports as to act foolishly, my ex- perience may be worth noting;
which I
AERONAUTICS
I had made several very successful flights, being towed by an automobile against a breeze which did not amount to more than five or six miles per hour. Just at sundown I decided to make a new form of bridle hitch, and by the time I had completed it it had grown quite dark and the wind had fallen just short of a flat calm. Of course, it was no time to at- tempt to glide, and had it not been for the enthusiasm which this sport arouses I would have stopped. I told the driver of the auto- mobile to give me as near 20 miles an hour as he could judge in the dark. At the rear of the automobile we had fastened a 15-ft. length of 2-in. by 4-in. spruce. From the ends of this two tow lines were run, one to each end of the glider. Atter statting I rose quickly to about 50 ft., and in the ex- citement the driver of the automobile veered slightly from the true course. This meant con- siderable variation at the ends of the 15-ft.
July, Toro
timber at the back of the car. The result was that my starboard tow line became very taut, while my port line became slacked. This pulling on one side immediately tipped the glider up. I corrected this, but in the swing- ing sideways, due to the elevation, it suddenly brought the taut line to the other side. This gave me a sudden reversal of the dip, which was of such terrific magnitude that I could not begin to control it. The result was that the planes actually tipped up until they were standing straight’ up and down in the air. The machine then, of course, dove sidewise, and the result was a sprained ankle, knee and hip joint for the too enthusiastic writer.
The moral is not to attempt these things unless it is light enough for the automobile to hold a straight course, and also unless there is a little breeze. In the free flights down hill there is practically no danger of accident to anyone having ordinary dexterity.
Can a Man Fly With Wings? By H. La V. Twining
[Continued from the June Number]
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President Aero Club of California; Head of Physics and Electrical Engineering in the Los Angeles Polytechnic High School; Author of “Wireless Telegraphy,”’ Ete.
A superficial observation of the bird brings out the following facts: The wing is attached by its front edge forward and above the center of gravity of the body of the bird; and the center of gravity of the body and the center of figure of the two wings are situated in nearly the same vertical plane. This rela- tion is fundamental.
The pectoral muscles that lower the wing are attached to the front edge of the wing
muscles. The muscles that elevate and de- press the wing therefore oppose one another. This makes a lever of the third class of the wing, whereby power is converted into speed, forming a lever similar to the arm, at the el- bow.
In Fig. 1, let A be the body of the bird, B the large pectoral muscle, D the hinge joint, and E the elevator muscle. In this lever, for striking the air D is the fulcrum, E and B the power, while C is the long arm to receive a long and swift sweep. Consequently, 4 short and powerful contraction of the muscle
B resulting in a small movement at O throws.
the end of the wing C, through a long dis- tance quickly. Since the reaction of the air upon the wing C is proportional to the square of the speed with which it is driven, we can see at once the advantage of this arrangement. Here is a factor that makes the length of the wing much more effective than its width. In fact the wing must be narrow and long in or- der to develop the greatest reaction, and it is net a mere matter of the relation between square surface and weight with which we have to deal. The less the surface and the
near the body, and the elevator muscles are found underneath the large pectoral muscles. They send a tendon up around the hinged joint between the wing and shoulder. . This tendon attaches to the upper front edge of the wing, nearer the joint than does the lower muscle. The remarkable fact to be noticed is that the elevator muscles are very small and weak compared with the depressor
shorter the wing, the greater the speed with which it must be driven in order to develop the
same reaction. The wider the wing and the shorter it is, the square surface remaining the same, the faster it must be driven in order to develop the same lift. The longer the wing, the slower it can be driven in order to de- velop the same lift. In fact, its speed will vary inversely as the square of its length and
:
AERONAUTICS
inversely as its width. It is readily seen that it is the outer end of the wing that really does the work. In fact, the inner part of the wing can be entirely cut away, and it will remain just about as effective. Either in soaring or in flapping flight, it is the end of the wing that is the most effective.
The next feature to be noted is this: In or- der to obtain support a 1o-lb. turkey must develop 5 lbs. reaction under each wing.
We shall suppose that this 5 lbs. reaction to exist at the center of pressure which we shall suppose to be two-thirds of the way out towards the tip, at least. Since the pressure increases with the square of the distance from the center of motion, this is very nearly true. The turkey that | mentioned before has a wing spread) Gf 5 it, with an ‘area sof 3 sq. 4t., and an average width of 7% in. This would locate the center of pressure about 20 in. out from the shoulder. The pectoral muscle that depresses the wing is attached about 1% in. from the shoulder. Here an important point presents itself. In a lever, the power times the power distance equals the weight times the weight distance. In Fig. 1, if we regard the power applied at O as represented by X, D being the fulcrum, the power distance is OD. The reaction, which is equivalent to the weight, is at M and hence MD is the weight distance. OD is 1% in., MD is 20 in. and the reaction at M is 5 lbs, hence (X) (1%) equals (20) (5). Solving X, equals 66% Ibs.
If the above analysis be correct, then the turkey must pull with a force of 663 lbs. on each wing in order to fly, if it is continuously to support its weight. That is to say the turkey must maintain a pull of 1334 Ibs., while flying or soaring, provided it is con- tinually supporting its weight.
This means the expenditure of .24 h. p. in OLndemito mise lft. 1m) tosec: Of .12 of a: h. p. to rise 6 in. per sec.
This is preposterous. A man’s rate of work is about .1 h. p. If a man climbs a moun- tain, rising at the rate of a foot per second he has to be a hustler. This requires .27 h. p. In fact to go upstairs at that rate will take the breath out of an ordinary man. If he climbs at the rate of 6 in. per sec. he will be doing pretty well. This is 13 h p. A 10-lb. turkey is not very fond of flying. A tur- key buzzard, however, weighing 4 lbs. and having a wing expanse of 3 ft. and an average width of 8 in. flies and soars with ease. Each wing is 1% it. long. This gives an area of I sq. ft. per wing, or 2 sq. ft.
In this wing then we have: (X) (1) equals (2) (12); the pectoral muscle attaches I in. from the shoulder; and 3 of 18 in. is 12 in.; a 2-lb. reaction is necessary at M. Con- sequently X equals 24. Hence the _ buz- zard must pull 24 Ibs. on each wing or 48 lbs. in all. This gives the turkey buzzard about I h. p. to rise 1 ft. per sec., whether soaring or flying.
An ordinary man weighs 37% times as much as the turkey buzzard, and if the buz-
July, 1910
zard is expending energy at the same rate that a man expends energy, then it has to burn as much fuel as a man in a stove I/37 as large. This does not look good to a reason- able mind, and there must be some mistake in it.
If, on the other hand, the fulcrum is not at D, Fig. 1, after the resistance of 2 Ibs. is developed at M, but at M instead, then we have an entirely different proposition. In a lever the fulcrum is at the point of sup- port when the weight is lifted. When the bird is lifted by the reaction of the air, it is resting on the center of pressure of the wing. Hence the fulcrum ought to be found at that point. If this supposition be true, then the weight arm and the power arm are very nearly equal. MD is the weight arm and MO is the power arm. Then (20) (5) equals (18.5) (X) whence X equals very nearly 5.4, in the case of the turkey. In the case of the buzzard X equals 2.18 lbs.
This shows that a bird in flying has to lift practically its own weight only. This looks more reasonable. This represents .o2 h. p. for the turkey and .oo8 h. p. for the buz- zard in rising I ft. per sec.
There are losses to be taken into account here, of course, that would increase this.
But the question is, is the fulcrum really out at the center of pressure on the wing? Experiment only can determine it, although to suppose otherwise does violence to the judgment.
In a recent experiment results were ob- tained, which point clearly to the conclusion that the fulcrum is really out at the center of pressure.
EXPERIMENTS WITH MACHINE.
Last summer I constructed a machine built on the principles of bird flight as I see it. The machine weighs about 100 Ibs. My weight is 140 lbs., making 240 lbs. The wings are manually operated by levers, which attach to the front edge of the wings through links, giving a leverage of four to one. The links attach 3 in. from the shoulder of the ma- chine. The point of attachment is thus located forward and above the center of gravity of the body and machine. The machine is mounted on three bicycle wheels. I had hoped to cause it to run along the ground when the wings were made to oscillate, and after getting up a speed of 8 or 10 miles per hour on the ground, I hoped to be able to develop enough lift to take it off the ground. But nothing of the kind happened. I could beat the wings some 52 half beats per min., and develop enough reaction to take the wind out of me in about to sec. The wings had 30 sq. ft. each of sur- face and were some Io ft. long by 4 ft. wide at the widest part. It took only a one pound and a half pull to move the machine along the ground with myself in it.
We suspended the machine by a block and pulley attached to a spring balance, and with myself in it, it weighed 240 lbs. By beating the wings down the machine rose 2 in. and gave
AERONAUTICS
a 120-lb. lift on the scale. On the up stroke the machine rose slightly and developed for- ward motion.
Now if the fulcrum is at the shoulder we have the following: OD, Fig. 1, is 3 in. DM is 80 in., hence (3) (X) equals (120) (80) or X equals 3,200 lbs. That is it would take a pull of 3,200 Ibs. at O to develop a_ reaction of 120 lbs. at M on both wings in order to lift the machine. It would take one-half of 3,200 Ibs. or 1,600 lbs. to develop 60 Ibs. at M in order to lift half of the weight.
As a matter of fact I was lifting half of the machine by making a 200-lb. pull at O. If
PELEEELITELE EEE ETP TET ETS
New Prizes
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Curtiss’ Flight Gets New Prizes. The Albany-New York flight of Curtiss imme-
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diately had its effect on prize giving. For the past two years newspapers have been asked to offer prizes, but they seemed very cold. Mr. Cur-
tiss’ flight seemed to work wonders over night.
World-Post-Dispatch $30,000.
At the Hotel Astor banquet the $30,000 prize of the New York World and the St. Louis Post- Dispatch for a flight from New York to St. Louis, was made public. Conditions have not yet been named, as the prize will, it is expected, be award- ed under the rules to be formulated by the national federation at its convention on June 22.
N. Y. Times-Chicago Post Prize.
Another big prize of $25,000 was announced at the Astor dinner by the New York JVimes in con- junction with the Chicago Evening Post, for a flight between Chicago and New York, about 960 miles. Other prizes will undoubtedly be offered by cities along the route. Conditions for this also will wait for the national federation which, no doubt, will in the future control all events in this country of local or national character.
Missouri Raising $10,000 Prize.
Only a few thousand dollars is needed to com plete the prize of $10,000 which will be offerec in July for a trans-state flight in Missouri, the start being St. Louis and the finish Kansas City. The prize will be open for competition the week of July 18, according to the present plan.
It is further planned to allow five stops at as many controls, if more than one entry is received and to start all at the same time on a day to be specified by an impartial committee, which will take weather conditions and the preparedness of the contestant into consideration. Three days will be allowed for the journey.
The course will probably be along the Wabash railroad to Kansas City, a distance of about 270
miles. Edwin Gould Prize.
Edwin Goul us offered through the Scientific ‘merican a prize of $15,000 for the production of
July, 1910
the fulerum were at D, I should have been able to have developed only a g-lb. lift in- stead of 200 lbs. lift.
By an 18-in. motion between the hands and feet, the tip of the wings can be swung through 10 ft. The above results seem to in- dicate that the fulcrum is out on the wing, and if that is the case, there is no reason why flight with wings should be impossible.
There are other factors though that might favor or prove unfavorable to the above con- clusion. If the wing is wasteful of power, or if the power is applied in a very disadvan- tageous manner, it might still be impossible.
[To be continued]
the best suecessful aeroplane equipped with two or more motors and two or more propellers, so that any power plant can be used either individually
or in conjunction with the other or others. This prize is to stimulate the invention of a ‘‘safe”’
machine. The conditions will be announced later.
Evening World Trophy.
The Evening World has offered a perpetual chal- lenge trophy in silver to the amateur making the longest continuous flight in any year. ner holds the cup for a year. The complete rules will be formulated and adopted at the national convention on June 22nd.
Each win-
Scientific American $100 Prize.
The Scientific American offers $100 in three prizes to be awarded to the inventor who gives the best account of how he conceived his inven- tion, how he developed it in actual practice and
how he succeeded in, getting it. This sum is divided $50, $35 and $15, open to August 15th, 1910. For rules address Scientific American, 361
Broadway, New York.
$20,000 for Race Between Wright and Curtiss.
The Aero Club of Washington has offered $20,000 to the Wrights for a flight from New York to Washington if they will enter one of their ma- chines against a Curtiss.
J. P. Erie; of Denver, Colo.. has been ex- perimenting with a glider in which the upper surface is some 8 ft. greater in spread than the lower. This, he says, lends greater stabil- ity. There are triangular “wing tips” from the upper to the lower surface, at an angle of about 45 deg. from the horizontal.
First College Aero Degree.
The first degree to be awarded by an American University for work in’ Aeronautics was granted at the Columbia University commencement this June, when, Grover C. Loening received the degree of Master of Arts. Loening’s thesis, entitled “An Investigation of the Practice and Theory of Aviation,’ is about forty thousand words long, and is a complete study of the aeroplane, from prac- tical as well as theoretical standpoints. Twenty- six large plates accompanying the thesis, and show details of the various successful aeroplanes.
July, r9t0
a Propelle 13 ee b$454050666655666566055555SSbbSooSooo oor rere eee TTT TET
a ig make a propeller templets for a uniform
AERONAUTICS
pitch propeller, using the Drzwiecki method, one follows the plan below, which has been adapted from the French of M. Drawiecki’s book. You can take the pitch and diameter you have fig- ured out yourself, or take the diameter and pitch of such propellers as mentioned in AERONAUTICS. First obtain the pitch constant M, i. e., Pitch divided by two times 3.14159265, or roughly, pitch divided by 6-2/7, or Pas it is near
enough. s Having obtained your pitch constant M, lay it out on the horizontal line AC (sketch I). This
will give you the distance EB. Draw a line OF perpendicular to AC from the point E. On this, starting from E, mark off lengths equal to 4M, M, 2M, 3M, 4M, 5M, giving you the points 1, 2, 3, 4, 5, 6. Lines are then drawn through these from the point B.
From these points 1, 2, 3, ete., with a radius equal to %4 of the specific width of the blade. (This width is the width of the proposed propeller at that point and may be any width you choose.) ares are drawn to intersect the lines 1B, 2B, ete., on the same side of the vertical line EF as the point B. Lines parallel to AC are then drawn through these points of intersection of the ares with 1B, ete.
The same procedure is carried out on the other side of the vertical axis EF, with the same cen- ters, but with a radius equal to %4 of the specific width and lines parallel to AC are again drawn through the points where these ares cut the lines 1B 2B; ete:
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SKETCH LT
CURTIOSG BLADE
AERONAUTICS
The fourth sides of the templets are bounded by the vertical axis AD drawn perpendicular to AC at any optional distance from the point EH. Drzwiec ki used narrow blades about one-tenth of the di- ameter wide.
The templets thus obtained are cut out of thin pieces of wood and the points ‘‘a’’ are marked upon them at a distance of ™4 their width. The 4 of width point “a” is measured from the front edge of the blade, i. e., the same side as axis EF is on and directly under the axis EF. This is where the thickest point of the blade comes, or the shank in a metal blade, and is near the front, to be at or in front of the center of pressure. (See sketch I.) These templets are numbered as in sketch I and fastened to a board with their plane perpendicular to the board. All the points ‘fa’ are placed on the axis “xy’’ in sketch II. These templets are spaced 14M, M, 2M, etc. The axis “xy” is di- rectly under EF.
2 a
St. Louis Active in Ballooning. Charles F. Wenneker, president of the Million Club, has placed an order with H. Eugene Honey-
well for a balloon of racing size, which S. Louis Von Phul will pilot in the elimination race to
select the American team of three balloons to represent the United States in the international balloon race, which will start from St. Louis, Octo ber 17. The elimination race will be held Septem ber 17 from Indianapolis.
This action on the part of the Million Club now makes certain five entries from the Aero Club of
New Engine of Detroit
cAeroplane Company
. Drawiecki, a propeller with a ov i
July, 1910
St. Louis in the elimination race, and gives the club a chance to win all three places on the Ameri can team. It is not expected that any other clu’ will enter more than three balloons in the elimina tion race.
These templets, of course, may be curved to form segments of a circle. It will be seen that the inclined edges of the templets form a guide to determine the shape of the blade of the pro- peller.
For illustration, take a Curtiss 6-ft. diam. and 5-ft. pitch propeller, 4 in. wide at hub, 7 in. at ex- tremity. (Sketch III.) One blade is 3 ft. from the center of the hub. Draw a line 3 ft. long. Pitch is
60 in. One-sixth of 60 is 10 in. Lay off 10 in. on line EC. Then take distances, 5’==14M, 10”=M, etc. This gives only four templets, due to
the fact that Curtiss’ propeller is shorter than Drzwiecki’s standard length. (According to oy ought to duplicate, how- it Is not of uni-
This w propeller, as
be about 100 in. long.) ever, a Curtiss’ form pitch.
The balloons piloted by members of the St. Louis club will be the club aerostats, St. Louis Mo. 3
and St. Louis No. 4, the latter just completed by Honeywell; the Centennial, of Honeywell; William F. Assmann’s balloon, not yet christened, and the Million Club balloon.
Wooster Lambert says he will be Honeywell’s aid in the Centennial, unless the health of J. W. Tolland, who was to have filled the place, improves sufficiently to permit him to take part. The St. Louis No. 3 will probably be piloted by James W. Bemis, while A. B. Lambert may be the pilot of St. Louis No. 4.
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AERONAUTICS
Curtiss Wins $10,000 Prize ::
Flies From Albany to New York
THE FLIGHT IN FIGURES.
Distance, course, Albany to Camelot, 7114 miles. Distance, course, Albany to Spuyten Duyvil, 128 miles.
Distance, course, Albany to Governor’s Island, 142%2 miles.
Distance, straight line, Albany to Spuyten Duyvil, 122.8 miles.
Distance, straight line, Albany to Governor's Island, 136.34 miles. Speed per hour, by Duyvil 50.52 miles. Total time in air, 2 hours, 50 minutes. Elapsed time, Albany to Spuyten Duyvil 2 hours 32 minutes. Gasoline used, 15 gallons. Oil used,2 gallons. Weight of machine, Curtiss aboard, with tanks filled, ete., about 1,000 pounds. Distances compiled for AFRONAUTICS by Mr. Williams Welch, Chief Draftsman, Office of the Chief Signal Officer, U. S. A. ee
Sunday, May 29. The Hudson-Fulton Celebra- tion of last October was made complete only today when Glenn H. Curtiss, bearing a letter from the
path, Albany to Spuyten
the New York World’s $10,000 prize for the first man to fly from Albany to New York, with an allowance of two stops on the Way. Curtiss made but one stop within the conditions of the prize. After waiting several days for favorable weather, the start was made from Van Rensselaer Island in the Hudson River, at Albany, at 7:02 a. m. Circling over the lower part of the city, a minute later he crossed the line and was on his way to
New York. S - At New Baltimore, a special New York Central train bearing Mrs. Curtiss. Mrs. J. S. Fanciulli,
S. Fanciulli, Chief Engineer; a
Augustus Post, the official observer: J. Henry Kleckler, Mr. Curtiss’ committee from Curtiss’ home town of Hammonds- port and the newspaper men and photographers caught up with the aeroplane and kept pace with it as far as the first stop, near Poughkeepsie.
The New York Central Railroad runs close along the river as far as Spuyten Duyvil and the pas-
sengers could see practically every foot of Cur- 4 tiss’ flight. Lp, FIRST LANDING AT POUGHKEEPSIR.
WW;
On down the Hudson without a skip of the en- gine, high over the Poughkeepsie Bridge he came, landing for gasoline and oil at Camelot, a few miles below Poughkeepsie at 8 :24, after flying 71% miles in 83 minutes, a speed of 51.5 miles an hour. The machine was in perfect condition, save for one stay wire which vibrated too much. This was remedied. A farm had previously ben selected here and a red flag hoisted to enahle Curtiss to make out the place. ¢ lw
AVY fA, ~ et we | ( g Wy —_ t \
Mayor of Albany to the Mayor of New York, won J
July, Toto
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Fees ; Dobbs Ferry af fate | Fa ues
SPUYTEN DRY VIE
Lande Upat 1:42
‘£7 BROOKLYN
AERONAUTICS
Curtiss Passing West Point
At 9:26 Kleckler, who had come down on the special train, started the propeller and Curtiss was off again on the second half of his journey.
Passing through the Storm King Mountains, where the crew of the Hendrik Hudson are said to play at bowls on stormy nights, Curtiss met with his only difficulties in the way of air cur- rents. Suddenly the air seemed to give way be- neath the machine and it dropped like a plummet a few feet in the descending current.
“At Storm King,” Mr. Curtiss told ABRONAUTICS, “T was flying high through the narrow gap in the mountains and I caught the down current on one side more than on the other, and I dropped thirty or forty feet very suddenly and sideways. I had to shift the front control to get straightened out.”
LANDS IN NEW YORK.
Making a wide detour toward the Jersey side of the river, he flew over the railroad bridge spanning Spuyten Duyvil Creek and landed at 10:35 on an open field on Manhattan Island. His oil tank was leaking and, though the conditions were fulfilled, he wanted to make the feat complete by continu- ing on to Governor’s Island off the southern part of New York City, so he deemed it best to fill up with oil to make sure of the accomplishment.
From Camelot to Spuyten Duyvil is 56%, miles, time 69 minutes, or an average of 49.347 miles
an hour, somewhat slower than the first half. This field sloped steeply to the creek and there was no room to get a running start, so the ma- chine was headed down the steep, grassy pitch and was in the air in record distance at 11:42. Out over the bridge again he went, between roughly wooded hills on either side and turned south down the Hudson, past Grant’s tomb and
July, 19T0
Pictorial News Co.
over the plying excursion and ferry boats, the Statute of Liberty, to within a few feet of the shed which housed his machine on Governor's Island during the Hudson-Fulton celebration. The exact time was not taken here, but has been put at 12 noon. At 49.3 miles an hour it would just about take from 11.42 to 12 noon to cover the 14.5 miles.
As soon as the Curtiss party and the newspaper men could get to the battery they boarded the little government ferry which runs to Governor's Island. Mr. and Mrs. Curtiss embraced) and were then congratulated by the few who were lucky enough to get by the guards at the ferry. The Hammondsport delegation and a committee from the Aeronautical Society were on hand to express their appreciation of the great feat. The Aero Club of America, under whose auspices the prize was donated, unfortunately neglected the formali- ties of such a momentous occasion.
The party went to the Astor for luncheon and then proceeded to the World office where the check for $10,000 was handed Mr. Curtiss with a few congratulatory words on his achievement.
TRIAL FLIGHTS.
Previous to this memorable flight, Curtiss made several long flights at Hammondsport over Lake Keuka, landing in the water, one of which lasted’ thirty-eight minutes.
Mr. Curtiss also entered for the Scientific Ameri- can trophy, and the first half of his trip counts) as a record for this event. Mr. Curtiss won the cup on the only two previous trials.
THE MACHINE.
Nearly four pounds to the square foot were
carried in the flight, the upper plane having a
AERONAUTICS
spread of 31 feet 3 inches, being extended 30 inches on each side. The lower plane measured 26 feet 3 inches. The front and rear horizontals
were about three inches wider than usual. Flat rubber bags had been arranged below the outer extremities of the under planes, wooden strips
yeing fastened to the front and rear lateral beams forming the chord of the surface and in between were the rubber air bags. Two cylindrical metal ranks were also attached under the lower surfaces yn. a line with the wheels, and the usual central skid had a wide board nailed to it on which was inother rubber bag as shown in the photo. The two tanks were left behind at Spuyten Duyvil. Just in front of the front wheel, too, was a small eurved surface to act as a hydroplane in case of anding in the water.
A Bosch magneto secured the efficiency of the spark and a special large El Arco radiator kept he 50 H. P. Curtiss 8 cylinder engine cool, and Vacuum oil did the lubricating. The wheels are itted with Palmer tires and the planes are cov- ‘red with Baldwin combination cloth.
PAULHAN’S FLIGHT COMPARED.
Paulhan took 4 hours 12 minutes elapsed time ]
o cover 183 miles when he won the London Mail’s $50,000 and made it in two 117 and 66 miles each. The 117
sovered in 2:39, a rate of nearly 44 iour. <A night’s sleep intervened and the remain-
ng 66 miles were covered in 1 :23,
stages of miles were
miles per
a rate of nearly
[S miles per hour. The average for the above vas 44:37 miles per hour. Paulhan could have
July, 1010
landed at almost any time and_ started again,
whereas Curtiss could not have started if he had had to land in the water and for the whole dis- tance there was
scarcely a suitable space for
landing on the ground, as for nearly the entire
way rocky, wooded hills with precipitous sides line the river. DINNERS TO CURTISS. The following Tuesday evening a banquet was
given by the World at the Hotel Astor to Mr. Curtiss, presided over by Mayor Gaynor. to which invitations were sent by the commonplace tele- graph. Telegrams of congratulation from all over the world were read between courses. ers were:
The speak- Mayor Gaynor, Iludson Maxim, president of the Aeronautical Society ; Samuel H. Valentine, vice-president Aero Club of America; Don Seitz, of the World; Hon. James M. Beck, and Glenn Curtiss himself was prevailed upon to say a few words.
On June 7th the N. Y. Press Club gave a dinner to Curtiss. President John A. Hennessy presided and introduced the speakers with an abundant fund of humor. J. Bernard Walker, editor of the Scien- tific American, announced the Edwin. Gould prize with appropriate remarks. William A. Johnston, of the N. Y. World, announced a trophy of the Evening World for amateurs: both proffers aroused great enthusiasm. The other speakers were: G. H. Curtiss, Charles M. Manly, Lieut, Humphreys, late of the U. S. A.; Lee S. Burridge, Clifford B. Harmon, William J. Hammer, and Rhinelander Waldo.
Just After Curtiss Landed at Governor’s Island
Pictorial News Co.
: 1
AERONAUTICS
Hamilton Flies to Philadelphia
First Round Trip Between Cities.
SCHEDULE OF THE FLIGHT. TO PHILADELPHIA.
Distance. Time. Left Governors Island....... 7:43 A.M. Landed at Philadelphia. 1%?'%g6.0 9:26 A.M. RETURN FLIGHT. ett ehiladelp hia rarer eres 11333) ACME Landed, South Amboy (after a delourittas Bee 53/8. @&0 12.54 P.M. Reascended, South Amboy $7?5.—68-0 6:17 P.M. Arrived at Governors Island”. @® 6:40 P.M. Time to Philadelphia, 1 hour, 43 minutes. Philadelphia to South Amboy, 1 hr. 21 min.
South Amboy to Governors Island, a ee Total distance, Phila. and return, w miles.
Total time in air, 8 hours, 27 minptes, Average speed per hour to Phila., @@9 miles. Average hourly speed from Phila., 51.34 miles. Airline distance, one way, ®#rmiles. 7% Je Average speed over straight line, 480% miles. Notrr.—The distance by path is not exactly ac- curate.
Weight of machine with extra gas tanks, mounted, 950: pounds. Surface main planes, 236 square feet.
(AAG >t Aika, 6 Mia i q- 3 S € — Ti
i aie wae Wruire;
“On eet Chariés K. Hamilton flew from New York to Philadelphia and back in a Curtiss biplane in just a trifle over eleven hours. This is the first round trip between large cities and he
large oil and
kept a schedule which had previously been pre- pared very closely. His average from New York
to Philadelphia and return was 50.72 miles per
hour. On his trip over he méde 50.09 and re- turning, 51.384. A special train on the Pennsyl-
vania railroad followed him nearly the entire dis- tance.
Hamilton made the first start from Governors Island at 7.11 A. M., but the propeller struck an
obstruction, breaking one of the blades. Glenn H. Curtiss took the propeller from his Albany- New York machine, which fortunately was still
housed on the island, and it was quickly put on Hamilton’s *plane, and he prepared for the sec-
ond start, which was made at 7:36 A. M. He rose rapidly to a height of about two hundred feet and circled Governors Island, passing over
his starting point and continued turning, until at 7:43 he actually started over New York Bay, out over the Statute of Liberty and straight for the high chimney of the Standard Oil Company at Bayonne. Heading then to the right over the Kill von Kull at a speed of about 45 miles per hour he flew straight over Elizabethport, where he came in sight of the special train which ac- companied him over the tracks of the Pennsyl- vania railroad. He passed through Trenton at 8:49 and landed in Philadelphia at 9:26, just 1 hour and 43 minutes after starting.
Returning from Philadelphia the start was made at 11:33 A. M. and Trenton was passed at 12:09
re
10
Ang it.
y July, T9T0 P. M. Shortly after this point the motor began misfiring and he became confused by the rail- road tracks of the Pennsylvania railroad and the Baltimore & Ohio railroad. Following the latter to South Amboy, he then decided to make a land- ing and seeing what he supposed to be a meadow on the shores of the Raritan River, he descended, but found the ground was a marsh. The spark plugs were changed and a new propeller sent from Governors Island was put on the machine to re- place the one which he had which was broken in landing. The machine was carried from this wet ground, up, the bank to a roadway, and a new start was made from this narrow place at 6:20 P. M. and Governors Island was reached at 6:40, a little over eleven hours from the time of eaving.
Bosch Magneto and Palmer tires won again. The radi ator was an A-Z.
Cther Flights in Curtiss Machines.
On June 7th to 9th, Willard and Mars were at Topeka, Kan. In flying over a railroad! train, the aeroplane caught the suction from the last carijand dropped to the ground, partially wreck-
Mars was uninjured. — ‘On June 12 at Springfield, Mo., Willard’s en- gine failed him at a critical point, after making two good cross-country flights. In making a hasty descent Willard sustained cuts and bruises and the machine was almost totally wrecked.
J. C. Mars and C. F. Willard gave exhibitions at Joplin, Mo., May 28-31. Both Willard«and Mars did well the first two days. Rain-then intervened and ‘rain checks’ were issued. On the 31st a new “stunt”? was developed.
PROPELLER HIT BY BULLET.
Opening the program of the last day of flights, Charlie Willard launched out on a cross-country flight early in the afternoon. Straight across un even country he flew until he disappeared across the crest of a line of hills. When he did not return after an hour’s wait, J. C. Mars, the other aviator, set out to find him. Following the direction taken by Willard, Mars found him six miles from the aviation field, near Carl June- tion, Mo. Mars landed nearby and discovered that Willard’s propeller had been splintered by a rifle shot, from some person whose identity is un- known. Willard was at a height of 500 feet when the bullet struck his machine. He landed with considerable difficulty, barely escaping collision with a clump of trees. As soon as he discovered the nature of the accident Mars flew back to the aviation field, explained the: circumstances and an automobile carried a new propeller to Willard, Mars returning to him through the air.
Willard’s machine repaired, both aviators flew back to the aviation field and described figures in the air for an hour.
Hamilton finished his engagement at Atlanta, where he made his usual highly spectacular flignts over the Speedway and during the auto races, on May 7th. The day before he made cross-coun- try flight to Jonesboro, thirteen miles away, and return.
At Augusta, Ga., on the 11th of May he aroused an enormous crowd to a high pitch of enthusiasm.
From there he went to Jacksonville, Fla., for May 21-22. Willard flew in Alexandria, Va., May 14, for
thirty minutes in a drizzling rain,
AERONAUTICS July, T910
Wright Students Complete Training. ©9OOOOGHOHOOOOOHOHHHOHOHOHOHOOHOHOOOOOS Dayton, O., June 11.—The Wright Company $ S closed the Montgomery camp the last of May. As ° e © the pupils there had practically completed their S T h € cAvia t10 n $ training they were brought on to Dayton to help © Y train the new men. Since that time, flying has S a W orld ros +S $ been. done in all kinds of weather and in winds 2 x ee ps g running up to thirty-two miles an hour. The men x S are taking long glides, and in fact, are thoroughly 9OOOOOOOOHHOOHOHOOHHOHOOOHOOHOOOOOOOH ° familiarizing themselves with the operation of the peo machine under every possible condition. to get into the air. The ground at the aviation | y Some sensational flights have been made for alti- training camp at Dayton is peat, which rises into ~ * tude, gliding and short circles. Only a few days uneven hummocks and makes what naturally would azo, June Sth, Orville Wright was up to an alti- be thought a most objectionable surface to start ~~» tude of about two thousand feet. When about or land on. The Wright aeroplanes have no a mile and a half or two miles away from the trouble, however. 2 field he shut off the power and descended on an During the last ten days, more than 161 flights I angle, and to avoid over-shooting the mark, he had have been made of a total duration of twenty to make several large circles. This was certainly hours. The meet at Indianapolis, June 13th to an inspiring sight. 18th, is making everyone hustle, the factory is
Duval La Chapelle, Paris; Walter Brookins, turning out a machine a week, and the Exhibition Dayton Ohio; Ralph Johnstone and Frank Coffyn, Department has bookings already to keep at least of New York, and Arch Hoxsey, of Pasadena, Cal., twenty-five machines going in the fall.
New Stability Plane on Wright Machine
with A. L. Welch, of Washington, are the men who BisHop Wricut Takes First TRIP. have completed their training.
The photograph shows the students putting the truck under a Wright aeroplane at the Montgom- ery, Ala., aviation training camp in preparation for starting a flight. The rail on which this rolls is in sections which may be handled easily and quickly placed in position. Unless it is found de- sirable to make a quick and short start, as in a restricted area, the tower and weight are not used,
On May 25th the Dayton Aeroplane Club was invited by the Wright Brothers to visit the grounds and witness the flights. Eight were made, on one of which Orville Wright went up to 2,720 feet. In another flight Orville took his father for his first ride, remaining in the air for ten and one-half minutes. “The last trip of the day was made by the two brothers together, for the first time.
but the machine travels along the rail with its A committee has been appointed by the Aero. own propelling force, gaining momentum until plane Club to arrange for a suitable memorial the aviator raises the elevating planes and the to the Wrights. The club will also purchase an aeroplane rises in flight. The use of the rail aeroplane and has two sites im views for an aero-
makes it possible to start on short notice on almost drome. The club now has over six hundred mem- any kind of ground affording sufficient open space bers.
11
AERONAUTICS
Wright Machines Now Have Tails.
The illustration herewith shows the tail now be-
ing used at Dayton. This apparently is either under independent control of the operator or is
connected by crossed wires*to the front rudder and acts in conjunction with it. A rudder of this noa- ture, under the control of the aviator, has been added to some of the French Wright machines, and in the German, Wright machines a fixed horizontal surface, 12 ft. by 2 ft. is also located as shown.
Lots of Flying at Mineola. Mineola, June 11.—A lot of credit must be given to Clifford B. Harmon, who is the only amateur
in the East, at least, who is doing much flying.
Since he began flying at Mineola his aerial trips have become longer and longer and he has ventured forth in greater and greater breezes. couple
He has had serious conse-
a of accidents of no very
July, 1910
Seymour, who bought A. P. Warner’s Curtiss, claims that he finds it very difficult to turn to the right, which is in the opposite direction to
that of the rotation of the propeller, and a larger circle must be made than, when turning to the left. The ailerons seem to have greater effect and stability is more easily maintained when turning to the left. In flying straightaway in calm air no turning movement of the aeroplane itself no- ticed.
Captain Baldwin, since the first of May, has had about twenty days’ flying, beginning with just runs the ground and getting up to a fifteen- minute flight. Captain Baldwin believes in a low center of gravity and has hits motor placed low down on the lower plane, driving his propeller by
is
on
a chain. While he uses ailerons now, he will shortly put back his vertical fin on top of the
upper surface.
Hamilton making a Sensational Dive over the Aeronautical Society’s Shed
quence, though a few days ago in landing a bit abruptly the running gear gave way, breaking some struts and the propeller.
FLIES 55 MINUTES.
Hlis best flight has been one of fifty-five min- utes and no one took particular notice of the fact. A year ago this was about the record
and the papers described in full detail everybody’s aeroplane, even if on paper only.
These accidents Mr. Harmon to of power in his seven cylinder Gnome motor. has sent abroad for new expects will make everything all right again. other Farman will delivered him shortly.
lack ‘He valve springs which he An- tc
ascribes
machine also be
Joseph Seymour, the auto race driver, has made
more than a hundred flights, from little jumps to one of twenty minutes day before yesterday.
12
N. Y. World Photo
Harry S. Harkness is compsteting a big shed to house his Antoinette.
W. L. Fairchild has installed his Requa-Gibson motor, and will be ready in a few days to give his his monoplane, which comprises some new features,
a try-out. In the next issue we will be able to give full details of the machine.
In the Aeronautical Society’s shed, Frank Van Anden has a new biplane, W. J. Diefenbach is still working on his biplane, the Louis Rosenbaum
monoplane is nearly ready for trial and Miss EB.
L. Todd has her machine there. Edwards and Edick have a Curtiss-type biplane with a motor
of their own make installed.
Francois Raiche, who built a Curtiss-type bi- plane for Daniel Frisbie, of rochester, started to try it out on June 8th. The engine was cranked, Raiche got in the seat, touched the accelerator
AERONAUTICS
and—but the machine did not move. Raiche looked wonderingly around to see why it didn’t go, but there was nothin’ doin.’ The machine was given a good strong push and it ran along for ten yards when the propeller came off and the crank- shaft broke in two. The engine has four ecylin- ders, opposed, arranged horizontally. On a pre- vious trial of the engine, the cylinders broke.
Hamilton Flying at Mineola.
On the day of the Curtiss flight, Hamilton and his machine arrived in New York. Within a few days it was down at Mineola where Hamilton did some of his highly sensatronal flying for the benefit of the hundreds of people, automobile par- ties from New York, wealthly residents of nearby summer colonies, who are on hand daily now to watch the flights of Hamilton, Harmon, Seymour and Baldwin, and to look over the other machines being built there in the sheds and tents.
Hamilton goes up to a height of several hun-
dred feet and then makes a dive to the earth at an angle of nearly forty-five degrees. Within
twenty-five or thirty feet of the ground he shoves up his front control and the crowd breathes 2 sigh of relief at the safe and easy landing after the fearful dip. On only one occasion here has he carried a passenger.
On June 5th Hamilton besan covering the ma- chine anew with cloth, as the old material had become worn out with almost daily use in all kinds of weather, in preparation for the flight to Philadelphia, and on, the 8th he made a trial flight with the new covering.
FLIES 66 MINUTES.
The weather delayed Hamilton’s projected Hight to Philadelphia and the aeroplane was not ready at Governors Island till the afternoon of June 11. Toward evening Hamilton made a great flight of G66 minutes, soaring and swooping like a gull over the ferry boats plying the harbor, not landing until it was pitch dark. On Sunday, the 12th, the drizzling rain of
another flight was made in about ten minutes. STEVENS GIVES ADVICE TO FLYERS.
A. Leo Stevens offers a valuable suggestion to aviators. He argues that aviators should carry with them on the machine on cross-country flights a spare propeller. This would add little weight to the machine and would certainly avoid delays dependent upon the breaking of the propeller.
Erickson Gets His Plane Off Ground.
After experimenting for several months with two different biplanes, Louis G. Erickson, of
Springfield, Mass., finally made good. On May 12 he rose about ten feet in the air, traveled! sixty feet or more at a very uncertain angle and then shut off the power just as it looked as if the bi- plane would turn completely over and bury the aviator beneath its wreckage. On May 20: another trial was made, but no better results obtained.
This is the second biplane Mr. Erickson has built. He is now working on another biplane, the planes of which will be 5x30 feet. The frame will
be of spruce and bamboo, and the fabvie wisi be rubberized silk instead of varnished cambric.
13
July, 1910
DETAILS OF THE ERICKSON II.
Main planes, which are perfectly flat, measure 20 ft. by 7 ft., covered with cambric, which was treated with linseed oil and Japan, equal parts of each. Bamboo construction is used altogether for ribs and main beams. Ribs placed 1 ft. apart and tied to main beams, overlap of 10 in. to the rear. Ribs, % in. diameter. The uprights are 1 in. bam- boo, 4 ft. 6 in. in length. The riser is 2 ft. by 6 ft., bamboo frame also. The rudder is 2 ft. by 6 ft. horizontal and 2 ft. by 3 ft. vertical. Both riser and rudder Curtiss copy. Outriggers to riser and rudder are 1-in. bamboo, distance of each 11 ft, 6 in. Ailerons, 2 ft. by 6 ft., work with shoulder brace. Chassis, 32 in. by 20 in., regular aeroplane wheels with Hartford Aviator Tires, set same as Curtiss type. Bracing, No. 18 piano wire used with cop- per ferrules. Propeller 6 ft. 6 in., 11 in. at ends, made of Philippine mahogany, laminated 6 pieces, true screw. ‘Motor power, a 30 H. P. Harriman- Fitzpatrick make, turning propeller 1,000, develop- ing about 200 to 225 pounds thrust, holding aero- plane by means of rope tied to floor. Weight com- plete with motor, 475 pounds.
Flights at Plum Island.
William Hilliard, an auto racer of Boston, has been making successful flights in a Herring-Bur- gess machine at the company’s trial grounds at Plum Island, Mass.
The Herring-Burgess aeroplane bought by C. W. *arker, a showman of Abilene, Kans., made its first flight since the latter's ownership on May 20 at Salina. Shortly after it left the ground it was struck by a gust of wind and LaComme, the inex- perienced pilot, shut off the motor. <A couple of braces in the running gear were broken.
Indianapolis Meet Opens.
Indianapolis, June 15.—The second day of the meet closed yesterday. Five Wright aviators are here and in addition are: J. W. Curzon [Farman], M. Marquette {Marquette], R. Shaw [Shaw], Lincoln Beachey [Beachey] and G. L. Bumbaugh [Fisher].
Previous to the opening the Wright aviators made some preliminary ascents.
New Wor.ip Artirupg Recorp?
W. H. Brookins [Wright] flew to an altitude of 4384 feet. A confirmation of this was sought and the corrected height put at 2100 feet. There may be an error in the sending of one or the other of the messages. Orville Wright himself made a short flight. Brookins made 6 miles for the fastest 10 mile prize. A. L. Welsh [Wright] made the mile trial in 2:32. Brookins gave a spectacular exhibition of figures, sharp turns and a dive. Two ma- chines were in the air at once, each carrying a passenger for 12 minutes.
Brookins [Wright] made a trial high flight, going up to 2093 feet. In the second trial he did even better, being measured at 4384 feet by A. B. Lambert of the St. Louis AZ IC:
G. L Bumbaugh met with an accident in a machine of local make. after getting sixty feet in the air. Bum- baugh, the veteran balloonist and dirigible pilot, was caught under the machine when it fell, and painfully injured.
Full details of the meet will appear in the next issue,
AERONAUTICS
July, 1910
The Erickson Biplane
SOSSSSSSSS SSS SSSSSOSOSOS OSS S SHS HSSOSOSOSSOSOSO OO OOOOOOOSD
c/Vlachines
SOS PSSHSSPSSSSSSE SOSH SS SSSSSSSSHSSOSOOSSOSH OSE SOOSOOOOOOROD
New
Bicycle Rider Turns Aviator.
Charles W. Miller, the world famous six-day bicycle rider, says he expects to win the New York- St. Louis $30,000. prize.
Mr. Miller has just had completed by Messrs C. and A. Wittemann, of Staten Island, an aeroplane of his own design, equipped with a 75 H. P. White- head motor, a comparatively new, high powered aviation motor. With this power Miller’s aero-
plane, which is of the biplane type, is expected to carry three.
The main planes spread 35 ft., by 64 ft. fore and aft. These are covered with No. 6 Naiad cloth laced to frame and stretched to drumhead tightness. These are spaced 6 ft. apart.
The steering is operated by a wheel as in an automobile, somewhat similar to the Curtiss ar- rangement. The front elevator has an 8-ft. spread, by 24%-ft. depth. A double surface, self-balancing tail is provided for stability, with a single vertical rudder in the center. Vertical surfaces between the planes, similar to the Voisin machine, tend to maintain lateral equilibrium. The machine is trussed with steel aero cable, galvanized to pre- vent rusting, fastened to Wittemann turnbuckles and specially designed eye bolts.
Chas. W. Miller’s Aeroplane, Built by Wittemann
AERONAUTICS
The chassis is equipped with three pneumatic tired wheels, the rear wheels having a spring shock absorber, as shown in the June number.
The ribs are three ply, laminated ash and spruce. The weight of the machine, complete, is 760 pounds. - The magneto is Bosch high tension radiator E] Arco.
The propeller of the Miller aeroplane is 8 ft. in diameter, of 6-ft. pitch. The Whitehead Com- pany reports that ‘On test it gave 270) pounds thrust, but this by no mears utilized the power of the engine, the propeller being one that was merely calculated to drive the aeroplane about thirty-eight miles an hour. For higher speeds Mil- ler will carry different propellers.
“On a preliminary test, the engine with a 10-ft. propeller, with a 7-ft. pitch, and 17-in. width of blades gave a thrust of 410 pounds.
“This is the greatest thrust that has ever been
developed by a single engine on a single screw
July, toro
has a mueh deeper eurve and is set at a consid- erable angle. Lateral stability is maintained by the raising and lowering of the bottom planes, making them more or less effective.
The gyroscopic force of the revolving motors also tend to keep the machine on keel. When the machine was first put together there were two horizontal rudders, 6 ft. by 4 ft. 3 in.—one 14 ft. in front and the other the same distance in the rear, but after a few other surface was added to each rudder. one was made stationary
eylinder an even
trials an- The rear y and the front one was moved to within 10 ft. of the main cell. With this improvement the machine flew about 100 ft. at a height of 6 ft. The flight was stopped by the
breaking of the tail. Owing to breakages, no more flights haye been made. There are two revolving cylinders, 36 h. p. Ad-
ams-Farwell engines, set one on each side of the
Demoiselle Type Made in Seattle
for the given power and pitch speed, which was 5,600 ft. per minute.
“The Whitehead motor in construction is of the utmost simplicity, there being no valves, springs.
“ams, cam shafts, rocking arms, or intake mani- folds. There is absolutely nothing to get out of order. The utility of the two-cycle type and its ability to make long runs without getting out of
order is generally recognized. The Whitehead motor has reached a degree of perfection which has neve before been attained by this type of engine, and its
lightness, only 200 pounds, makes it the leading engine for aviation.” The Andrews Biplane. E. F. Andrews, of Daytona Beach, Fla., has
built a biplane which has a wing spread of 45 ft., the top plane being about 4 ft. shorter than the bottom one. The planes are 7 ft. wide at the middle and 4 ft. in. at the tips, and are 6 ft. apart. The top plane has a very small curve and appears to be set level, while the bottom plane
ee o
15
aviator. These drive direct two 7 ft. 4 in. tractor propellers of 4% ft. pitch.
The machine weighs about 600 lbs. and is mount- ed on three small wheels without springs. The horizontal and vertical rudders are controlled by two small wheels, one the other, while the
balaneing planes are controlled by foot wires.
above
Sails Over New York.
New York, June 14.—-Fred Owens sailed his Il. P. dirigible from Hillside Park, Newark, across New York to-day. Passaic was crossed, then the Hudson River to the City Hall. The engine got going bad and he attempted to land on the roof of the City Court Building. Someone in his zeal to help grabbed the trail rope and the airship hit the chimney, breaking the frame and stopping the motor. ‘he ship went up again in this condition and crossed the East River, narrowly missing the Brooklyn Bridge, to a safe, though precarious landing in a tree in Brooklyn; when he was res- cued by firemen.
6
AERONAUTICS
Seer ae ee eee Cy | of + News mi ghe } : Coast : i i ke By~ Cleve. T. Shaffer fe of ‘ ok erdordordertorgertongecgertergengecsonte oheeorsechece hechonzecboege oho cte hehe short: The Loose Monoplane.
EORGE H. LOOSE, of the Pacific Aero Club,
( ; has just completed a new aeroplane which he is now trying out.
The machine, 32 ft. spread, 31 ft. long, and 7 ft. high, is noticeable for its bird-like lines. It is very well and strongly built, having a number of novel and original features, several of the con structural details being especially praiseworthy.
Planes, in two halves, do not attach direct to body but join together a few inches above the in- verted triangular frame, where they are held hy
July, T9r0 26”; rims and tires appear rather too narrow, hub 6”. Steel tubing axle supports the two 28” by 1144” elliptic springs, one on each side. Eight 1”, by 16 guage steel tubes, 4 on each side, branch from spring clips and support the bird-shaped body.
Body. 1%" round spruce members connected with same ingenious patent fasteners, as shown in photo of former machine (AmRONAUTICS for April) form an inverted triangle; the front carrying a special alloy casting which holds the front bear- ing (R. I. V.) of the propeller shaft, fins cast integral allow the frame members to be bolted to casting making a very rigid front bearing, the inner end of casting taking the thrust or pull bearings. Uprights, 35” apart, guyed with piano wire and turnbuckles of own make. Seat of alum- inum 2 ft. from ground, placed over lower frame member. Two wire-wrapped, steel-shod skids are placed at the rear extremity of the frame.
Rudders and Keels. Horizontal rudders, Antoin ette type, front edge 18 ft. back from rear edge
George H. Loose Machine
rigid connections; are 10) ft. deep at the joining and extend 16 ft. laterally, the depth of the curved ends being 7 ft. 6 in.; total surface 275: ft.
Construction, double covered ribs, % in. by \4 in., 6 in. apart, 3 built-up lateral wing bars or beams, 1 in. by % in., with % in. blocks between. Curvature, are of a circle, a little over 1 in 19, greatest depth at approximately center of plane.
Incident angle on ground 9 degrees, flight about 5 degrees. Three bamboo poles 12’ 2” long, rein- forced with two wires, on each side, one behind the other in the plane of flight, take the weight and also a part of the lift of the planes, being fixed to the chassis at their lower ends in such a manner as to be easily removable in demounting wings.
Mounting. The novel idea of using full elliptic springs is, I believe, in this machine its first adap- tation to the aeroplane. Tread, 8 ft.; wheels,
16
main planes, 2 triangular surfaces 4 ft. wide 28 in. deep, between which is a vertical rudder 44 in. high by 80 in. wide. These rudders are kept in their normal position by spiral springs. ‘The en- tire rear rudder construction is of small steel tubing properly brazed.
Keels, both horizontal and vertical are in evi- dence, tapering down from size of rear rudders to a point 10 ft. therefrom on the frame and having about 40: sq. ft. in the horizontal and 34 sq. ft. in the vertical.
Power Plant. In deference to Mr. Loose wishes, description of motor, further than it is a 4 eylin- der 334” by 4”, 25 H. P., is withheld as is method of lateral control. The motor placed! in front of and above operator drives by a short chain. The driving member is a 9” diameter 3144” face cone clutch, mineral-tanned leather face. Gear ratio
AERONAUTICS
9
2 to 1 of propeller. A rear propeller shaft bear- ing is affixed to the front of motor. In ‘Mount- ing’ have given description of front and thrust bearings. A clutch lever extends to within reach
of operator’s seat.
Propeller is 7% ft. diameter, 8 ft. pitch, but looks to be wasteful of power. R. P. M. stated 800.
Radiator, constructed of brass tubes 134” wide, is of neat workmanship, specially built for this machine by the Pacific Radiator Company of San Francisco. It is of a triangular shape and fits into
July, 1910
the body frame-work over the motor, not increas. ing drift to an appreciable extent. It is doubtful to the writer if the comparatively high pitch speed, 8x800—6,400 ft., can be realized with the 25 H. P. and 7% ft. diameter propeller.
The weight of machine complete with operator and fuel for 10 miles is about 700 pounds, which compares favorably with the Bleriot XI, the lat- ter having 23 H. P. and 151 sq. ft. lifting sur- face.
The body design is ideal in allowing propeller shaft free passage.
Miguel Lebrija has demonstrated that an aero- plane will fly in the altitude of Mexico City (7,500), and with a Bleriot monoplane he re- cently made fifteen successful flights on the plains of Valbuena.
Starting from the hangar, Mr. Lebrija ascended to the height of sixty-five feet and successfully steered his machine around and around through the air, maintaining that height for five minutes when he descended. After receiving the congratu- lations of his many friends who witnessed the performance, Mr. Lebrija again mounted his seat and made fifteen more flights, all more or less of the same duration as the former.
Machine Used Was A Bleriot Monoplane.
The machine he used in his wonderful per- formance was a monoplane of the Bleriot type similar to the one used for the cross-channel flight by Bleriot and was not equipped with any special motor or attachments, but was simply a stock ma- chine as received from France.
In starting the machine left the ground 200 meters (666’ 2”) from the starting line and rose to a vertical height of about sixty-five feet, and during the many trials this height was not ex- ceeded by the aviator, but he stated that he could have gone much higher if he had so wished.
Apparatus under Perfect Control.
The monoplane was under perfect control and obeyed the rudder with ease and when landing glided gracefully to earth and stopped without any perceptible jar. No accident occurred during any of the flights and there was no difficulty experi- enced with the motor and Mr. Lebrija, by these flights has plainly demonstrated that heavier than air machines can be flown successfully in this alti- tude, and the former theory that this was impos- sible on account of the experiments made with a few buzzards brought from Veracruz which died, a few days after reaching here, was completely exploded.
Yesterday Mr. Lebrija while trying out his ma- chine, arose to the height of about thirty-five feet, and maintained that height for about ten minutes to the delight of the numerous spectators that had gathered around to witness the flight.
Mr. Lebrija while in the air stopped his motor and glided towards the ground, and when about fifteen feet from terra firma, started the motor again and rose to a height of about seventy-five feet. Then stopping the motor he gracefully glided to the ground, making a safe landing. After this Mr. Lebrija made several other flights, all of which were successful.
17
Flying in Mexico
By E. L. Ramsey.
Mexican Army Is to Have No Balloon Corps—War Department Denies Rumors to That Effect.
For some time rumors have been current to the effect that the Mexican Army was going to be equipped with an Aerial Fleet for which pur- pose a number of Aeroplanes and Dirigible Bal- loons had been purchased and that the equipment would soon arrive in Mexico.
These rumors were denied at the war depart- ment yesterday by Col. Luis Perez Figueroa, who stated there was no truth in the reports. Col. Figueroa said:
“Some officers of the Mexican Army have been commissioned to study aviation im various coun- tries, but further than this, the war department has not taken any steps to equip the Mexican Army with Aeroplanes or Dirigible Balloons.”
An Aviation Treaty Between Mexico and the United States for the Proper Regulation of Emigration and Smuggling.
The Mexican Ambassador in Washington, Sr. Francisco L. de la Barra and Secretary of State Knox, have been discussing a treaty between the United States and Mexico with regard to aerial navigation and which will have for its purpose the enforcement of the treaties at present in force with regard to emigration and smuggling.
The treaty which will be signed by Mexico and the United States will be the first of its nature in the world as up to date, while the several nations of the world have apparently become alarmed at the perils offered by aviation in the event of war. they have done nothing towards solving the prob- lem as regards the improper passage over frontier lines.
March 18, 1910.
Enclosed find money order for $3 for which please renew my subscription to your valued publication. If I should miss a copy I would want to sue you for all you’ve got.
H. D, CALLAHAN.
San Saba, Tex,
AERONAUTICS
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Tanforan Meet Held in Conjunction With Auto Races by the San Francisco Motor Club.
The biplane belonging to Roy Crosby, equipped with a new motor and having a number of changes in its the field at Tanforan, but the wind new aviator,
Greene make-up, was May
too
brought out on Cale 29th and 30th, evidently strong for the Harold Hall, to buck against. Hall, who is only 18 years old, has made several flights with this machine and Johnson’s “Curtiss.”
was
also has flown Frank
The gliding contests attracted a large number of
entries. All flights were towed. The two-rope way
of towing is open to criticism, it being in the writer’s opinion a dangerous method. Ten-year-old Walter Sittman won first prize of
$100 for height, Wolf and Becher won second. <A novel feature was the flights by the three young Misses Johnson, one of whom won second prize. The second day the first prize was won by Har- old Winthrop; second by J. Sittman, the 3echer and Wolf gliders winning three prizes.
prize
Robert Bergfeld, while being towed by two autos
had a bad fall owing to a rope breaking. The glider was totally destroyed, Bergfeld having a
lucky escape.
Exhibition at San Jose. San Jose, Cal., is tired of aviation and the pro- moters of the Auto and Aero Show during the Rose Carnival, had a hot argument with Frank H.
18
July, TOTO
Johnson, who has been giving none too sensa- tional exhibitions with his Curtiss machine. John- son is reported to insist on pay whether he flies or not. During the fete Johnson made one or two short flights and Harold Hall took Whipple Hall's Curtiss machine for a mile.
' University of Illinois Flights.
The aviation ‘‘meet” of the University of IIli- nois, at Urbana, was a fizzle, all but the kites of Samuel F. Perkins, who had his usual big display of kites to make good when the aero- planes fail to fly. In a preliminary flight the day before the exhibition day, May 21, Otto Brodie considerably damaged the Curtiss aeroplane. ‘The wreck was brought back to the university wood
shops, and with the help of instructors, employes and students, was repaired late at night. Nothing more was done until the 25rd, when they took it out on the golf links. (In the repairing different wood had been used, and it had been rained upon, soaking it and putting the machine out of bal- ance.) srodie ran the machine several hundred yards, under power, on the ground, and then Hew
back to the starting point, hit a small sapling, and —two hours or so for repairs. Brodie or Wild made eleven starts, and once rose almost two
feet off the ground and stayed up for almost thirty feet. So everyone came back in disgust and! the machine went back to Chicago the next day.
The reasons ascribed to the failure of the event were: The unbalanced condition of the machine, and the overweight, due to the soaking; the small- ness of the field, 400 or 450 yards; the crowding of the spectators, and the possibility of the engine being underpowered.
First National Novice Meet.
St. Louis, June 12.—The first real aviation meet at which no other inducements than prizes are offered will be held at St. Louis, July 11 to 16. the postponed dates of the First National Avia- tion Meeting for Novices of the Aero Club of St. Louis, which was to have been held June 20 to 25. Already four actual entries have been received on the entry blanks provided for the purpose for th’ first time in America, accompanied by the $10 entry fee, to be refunded to entrants whose ma- chines are on the ground Saturday previous te opening day.
Seven town have
more entries are promised from out-o’ owners or builders, while five St. Louisans signified their definite intention to partici- pate. The first entry came from William Thomas. of Hammondsport, N. Y., with his biplane, re- cently deseribed in AwrRoNAUTICS. Other entries came from William Curtiss Robinson, of Grinnel Ta. (monoplane), and from Erie Bergstrom, Chi- eago, Ill.. with what he claims is the smallest monoplane for its carrying capacity in the world. Howard Gill, of Los Angeles, Cal., entered a Gill Dosh biplane, and expects to enter a Curtiss-type biplane also.
Entries will close at the regular fee on June 30 They will be accepted at $20, not to be refunded: until July 5, and until July 9 at $100, not to be refunded. Blanks and all particulars can be ob- tained upon application to HE, Percy Noel, secre-
AERONAUTICS
tary of the Aero Club of St. Louis, 304 North Fourth Street, St. Louis.
The meeting was postponed in order to gain tim« in which to obtain larger grounds to accommodate the number of machines of which entry was prom- ised. It is now expected that twenty planes will be on the field, and the construction of half tha. many sheds will be begun at once, others going 1] as entries are received.
The new grounds will be sufficiently large for al purposes and will form the permanent aviation field of the Aero Club of St. Louis, to be known as Camp No. 3. The Aero Club has already es- tablished a small field within the city limits, wher« H. A. Robinson and J. N. Sparling are practicing with their machines.
Aeroplanes Will Fly in Montreal.
Montreal is giving evidence of her progressive spirit by announcing an aviation meet to take place there, commencing on the 25th of June and las ing until the 4th of July.
The meet will be held under the auspices of the Automobile and Aero Club of Canada, which affiliated with the mother institution in Great Britain, and is being organized by E. M. Wilcox, publisher of Motoring, and C. W. Bennett, a well- known Canadian theatrical magnate.
Five Wright machines will definitely fly and it is expected several others will participate.
St. Louis to Hold Show.
Under the auspices of the Aero Club of St. Louis, the St. Louis National Aero Show has been organized, and will be held in the Coliseum Build- ing, October Sth to 13th, during the period when outdoor aeroplane and balloon events will take place in St. Louis, and is under the management of G. L, Holton.
The Aero Show will be a complete exhibition of
is
things aeronautic, and will include displays of nearly every manufacturer of aerial apparatus
and supplies in America, and agents for foreign makers.
In kindly offering free news service of the show, the promoters state:
“The show has been organized with a _ serious purpose, which we believe will be appreciated by the press of America, in that the object is to advance the American aeronautic industry so that it will compare favorably to the industry which already exists abroad.”
ee wha “2 ~ MAL
Model Flights.
At Hempstead Plains, Mineola, there will be cross-country model aeroplane flight contests every Saturday afternoon, also kite flying contests free to all.
Long Island,
Mr. Edward Durant, director of the Junior Aero Club of America, has donated silver cups for both contests, and the president of the Mineola Press, Mr. J. H. Ellensohn, is in charge of the contests.
Members of the New York Model Aero Club will also compete in the model contests, and the school boys of Garden City and Mineola will be active in competing for the kite-flying contest cup.
Frank Schober made a new record in model con- tests at the 22nd Regiment Armory, New York, June 4th, by flying a Langley-type model 215 ft.
19
July, 1910
~-
BS —_ a
i LA) ¥ X =
Aeronautic Calendar for U. S.
June 13-18—Indianapolis, Ind., “First Nat. Avi- ation Meet,” with exhibitions with Wright ma- chines and open to all others.
June 18-19—Louisville, Ky., and Mars.
June 21-26—Nashville, Tenn., exhibition flights at Military Tournament by Hamilton.
June 22-25—Minneapolis, Minn., flights by three Curtiss aviators. 22-26—Minneapolis and St. Willard and Mars.
June 28-July 5—Montreal, with five Wright
June 29-July
flights by Curtiss
June Paul, Curtiss, aviation meet, others.
la., Avebeere arc
Cane machines and 1—Sioux City,
Mars. “(iL
July 2-4— Aurora, Ill., exhibition, one Wright machine.
July 2-5—Pittsburg, Kan., Wright flights, on maching. 2- KC 3 MK
Te eyes eer iets races.
July 5-6—Peoria, Ill., balloon race.
x. 7
July 9-14—-Omaha, Neb., flights by Curtiss, Wil
lard, Mars and others. | #4 ¥ = nl 1a C ba RBig Cae
x
July 11-16—St. Louis, balloon race and avia- tion meet for novicesfipy pp, TR = ©) 1/6 August 12—-Indianapolis, Ind., balloon race. Sept. 5-10—Lincoln, Neb., exhibition flights
Wright aviators.
by
Sept. 5-10—Hamline, Minn., exhibition flights by Wright aviators.
Sept. 17—-Indianapolis, Ind., elimination rac for Gordon Bennett balloon race.
Sept. 19-24—Detroit, Mich., Wright exhibition flights.
Sept. 26-30—Trenton, N. J., exhibition flights by Wright aviators.
Oct. 1-8—-Springfield, Ill., exhibition flights by Wright aviators.
Oct. 3-8—Sedalia, Mo., exhibition flights by
Wright aviators. Oct. 5-15—S
St. Louis, Mo., aeroplane exhibition. Oct. 8-13—St. Louis, Mo., Aero Show. Oct. 17—St. Louis, Mo., Gordon Bennett balloon race.
Oct. 22—Mineola, N. Y., Gordon Bennett and other aviation contests. Dee. 1-S—Chieago, IIl., aeronautical exhibition
of A. C. of Illinois.
-
ae Lew ( SnAges
S in. The model was launched or started from
the floor. On May 21 the West Side Y. M. C. A.. New York,
held another model contest at the 22nd Regiment Armory. At this contest there was a new cup offered by M. P. Talmage for the boys’ class, to be flown for by machines having two propellers.
The first leg was won by Frank Schober, 164 ft. 4 in. Second was F. M. Watkins, 154 ft. 5 in., and third, C, G. Halpin, 139 ft. 10 in.
In the men’s class Mr. M. P. Talmage, with a Wright biplane, flew 132 ft. 1 in. This: is the longest flight ever made with a biplane at any of the contests. Dr. Dederer gave an exhibition flight with his new machine and succeeded in making 195 ft., the longest flight made by any
machine since the flights were started.
AERONAUTICS
July, 1910
News, Genel
AFFILIATED CLUBS REVOLT.
Form New Organization. 2
Resenting its deeds and misdeeds, its arrogant attitude, the lack of representation, so on and so forth, half of the affiliated clubs have formally cut the strings of the Aero Club of America’s apron and will now shift for themselves as_ best they may.
This happened at a meeting of the affiliated clubs called by the A. C. A. and held in its rooms on May When the delegates were ealled to order in the morning there seemed to be no business to transact except to renew affilia- tion for another year and make any suggestions to the mother club which might or might not be acted upon in the discretion of the board of di-
"9 23.
rectors. Someone moved to adjourn. Following were the delegates assembled: A, B. Lambert, Indianapolis and St. Louis; Col. Jerome
H. Joyce and A. Albert Hughes, Baltimore; A. W.
Carpenter, Harvard; W. B. Strang and George M.
Myers, Kansas City; James E. Plew and Victor Lougheed, Chicago; J. V. Martin, EK. C. Brown and R. M. Allen, Harvard Aer’l Society; J. S. Fanciulli, Washington; J, M. Satterfield, Buffalo ; Alan R. Hawley, Pittsfield, and Augustus Post, Canton.
In the afternoon a second meeting was held. Samuel H. Valentine, the chairman of the morning meeting, Philip T. Dodge, Augustus Post and Alan R. Hawley, all of the A. C. A., withdrew at the second session, after granting the use of the club rooms. Jerome S. Fanciulli, representing the Washington Club could not officially represent that body at the afternoon meeting.
A resolution was adopted calling for the organi- zation of the American Aeronautic Association, which was then formed with George M. Myers, Kansas City Aero Club, President; A. B. Lambert, St. Louis Aero Club, First Vice-President; J. V. Martin, Harvard Aeronautical Society, Second Vice- President; Victor Lougheed, Aero Club of Illinois, Secretary, and Col. Jerome H. Joyce, Aero Club of Baltimore, Treasurer.
The reason for the new organization was de- fined in the following resolution, which was unani- mously adopted :
“We recommend that for the administra- tion of Aeronautical affiairs, of national or local character in the United States, the American Aeronautical Association be formed at once, with oflicers elected’ to serve until June 22nd, 1910, in New York City, at which time we recommend that new officers be elected for the ensuing year.
“We further recommend that all aero- nautical clubs and bodies now existing or in the future to be organized in the United States, including the Aero Club of America,
a0
be invited to join this Association upon some acceptable basis of powers and repre- sentation, founded upon the numbers of such clubs, or upon their membership, in ac- cordance with rules and regulations to be enacted into permanent form by the repre- sentatives of affiliated clubs here assembled, and to be revised from time to time as may be decided at future meetings of the rep- resentatives or delegates of affiliated clubs.”
The following letter was delivered to the A. C.
A. together with a copy of the resolutions printed above:
“New York, May 23, 1910. “To the Aero Club of America,
“29 West 39th Street,
“New York City. “Gentlemen :
“At the meeting held today by repre- sentatives of the affiliated aero clubs, as- sembled in response to your call at your headquarters, 29 West 39th Street, after discussion it was decided that the best in- terests of the affiliated clubs could not be advanced by conforming to the proposed arrangement between. your organization and the Wright Company, and that the future of the afliliated clubs and the interests of aeronautical development in this country could be better conserved by a separate or- ganization, which would not be fettered by the entanglements now existing by reason of our connection with your organization.
“The meeting was, therefore, adjourned without action, immediately after which the affiliated club representatives called a meet- ing for the purpose of organizing the Ameri- ean Aeronautical Association, to be a demo- eratie organization, representative of the aeronautical interests of the entire United States, for the purpose of controlling aero- nautical events in this country.
“In accordance with the expression of opinion in the foregoing resolution, you are cordially invited to send delegates to our next meeting.
“In, closing we wish to extend our sincere thanks for the courtesies of your organi- zation.
“Respectfully yours, “THE AMERICAN AKRRONAUTICAL “ASSOCIATION,
“Per VICTOR LOUGHEED, “Secretary.”
New National Body Organizes June 22.
On June 22 in New York there will be held a big convention with representatives from a large portion of the eighty-odd aero clubs in the country, at which time officers will be elected for the ensuing year, plans formulated for the work of the body, the adoption of rules governing con- tests and the various prize offerings now awaiting the action of the convention, etc.
As announced in the last issue, the movement for a national body was started by the issuing of a letter by Hudson Maxim, president of The Aeronautical Society, to all the aero clubs of the country. This met with great response.
AERONAUTICS
The day foliowing the secession of the A. C. A.’s clubs several meetings were held between repre- sentatives of the newly formed American Aero- nautie Association, and of the Aeronautic Federa- tion of America with the result that the conven- tion of June 22 will be a joint affair comprising delegates from all the clubs with which corre- spondence has been had by both movements.
At a meeting held on June 2 of the Aeronautic Federation of America a temporary committee was formed taking in members thereon appointed for this service by the various clubs associated with the federation. Some forty clubs are represented on this committee, which is headed by Professor David Todd, of Amherst, and Thomas A. Hill, who has been one of the most over-worked energetic enthusiasts in the movement and is doing all the work of the committee up to the time of the con- vention, was made Secretary-Treasurer.
A proposed constitution and by-laws for adop- tion at the convention is being put into shape now by Mr. Hill. Daily more clubs are being added to the list of those sending delegates to the convention.
ALL CLUBS FOR HARMONY.
the F.
The Aero Club of Washington is watching new movement with great interest. Dr, A. Zahm hopes that the ‘final outcome will be one grand aeronautical organization embracing the whole country and enjoying solidarity and har- mony of action.’’
While the Aero Club of Ohio has renewed its affiliation with the A. C. “A. for another year, the secretary, Mr. J. Blake, states: ‘““‘We * * #* hope that some course will be adopted that will promote general harmony.”
Wright Injunction Vacated.
New York, June 15.—Yesterday the U. S. Circuit Court of Appeals vacated the temporary injunction granted the Wright Company against the Herring-Curtiss Co. by Judge Hazel at Buffalo.
The history of the action is as follows:
The Wright Co. moved for a preliminary injunction before Judge Hazel. He held the infringement and validity of the Wright patent had been proved without doubt in the hearing and granted the relief prayed for. Judge Hazel, however, was willing to suspend the issu- ing of the order, but required the defendants to put up a $10,000 bond until the appeal, which was immediately taken by Curtiss, was decided. Now the Court of Appeals has reversed the Hazel opinion, with costs, and a trial of the infringement suit will now be had before 4udge Hazel, with cross-examination of witnesses. The $10,000 bond is cancelled.
The reversal of opinion in the case is not a criterion of the outcome, for no trial on merits has been held. ‘The Court of Appeals merely holds that on account of sharp conflict of evidence and the number of affidavits sub- mitted after the original decision, infringement was not so clearly established as to justify a preliminary in- junction.
Les Aeroplanes—Considerations Theoriques, by Paul Raybaud. (F. Louis Vivien, pub- lisher, 20 rue Saulnier, Paris. Price, 1 franc.) A brief exposé of a new theory on effects of air on moving surfaces, which sets aside much of what has until now been generally admitted on the subject. It is written in French.
21
July, 1910
Lamson vs. Wright Suit.
Paxton, Warrington & Seasongood, of Cin- cinnati, representing Becker & Blakeslee, of Los Angeles, Cal., have filed papers in a suit against The Wright Company and Wilbur and Orville Wright, in the United States Circuit Court for the Southern District of Ohio, Southern Division, at Cincinnati, by the filing of a bill of complaint against the defendants stated, Charles H. Lamson being complainant.
The bill of complaint prayed for an injunction restraining the defendants from making, using or selling aeronautical apparatus, such as flying ma- chines, embodying the invention for which Let- ters Patent of the United States were issued to Mr. Lamson, January 22, 1901, No. 666,427. This patent, it will be seen, antedates by over two years the date of application of the Wright patent under which patent the Herring-Curtiss Company and Glenn H. Curtiss and Louis Paulhan have been sued for infringement. The bill of com- plaint filed as above elso asked for an accounting of damages and profits.
The Lamson patent, while stating that the in- vention relates to “ribbed aerocurved kites,” never- theless sets forth that the construction is capable of use as a flying machine by the application of suitable propelling and guiding mechanism. The patent discloses means for “tilting or inclining” the tips of the wings or planes at each side of the body, and these means are claimed to be equiva- lent to those embodied in the Wright patent and in the Wright flying machines,
The patent contains the following claim:
“The herein-described kite having a central frame, wings projecting out from each side of said frame and means for tilting the tips of said wings with relation to the body of the wing.”
Mr. Lamson charges that the Wrights simply incorporated in their flying machine his inven- tion; directed at maintaining lateral stability by warping or twisting the wings or supporting sur- faces.
Becker and Blakeslee say: ‘We understand the Wrights insist that anybody can use a box kite, but Lamson’s kite as shown in his patent is a triplane comprising ribbed aero- curves and connecting posts or up- right standards jointed thereto corre- sponding to Wright construction. Also tip warping or tilting means and a tail or rudder having horizontal and vertical members. Lamson’s device as patented and operated resembles closely general flying machine struc- tures minus propelling and guiding mechanism.”
Judge Hand, in his opinion in the Wright-Paul- han case, said: “I cannot see any relevancy in this patent.”
The larger illustration gives a perspective view of the Lamson kite with the covering removed from the upper wing on one side. The tilting is effected as follows:
“A general adjustment is made by
guys ‘K,’ each of which is secured at the front lower corner of the frame ‘A’ and at the under side of the upper arm ‘C’ by screw-eyes, or by
other suitable means. By adjusting
AERONAUTICS
the position of these screw-eyes 4 general adjustment of the wings on each side may be made. A more deli- cate adjustment is obtained * * * by loosening one of the diagonal tie- wires of the panel and tightening the other. The simple means here shown for accomplishing this result are two loops f, adapted to slide on the uprights d, each of the two diagonal tie-wires passing through one of these loops. By sliding both of these loops up or down, the inclina- tion of the ribs to the horizontal is adjusted with great precision.”
Bibliography of Aeronautics.
A “Bibliography of Aeronautics’ has just been issued as Volume of the Smithsonian Miscel- laneous Collections. Nearly one thousand pages are required to present the 13,500: references which have been arranged alphabetically by authors, sub- jects and titles covering the subject down to July, 1909. Mr. Paul Brockett, the Assistant Librarian
5D
of the Institution, is the compiler of this valuable contribution to science, and in his introduction he pleasantly reviews the long association of the In- stitution with aeronautics. There have been pub- lished by the Institution two papers on the gen- eral subject of aeronautics, and thirty-five pub- lications on various phases of the subject, since 1861. In greater detail Mr. Brockett reviews the splendid contributions of Secretary Langley to this fascinating science. He tells of the publication of his “Experiments in Aerodynamics” in 1891, and then of his further technical contribution on ‘The Internal Work of the Wind,’ in 1898. Very briefly is the story told of Langley’s two epoch- making flights with heavier-than-air machines. This bibliography a worthy tribute to the memory of the Smithsonian’s late Secretary, and much credit is due to Mr. Brockett for his careful and painstaking compilation.
is
Army News. During the last month at Fort Sam Houston, Lieut. B. D. Foulois made six flights in the Army's Wright aeroplane, the longest being one hour and
22
July, 1910
two minutes. High winds and considerable rain prevented flights on most of the days. Lieut. Foulois also had other duties in addition to aero- nautical service.
Three instructors and seventeen student officers
of the Army Signal School from Fort Leaven- worth were on temporary duty at Fort Omaha
from May 10th to 15th. Captain C. De F. Chand- ler was ordered from Washington to Fort Omaha as instructor; two lectures were given and also practical instruction in the generation and com- pression of hydrogen, spreading and inflation of balloons; the Drachen captive balloon made _ sey- eral ascents, and there was one free balloon trip with Captain Chandler as pilot, and Captain R, J.
W. N. Haskell aids. Signal salloon No. 1 was also used, being manned by Charles De F. Chandler pilot and Lieut. Haskell as engineer.
3urt and Lieut. as
Corps Dirigible
Captain AS
C. H. LAMSON
KITE. (Application filed May 9. 1900
No. 666,427
Record Kite Flight. A new world’s record in high kite flying was made on May 5 by the Mount Weather Observa- tory, 23,800 feet, at which point twenty-nine de-
grees below zero were recorded, the lowest ever registered by a kite-carried instrument. The pre-
vious record was also held by this station of the Weather Bureau. The nearest approach to the three Mount Weather records of more than 25,000
feet was made at Berlin, Germany, March 25, 1908, 21,320 feet. Balloon Record Made Official. The Board of Governors of the A. C. A. have
made official the United States endurance and alti- tude record established by Messrs. Clifford B. Har- mon and Augustus Post on their trip in the bal- loon “New York’ from St. Louis on the 4th of last
October. The duration figure is 48 hours 26 min- utes, and the altitude is 16,615 feet. A much greater altitude was actually attained, but the
barograph only recorded to this height,
AERONAUTICS
PEPER bb bh eh poppe defepope fe dodo
Poreion- Letter
* % of + + By Greely S. Curtis. z +
: + PEPEEEEE EEE Eh bhp hb pbbey
Paris, June 10, 1910.
The immediate neighborhood of Paris has been very quiet for the last few weeks, so far as aviation is concerned. This is due to the un- seasonable weather, which during almost the whole of that time has been either windy or rainy, or both windy and rainy. Two or three hail storms have been thrown in for good measure.
A week ago, however, M. Bleriot, at the suburb of Issy-les-Moulineaux, flew on his monoplane be-
fore the Chinese Prince Tsai Tao with, I under- stand, profitable commercial results. Another at-
tempt by a less practiced hand on May 14th was less successful, the aeroplane- being upset by a gust, with some damage to the apparatus.
On May 19th, the weather flights at Issy just at sunset, two Bleriots and a Sommer at will above the wide tain Maurice Clement also flew very steadily in the large Clement-Bayard biplane driven by a 4-cylinder 40 h. p. Clement motor fitted with a clutch and gear between the motor and the pro- peller. Capt. Clement preferred to make his turns while running along the ground, and stuck to low, straightaway flights. His biplane is controlled by means of auxiliary stabilizers of the Herring- Curtiss type.
_ A Swiss aviator, M. Audemars, was out with his Santos-Dumont Demoiselle. This monoplane tray-
again. permitted and I watched biplane manoeuvre parade ground. Cap-
eled very fast, but its pilot also habitually flew low and made his turns almost entirely on the ground. <A Voisin cellular biplane was exercised
up and down. the field, but I did) not see it leave the ground completely at any time. It seemed to be quite unstable laterally, even in the compar- atively calm weather which prevailed. There were in addition two experimental monoplanes, one a Vendome, which also ran briskly across and around the field. But they, too, kept always in touch with Mother Earth. The exhibition as a whole impressed me with the caution of the French aviators while practising.
The Santos-Dumont Demoiselle ingeniously designed and compact lightweight pilots. It is a reduction of the aero- plane to its present day minimum limits, and is at the same time an unusually speedy machine. Some eight or ten of these little monoplanes were in the Clement hangar at Issy awaiting their try- outs. Among them was the one which I ordered last December, jointly with Mr. S. A. Reed of New
is certainly an little flyer for
York, for experimental flights around New York City. Before the weather had cleared enough to permit a trial, I had decided to change to a Bleriot. Apparently no one of my weight had ever piloted a Demoiselle (I weigh over 80 kilos;
Santos-Dumont is reported to weigh 48 kilos), and
the owners of the other machines at Issy were mostly in the featherweight class. In spite of
their light weight, however, minor accidents to the apparatus on landing were frequent, and most of the machines at Issy had been reinforced at several
points. In view of these and other considerations —the Bleriot, for instance, should be easier to repair after an accident—it seemed advisable to
change to the larger and heavier apparatus.
M. de Lesseps’ feat of crossing the Channel aroused some interest, but no very great enthu- siasm. ‘‘Le Temps” of the next day, in fact, left
him still in the air, as it recorded his departure from French soil Saturday afternoon and had no report of his coming down again, either on this or on the other side of the channel, or even in the channel itself. Consequently as late as Sunday afternoon rumors reported both success and failure.
23
July, 1910
I have just returned from an all-day trip on the invitation of M. Henri Farman to the aviation grounds at Mourmelon, near Rheims. Unfortunate- ly M. Farman was not there, but his courteous chef d’ atelier, M. Fremri, showed me through the works. The shops are largely of temporary wooden construction, one story high. They are building two types of Farman biplane, both of which carry the high grade Gnome rotating motor. The lighter model has the lower plane some twelve feet shorter than the upper plane, the upper plane in both models being about 35 feet long. The special cloth used is given a smooth waterproof coating after attachment. The cloth is not mounted on the bias, but has the threads parallel to the main dimensions of the machine.
Unfortunately a sharp flying most of the time I toward evening it cleared machines took the air. These included a standard Farman, an Antoinette, and a new model Voisin, with ailerons of the Herring-Curtiss type instead of the familiar vertical panels. The Voisin Com- pany are putting this new style on the market for racing purposes. This change marks the final adoption, by all the prominent French builders, of the Wright method of stabilizing.
The Bleriot, Santos-Dumont, Grade and Tellier are direct copies of the Wright patented invention, while the new Voisin and Clement biplanes follow
thunderstorm prevented was at Mourmelon, but off and three or more
the Herring-Curtiss modification by using inde- pendent stabilizing planes. The Antoinette, Far-
man and Sommer machines infringe by employing hinged flaps or ailerons on the main planes.
The editor of L’Aerophile expressed his gratifica- tion and interest when I presented the card of ABRONAUTICS. Ile was naturally familiar with the publication, and much interested in our attempts in America to improve on and avoid the Wright patents. In France they find it difficult to under- stand the legality or justice of the Wrights’ posi- tion. It is so obvious to foreigners that the wide- spread practice of aviation in the United States is smothered by the Wrights that they cannot understand the American acquiescence in what ap- pears to them to be unjustifiable tyranny.
The photographs of the successful Newburyport
flights of the Burgess ‘Flying Fish’ aroused the interest of French constructors and aviators, as this is the first successful model. other than the
cellular Voisin, which is completely secure against infringing the Wright patent. The first Burgess production is more accurately termed the ‘‘Herring- Burgess Flying Fish,’ as Mr. A. M. Herring person- ally contributed to the design. This designation,
however, leads immediately to confusion with the better known Herring-Curtiss flyer, which is not free from legal difficulties with the Wrights. In this connection, a late issue of The Car, Lon- don, contains an illustrated description of the Burgess biplane in flight under the heading ‘The
New Curtiss Biplane.’ The confusion between the two rival machines was perhaps increased by the fact that I was piloting Mr. Burgess’ ‘Flying Fish” when the latter was photographed. Needless to say, Mr. Glenn H. Curtiss, the famous aviator, and
I are not identical.
Speaking of the Wright patent, the Paris edi tion of the New York Herald had most interest- ing news about the revolt against the agreement between the Wright Co. and the Aero Club of America. The new American Aeronautic Associa- tion has a wide field of usefulness before it. May it fill it wisely.
Aeroplanes are being exported in large numbers, many of them going to Russia and England. The Farman factory reported that four of their bi- planes had been, shipped the day before my visit,
while the output of the <Ateliers Bleriot is said to be approximately thirty a month.
Builders are still hunting for the best motor, and those which give good satisfaction are diffi- cult to secure without a long delay.. M. Bleriot took me over all his well-kept works and showed
me monoplanes fitted with the following motors: Anzani 3-cylinder, V shape, h. p., air-cooled ;
25
AERONAUTICS Clement 2-cylinder, horizontal, 30 h. p., water- cooled; Picker 4-cylinder, vertical, 40: h. p., water- cooled; Gnome, 7 cylinder, rotating, 50 h. p., air- cooled. Mr. Bleriot has mounted a Clement 30 h. p. on my machine, but is ready to provide any of the other motors according to the preference of his customers. An experimental monoplane, de- signed to avoid the Wright patent, was observed under construction, but it was not sufficiently far advanced to justify description.
Another French monoplane should reach New York before long. This is one of the large and high powered Antoinettes which it is said that Mr. Harkness is taking in under bond for tempo- rary exhibition purposes.
The death of young Hauvette-Michelin in his Antoinette at Lyons seems to have been singularly unnecessary. An eye-witness tells me that the
monoplane was rolling along the ground when it|/
knocked over the turning stake, and that Hauvette- | Michelin made no attempt to dodge the stake as it fell across his craft. Many of those looking oF were astonished to learn that he had even peer injured by the fall of the post. The dent which the spar made in the light frame work of the aero- plane is clearly visible in a photograph.
Many of the French aeroplanes, particularly those driven by Gnome motors, carry speed indi- eators to show the pilots at all times the speed at which the motor is revolving. The indicator most generally in use is made by Chauvin and Arnoux. It consists of a minute magneto driven by a cord from the motor, the current from the magneto being indicated on a meter graduated in revolutions per minute, which is mounted where it may be most readily seen by the pilot.
An accomplished fellow passenger on the Ma- jestic, after seeing the photographs of the ‘Flying Fish’ in flight, dashed off the following amusing jingle. It evidently belongs in the advertising columns, but perhaps you will let it slip in with this letter, as being the latest word from the other side.
ADVICE.
Don’t hitch your wagon to a star, A tame and time-worn measure,
For planets and their orbits are Too fixed for perfect pleasure.
* But if, my friends, you really wish The heavens to explore—you Have but to try a Flying Fish—, ., . The skies are all before you. /[»>.50%4_
NON-STOP CROSS CHANNEL AND) RETURN.
June 2.—Hon. C. 8S. Rolls in a Wright machine flew from Dover, England, at 6:30 P. M., across the English Channel to Sangatte,
noteg, and returned to Dover in 9@ minutes. Large air bags were attached to lower planes: Aeronautics’ Permanent
Exposition, 27) a:
ABRONAU-
More exhibits are wanted to make TIC’S EXPOSITION of still greater value.
Every manufacturer of anything in the flight industry should have a display for his own sake and that of the development of the Art in gen- eral
It is surprising that such an “infant industry” should be growing so rapidly that manufacturers eannot promptly fill their orders. Still, one must
look ahead.
Try to scare up an exhibit for the Exposition as soon as possible and ship it along. If dire necessity calls, shipment of the display sample
can be made from the Exposition. We want to hear from every maker and urge everyone interested to call.
dropped three OU
July, 1916
PRINCIPAL FOREIGN FLIGHTS OF MONTH. Cross Country Flying.
May 13.—Hauvette Michelin, at Lyons, in an
Antoinette, struck in flight one of the poles marking the course. The pole snapped and struck Michelin. Picked up insensible, he died shortly afterward.
NEW PASSENGER RECORD.
May 15.—Nicholas Kinet carried a passenger for 2 hours 51 minutes on a Henry Farman machine.
Wachter flew 2 hours 2 minutes in an An- toinette.
May 16.—Roger Sommer flew across country, Mouzon. to Charleville and return, 80 kiloms., in
- + hour.10 minutes.
May IlIner (Etrich) flew from Wiener Neu-
stadt to’ Vienna and back, oo kiloms., in 1 hour Jt minutes. May 19.—Count ieee (Wright) flew from
Vincennes to Gentilly with a passenger.
Cheuret (H. Farman) flew from Mourmelon to Chalons and back, 1 hour 12 minutes.
May 20.—Sommer flew from Sedan to Verdun and return, 160 kiloms., in 2 hours 10 minutes.
At Mourmelon Captain Marconnet flew 1 hour 30° minutes, and Lieutenant Fequant, 1 hour 4% minutes.
NEW TWO-MAN CROSS-COUNTRY RECORD.
May 21.—Maurice Farman with one extra pas- senger flew from Buc to Etampes, 80 kiloms. Y !)
CROSS-CHANNEL FLIGHT.
May 21.—Jacques de Lesseps flew over the Eng- lish Channel from Calais to Dover, time 42 min. The attempt to return was abandoned. The ma- chine used was a Bleriot XI., Gnome motor. Count de Lesseps is expected to_fly at the Montreal meet, June 25 to July 4.
May 23.—Robert Frey flew over Berlin in a Farman biplane in a 35-minute flight.
May 23.—Martinet (H. Farman) flew from Chalons to Neufmoutiers, near Paris, a distance of 140 kiloms., in 1 hour 28 minutes.
May 24.—Lindpaintner (H. Farman) flew from Mourmelon to Rheims, 45 kiloms.
Maurice Farman (M. Farman) from Etampes to
Toury, 30: kiloms., in 20 minutes. May 28.—Grahame-White (H. Farman), Brook-
in 20 :ainutes.
lands to Ranelagh, 24 kiloms., Verona to Sol-
Louis Paulhan (Gs Farman), ferino, 36 kiloms., in 30 minutes.
Louis Bleriot, Toury to Etampes, 30 kilometers.
A. Leblane (Bleriot), Etampes to Toury, 30 kiloms.
May 30.—A. Leblane (Bleriot), Toury to Char- tres, 45 kiloms.
May 31.—A. Euler (Euler) made a cross-coun- try flight from Frankfort of 115 kiloms. in 1 hour 19 minutes.
Exhibitors.
Harrrorp RuBBER WoRKS Co., Tires. WITTEMANN Bros., Gliders and Supplies. WARNER INSTRUMENT Co., Aerometer. REQUA-GIRSON Co., Motors and Propellers. ELBRIDGE ENGINE Co., Engines. PENNSYLVANIA RUBBmR Co., Tires.
C. E. Conover Co., Cloth.
EDWIN LeyicKk, Photos.
PHILADELPHIA AEROPLANE Co., Motors, etc. ROEBLING Co., Wire Cable.
Vicror L. BruUNZEL, Varnish.
Ext Arco Rapraror Co., Radiators.
J. A. WEAVER, Wheels, etc.
WHITEHEAD Moror Co., Motors.
GREENE Co., Propellers and Parts. BoscH MaAGnero Co., Magnetos. Auro-AERO SupPLY Co., Supplies.
R. I. V. Co., Ball Bearings.
J. DE“rourR, Bamboo.
J. S. Brerz Co., Magnetos, Bowden Wire. AERO Suppty Co., Supplies.
CuHaAs. E. Dressuer, Model Maker.
Wma. P. Younes & Bros., Lumber. Burnt H. GREEN, Turnbuckles.
ProFac Foon.
AERONAUTICS
LOS ANGELES CLUB DEDICATES SHED.
The Aero Club of California held its annual picnic on May 29. This picnic was held at the motordrome, where the club now has a hangar, capable of housing sixteen machines. Wight ma- chines are now on the ground and others building.
Some eighty persons were in attendance and the affair was in every way a success. The Cannon brothers towed their big biplane behind an auto- mobile and succeeded in leaving the ground and gliding some distance.
Mr. J. Wood Porter tried out his monoplane gliding machine, towed by an automobile, and mounted by Edgar S. Smith. The plane is circular in shape. The chassis is suspended from a central rectangle, the semi-circular wings being hinged onto this rectangle in such a manner as to allow of movement in a vertical plane like the wings of a bird. The whole surface is also hinged so as to allow the angle of incidence to be changed. The surface comprises some two hundred square feet. After running on the ground for some distance, the machine lifted slightly on one side, toppled over and became a wreck.
Three of the machines now at the hangar have engines and they will be tried out in the near future.
The Aero Club of California offered a cup to the boy making the best showing with aeroplane kites. The following boys of the Boys’ Aero Club contested: Harold Scott, Carl Dorsey and John Casey with Farman models, and Edwin Gettings with a tetrahedral kite that he called a bimoplane. Mr. Gettings won the cup with a seventy-foot glide.
The hangar was dedicated by Frank C. Garbutt. Addresses were delivered by President H. LaV. Twining, Charles E. Rilliet, W. H. Leonard, Buel H. Green, William Stevens, R. I. Blakeslee.
The Pacific Aero Club held its second annual meeting May 11, 1910. The following officers were elected. J. C. Irvine, Pres.; I. B. Dalziel, We-baG. CC Bradley, 2nd) Ve-e:; .C. I Shaffer: 3rd V.-P.; H. A. Chandler, Sec’y.; J. M. Masten, Treasurer; Adam Knieling, Consulting Engi- neer; A. S. Pare, Consulting Patent Attorney. Directors: Ags. bare, AQ i: Hisner> J. L- Stanton, Jos. Hidalgo and Jos. Rosenthal.
The membership is increasing almost daily, the weekly meetings of the club being well
attended. Lectures by people of note in the aeronautical world are features. Stuyvesant Aeronautic Society. At the an-
nual Mechanics Arts Exhibition of Stuyvesant High School, No. 345 East 15th street, New York, held June 2, the Society exhibited eight aeroplane models. Six of these were of the monoplane and two were of the biplane type.
The Society now has seven members, whose names are as follows: Carroll E. Edson, Presi- dent; C. Graham Halpine, Vice-President; Percy W. Pierce, Secretary; F. Eugene Robinson, Treasurer; Garford Oliver, Librarian; Bryan Battey, Frederick Fischer.
The Aero Club of Jacksonville now numbers more than sixty members. Charles K. Hamil- ton was recently the guest of the club ata water party. The genial treasurer, W. M. Stimson, kindly placed his handsome motor yacht at the disposal of the club, and after a pleasant trip down the St. John River, with plenty of good things provided, Hamilton was made the first honorary member.
The Curtiss Amateur Aviation Club has been formed in Los Angeles, with officers as follows: Ed. Gettings, president; Lawrence Adams, vice- president; Harold Scott, secretary and treas- urer,
25
July, 1910
Hamilton’s record, and all of Paulhan’s and Farman’s, were
made on BOSCH-
equipped aeroplanes
Ignition information for aeroplanes on request
Bosch Magneto Co.
223-225 W. 46th Street New York, N. Y.
Branch Office : Detroit, Mich.
870 Woodward Avenue Branch Office : Chicago, Ill.
1253 Michigan Avenue
San Francisco, Cal. 357 Van Ness Avenue
Branch Office :
Patterns Ribs
Propellers : Siruts
and Special Woodwork to Your Design
Loko che ofe ofe ofc of
Material and Workmanship Guaranteed
G. H. GREBE 68 Summit Street Brooklyn, N. Y.
The Aero Club of Dayton is anxious to have the next national convention after the one in New York, June 22, held at Dayton. Dr. L. E. Custer has been appointed to be chairman of a committee to represent the club at the conven-
tion. The Dayton Aeroplane Club has also ap- pointed three delegates.
Dr. P. M. Crume and Dr. L. HE. Custer will represent the club in the balloon race to be held at Washington, July 4th. A committee will be appointed by the club to officially ob- serve any record flights which may be under- taken at the Wrights’ Dayton school.
The Aeronautical Society still keeps up in terest in its well attended meetings. On May 27th, President Hudson Maxim addressed the members on ‘‘Aeronautical Warfare.” On June 9th, Roger B. Whitman, an expert on ignition sys- tems, lectured on “Ignition.”” On May 19th an-
other competition was held for the selection of a team to defend the Chanute Model Trophy.
AERONAUTICS
AEROPLANE TIRES
Clincher type only, which is the lightest and most satisfactory type for aeroplanes
SIZE W eight complete 20x4 in. 6} lbs. 26x24 “‘ 64“ 28x24 ‘ Wats 28xS iene Birra: 28x34 ‘ 8 “
Wheels also furnished for the above sizes
Pennsylvania Rubber Co., Jeannette, Pa.
BRANCHES : New York—1741 Broadway ; Boston—167 Oliver Street ; Chicago—1241 Michigan Avenue; San Francisco—5!2 Mission Street: Los Angeles—930 So. Main Street.
FEE EEE EERE PELE ELE EEE EEE EEES
Aviation Revolutionized =
The Latest—The Best Constructed — The Lightest—-The World Famous—
Whitehead Motor
Designed by the well-known Engineer and Motor Expert
GUSTAVE WHITEHEAD That alone tells you what it is No Bursting Cylinders—No Cams— No Springs—or Valves to Work Loose
Vibration Negligible
Absolutely Nothing to get Out of Order
Runs as smooth as an Electric Motor long as the fuel lasts.
Easy Running
as
4 Cylinders (vertical), 8 port exhaust, 2 cycle
75 H.P. 200 lbs. Price $1,400 AOS e450 “$1,150 25 95 $950
The Aeropkane season is now on, so order quick. Early Deliveries. GEORGE A. LAWRENCE, Mer., Astor Theatre Building, New York, N. Y. This motor has been exclusively adopted by C.& A WirtreMann, Aeroplane Manufacturers
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*
26
Exchanve. ang Forum :
AIDS TO THE AERONAUTICAL ART,
Following are some pamphlets containing valuable information. In all cases, we believe, these can be obtained free by writing to the addresses given.
Some Aeronautical Experiments, by Wilbur Wright.
Aerial Navigation, by O. Chanute.
Relation of Wing Surface to Weight, by R. von Lendenfeld.
Researches and Experiments in Aerial Nav- igation, by S. P. Langley.
The Greatest Flying Creature, by S. P. Langley.
Experiments with the Langley Aerodrome, by S. P. Langley.
—From Smithsonian Institute, Washington, ID} (S
Some Theorems on the Mechanics of High Speed Balloons,by Albert Francis Zahm, Ph.G
—From Catholic University of America, Washington.
The Resistance of the Air at Speeds Below tooo eet a Second, by Albert Francis Zahm, Phe):
—From Johns Hopkins University, Philadel- phia.
Researches on the Forms and Stability of Aeroplanes, by W. R. Turnbull. g
Measurement of Air Velocity and Pressure, by Aw Be Zahm hea):
—From the Physical Review, Ithaca, N. Y.
Atmospheric Friction With Special Refer- ence to Aeronautics, by A. F. Zahm, Ph. D.
—From the Philosophical Society of Wash- ington.
A LETTER TO DICK FERRIS. San Francisco, Cal., June 1, 1910. Editor AERONAUTICS. Dear Sir:
In a letter from Mr. Dick Ferris, published in your June issue there are certain remarks that | take exception to, and beg that you will publish this letter.
AS your representative at the Meet it would have been decidedly unethical and improper to have taken sides in any local dif- ferences or controversies, and if you will re-read my report (March issue) you will see that this was not done, that it was unbiased, in no way misleading or derogatory, nor did it ignore Mr. Ferris, as he claims. Though he should have been given a great deal more credit for his executive ability in handling the meet. This was such a widely known fact that I, unfortunately, did not
Los Angeles
enlarge upon it further than to state that Mr. Ferris was one of the conceivers, and acted as manager.
As far as “petty jealousies’”” go, this charge is absolutely and obviously ridiculous, as I reside in San Francisco, am a vice president of the Pa- cific Aero Club, have been actively interested in and have written on the subject of aeronautics for a number of years, and our fields of activity in no way conflict.
Regretting that the faimess and impartiality, which I believe has always characterized my re- ports, has been questioned, and assuring both you and Mr, Ferris that no injustice was intended, or done, i aim
Yours very sincerely, CLEVE T. SHAFFER.
AERONAUTICS
MOLLER AFTER GOULD PRIZE.
Referring to engines of the twin type with two propellers, for which Edwin Gould offers a prize of $15.000, we had the pleasure of seeing a new construction in a two-cycle, double acting twin engine, designed by J. A. Moller, of New Rochelle. This engine looks very feasible and ought to fill the bill for aeronautic purposes. It has a special cooling device and can be built either air or water- cooled. Mr. Moller has been studying aeronautic devices a good many years and would like the co-operation of some gentleman for the advance of the art.
PARTNER WANTED.
I have invented and applied for a patent on a gasoline motor. It is of very efficient design and only weighs 2% pounds per horse power. It can be manufactured, I believe. cheaper than any equally good motor on the market. I need a little financial assistance to market this motor. I would like to form a partnership with some one who will put up the little cash required. Would make very liberal terms with right party. R. E. LEE, De- DOSit IN; WY:
NEW DEVICE FOR CONTROL.
John C. Press, of South Norwalk, Conn., has de- vised a system of lateral control which he says is the most ingenious, unique and effective vet brought out, and does not infringe on the Wright patent. It accomplishes, he says, the same results as the warping and tilting devices used at present without changing from the horizontal, and gives great lift without appreciably increasing head _ re- sistance, and that. as there is no turning move- ment, the rudder does not require to be operated in conjunction with the device.
Mr. Press is anxious to get in touch with some- one to assist him in establishing his claims.
ANOTHER LETTER TO MR. FERRIS.
Los Angeles, June 5, 1910.
To the Editor of AERONAUTICS.
Sir: As to the statements made by Mr. Ferris in his letter published in the last issue of AERO- NAUTICS, I wish to call attention to the following misapprehensions under which Mr. Ferris seems to be laboring. The Aero Club of California came into existence some seven months before it eve’ heard of Mr. Ferris. and it was not through any initiative on the part of Mr. Ferris that the Aero Club was organized.
This club was organized in May. 1908. and it was in full swing in the fall of 1908 when Mr. Ferris pulled off his balloon race.
From the time of its organization this club has held continuous weekly meetings or semi-weekly meetings, and at no time in its history did it disintegrate or show any signs of disintegrating.
It applied for affiliation with the Aero Club of America six months before the international mid- winter meet was heard of, but, owing to the slow- ness of procedure, it did not receive the papers until the movement for the midwinter meet had been thoroughly launched.
Mr. Ferris’ statements also do rank injustice to the members of the committee of the Merchants’ and Manufacturers’ Association, of which commit- tee he himself was a member. If it had not been for the Merchants’ and Manufacturers’ Association the Los Angeles meet would never have taken place, and it was the business acumen of this com- mittee that made the meet such a financial success.
I do not wish to detract: at all from the credit due to Mr. Ferris for the energy displayed by him in bringing this meet to a head, as it would not have taken place had it not been for him also. but I do object to his misstatements with regard to the Aero Club of California and his attempt to belittle everybody else connected with the meet, and to magnify himself.
Yours very truly, H. LAV. TWINING, President Aero Club of California.
July, Toro
Detroit Aeronautic Construction Co.
Builders of MOTORS, PROPELLER
Light Weight, High - Power S and RADIATORS
OUR motors combining compactness. simplicity and
power, are the result of twenty years of practical gas engine construction. A card will bring our circular with full description.
Detroit Aeronautic Construction Co. setnorr mickiGAy Four Cylinder 414 x 416
in. 30 to 40 H.P., com- plete with radiator and
6-ft. x 316 ft.-
sack peesallee! $650 Weight per outfit 175 Ibs. FELEEEEEEEEL ELLE LEE ETT E TE EES
€ Ludlow Aeroplane
*
Six cylinder 5x5 in.’ 60 to 70 H.P., com- plete with radiator
and 8-ft.x4-ft.- pitch propellerS900 Wet. per outfit 240 Ibs.
Four cylinder 5x5 in., 40 to 50 H.P., com- plete with radiator
and 7-ft.x4-ft.- pitch propeller 100 Wet. per outfit 200 Ibs.
oforfecfocfecfecfooe Foofofo ofecfe
hog
Patents Pending
UARANTEED as to flight. Guaran- teed as to freedom from infringement of other patents. A new aeroplane
perfected upon simple and practical lines. It has a new scientific method of control which isan improvement on what has been done before. It is like the others, but is based upon a different and improved prin- ciple of operation; and you will not be stopped by patent litigation.
@ If you are in the exhibition business, if you desire to take up the selling of aero- planes as a business, if you want an aeroplane for sport, communicate with me. A request from you for further details will convince you of the absolute correctness of these statements.
Israel Ludlow
Pb epebepbebeebe eee e er Perey
2686 BROADWAY New York City
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AERONAUTICS EPEEEEEEEELEEEEE ELLE EE EEE EE OES
The WrightCompany
Dayton. Ohio
Sole Makers and Exhibitors of the Famous
RIGHT FLYERS
Both ’planes and motors built entirely in our own factory
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THE WRIGHT COMPANY
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July, T9710 LEE EEE EEE EEE EE EE ETE EEE
The Buyers’ Guide
Trade Notes
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% EEE EE EES EEE EE LEE PhS Phy
TO OUR FRIENDS.—We would appreciate it very much if you would specify in writing advertisers that you saw the ad. in AERONAUTICS. This will help us, and eventually be of equal service to yourselves. ES ee
Curtiss Uses Palmer Tires.
The B. F. Goodrich Company of Akron, Ohio, has just received a letter from Mr. Glenn Curtiss, written immediately after his recent record-break- ing flight along the Hudson from Albany to New York City. Speaking of his equipment in, that flight, the Palmer Aeroplane Tires, which are of Goodrich manufacture, he said: ‘The Palmer Tires, with which I equip all of my aeroplanes, give the best of satisfaction for the purpose. The light weight does not greatly impede the lifting power of the machine, and the great resiliency enables me to land without shock on the hardest ground and to pick up speed quickly in starting. I am glad to credit a part of the success of my aeroplane to the Palmer Tire.”
Mr. Curtiss used the Palmer tire on the winner of the International Aviation Cup, Rheims, France, last autumn, and on the winner of the world’s record for short distance rising from the ground, at the aviation meet, Los Angeles, California, this year.
“Phe light weight which does not greatly im- pede the lifting power of the machine, and the great resiliency’ which allows the plane to land without shock, were particularly important in the Albany-New York flight, when two landings were made on, the way for supplies, and yet the distance was covered in phenomenal time, and with re- markable ease.
The Sacramento Aerial Co., was incorporated in April for $25,000. They are building two machines which will be done about June 10th. A lot has been leased where a factory will be erected for the manufacture of all kinds of aerial craft. It is the intention of the company to manufacture a motor which will have many improvements over anything that has been put out so far.
The Gill-Dosh aeroplane which made its debut at the Los Angeles Meet, has made over fifty short flights. This was on the Curtiss order, but had a heavy automobile motor. A new model, different from anything on the market, is nowing being made and will be flown at the St. Louis Meet for novices,
Several machines on the Coast have made short flights with the Hall-Seott motor, which is com- paratively new to the aeroplane world. These are as follows: Wiseman & Peters, Farman type biplane, at Santa Rosa, Cal.; Frank Johnson, Cur- tiss machine at San Jose with Harold Hall as aviator, and Roy Crosby’s Greene biplane with Harold Hall, rider.
Aero Motor for $250.
To fill the steadily increasing demand for a light weight aeronautical engine, the Detroit Aeroplane Co., of Detroit, Mich., has undertaken the rather difficult task to put a new motor on the market for the most popular price of $250.
This company has been incorporated under the laws of Michigan for $20,000, with F. Weinberg president, for the purpose of manufacturing aero motors and other devices. The firm of Wilcox & Carlson Co., of Detroit, makers of marine engines, has been bought out.
The engine is a two-cylinder of the double op- posed type, four cycle, and has a bore of 5 in. and a stroke of 5 in., and the speed range is between 700 and 1,500 r. p. m., developing between
AERONAUTICS
twenty and thirty horse power according to speed and load. The weight is 98 lbs. Both valves are placed in the cylinder head, and all four valves are operated by one single cam, in this way elim- inating a large number of parts, manufacturing cost and trouble. The advantage of this arrange- ment is largely due to the fact that by timing one valve the others are timed at the same time. Both valves can be detached with their valve cages by loosening only two screws, at the same time giving free view of the cylinder inside and the piston. The engine being air cooled is especially designed for this purpose, inasmuch as valve sections have been employed of an enormous area, the exhaust valve, for instance, being 34% in. in diameter. On the other hand, the extreme large flanges have been arranged in double distance as customary practice shows. This is done to avoid the recipro- eating action of the radiation from one rig to another, and has been thoroughly tested out on French and German motors.
By means of the double throw crank shaft, the pistons are forced in opposite directions, and as a result, a bright stream of air is thrown steadily inside the crank case and cylinder by each revolu- tion, which helps considerably to bring the tem- perature of piston and cylinder walls down. This in connection with the arrangement of both eylinders opposite from each other, and the wide spread of the cylinder heads which are directly ex- posed to the cooling air draft of the propeller, warrants a most efficient cooling under propeller load.
The lubricating system is splash, and the crank ease, therefore, is oil tight and from the best alu- minum alloy. It contains, besides a lubricant, all moving parts of the engine, as crank shaft. timing gears, cam. connecting rods and pistons. The hol- low double throw crank shaft is perfectly balanced and made from 40 to 50 pt. high carbon steel, heat treated and mounted against thrust by a New Departure ball bearing, which feature enables a direct attachment of the propeller. All other bearings are made from best white brass, and are most liberally dimensioned and replaceable. This is the strongest keynote of the motor, which is not only as light, but as durable as possible, and dis- tinguishes itself from all other light weight en- gines, because it does not need the care of any expert, but can be handled most successfully by amateurs.
Connecting rods and pistons are being weighed thoroughly, and this in connection with the _ bal- anced crank shaft is a most satisfactory running system. There are some other points of refinement employed in the design, one of which is that all the strain of the cylinder and crank case is con- verted into compression instead of pulling stress.
The gasoline tank may be mounted in or above height of the engine. as the carburetor is attached to motor on its lowest point of the crank case, forming with the latter a compact unit. The crank case itself is provided with flanges for the purpose of fastening to the frame of the aeroplane.
The design, in connection with the very best material used, and the very best workmanship ob- tainable, warrants a first class product. This, in connection with a large output and in always keep- ing a number of ready tested engines in stock, en- ables the company to market this motor for only $250. This price includes the ignition system, consisting in snaptimer provision being made for attachment of magneto.
Propellers are made and attached to motors on special request, and are kept in stock in sizes between 5 and 8 ft. diameter and 8 to 7 ft. pitch, these propellers being the sizes which the motor is able to pull successfully without overheating or destructive effect.
Catalogs are sent on special request. The com- pany asserts that the price is so low that even the most modest aeroplane manufacturer can obtain a powerful engine at a reasonable price.
Wittemann Catalog.
Cc. & A. Wittemann, Stapleton, Staten Island, N. Y., have gotten out quite the finest aeronaut- ical catalog yet issued anywhere. It contains a full list, illustrated, of parts, gliders, wheels, etc., and the Whitehead engine.
29
July, 1910
The
Aeronautical
Society OFFERS REAL BENEFITS All interested in the Art
will be benefitted by be- coming members.
DUES $10 PER ANNUM NO INITIATION FEE
O association in the world has accomplished as much.
If you desire to learn what the Society has done forthe. Arts the: last eighteen months, send for the brochure just published reciting the accomplish- ments from the formation of the Society in July, 1908, to December, 1909. It is practically a history of avia- tion in the U.S. during the above period.
For the purpose of in- creasing the sphere of use- fulness the membership should be augmented. Every additional member advances the general good.
@. Address the Secretary for booklet and application blanks at P. O. Box 28, Station D, New York; or 1999 Broadway, where weekly meetings
are held.
====-'
SAA CLD dderherDrdererdcddaddddded dk dtd a= a=a= “= = SAI a a == “=== === === ~ =aa===a= =
AERONAUTICS
NON-INFRINGING
AEROPLANES
Guaranteed to Fly
READY FOR EARLY DELIVERY Easy Terms for Exhibitors
Manufacturer and Dealer in
AERONAUTICAL SUPPLIES
Aviators for !ournaments
N.Y. Agent for Elbridge Engine Co.
FRED. SHNEIDER 1020 E. 178th Street New York
AERO ENGINES
WATER COOLED
Cylinders— Wrought Steel. Water Jackets—Wrought Steel. WELDED to Cylinders. Crank Case—Aluminum Alloy. Shaft—Hammer Forged Steel. Bearings—Drawn Phospher Bronze. No leaky screw joints—every joint Welded. 25-30 H.P., Weight 80 Ibs., $600 35-40 H.P., Weight120 Ibs., $800 45-50 H.P., Weight 150 Ibs., $1100 AEROPLANES BUILT COMPLETE READY TO FLY With Non-Infringing Equilibrium Device 25% cash with order, balance C. O. D.
THE SANFORD MFG. CO., fapeeey COURT
BRIDGEPORT, Conn.
30
July, T9T0 Propeller Tests Well.
A test of a propeller, the design of which is new, made by the Requa-Gibson Company, was made at the Curtiss place in Hammondsport on June 4. Hugo C. Gibson had gone to the factory of the Elbridge Engine Co., at Rochester, to make tests of the propellers on the Elbridge engines. Six propellers were taken, one of which was of the new type. Owing to the rush of business, there was but one of the large engines available, and that had been delivered to Glenn, H. Curtiss. So the tests had to be made at Hammondsport. The engine was hung in a frame suspended from the ceiling, and on a spring balance attached to the wall the thrust was read. The 7-ft. diam., 4-ft. pitch special propeller showed up 337 Ibs. at
S60 r. p. m., the engine developing at the time 26 h. p. With the balance of the power of the
motor to draw on, the new propeller should show great speed possibilities and economy in gas con- sumption.
Fred Shneider Busy.
Three more aeroplanes, combination Farman and Voison types, will be delivered by the end of the month. One will be equipped with a 3-cylinder, 30-35 h. p., and the others with 4-cylinder, 40-160 h. p. Elbridge motors. One is for one Castellano, who used to loop the loop on a bicyele; one is for
Nicholas Rippenbein, of Perth Amboy, and the third is for Mr. Shneider himself, if someone doesn’t buy it in the meantime, to try out some new devices.
Manufacturers Please Note.
A. H. Hofer, 2085 Michigan avenue, Chicago, Ill., would like to get catalogues of all aeronautic supplies. He expects to construct a biplane of about the same dimensions as the Curtiss.
Many Aeroplanes Sold in Washington State. The Hamilton Aero Mfg. Co., of Seattle, Wash.,
have built and sold six machines, including sev- eral biplanes, and are now building two biplanes for the international meet, to be equipped with
an Elbridge 40-60 h. p. motor and a Requa-Gibson propeller. They already have seven orders for “Dumonoplanes’’ and biplanes. Many orders are turned away because they cannot make immediate delivery.
The Whitehead Motor.
The first aeroplane to be fitted with a Whitehead motor is that of Chas. W. Miller. Following are the details of the motor:
The engine is highly finished and has specially tempered steel cylinders with steel water jackets welded in place. Under hydraulic pressure the jackets stand a pressure of 600) Ibs. to the sq. in. Forced circulation is maintained at high speed by
a gear pump. The engine is of the two-eyele type, with eight port exhausts to each cylinder. No carburetors
are used, a special Whitehead vaporizer being pro-
vided for each cylinder. Ignition is Bosch mag- neto.
The intake is automatic, and is through a valve located in the center of the piston head. The crank case is divided into four compartments, which serve as pre-compression chambers, and in which the gas is compressed to 20 pounds per
square inch, previous to being admitted into the explosion chamber.
When the exhaust takes place, the relief of the pressure in the explosion chamber enables the lower pressure in the crank case to force the valve open, admitting the new charge into the explosion cham- ber, coincident with the escape of the dead gases through the exhaust ports.
On the upward stroke a compression of 95 Ibs. is reached, which is considerably in excess of that of any other motor, resulting in increased power. The exploding charge is at 800 Ibs. per sq. in.
The bore is 5 in. and the stroke 5% in., making it a low speed, high powered engine,
AERONAUTICS
The cranks are set at quarter tirhs, making vibration almost negligible. Being a_ two- eycle type, the power is increased over a four-cycle en- gine of the same bore and stroke, there being four explosions for each revolution of the crank shaft, as compared with two explosions in the four-cycle type.
Thus a four-cylinder, two-cycle engine, such as the Whitehead, is theoretically much more flexible than’ a six-cylinder, four- cycle automobile engine, and is equal in flexibility to an eight-cylinder, four- cycle engine.
The oiling system is both by and mechanical oiler. The bearings are five in number, of phosphor-bronze. There is also a thrust bearing on the crank shaft to prevent the breaking of the crank case from the pressure of the pro- peller.
The construction of the cylinders of the White- head engine is unusual, as they are bored out of a
splash lubrication
solid billet of chrome nickel steel and subjected to numerous temperings. The steel sheet water jackets are welded in
place by the oxo-acetylene process, so that there is no danger of a break in the water-cooling system. There is in the Whitehead engine no packing what- ever, and all its working parts are of the utmost simplicity.
The crank case is of aluminum alloy, and the eylinder bolts run all the way through the crank ease, thus giving much more than the usual solid- ity of construction.
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gag je te
' Incorporations : Peep pcee pete eeeedeebeeeeebepdieetee
Newell Aerial Navigation Company of Seattle, $100,000; Frank A. Newell, R. MeA. Redpath, John H. Casebier, Carl J. Lindquist and William V. Osborne.
Western. Aeroplane Exhibiting Company; Harry
B. Snell, R. W. Lawson, Frank J. Boot, Jr., Harold S. Boot, Alva A. Ingersoll; $50,000:; Denver. The Twin City Aviation & Exhibition Co. has
filed articles of incorporation with the Secretary of State; capital $50.000. The inecorporators are L. N. Seott and William J. Murphy of St. Paul; H. E. Pence, J. J. Barclay, W. E. Wheeler, A. W. Strong, H. EH. Wilcox, L. H. Fawkes and F. E. Murphy of Minneapolis.
Marquette Aeroplane $10,000.
Portland Aeroplane Co.; land; capital stock, $5,000; Bettmann, Arthur Langguth and P.
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Pm yPaten't.. List
OB Fe oho ofe ofe ofe ofe ofe fe oe of ofe ofe ofe ofa fo ole ole ofe ofe ofe ofa ole nfo ofe ofe ofe ois NOTE :—IN THE FUTURE ALL PATENTS LISTED WILL SHOW DATE OF FILING AS WELL AS DATE OF ISSUE, IN RESPONSE TO THE SUGGESTION OF A SUBSCRIBER.
Co., Indianapolis, Ind., principal office, Port- inecorporators, Frank A. Taylor.
Forkerfortecte
Igo Etrich and Franz Wels, Oberalstadt near Trautenau, Austria-Hungary, 952,317, March 15.
FLYING MACHINE. The invention consists of an aeroplane wing having a forward convex curved edge and rear concave edge and rounded end por- tions, while at bottom of the plane the front is concave and rear convex.
Rudolph G. Dressler, Coney Island, N. Y., 952,- 886, March 22. AMUSEMENT FLYING MACHINE. Two posts spaced apart and flexible rope extending across at the top and bottom with rotating drum to operate the rope and a toy flying machine at- tached to the rope at the top so as to be moved in imitation of flight from one post to the other.
Daniel C. Funcheon, Denver, Colo., 953,198, March 29. FLYING MACHINE. This invention consists in supporting a car by means of kites flex- ibly connected thereto. Propellers are provided at the sides and rear of the car to control direction and the rear propeller is movable vertically on its bearings so as to raise or lower the apparatus.
31
fuly, 1910 EDWIN LEVICK
Aeronautical A N D M A RINE
Photographers
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t HAMILTON
in his flight, Mew York to Phila- delphia and return, Los Angeles, and all other flights, had a
A—Z
Radiator
The same radiator was used in winning the Jnfernational at
Rheims by
CURTISS
For information on flying machine radiators write
540 West 56th St., New York oPoofo ofo eGo ofo fo of ofo fe of ofe oe ofe ofvofs oho of ofa ofa ofe of oo ofe of ofeoge ofeofe ote
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July, 1910
Johannes Schilling, Colonie Grunewald, near Berlin, Germany, 954,215, April 5, 1910, filed June
2, 1909. BALLOONS. This invention relates to a method of insulating balloons, more particularly dirigible balloons, by providing a jacket around
the gas chamber and filling said chamber with an inert gas, that is a gaseous fluid freed from oxy- gen such as the exhaust gases from a motor.
Edward J. Augsberger, Philadelphia, Pa., 953,- 810, April 5, 1910, filed April 8, 1909. PLYING MACHINE consisting of an aeroplane (of any type) proved with front and rear planes at the sides of the main plane or planes. These side planes are inclined from the horizontal, the front planes inclining upwardly from the inner to the outer ends and the rear planes inclining in the op- posite direction.
Albert Koegler, San Francisco, Cal., and Ka- millo Stelzer, Jr., Dresden, Germany, 954,574, April 12, .1910, filed March 3, 1908. MEANS FOR STEERING FLYING MACHINE. This in- vention contemplates a supporting frame, above
the basket or chassis, for a motor hung in a uni- versal joint. Above the motor extends a sleeve and inner shaft caused to rotate in, opposite di- rections, by means of bevel gears, and air vanes are secured to each. 3y changing the angle of inclination of the motor and air vanes, the ap- paratus may be steered in any direction.
Anna O. Hagstedt, New York, N. Y., 954, 733, April 12, 1910, filed Feb. 18, 1909. WLYING MA- CHINE consisting of a body having two motors described as a main and auxiliary motor. Pro- pelling means comprising front and rear propel- lers in addition to supporting means in the form of a plurality of flapping wings are operatively connected to both motors.
Gustave H. Brekke, Seattle, Wash., 955,049, April 12, 1910, filed May 16, 1908, renewed, Nov. LOSS OO: AIRSHIP comprising specifically a helicopter construction of oppositely rotated pro- pellers supported on vertical shafts, one within the other, and means for swinging the propellers to and from an inclined position. The upper end of
2
shafts being broken and provided with universal joints. Lagar R. Culver, Salt Lake City, Utah, 955,389,
April 19, 1910, filed May 5, 1908. AEROPLANE, the novelty of which lies in a kite-shaped frame supported on a wheeled chassis. The frame is in- tegral with the planes and is pivoted at the front corners so that each side may be raised or low- ered independently. ‘The tail is similarly pivoted and hand levers are connected for manual opera- tion.
Nikolas Rueben, Aix la Chapelle, Germany, 956,- 428, April 26, 1910, filed Sept. 1%, 19097 ~ATR- SHIP HALL with temporarily removable roof. <A hangar consisting of gable side walls and pillars and rafters constructed to swing on said walls to vertical position, the rafters being divided in the middle to form a slanting roof when in normal position. The roof covering is slidingly arranged on the rafters and movable in divisions.
Henry C. Schanze, Sr., Camden, N. J., 956,648, May 3, 1910, filed Nov. 25, 1908. DEVICE FOR AERIAL NAVIGATION. A housing provided with propellers above and at each end, the former ro- tating on vertical shafts and the latter on hori- zontal shafts. Quadrants are secured at the ends
of housing for supporting the horizontal shafts and means are provided for quadrants and _ pro-
pellers for the purpose of steering. Rudolph Gendts, New York, N. Y., 957,205, May 10, 1910, filed April 29, 1909. AIRSHIP. A rigid
cigar-shaped gas balloon provided with compart- ments separate from the gas. An open air com partment at the top serves as a passenger Car.
Below this a compartment houses the power plant which through transmission gears operate vertical and horizontal propellers. Double rudder blades are provided at the rear on each side of envelope connected together by rods and operable simul- taneously by transmission to a steering wheel in passenger car compartment.
William W. Christmas, Washington, D. C., as- signor of 49,100 to Creed M. -Fulton and Thomas W. Buckey, Washington, D. C., and Lester Cc McLeod, Astoria, Ore., 957,744,.May 10, 1910, filed Oct. 30, 1909. FLYING MACHINE. An aero- plane consisting of a plurality of separate, inde-
AERONAUTICS
pendent, suitably spaced supporting planes of con- cave-convex form in the direction of their length, transversely to the line of flight, the concave sides
being towards each other. The upper supporting plane has also an intermediate air gap and is
warped to present air guiding surfaces leading to
said gap.
Louis Arnheiter, Jersey City, N. J., 958,460, May 17, 1910, filed Oct. 6, 1908. AIRSHIP. An aero- plane having the following characteristics : A frame-work on wheels supports in the center a large sustaining surface of arch shape open at the
front, rear and bottom. Located at each side of main surface a smaller surface of same style is provided. Within the large arch adjustable pro-
pellers serve to propel forward or backward while
under the side arches a propeller at each side raises or lowers. John Hoskine, Detroit, Mich., 958,747, May 24,
1910, filed June 14, 1909. BWLYING MACHINE, comprising aeroplane surfaces and a_ helicopter above them so arranged that upon a rapid down- ward movement the spaces between the blades are automatically closed and an outwardly and down- wardly extending rim surrounding the helicopter enables it to act as a parachute.
Frederic W. Schroeder, Kennington, London, Eng- land, 959,266, May 24, 1910, filed Nov. 4, 1909.
AERIAL SHIP. A combination of helicopter, gas bag, litting vanes and parachute. A series of lift- ing propellers arranged in pairs on vertical axes to rotate in opposite directions are connected with auxiliary lifting vanes lying below and across the
main blades of the propellers. Vertically dis- posed gas bags are carried below the frame and above a series of parachutes are arranged nor-
mally collapsed and adapted to expand automatic- ally when any downward velocity is acquired.
Marcel Kapferer, Billancourt, France. <Assignor Societe Aronyme ‘‘Astra,’” Billancourt, France, May 24, 1910, filed Sept. 11, 1909. DE- VICE FOR FEEDING BALLOONETS ON AIR- SHIPS, comprising a pipe within which is a flexi- ble partition. running longitudinally and being of a
to 958,926,
width equal to half the circumferential develop- ment of the pipe. <A flexible spherical cap, at- tached to the partition, is operable from the out-
side for the purpose of directing the gas into one or other of the compartments to be supplied.
John Buchanan, Holland, Mich., 959,199, 24, 1910, filed Oct. 9. 1908. FLYING MACHINE. An aeroplane provided with propeller at the front and rudder at the rear with a ear pivotally sus- pended below and means for adjusting manually the angular relation of the car and planes.
May
ee ee eee
AS Censions
:: Two 400-Mile Trips One of 200 Miles
oe of oe of ofe of cfe ofe ofa ofa ofe ofa of eSoeie os fe ofe of ole of ofe oferta eho focfoago Forbes’ New Record Altitude.
NOTE: ASTERISK (*) DENOTES TRIP OVER 100 MILES. *Quincy, Ill., May 9.—A Holland Forbes, pilot,
in his new balloon “Viking,” with J. C. Yates, to Crail Hope, Ky., a distance of miles; dura
Fooleofeofooteofe ofeoteoteote
: * * * + + + < *
4
36314
tion 19 hours 55 minutes, highest altitude, 20,- 600 ft.
The trip was undertaken with a view of gaining the record duration, altitude and distance, but the poor quality of the gas cut down tlic supply of sand bags. When the aeronauts landed there was but one bag left out of the thirty-three at the start.
From 6:50: p. m., the time of the start, till 9:00 the next morning, but six bags were used. In passing over Illinois, the balloon suddenly dropped from an altitude of 8,000 or 9,000 ft. and six
bags of sand were used to check this sudden de- scent, which was accomplished just as the trail rope touched the ground. It was found out after- ward that a local rain storm probably created a rising column of cold air and caused the drop.
33
July, toro
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34
BROOKLYN, N. Y.
Considerable ballast the great altitude.
was expended in attaining The aneroid was examined at about 2:00 o’clock, and it registered 20,600 ft. At this point the aeronauts were gasping for breath, and this height was maintained for about ten or fifteen minutes. It is supposed the balloon went considerably higher. The instrument was later examined by the makers and it was found that this height was the limit of the capacity of the aneroid.
The gas left only slightly filled the balloon, and as it tended to collapse, it had a correspond- ing tendency to elongate, hence the pressure upon the rope extending from the base of the appendix to the basket became great. In fact almost the entire weight of the rigging beneath the balloon was forced upon this single line, and at length it parted. This dropped the basket, elongating the balloon so suddenly that the line from the ripping panel to the basket became suddenly taut. tore open the ripping panel four or five feet. The gas rushed out at terrific speed. The result was the immediate veollapse of the balloon and_ its descent to the ground at 2:45 p. m. At this time the 350-ft. trail rope was just touching the ground.
The aeronauts were found unconscious by farm- ers. Forbes was laid in a lot of poisin ivy vines and suffered from their poison for some days.
Pittsfield, May 11.—Charles J. Glidden, pilot; Rabbi Charles Fleischer and J. J. Van Valken- burgh in the “Pittsfield,” to Holden, Mass. Dura- tion 8 hours; distance 75 miles; altitude 5,400 ft.
Pittsfield, May 14.—Charles J. Glidden, pilot, and Jason 8. eae , in the ‘‘Mass.,’’ to Berkshire
hour 45 minutes; distance &
Mass. Duration miles; al ude 8,7, i "iK Snow storm at 4,000: 10 8,000 (MA ,
e hiladel Dp lia, lay “4 Di lomas FE. Ira Brown and Mrs. D. V. Went: in the to Williamstown, N. J. Distance 20 ation 5 hours; altitude 9,000: ft.
*ittsfield, May 15.—William Van toswell C. Tripp, Fairman Dick and!
6S +
in Tilaee Sharon, Conn. np: hours®’ altitude 7,000. ft.
. Louis, May gerry, pilot; Prof. G. O. James and Andrew Drew, in the “St. Louis III,” at 6:35 p. m., to Carsonville at 7:15 p. m. At 8:30 p. m. ¬her ascent was made from here, landing eventually at 11:20 near Hillview, Ill. Hillview cannot be found on the map.
CROSSES LAKE MICHIGAN IN NIGHT TRIP.
*St. Louis, May 19.—H. E. Honeywell and Wil- ham F. Assmann left St. Louis in the ‘Centen- nial’’ to make a new distance record. After be- ing in the air 22 hours and traveling 409 1-3 miles, a landing was made at Shiloh, Mich. An altitude of 14,800 ft. was reached.
*North Adams, May 20.—<A. Leo Stevens, pilot: Dr. David Todd, Percy Sherman and Charles Som- erville, in the “Cleveland,” to St. Dominique, Que., in, the longest flight ever made from a New Eng- land point. Duration 11 hours 52 minutes; dis- tance 219 miles; altitude 11,000 ft.
Eldridge, “Phila. miles ;
Sleet, KE.
pilot ; Ca Eilive Distance
AERONAUTICS
July, 1910
“A TALK TO THE INVENTOR”
The above book is an honest explanation of how the Inventor may guard against Patents, and is written with a sincere desire to place the Inventor-reader in a position to determine intelligently when he should not file an application for Patent. FREE on request. The business of experienced patentees and inventors solicited. Inexperienced inventors will be rendered equally thorough service.
H. L. WOODWARD
727 9th Street
obtaining worthless
Sent
PATENTS, Trade Marks, Copyrights Food and Drug Registration
Opp. U.S. Patent Office Washington, D. C.
WINS THREE CUPS.
The pilot, Mr. Stevens, wins for the first time, until his record is beaten, three cups:
“Ta Patrie Montreal,’’ to the pilot nearest the office of ‘‘La Patrie.”
“Cortlandt F. Bishop,’ to the pilot making the longest flight in 1910, starting from a point in New England.
The “North Adams Cup,” for the longest dis- ance made from North Adams.
A lower current was encountered which began to drive the balloon towards the States again, and it was thought best to land at Drummonds- ville. The trail rope was dropped here and the aeronaut called out to a farmer to catch it, but the man’s wife held him back. By this time the balloon had come up to a forest where it was impossible to descend, so the trip had to be con- tinued some seven miles further on the return journey. The final landing was made at St. Dominique, Que.
The Automobile Club of Canada’s cup for a landing on the island of Montreal does not appear to have been won, as St. Dominique is not on the island.
London, England, May 20.—H. W. Gannett. of the N. E. A. C., made a trip over London and landing at Castle Abbey. Distance 60 miles.
The funeral of King Edward was viewed from the balloon. 2
Pittsfield, May 21.—William F. Whitehouse near Springfield, Mass,, in the ‘Pittsfield.’ tance 40 miles. :
Philadelphia, May 21.—Dr. George H. S/mmer- man, Dr. Thomas E Eldridge, Prof. Charles L. Doolittle and A. L. Millard, in the “Phfla. 1J.,”’ to Crestmoor, N. J.
Crestmoor cannot be found on the m: the balloon was sent up 6,500 ft., on ac dense clouds, no view of the comet wés obtained.
Indianapolis, May 27.—G. L. BumbAéugh and Dr. L. E. Custer, from the Motor Speedway, landing about 10 miles away.
Indianapolis, May
landing
to Dis-
)». Though
28.—Luzern/Custer and C.
A. Coey, from the Speedway to Eagletown, about 25 miles.
Pittsfield, Mass., May 27.—J. Walter Flagg, pilot, and W. G. Kelly. in fhe “Pittsfield,” to
Svrinefield,
( ~® miles. Pittsfield, May 28.—Chayles J. Glidden, pilot, and Jason S. Bailey, in tle ‘‘Mass,’’ to Bethany, Conn. Duration 2% distance 75 miles;
hoyrs ; altitude 7,700 ft.
Springfield, May 28.f Jay B. Benton. pilot; Louis Dederick, Prof. David Todd. Robert Wells and Nelson Waite, left/ the ground in the “Spring- field’’ but the balloon caught in the wires lining the railroad and thé gas had to be let out and the trip abandoned
St. Louis, June J. D. W. Lambeft,
2.—S. L. Von Phul, pilot, and Inne iSte Lous ie to North St. Louis./ In descending it was found the rip and valve gords were entangled and the bal- loon was allowed to drop of itself. The descent was in the Msissippi River.
arr Care ||
Mass. Duration 2% Rours¢l gistance - Ht
35
Ga PyAGRE Ka Eake
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No. 36 DULY, 1910 Vol. 7, No. 1
COPYRIGHT, 1910, AERONAUTICS PRESS, INC.
Entered as second-class matter September 22, 1908, at the Postoffice New York, under the Act of March 3, 1879. AERONAUTICS is issued on the 20th of each month All copy must be received by the 10th. EAGVErts- ing pages close on the 15th. ss
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LOOOOOOOOOOOOOOOHHDOHOOOOGHOOGOOOOHOO
$ 2 “Aeronautics” ’ 8
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New Year. ;
$OOOOOOOOOOOHHHH9HHHHHHHHHHHHHOHNN
It is with somewhat more assurance of the ultimate than on three previous Julys that with this issue “Aeronautics” begins its fourth year.
Aeronautical affairs of late have reached a higher plane and the structure of the Art is attached more firmly to the industrial chassis.
In the face of the kindly advice of those foremost on the subject the magazine wes started in July, 1907, when a gas balloon was a curiosity and the Wright Brothers’ flights were still alleged myths.
reese somewhat pessimistic friends, and with the appreciation of those who found “Aero- nautics” of interest and value, without a skip the magazine was continued single- handed through three not particularly en- couraging years.
It was steep-angle work, you may be sure. No time or pains has ever been spered to make the paper as reliable, accurate and efficient as possible in its heretofore ex- ceedingly limited field. The sun often set and rose egain on a day’s work, but the heart was in it, and this, perhaps, made the labor lighter.
In launching upon this New Year I want to to express my sincere appreciation of the
Bes: the good will and ready support of
PROPELLERS
July, TQ10
many kindnesses thrust upon the magazine, and may success eventually alight at our
Cee tee. ERNEST L. JONES. Automatic Stability Problem Solved.
Longitudinal and lateral stability form the two most important problems in the development of the aeroplane. Stability must eventually be automatic.
For some years past Lieutenant J. W. Dunne who was for some time attached to the Balloon Factory at Farnborough, England, but has recently continued his experiments at Sheppey on his own account, has worked at the problem A biplane designed by him, and piloted by Lieut. Gibbs, actv ally made several flights in Perthshire in the autumn of 1908. Since the beginning of this year flights extending in one case to nearly one mile have been made in the Isle of Sheppey. The ma- chine was recently reconstructed, and was brought out once again and tried on the afternoon of May Lieut. Dunne, who piloted arose from the ground after a run of some forty yards and, rising to sixty feet, main- tained this altitude for some distance, when he let go his grasp of all the steering-levers and absolutely abandoned the machine to the air. Pursuing its free flight with perfect stability and steadiness, the aeroplane covered a distance of just on two miles, when Lieut. Dunne resumed control of his levers in order to clear a high mound, but, being unable to do so, came to earth in a ploughed field. The entire length of the flight was about two and one- half miles. During its free flight the aeroplane gradually rose all the while.
The importance of this achievement need not be insisted upon, it simply proves that the problem of automatic stability is in a fair way of being solved, and as such its significance transcends that of the majority of sensational sporting and exhibi- tion flights. During the whole of its free uncon- trolled flight the aeroplane remained absolutely stable. The aeroplane is a biplane; the wings pro- ject backwards from the central axis of the ma- chine, and in plan have the shape of a V with the apex in the direction of flight; the wing tips are actually situated in rear of the center of gravity of the machine. Their combined area i 560 square feet. The machine carries no tail no steering or controlling surfaces of any kind with the exception of a flap hinged to the rear ex- tremity of each wing for effecting horizontal anc vertical steering. A 4-cylinder, 50 H. P. “Green” engine drives two propellers revolving at the rear of the surfaces. The wings have a positive angle of incidence near the centre, the angle gradually decreasing towards the tips, where the angle i actually negative. The machine weighs 1,700 pounds, the load therefore being about three pound per square foot.
OF
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36
AERONAUTICS July, 1910
We Build Balloons That Win
HAVE WON EVERY CONTEST ENTERED AGAINST ALL MAKES CHICAGO CONTEST — Balloon “Fielding-San Antonio” — 9 competitors
Distance and endurance trophies, also water record of the world—350 miles one trip INDIANAPOLIS CON TEST — Balloon “University City’” — 6 competitors PEORIA CONTEST — Balloon “Peoria” — 3 competitors ST. LOUIS CENTENNIAL CONTEST — Balloon “St. Louis III” first, and Balloon “Centennial” officially second for distance and endurance, 47 hrs., 41 min.—8 competitors Balloon “St. Louis III” — speed record of America— Lambert, pilot; Von Phul, aide JUST THINK OF IT, EVERY CONTEST IN THE LAST TWO YEARS.
Aero Club Grounds, Centennial Contest, St. Louis, Mo .
@ The longest voyage by a licensed pilot in the United States, in 1908, was made with the 2200 cubic meter “Yankee” —461 miles with two stops— a remarkable performance; 800 pounds ballast aboard when landing.
HONEYWELL, Builder
@ The greatest balloon trip of 1908 and 1909850 miles in competition — made by the 2000 cubic meter balloon, “Fielding-San Antonio.” Four American and two Foreign makes defeated by wide margin.
HONEYWELL, Builder and Pilot
AEROSTATS, AIRSHIPS AND INSTRUMENTS
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4460 Chouteau Avenue, St. Louis, U. S. A.
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AERONAUTICS July, I9T0 =” PROTECT YOUR IDEA! @e@
FREE REFERENCES: 3 American National Kank, Two B00Ks: | Patents mur Pa eal I Siebete d Little Giant Hay PressCo., “Inventor’s Guide” ‘6 ’ allas, Texas. ana My Trade-Mark’ Gray Lithograph Co., fi 64-Page “Your business will have my personal attention.’’—E. E. V. aie. Wee Cee ee
“Proof of Fortunes Norfolk, Va.
New Era Mfg. Co., Fairfield, Ia. The Parry Stationery Co., Oklahoma City, Okla. Bell Show Print Co., Sigourney, la. The Camp Conduit Co., Cleveland, O. The Iowa Mfg. Co., Oskaloosa, Ia. Sam’l Allen & Son Mfg. Co., Dansville, N. Y.
in Patents—g Secure Money to Patent”’ your In- MADE BY MY CLIENTS Sell Your Patent, and ALLabout the YOU Should Have My FREE BOOK
What and How to Invent’”’ HESE books will tell you How to 9 e vention, How to Great Success
s RM sta T ; = ae The Garl Electric Co., of My Clients Telling HOW OTHERS will do ee Te mae MRE theysame) DN] Bek bh OU fw Re Superior Mfg. Cone e Sa Dares ss = = : .dney, O. Pepe ishts ants. OW Ad vA NED te OLW “LO Tidnam Tel. Pole Co., -abels, RKegisterec it SRE OT eis AYA = Oklahoma City, Okla. ADVICE FREE EN YE NA BOOK ERE EE. Bernhard Furst, Vienna, pee ee ae I. Austria-Hungary. Correspondence Cea Compound Motor Co.,
Solicited Brooklyn, N.Y.
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MY OFFICES ARE LOCATED ACROSS THE STREET FROM THE U. S. PATENT OFFICE
AERONAUTICS A SPECIALT
Improvements in Aerostructures should be protected without delay. Thousands are experimenting, and your discoveries may be made and patented by others. A seemingly unimportant point to-day, may control the Aeroplane and Dirigible in the future as the Selden Patents control the Automobile. Do not give your ideas away ; protect them with solid patents. We render an opinion as to the patentability of any invention without charge. Send usa
sketch and description, photographs or a model for immediate report. Kooklets giving full information in Patent Matters, a list of needed inventions and a history
of successful patents, mailed free. Write for them.
PROMPT AND PROPER SERVICE
WOODWARD & CHANDLEE i227 € street, Washington, D-C. PARAGON
Diameter 7 ft., Weight 5 lbs., Stands 200 lbs. Thrust. WHICH WILL YOU CHOOSE?
A stock propeller selected by guess for the special A propeller correctly and scientifically designed for
conditions of your machine the surface-weight ratio and speed and power of : F pee thie : : your machine.
A true screw of uniform pitch in which only a por- A blade of variable pitch to take account of the tion of the blade can have an effective gliding angle elasticity of the air and the phenomenon of “‘slip’’ and in the path through which it moves. that is effective all over ae - Nietaralshow an aiee “flat? cep een | A blade showing none but edge or “‘quartered Material Showing common es OF ether grain and both blades being exactly alike, even to the
grain which warps, checks and refuses a polish. | lines in the wood—and a perfect polish. One kind can be had from several places; the other you can get only from us. Think it over! AMERICAN PROPELLER CO. i i 616 G Street, Washington, D. C.
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AERONAUTICS
EQUIP YOUR AEROPLANE
WITH
Aeroplane Fabrics Aeroplane Tires Bumpers
Tell us what you need, and let us explain the superiorities of GOODYEAR Materials.
THE GOODYEAR TIRE
& RUBBER COMPANY Akron, Ohio
Spruce and Ash
In stock and can be shipped immediately
True Screw
All Sparling-McClintock Propellers are of laminated spruce and ash. @[We get 200 pounds thrust from our 6-foot propeller at between 1100 and 1200 revolutions per minute. Our 6-foot Propeller, any pitch, wt., 7 lbs., $30.00 Our 7-foot Propeller, any pitch, wt., 85 lbs., 40.00 Our 8-foot Propeller, any pitch, wt., 11 Ibs., 50.00
Sparling-McClintock Co. GRAFTON, :: :: ILLINOIS
July, 1910
CHURCH Aeroplane Co.
BROOKLYN, N. Y.
Working Models
Flying Models Separate Parts MODELS BUILT TO ORDER
From Working Drawings, Etc.
SUPPLIES FOR MODEL BUILDERS: Atuminum, Rarran, Bamesoo, Wuitre-Woop, Erc.
Special Notice!
E have received so many
inquiries for agency prop-
ositions and orders are coming in so fast, that our mail has grown to such an extent, that we find ourselves unable to keep up with our correspondence, but will fill orders and answer all letters as quickly as possible until we have increased our facilities still further. Price List of Models and Parts is now ready, but it will’ be some little time before our Supply Catalog for Full Size Machines is ready for distribu- tion as there are so many new things to list. In asking for catalog, please state which one you want.
CHURCH AEROPLANE CO.
Main office and factory BROOKLYN, sees Ni Y-
Chicago office, 49 Wabash Ave., H. S. Renton, Manager.
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AERONAUTICS
R. I. V.
RADIAL
July, toto
BALL BEARINGS
Used by Leading Aviators. Light in weight — Strong and Durable.
Variety of types and sizes in stock.
Absolutely Guaranteed. Send for Catalogue 19.
All Sizes Hoffmann Steel Balls on Hand.
R. I. V. CO. 1771 Broadway, New York
A SCREW BLADE
Laminated Wood Propeller on lines giving PERFECT PARALLEL THRUST THE HIGHEST EFFICIENCY ATTAINABLE ABSOLUTELY NO LOST ENERGY PRICE $85.00 f. o. b.
Mail or Telegraph 10% of amt. and we will ship C. O. D. for
balance
ALONZO COFFIN
Sole Manufacturer
67 Main Street
San Francisco California
AERONAUTICAL CLASSICS
———————__ Published by i oraenneEEEnnEEIREEERIERIEEEER THE AERONAUTICAL SOCIETY OF GREAT BRITAIN NOW READY
1. AERIAL NAVIGATION.
By Sir George Cayley, Bart., with Portrait and Biographical Notice. First published 1809.
2. AERIAL LOCOMOTION.
By F. H. Wenham, with Portrait and Bio- graphical Notice. First published 1866.
q. Four more volumes in the present series will be issued during the course of the year, including the most important works of Walker, Stringfellow, Pilcher, Francis Lana, Leonardo da Vinci, etc.
The originals of ihisivaluablelscriestare extremely rare, and practi- cally unobtainable. All the illustrations are reproduced in facsimile.
Price 25c. each volume. Post Free 30c. Subscription for complete series of six, $1.35 post free
On sale at the Publishing Offices of of the Aeronautical Society KING, SELL & OLDING, 27 Chancery Lane, London, England
SEND FOR LIST OF
LATEST AERO BOOKS AERONAUTICS 250 W. 54th St. New York
PROPELLERS
SPECIALLY MADE For Model and Full Sized Aeroplanes. Prices on aesienues |e DUQUET ee
I have just such a twin engine to win Edwin Gould’s $15,000 prize. Want capital to exploit this patent.
J. A. M., care AERONAUTICS.
Well known inventor building biplane which will not conflict with other patents, needs $3,000.
Perfectly safe, and simple control. machine entered for several contests.
Best of references. No brokers.
BIPL ANE, care AERONAUTICS.
Have
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4ERONAUTICS
Wittemann Glider In Flight
© and A:
WITTEMANN
)ESIGNERS — CONSTRUCTORS — DEVELOPERS OF
Aeroplanes, Gliding Machines, Models, Separate Parts
PRACTICAL LESSONS IN GLIDING “xperiments Conducted GLIDERS IN STOCK
WORKS:
7 Ocean Terrace and Little Clove Road, Staten Island, New York
Telephone, 390-L West Brighton
)
WE MANUFACTURE THE LIGHTEST WEIGHT AND HIGHEST QUALITY EN- GINES IN THE WORLD
All working parts of Krupp and other German Steels of highest tensile strength ob-
tainable. ey = 5 THE EMERSON ENGINE CO. Incorporated Alexandria cos Virginia
Large grounds for testing
CR ee ore ee ee ee
4 ® 4 9 9 4 4 9 9 9 4 9 4 4 4 ¢ 4 4 4 4 4 4 q 4 ¢
wy “% * % of “ % “i % + “ °° % % te fe & % % % % & % % & % & % * *f + + + +
Pett de
July, 19TO
LAMINATED TRUE SCREW
PROPELLERS
In Stock For Immediate Shipment
UR6-ft. Propeller delivers 200 lbs.