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SMITHSONIAN INSTITUTION, NOILNLILSNI_ NVINOSHLINS S31uYvudl LINS S31YVYsIT LINS S31e¥Vvudl oe ” = ve: al ee on : oe SSON7 = pes He ov) Patented March 14, 1911; July 25, 1911;’October 17, 1911; Others Pending We confine our business to the Business End. That is one reason why we succeed and make such propellers as we do make. There are also a lot of other reasons. Anyhow, you have got to have propellers if you fly; good ones if you fly, well and the best one if you want to do your best flying. You want the best and your problem is how to get it. We can solve this for you at once and for all. You will never change when once you have tried a Paragon Propeller furnished for your machine in accordance with our system of calculation. Paragon Propellers are patented in every detail. There are none others like them and none others that you would want after your first Paragon experience. We admit our opinion of our work is not impartial, but we refer to the hundreds of Paragon flyers all over the country for their opinions. Our illustrated booklet will interest you. It’won’t-hurt to write tous, anyhow, and we will give you our expert engineering advice as to power, pitch, thrust, etc., gratis, whether you become a purchaser or not. We have earned a repution for special knowledge in our line and we will make good that repution with you, if you will let us. AMERICAN PROPELLER CO. WASHINGTON, D. C. March, to12 AIRCRAFT 5 Winter has no terrors for the airmen. The above picture shows Clifford O. Hadley flying along the Hudson River which, as can be seen, is covered over with a thick layer of ice and snow. On Sunday, February 11th, and several days following, Mr. Hadley gave flying exhibitions before large crowds, making flights between Tarrytown and Ossining, in which he raced against automobiles and the Twentieth Century Limited New York Central Railroad train, easily defeating in the races both the automobiles and the railroad train, CONTENTS---MARCH, 1912 The Words We Use. : ‘ : ; : : Sailing the Air With Wind Power ¢ : Fatal Aeroplane Accidents (Statistical Table) Editorial : ; Scale Drawing Heinrich School-type Monoplane The Heinrich 1912 Mono-Biplane Foreign News E . j i " z 6 : German News : ¢ ‘ 5 F , , 5 Club News . 3 2 3 ; 3 : " The New Kirkham Tractor Biplane. s ‘ 6 General News is : : fs 2 : , ; Advance Toward Aerial Law : 5 : ? ; The Trade . 2 ! 3 ; 5 ; fs . ALFRED W. LAWSON President and Treasurer ERNEST C. LANDGRAF Secretary TERMS TO SUBSCRIBERS In the United States, Mexico, Puerto Rico, Guam, Philippine Islands, Hawaiian Islands, Cuba (including Postage), $1.50 per year. Fifteen Cents the Copy, of All News Dealers. Foreign Subscriptions, Two Dollars per year. In changing order give old as well as new address. Advertising copy must be in hand by the Ist of month previous to date of publication. Only high-grade solicited. advertisements of thoroughly reliable firms are AIRCRAFT Published-Monthly by. The Lawson Publishing Company 37-39 EAST 28th STREET, NEW YORK, U.S. A. Telephone, 5017 Madison Square z : ; : Denys P. Myers 7 D. W. Starrett 8 10 " 0 7 , : - 12 ov alg) W. H. Phipps 14 Stella Bloch 15 j , ' C a a - 16 ‘ eee é : : D. E. Ball 18 Communicated by Denys P. Myers 20 6 : , . 0 6 - 22 ALFRED W. LAWSON Editor WALTER H. PHIPPS Ass. Editor WHEN YOUR SUBSCRIPTION EXPIRES One month before a subscription expires we enclose a blank on which you will write your order for the renewal. WHEN FIRST NOTIFIED that your subscription will expire, you should send your renewal at once, in order not to miss a number. New subscriptions which are received by us on or before the 15th of any month will begin with the issue of that month. If received after that date they will begin with the following month’s issue. We cannot enter subscriptions to begin with back numbers. One month’s notice is necessary before a change of address can be made. renewal Entered as “second-class matter’ February 18, 1910, at the Post Office, at New York, N. Y., under Act of March 3, 1879. Copyright, 1912, by the Lawson Publishing Co. “Aircraft” is registered as a trade-mark by the U. S. Patent Office, under date of August 9th, 1910. 6 AIRCRAFT March, 1912 are e Motors and Equipmen; C, yy NEW YORK ye 1780 BROADWAY & "Np any Tel, Col. 1335 The Latest Development in Aviation “BLERIOT FAMILY AEROCAR” DRIVEN BY 100 H. P. GNOME MOTOR GNOME MOTORS 50 H. P 70 H. P. 100{H. P. IN STOCK FOR IMMEDIATE DELIVERY AGENTS FOR ALL STANDARD FOREIGN AVIATION MOTORS. IMMEDIATE DELIVERY GUARANTEED. Imported Aeroplane Cloth Used in France by: Bleriot, Farman, Nieuport, Deperdussin, Etc., and all other manufacturers. Used in America by: Moissant Company, Queen Company, McCurdy, Willard, Etc., and all leading aviators EVERYTHING ELSE IN IMPORTED SUPPLIES FOR AVIATION $ PR CRAFT Wolls $, INO, 1 New York, Marcu, 1912 I5 CENTS A COPY $1.50 A YEAR THE WORDS WE USE By DENYS P. MYERS. N. many ways Europe is more thorough than America, The Yankee has a habit of going ahead—sometimes blundering ahead—and getting results, not caring whether he has observed the etiquette of the game. In Europe they take themselves seriously, perhaps caring more how a thing is done than what is accomplished,—at least that is the way it often looks to the American. It thus happens that, although the basic principles of mechanical flight are credited to America, many of the niceties of it were originated across the Atlantic. Abroad, for instance, they have fixed the nomenclature of flight to a far greater extent than we have here, where “airship” applied to all sorts of air-going vehicles is now palling on aviators and technical writers. It is probably time for a concerted movement to be -made with the object of defining the terms we use. The leaders in aviation have a full appreciation of the new words the infant sport is introducing into common parlance, but many lesser lights lisp in these numbers, haltingly and in- correctly. The public does as it pleases, not because it desires to be wrong—or right—but chiefly because its little knowl- edge of aviation is a dangerous thing on the tip of the tongue. The definite point of this article is the desirability of deter- mining by means of a committee or otherwise the meaning of the new words used in aviation, particularly in the case of the kinds of aerial vehicles. Here are suggestions and a summary of what has been done in this regard abroad, designed to assist such a procedure. One linguistic crime on the part of the public which has been prosecuted by this magazine is the popular failure to distinguish between the great types of aerial vehicles. Airships is the in- discriminate term, used by newspapers, magazines, the Consular Reports, everybody apparently, except those directly interested in aviation. Even the Connecticut licensing law, which went into effect January 1, employs the word in a general sense, and a protest against its use in that statute proved unavailing. No other piece of legislation, prospective or complete, makes that mistake. The Aerial Navigation Act of the United Kingdom and that of India says “aircraft;’ the New York project speaks only of aviation; the Massachusetts one differentiates “flying machine, dirigible balloon, glider or other apparatus;” the Pennsylvania bill mentions ‘aeroplane; the California bill clumsily defined “a motor vehicle which is designed to navigate above ground in the air,’ the excuse for this phrasing being that the act was intended to be administered by the Motor Vehicles Department. Even the ordinance of Kissimmee City, Fla., mentions flying machines, specifying aeroplanes, helicopters, ornithopters, and other types. Abroad the French use aéronef, which is best trans- lated by aircraft, and the Germans employ flugmaschine. About the only word not adopted from maritime navigation to flight is the generic one of vessel, which, always connoting some- thing hollow, would manifestly be ridiculous as applied to an aeroplane. The need of specific terms naturally does not bother the trade much, for it appreciates and deals in fine distinctions, though it is constantly aggravated by seeing and hearing in- correct terms by the laity. About a year ago the English Technical Words Committee announced its first list of terms, in which that authority decided aircraft was the best general word to cover all classes of aeronautic machines. One other list known to the writer has appeared in English, though according to the New York Sun an Admiral of the Navy also suggests super- terrene as a general term, with the floquilla the floquita and the fleck representing the marine flotilla, squadron and fleet. These efforts at standardizing the vocabulary of aeronautics in English have as yet borne little fruit, and it would seem well that some concerted action be taken by the American governing body to- ward this end. France had its nomenclature all congealed into usage before aviation, or even much ballooning, was a fact. Over a score of years ago the Société francaise d’Aérostation suggested the word avian as a general term. At the Paris Exposition of 1889 the Congrés international aéronautique discussed the definition of technical terms. At its session of August 3 aérostat was ac- cepted as defining a free balloon, and aéronat adopted for dirigibles. Neither is necessary in English, though single words as precise would be convenient. For heavier-than-air machines— then non-existent—the generic term aéronef was accepted, it having been coined as early as 1864 by G. de La Landelle. It was decided to class under it aeroplanes, sustained by surfaces, helicopters and ornithopters, sustained respectively by screws and flapping devices. At the same time the French savants determined that the word sustentation, which we frequently em- ploy in English to denote the sustaining principle of a machine, was incorrect, since it comes from the Latin sustentare, to main- tain one’s strength by food. The word sustention, from sustinere, whence our word sustain, was adopted as proper. Sustentation persists in English. The words then adopted in French have since become common and are officially recognized in France. This did not come about without effort, for when the new science was actually born, as well as before, a great many odd combinations of the Greek root aroe-, the Latin ala, avare and others were resurrected, sug- gestively and otherwise. Thus such words as alérion, icarien (from Icarus), aéromobile, autoplane, avia, avait, aviomobile, oumec, motoplan, aviostat, avicine, aérophine, scaphair and auto- fuge were brought forward, each accompanied by the allegation that it filled the bill. From aeroplane down to pylon and hangar we have borrowed terms from the French, and probably it is to this cause that we may assign our escape from such a series of brain storms as the above list indicates occurred in France. But what we need in English is an authoritative standard of our own, not an imported one. As aéronef is now generally used in France to cover both aeroplanes and balloons, so we have aircraft, a word all English. Aviator, thanks to the London Times, has fallen almost into complete disuse in England, and airman, with no hint of a Romance tongue in it, has succeeded 8 PERE C RUACEY Ap to it. Airship is being confined, by the aeronautic world at least, to the lighter-than-air vehicle, which alone it defines. Otherwise we all do pretty much as we please, and invent for ourselves if the need arises. Lately the “staggered” plane has been discussed. What is to prevent any firm or writer insisting on calling the type, say, “angled,” and adding confusion to a new idea? The centrifugal tendency is already in evidence, General Roques, French Inspector of Military Aeronautics, having de- March, 1912 creed that military machines be called “avions,” in commemora- tion of the Ader machine of 1893. Also the current army appro- priation bill in Congress devotes money for the purchase of “airplanes.” Why should not the Aeronautical Manufacturers’ Association take the initiative in establishing a standard for technical words as it must for supplies; and why should it not be aided in that work, if not led by the aero clubs? SAILING THE AIR WITH WIND POWER By D. W. Starrett N an article entitled “The Use of Wind Power In Aviation” the present writer proved that a wedge, if placed in a wind current with its thick end facing the direction whence the wind is blowing, will remain in a state of equilibrium if no other forces, with the exception of the one to be disclosed are acting to overcome this condition. The article showed that the wind pressure upon the thick end would be exactly balanced by the same pressure upon the two sides of the wedge. It stated further that, this principle accounted, in part, for the ease with which a bird can cease movement of its wings and sail directly against the wind. This discovery is important but it is not comparable with the one which discloses the force which overcomes inertion, gravity and friction and enables the bird, without an apparent effort, to sail on and on as long as the wind blows. Quoting in part from “Aerial Navigation of Today,’ by Charles C. Turner, who says: Lanchester writes in the ‘Engineer that the frigate bird will not touch a rigid support for months; that it secures its food by theft from other birds while on the wing, then soaring aloft, it floats in great circles without the movement of a wing.” Again he says: “The great swooping crane will ascend from Winnepeg and from a mile elevation sail straight for the Gulf of Mexico, never once during the flight fluttering a wing.” The crane went high enough to reach a current of air which was blowing north, from the Gulf; otherwise it would have had to circle to reach its destination. No bird if moving in a general way with the wind can keep a certain elevation for any great distance without flapping its wings. It must, in a general way, face the wind if it sails approxi- mately in a straight line. The reason why birds circle when sailing without movement of the wings is that they sail against the wind to get elevation, which they lose when sailing with it. The writer has made experiments which prove conclusively that it is the wind force alone which enables the bird to perform this feat. The experiments are so simple that anyone can prove to his satisfaction the truth of them. When one considers what the results of this discovery will mean in aviation, he will certainly give this article more than passing attention. See, in the imagination, an aeroplane with power, ascend at Winnepeg to the height that will give it a head wind, then idly float—as it will seem with the current—directly against it to the Gulf of Mexico without a turn of the propeller. It is well known that great currents of wind blow continually around the earth in positive directions. These currents can be used with as much precision as are the trade winds of the Pacific Ocean. The fact that a bird is balanced in a wind when facing it can be seen from ships that sail salt water particularly, because here will be found the sea gulls which are so tame that they fre- quently light upon the ship’s decks. The writer has seen these birds settle down on the flag staff of a ship moving twelve knots per hour. ‘The birds always alight with their heads facing the wind. When they desire to leave their resting place they give a slight jump forward into the wind, spread their wings and the wind does the rest as far as propulsion goes. This shows that what has been said regarding a bird being in equilibrium in any wind is true; but the great secret yet to dis- close is that force which overcomes inertion, gravity, and friction. To prove that the force which enables the bird to sail against the wind does not come from the bird’s especial construction, or the life within the mass, or that it is continually falling against an ascending column of air, the writer constructed a paper wedge from two sheets of typewriting paper, five-eighths inches thick at one end with an eliptical front, and tapered to the thick- ness of the two sheets of paper at the other end. This made a wedge nine inches wide and eleven inches long. The wedge had an eye one-half inch in diameter made of very fine wire, projecting its diameter beyond the side at each corner. Two very fine wires were stretched a distance apart to re- ceive the eyes exactly in the center, so that the wedge could slide freely along the wires. These wires were strung parallel with the wind’s course and where there could be no swirling currents. Although there was considerable friction to overcome, it was found that when the thick end of the wedge was pointed against the current of the wind, invariably it traveled into the wind; and when reversed so that the thin edge pointed into the wind, it traveled with the wind. One test made for speed was quite surprising; the wedge traveled thirty feet in eight minutes after having overcome in- ertion, against a fifteen mile current. It would always start from rest and make headway. Many tests were made to be sure of the conclusions. There were no failures. These experiments brought the mystery into the field of mechanics, because there was nothing peculiar about the con- struction of the wedge; not even a convex surface. The writer knew positively that ihe wedge moved against the wind from the wind power itself. This was the sure foundation from which to make a start toward the solution of this seemingly difficult problem. Mechanics presents an analogous phenomenon which aided the writer in reaching the solution. The appliance known as a boiler injector or inspirator is referred to. With this wonderful machine the boiler pressure forces the water into the boiler against its own pressure, with- out the use of mechanical levers. The impetus of the stream is imparted to a fine stream of water, which enters the boiler with a greater pressure than that of the boiler. In the experiments recorded the mysterious force sought started the wedge from rest into action; but the writer has never observed a bird start sailing from rest without first moving its wings or giving itself a start with its feet. However, that is no proof that a mechanical bird will not be able to imiate the wedge. To solve the problem the writer imagined the wedge in a cur- rent of air, at rest, with the thick end squarely facing the wind without supports. If the speed of the wind is forty miles per hour, the pressure March, 1912 PAW inna Gage etal 9 will be eight pounds per square foot. This pressure is acting the thick part of the wings, they expand with greater impetus upon all sides of the wedge. into this space of slightly lower pressure. If the wedge is maintained in its relative position to the This explains the reason for the greater efficiency found wind current, and allowed to drift it never could advance be- 1 the tests of planes which are constructed as curved wedges, cause the speed of the wind could not act. Here is a basic prin- With the greatest concavity near the thick part. ciple namely; for a wedge form to move against a current of In the tests of the paper wedges moving against the wind, wind without power applied, it must be approximately in the the effect of an increased speed of the wind was plainly notice- relative position stated above, and in a state of rest. able. When a gust of wind came the wedge would jump ahead several inches, whereas if the wind came evenly, it would move ahead with light even jumps. This was caused, no doubt, by the friction of the eyes upon the wire supports. But, one is inclined to ask, if this principle is true why is it that flying machines with curved wedge planes do not sail without power? The man and machinery, and the tail trussing will have to be encased within a birdlike body to give more wedging surface and prevent retarding friction; the exposed propeller will have to remain an unknown quantity for the present. The dirigible balloon will have to have planes resembling those of the monoplane, with the machinery and the car inside of the main body. At present the aviator has to come to earth for fuel; with this principle developed he will be inside of a wedge shaped cabin To illustrate this point take a wedge and drive it into the end with fuel and food and all the comforts of home. He will sail of a piece of green wood; then take two more wedges and drive jn great circles if he wishes to go with the wind, and will float them along side of the first one and it will be forced from its straight ahead if he desires to go against it. The speed of the wind must have an opportunity to act; it strikes the front eliptical end of the wedge and is formed into two air wedges between the passing air currents above and below the wedge, which just miss it. These two wedges have a greater pressure than the sorrounding air, because of the sudden checking of the speed of this air against the wedge. These air wedges are forced between the currents above and below the wedge, and the higher pressure of these wedges does not fail until they have passed the greater thickness of the wedge when it reacts against the tapers, forcing the wedge against its own pressure. The side currents are compressed to some extent and in ex- panding assist in squeezing the wedge ahead. position. Then it will be only a matter of carrying sufficient food to sail No doubt the concavity of the bird’s wings utilizes this force around the world without mechanical power, as did our first to a greater degree, because as soon as the air wedges pass by ocean navigators. FATAL AEROPLANE ACCIDENTS. Statistical table compiled by Automobil-Welt up to December 13th, 1911, which makes a very interesting study for the thorough student of aircraft. “Per Cent. of s ‘ . | In 12 Passenger r | No. of | Victims Killed 12 Passenger Flights ended | Flights were No. of | Aviators | : : | Fatally for ; s : in Flying Killed Flights | Killed who as eee mi aa AI oe la RNa CaN a —. . .| Lerminating | had Not : ; | | ith ilot an ilot) Passenger |p: ane Fatally — | Pilot The 93 fatal accidents occurred with... | lone|p. ssenger| Passenger |only| only eaets eee Ieeeraeares ooo — SO | $$$ — ——— TT — | —$<$<$—$—_—— — — —— — —$<$<$<—<—_—_—_— = (In two cases type was unknown) | 81 | 19 | 7 | 3 2 | 10 9 | 93 Om Rs : ie SOR CF iy eee ice Ce aa Monoplanes..| Total 38 15 3 2 2 2 Dorner, Deperdussin, Lilienthal,t Leforestier, Moisant, iINametereneer Blériot |Antoinette Nieuport |R.E.P.| Valkyrie Oertz, Pietschker, Pilcher,t Pischoff; Poulain, Queen, | | | | Russijan, Sommer, Wiesenbach. \ [pees (es ler cs eeae ema SS ach | | | | Albatros, Astra, Baldwin, Bristol, Brit- Biplanes..... 'Total 52) 10 Sy 5 noua: 4 | 3 2 2 ish Army, Breguet, Caudron, M. Name........| H. Farman|Wright Sommer |Aviatik| Curtiss | Savary | Voisin | Curtiss Farman, Fernandez, Hartle, I.A. | | | copies M.C., Liére, L.V.G., Marra,Short Bene a Be A ae ar A Ga Gaece AEN ena a [ork ee = Tends s. oe Sg) | : | & oO | a | AS [ e i | | Ea ) : Calne a| § Wess ened E |B on aa éu/2|.|-| ES (Coyinwales ‘occ Sedccavacor SS a Sea a ah 20 Nis 28 te vO) fesse a Cate een tr S Glo] s 3 3 3 call lien KON espe e/Sleislei2 o |= 8 Ss yeio |a S/e)|<)/n)ea ea j\a FOC Calin ean | One eaiel ayn) ie | | | (eee Per cent. of victims belonged to........ | 34 | 15 | 15 | 12] 8 5 = alee I I I =, ||) a - - I I - Country of origin of machine. ....... 53 | 12 | 14 aN TOA |b esl er 3p —e |Vai=oy (Ne ee | = =p (eos | See 3 No.and country whereaccidentsoccurred | 32 | 16} 14 | 8 | Tea 2 (eo | - | - | 1 I Tips eta eI I —— = — es oo is = = = — —— — ——— oe = ==- — = — = a — | America | Italy | England | Germany | Russia | France Ratio of No. killed to No. of 12 (741) 7 (45) | 9 (110t) II (135¢) 3 (554) 27 (soot) holders of pilot certificates 7) = 17°I per cent. | = 15°5 per cent. ie 82 per cent. | = 8'14 per cent. | = 5°45 per cent. | = 5°4 per cent. * Tncluding 3 killed on gliders. + Gliders. { The figures in brackets give the number of certificated pilots up to the end of October, IgIt. @ Those who were killed while flying without pilot’s certificate, or as a passenger, or in glider experiments, have been omitted. Their numbers are: France, 7; Germany, 4; America, 3; England, 3; Russia, 2; Italy, 1. 10 A WIR CIR Ale WV NO AXE TO GRIND. ITH this number Aircraft begins its third year of usefulness. For over two years it has been circulating among aeronautical people of the world conveying periodically a message of good cheer and a promise of con- tinued progress. This Magazine was established at a time when an aeronautical publication was a very precarious thing and it required some courage of con- viction to give time, energy and money toward such an undertaking. But we believed then as we believe now and as we have always believed since in a great future for the air vehicle, and so we went ahead and kept going ahead irrespective of all obstacles thrown, either intentionally or unintentionally, in our pathway. While other aeronautical magazines were coming and going, some for a month, some for six or eight or ten months and then petering out—dying as it were by the wayside for want of support and appreciation— this magazine has gone on without a break, and now begins its third year triumphantly and with the su- preme confidence of the entire aeronautical movement, not only in this country, but in every country in the world where aviation has thrived. Our efforts and our policy have been appreciated by everyone who has the welfare of the movement at heart. It would be hard to say just what has given Aircraft its great prestige. Some of the others were “just as good as Aircraft” and some were “even better than Air- craft,” but there was a difference somewhere, for Air- craft LIVED and grew STRONG and self supporting, whereas the others DIED and were buried and for- gotten. It is just possible that this magazine achieved suc- cess because its readers discovered that our sole aim in life is to develop the movement along substantial lines. We are optimistic and we cannot hide our opti- mism when discussing the future of aerial transporta- tion. We are sincere and our readers believe in us, in fact a bond of sympathy between the magazine and its readers has been permanently established. They believe in our oneness of purpose and unite with us in ; ena area ba ani ialesa aia aunIe a GMI LeLated facts. Furtber than that we have kept aloof from the little March, 1912 schisms of the movement. We have repeatedly refused to allow Aircraft to be exploited as the official organ of any club or corporation or organization of whatso- ever nature. The petty quarrels and ambitions of a few scheming club politicians never interested us in the least. We know that these little schemers must come and go, like the June bugs of early summer, but that the aeronautical movement as well as this publication must and will continue to go on indefinitely. Aircraft stands first, last and all of the time for the entire aeronautical movement—nothing more, nothing less. It has, up to the present time, given much as- sistance to men, concerns and clubs. We feel proud of every big man, every big concern and every big club we have helped to develop in the past, but we cannot for a moment consider lending the columns of this publication to furthering the ambitions of any man, concern or club when it goes contrary to the best interests of the movement itself. So we stand aloof as we have always done in the past—owned nor con- trolled by no one. We have no axe to grind, and therefore we can give to our readers absolutely unbiased information. This movement is going to develop wonderfully and along various lines in the next few years, and it is well for the men who are now in the movement and for those who will come into the movement later on that there is such a magazine as Aircraft to watch over their interests. THE FRENCH DECREE. NCE more the French lead the aeronautic world and the Decree regulating aerial traffic which we publish on page 20 is another wit- ness to the oft-repeated statement. This Decree is meritorious, establishing a proper but not restrictive control over flying, and best of all giving the aviator a legal status within which he can easily keep and within which he can be protected from many petty annoyances on the part of any hostile pub- lic wanting to deny the aviator fair treatment in the exercise of his art. It tells the airman many simple thines which he must do to have the State on his side, end. en the cther Fanrd. it indicates to the nublic the extent of its rights. Above all, the Decree cannot con- March. 1912 ceivably hamper the progress of aviation. It was written by men with the true interests of aeronautics at heart, a body of experts which came into being as early as 1908, when certain deputies of the French Chamber organized a Committee on Aviation. Two years later this self-constituted body was made official and, as a Government Commission, sought help from flying men, aircraft constructors and legal authorities so that their work might be satisfactory to all. At least a dozen projects were studied before the final text was drawn up. What enlightened activity at all comparable to this Decree has America to record? None. The general principles of the French Decree might be adopted for the United States—when we are ready; its details, however, do not fit our system of govern- ment. Therefore, we must make our own laws and, as we pointed out last December, we should be pre- pared to do so. The omnivorous legislator will not long leave aviation alone, and the aviation world should be ready and waiting to show him the way. AVIATORS SHOULD ORGANIZE. N aviators’ protective association for the pur- pose of watching the law makers should be organized. There is no one who should know more about the conditions under which ma- chines should be allowed to go into the air and the conduct of such machines when in the air than the man who must take the machine into and manipulate it while in the air. Therefore, he should have something to say regarding the laws that are going to be made relating to air travel. At the present time there are in the neighborhood of five hundred aviators in this country, and no doubt before the end of this year there will be at least one thousand to fifteen hundred of them. These men should have their own organization for the purpose of considering and deciding aerial questions. They should at least have a voice in the matter when the rules and regulations governing flight are prepared. The aviator should remember that as an individual he is incapable of competing with a combined force, and that his strength will only become apparent when combined with and acting in unison with that of others. He must organize if for no other reason than to protect his own interests against the schemes of the politician who is now becoming a factor in shaping the affairs of the movement. The aviators’ association should be national in scope and entirely separate and distinct from clubdom. BUSINESS AT SUMMER RESORTS. HE professional aviator could probably do well this season at the various summer re- sorts. We think that it would pay an aviator moderately well to locate at a watering place with an -hydro-aeroplane, or at an inland resort AGIERYG REACT sy 1i with a regular aeroplane, and carry passengers on little tours at a stated fare per head. If the amount was made small enough no doubt a very profit- able business could be worked up along this line, and what is good for one resort would be good for almost all resorts, so that if the idea has value for one it should have value for many, as there are many hun- dreds of good watering places or inland summer resorts scattered throughout the United States. Aviators should open up correspondence with the managers of these resorts immediately and see what can be done. No doubt these managers would be will- ing to offer some inducement, but the aviator must depend principally upon the amount made through carrying passengers on short trips. If possible, make the price ten dollars per head for a short distance, or more if longer trips are desired. Almost any summer vacationist could afford a ten-dollar ride, and ten of them a day for sixty days will not only pay for the machine and operating expenses, but should include the aviator’s stipend as well. AERIAL OPPORTUNITIES. ITHIN a year or two many rich young men, scattered about the country, are going to purchase aeroplanes as part of their transportation equipment. Some of them will know little or nothing about the mechanical makeup of the machines and will care even less, so that they will need men who not only understand construction work, but men who will be able to act as aeroplane drivers. So we suggest that young, ambitious mechanics be- come competent airmen as quickly as possible, and furthermore learn how to build the machine from nose to tail, and the science of aviation generally. This can- not be done in a day, and if future success is antici- pated, careful preparation must be made in advance. There will be more aerial opportunities for good men in the near future than there will be good men to take advantage of them. SPECIAL AEROPLANE SERVICE. R. GROVER CLEVELAND LOENING has suggested to the Editor of Aircraft that the time has now arrived for the rail- roads of this country to inaugurate special aeroplane service to take the place of special trains, which he contends will not only land the passenger at his destination in a shorter space of time which is usually the object for engaging special trains, but that the cost can be very materially reduced also. We can see no good reason why this suggestion could not be worked out to good advantage by the large railroads and especially those winding, mountainous roads over which trains sometimes take hours to go between two points that could be reached by aeroplane in a few minutes, PNA a Ga Ray elisa) March, 1912 PH ic -HEINRICH MONOPLANE MODEL. D. HEINRICH MONOPLANE, TYPE, (D) SCALE DRAWINGS OF THE HEINRICH SCHOOL TYPE MONOPLANE. March, 1912 AN MR (CARS ZN TY AD 13 THE HEINRICH 1912 MONO-BIPLANE An interesting all-American machine of sound design and pleasing appearance is the new 1912 Heinrich mono-biplane, so called because it is fitted with interchangeable wings and can be flown as either a biplane or a monoplane. It is the work of A. Heinrich Brothers, of Baldwin, L. I., and is of conventional monoplane design, but has many original construction fea- separated from the motor by an aluminum _par- tition. The gas tank compartment is also fitted with drains so that any leakage from the tank will immediately drain out. THE TAIL. The greatest care has been used in the design of the type. tail, which In the tail is of the flat and non-lifting lies the whole success of the TOP VIEW OF tures not found in other machines, so that alto- gether it is a great improvement over their ma- Chine of last year, which was illustrated and de- scribed in Volume II Arrcrart, page 245, and sShould—if properly powered—give a good account of itself. Lhe Heinrich mono-biplanes are made in two types, each with two sets of interchange able monoplane and biplane wings, a description of which is given below. In addition to the mono-biplane the Heinrich Brothers also turn outa small school type monoplane, which is illustrated in the accompanying drawings. Turning now to a description of the machine, which is built in two types, one a high speed design and the other a passenger type, the prin- cipal dimensions are as follows: GENERAL DIMENSIONS. High speed type—Length, 24 ft. 6 ins.; spread, 29 ft. 4 ins.; chord, 6 ft. 6 ins.; Camber of wings, 2 ins.; angle of incidence, 6 deg.; dihedral angle, 3%4 ins. Passenger type—Length, 25 ft.; spread of wings, 33 ft.; chord, 7 ft.; camber, 3% ins.; angle of incidence, 74% deg.; dihedral angle, 3% deg. FUSELAGE. Great care has been used in the design of the fuselage to reduce head resistance to a minimum. It is of the box girder type, 22 ft. long running from a blunt point at the front to a point at the stern. Four ash members run the full length of the fuselage. They are joined in the middle by a sliding fit into square steel tubes 1 ft. long so that the fuselage can be taken in half for shipment. The four main frames are 1% ins. square at the front tapering down to 34 in. at the stern, where they join a stern post of ash 2 ft by 2 in. by M% in., to which the rudder is fastened. The fuselage is 26 ins. deep at the front and 28 ins. wide, and tapers down to one ft. deep at the sternpost and 1 in. wide. It is strengthened by stanchions every 2% ft., except at the motor, where the stanchions are only 2 ft. apart. All the stanchions aft of the aviator’s seat are 1 in. square, while those around the motor are 1 in. by 2ins. The fuselage is further strengthened by No. 33 steel wire galvanized, which is fastened to U bolts of 3/16 in. cold rolled steel. The seat is slightly forward of the trailing edge of the wings. Forward of the seat it is entirely covered with aluminum, with the exception of three windows of celluloid, one in the bottom, 2 ft. wide, runs entire. ly across the machine and one on either side 1 ft. by 16 ins. This gives the aviator a good view of the ground at all times, and also allows him to inspect his landing gear while in flight. A steel tube 2 ins. in dia. runs across the fuselage in front into which the main spars of the wings fit. ‘The ends of the main spar have a shoulder which fits snugly against the tube. A box of laminated spruce and ash runs across in front of the seat into which the second main or warping spar is fitted. This also serves as a dash-board on to which the tachometer, watch, and engine controls are fitted. The fuselage is also covered the entire length with cloth. THIS MOTOR. Great care has been exercised in placing the motor and gas tank so as to eliminate any pos: sibility of danger from fire. The gas tank is HEINRICH MONO-BIPLANE. machine. The machine is so balanced that the tail has only its own weight to lift, and conse- quently when in flight, the tail flies straight out in the true stream line of flight. This puts the balance of the machine right into the aviator’s hands and the least shifting of the wheel changes the line of flight longitudinally. The tail is swallow-tail in shape, and the rudder, which is 2 ft. by 2% ft., swings between the two ends, spars of ash are 2% ins. by out for lightness. The other at the leading edge, 1 in. by and one, 1 ft. from the trail- of ash. Ribs are spaced [0 of I beam section, the middle section of ash, and the straps or upper and lower sections of white wood. ‘The wings are held up by two steel wires in front, two to each wing, capable of withstanding 1,500 lbs. apiece, and two flexible steel wires in the back capable of with- standing 2,000 lbs. apiece run through two tubes on the truss to allow warping, the truss which holds the wires is made of four pieces of oval steel tubing terminating into one piece which holds the tubes for the warping wires at the top. All wires are made tight by the best type turn- buckles. ‘fhe under fastenings of the wings are five in number, two to the front main spar of the wing, which practically have to sustain the entire weight of the machine, and are capable of sus- taining 2,300 lbs. each. The warping wires are two in number, of flexible steel the same as the front wires; one runs over a pully which takes the strain of the other, which runs to the warping arm. ‘The fifth wire is fastened to the small spar 1 ft. from the trailing edge, and runs over a separate pulley. THE LANDING CHASSIS. Too much care cannot be given to the design and construction of the landing chassis. This is of the wheel and skid type. One long central skid of laminated spruce and ash, turned well up at the end serves three purposes: to protect the propeller in case of a bad landing, even though part of the chassis is damaged; to keep the machine from taking a header in case of a bad landing; and to form a substantial anchor for the wing wires and warping arm. Two small skids, one on either side of the large skid, are braced out with oval tubing. To these are fastened the rubber chock absorbing springs through which the axel runs, with a wheel at either end. The small wheels and skids take all the shock of landing. THE CONTROL. This is of an original ONE WHEEL type, viz: longitudinal movement works the elevator, lateral movement works the warp, and turning the wheel steers. spars, two main 11% ins., channeled two spars are, one 1% ins. of spruce, ing edge 1 in. sq. ins. apart, and are SIDE VIEW OF HEINRICH MONO-BIPLANE, which are hinged onto the main part of the tail and form the elevators. The tail and rudder and elevators are so constructed that it is only a mat- ter of ten minutes’ work to take off the entire tail. The tail is supported when on the ground by a light laminated skid. THE WINGS. In the construction of the wings lies the whole safety of the machine. They are built up on four The machine is called a mono-biplane because it is so constructed that it can be changed from a biplane into a monoplane with about one hours work. It is built with two sets of wings. The monoplane wings have 180 sq. ft. for the high speed type, and 210 sq. ft. in the passenger type. The biplane wings for the high speed type have 300 sq. ft. and the biplane wings for the passen- ger type have 420 sq. ft. FRONT VIEW OF HEINRICH MONO-BIPLANE SHOWING WARP, Pela Cole se ily March, 1912 FOREIGN. The Harlan monoplane in flight. It was on a machine of this make that Herr G. L. Ulich, at Johannisthal, recently broke the world’s records for duration flights with two and three passengers aboard. Brazil As predicted in Arrcrarr as far back as July of last year, large sums of money have been made by flying in South America. Letters received from South America tell us of the great success of exhibition flights recently made there by Roland Garros, Edmond Audemars and Rene Barrier, in Blériot, Nieuport and Deperdussin monoplanes, under the management of Willis McCornick, o New York. Mons. Garros at Rio Janeiro won the President’s prize of $17,000, and also won a $20,000 cross-country prize for flying one hundred miles. As a result of the impression made, the Brazilian government has decided to buy several of the French machines exhibited. England CODY MAKES NEW ENGLISH PASSENGER CARRYING RECORD AT AIL,DERSHOT. At Aldershot om February 3rd, Colonel S. F. Cody made a new English flying record by carry: ing four passengers seven miles at a height of 100 feet in a strong wind. The weight of pilot and passengers was 750 pounds. A new silent biplane, built to the designs of Mr. Geoffrey de Havilland, one of England’s most persistent and clever designers, has been turned out by the British Army Aircraft factory, and in numerous trial flights under the pilotage of de Havilland, has shown itself a capable flyer. The machine is a tractor screw biplane, having a stream line fuselage with silenced motor in front and a Nieuport type tail at the rear. The wings are warpable and the landing gear consists of a wheel and skid arrangement. Belgium On January 16th Crombez arrived at Brussels on his Deperdussin, having continued his tour from Tournai, France. He covered the 100 kilo- meters in just one hour, France VEDRINES BREAKS SPEED RECORD—FLIES AT NINETY-TWO MILES AN HOUR. At last the speed records of the late Edouard Nieuport have been broken. Vedrines on a new Deperdussin monoplane of 21 metres span and 13 square metres surface, fitted with a 100 H. P. Gnéme and 2.5 metres diameter “Rapid” propel- ler, set out on January 19th at Pau to break tne speed records and succeeded in breaking every record from 1 to 150 kilometres. His speed works out at 92 miles per hour. The accompanying table shows both the new and old records: SPEED RECORDS BY DISTANCE. Vedrines. Nieuport. ia, IMG 13 WR SS 5 kiloms 0 2 6 2-5 0 2 18 2-5 10 kiloms. nO Lteeeloea-5) 0 4 30 1-3 20 kiloms. > @ 8 263-5 0 9 144-5 30 kiloms.. . 0 12 404-5 0 13 334-5 40 kiloms. ® is 5&8 0 18 313-5 100 kiloms 0 41 564-5 0 46 272-5 Weyman. 15 Os kilomS ire tereietete 1 2 434-5 Ho itil. 36 1-5 SPEED RECORD BY TIME. 5 Nieuport. (21.7m.) 32 kils. (19.8m.) Y% hour... 70 kils. (43.4m.) 64 kils. (39.8m.) 1 hour...142.43 kils. (88.3m.) 129 kils. (79.9m.) HIGHEST SPEED. New r’d, Vedrines....145.177 k.p.h. (92 m.p.h.) Old rec’d, Nieuport....133.136 k.p.h. (82% m.p.h.) BATHIAT BEATS VEDRINES’ RECORD AND MAKES WORLD’S RECORD FOR 100 KILOMETRES. On January 26th at Douzy, Leon Bathiat, flying a Sommer monoplane, broke Vedrines’ record for a distance of 100 kilometres by covering this dis- = tance in 41 minutes 29 seconds, as against Vedrines’ time of 41 minutes 56 4-5 seconds. His best speed works out at 93 miles an hour. WORLD’S FIVE PASSENGER RECORD. On the same day (January 26th) at Douzy, Henri Molla, on a Sommer biplane, broke the passenger carrying record by remaining aloft for 1 hour 6 minutes, with five passengers, of a total weight of 948 pounds, exclusive of gasoline and oil. VEDRINES, THE GREAT FRENCII AEROPLANE DRIVER. TWO-PASSENGER HEIGHT RECORD. Using his Borel monoplane, Verrept, at Ta Vidamee, on January 20th, carried two passengers, MM. Voigt and Liva, to a height of 1,075 metres. The useful load carried was 215 kilogs., while the total weight, including petrol, etc., was ofh- THE DORNER MONOPLANE, A NOVEL AND INTERESTING ALL-GERMAN MACHINE. cially checked at 300 kilogs. WVerrept intended to try and beat Lieut. Bier’s world record of 1,220 metres, but after 18 minutes he found the cold too trying, and had to come down. He had, however, beaten Moineau’s French record of 876 metres. FISCHER GOES HIGHER. On January 23rd, at Bouy, Fischer, on his Henry Farman biplane, uttacked the double-pas- NEWS BY WALTER H. PHIPPS senger height record, and took his two friends, MM. Loygorri and Ram, up to an altitude of 1,400 metres. He thus beat the world’s record, but only held it for a few hours, as at Rheims, a few kilometres away, Prevost was making preparations for a similar flight, with the success seen below. Fischer will, however, have another try for the record shortly. PREVOST ESTABLISHES WORLD’S RECORD. Also on January 23rd, but at the Courcy-Beth. eney ground, near Rheims, Prevost attempted to beat Lieut. Bier’s record, and by taking up Lieut. Brat and M. Besnard to 2,200 metres he secured the right to the title of world’s record holder. His machine was a Deperdussin monoplane, fitted with Gnome engine and a Rapid propeller. The start was made at a quarter past three, when although there was little wind, a thick mist made the conditions uncomfortable for the flyers. At 300 metres height the machine disappearing from view, but another couple of hundred metres higher the record breakers founld themselves under a bright blue sky. In 23 minutes a height of 1,750 metres had been attained, and four min- utes later the barograph registered 2,000 metres. Prevost kept the machine climbing until 2,200 metres had been reached, and then started to come down in a spiral vol plané. He suddenly found himself above the towers of Rheims Cathedral, and taking his bearings by this landmark, found his way to his hangar, before which he landed, after being in the air 38 minutes. TABUTEAU ESTABLISHES NEW FIGURES. At Pau on January 24th, Maurice Tabuteau, flying a monoplane, made world’s records for the distances of 200, 250 and 300 kilometres (124.28, 155.35 amd 186.41 miles, respectively). He cov- ered the 200 kilometres in 1 hour 54 mins. and 21 secs., the 250 kilometres in 2 hours 22 mins. and 57 sees. and the 300 kilometres in 2 hours and 51 mins. Mons. Tabuteau also established mew records for flights of two and of three hours. In two hours he covered 205 kilometres, 287 metres (127 miles, 5 furlongs), and in three hours, 316 kilo- metres 287 metres (196 miles 973 yards). PAULHAN-ROBINSON TOUR. Hugh Robinson and Louis Paulhan have ar- ranged to give demonstrations with Curtiss hydro- aeroplanes at Cannes, Nice, Monte Carlo and other places on the Riviera during the next month. It is probable that they will also enter the hydro- aeroplane meet which is to be held at Monaco during the last week in March. The International Sporting Club has offered a prize of $3,000, and it is probable that more will be contributed. The contest will comprise six tests—(a) starting from calm water and going round a course of 4% kilo- metres in the Bay; (b) resting on calm water; (c) starting from broken water; (d) resting on broken water; (e) landing on the seashore so that the pilot may descend from machine; (f) starting from the shore. In addition to Paulhan and Robinson it is stated that Collieux will com- pete on a Voisin and Renaux on a new Farman hydro-aeroplane. SCOTT’S BOMB THROWING. Lieutenant Riley E. Scott, the American whose picture was reproduced on the front cover of the November Arrecrart, is making some interesting trials at WVillacoublay, where he is dropping “bombs” from a Wright machine with wonderful accuracy. He is making these trials in view of competing for the Michelin prize for bomb throw- ing. Among the spectators at Villacoublay re- cently were Colonel Bouttieaux and a delegation from the Turkish Embassy. JLieutenant Scott, at a height of 200 metres, easily throws two elon- gated projectiles within the circle, as prescribed March, 1912 in the Prix Michelin rules, and frequently he is so accurate as to place the projectiles within a metre or two of the bull’s-eye centre. LONG DISTANCE BALLOON RECORD. Official figures on the world’s long distance bal- loon recor@ made by Emile Dubonnet and Pierre Dupont on their flight of January 7th and 8th from La Motte-Breuil, France, to Sopolowska, in Russia, show that the distance covered was 1,214 miles, or thirty miles more than the record of Count de la Vaulx in his flight from Vincennes, near Paris, to Kovostychew, Russia, made October 9, 10 and 11th, 1900. FRENCH WAR MINISTER WANTS $4,200,000. The War Minister of France, M. Milleraud, is asking for an appropriation of $4,200,000 for military aviation purposes in 1912. The War Minister is being backed up by the Minister of Marine, M. Delcasse, and 185 members of the Cabinet, and it is hoped that this appropriation will be granted. As we go to press it is reported that this appropriation has been granted. NAVAL APPROPRIATION. The French Naval authorities are asking for an appropriation of $200,000 for experiments with hydro-aeroplanes. It is proposed to establish a flying ground on the coast and also to fit up the warship “‘Foudre” as an experimental vessel for aeroplanes. Germany WORLD’S RECORDS BROKEN. The world’s record for duration carrying the aviator and two passengers was beaten on January 22nd at Berlin at the aerodrome at the Johannis- thal field by Herr G. I. Ulich, an engineer, who, in his Harlan monoplane, stayed in the air two hours, two minutes and forty-five seconds. The previous record for duration was held by Lieut. T. De Witt Milling, an American, who, on September 26, 1911, at Nassau Boulevard, L. I., using a Burgess-Wright biplane, with two passen- gers, remained in the air one hour fifty-five min- utes and forty-two and three-fifths seconds. AVIATOR AND THREE PASSENGERS RECORD. On January 25th, at Berlin, a new endurance record for a flight carrying the aviator and three passengers was created at the aerodrome at Johannisthal by Dr. G. L. Ulich, who, with three companions stayed one hour and thirty-five min- utes in the air in his Harlan monoplane. The Austrian aviator, Herr Warchaolowski, held the duration record for pilot and three passengers since October last, when at Weiner Neustadt, with three companions, he remained in the air in his biplane 45 minutes 46 seconds. INTERNATIONAL AVIATION EXHIBITION IN GERMANY. An International Aviation and Aero Exhibition will be held in Berlin, Germany, from April 3 to April 14, 1912, open to aeroplanes and dirigible balloons of all kinds; motors and propellers for flying machines; materials (crude and worked) used in the making of aero apparatus; bodies; accessories; repairs and parts for aeroplanes and dirigibles; models; plans; drawings of air craft; hangars, tents, balloon sheds, and models of the same and of aviation grounds; contrivances and means of transporting aeronautic apparatus; mo- tors and gas generators; equipments and kits; meteorological, physiological, photographic, and cinematographic provisions; signaling devices; lighting apparatus; maps; aero travelers’ equip- ment (special clothing, prepared food, etc.); scientific and art works; and other exhibits ap- pertaining to airships and aero travel. German News By Stella Bloch. The Royal Danish Aeronautical Society is planning a flight from Copenhagen to Berlin for the summer and has secured the assistance of the Imperial German Aero Club for the project. German and Danish aviators only will be eligible for competition. The Zeppelin Company proposes, so far as we are informed, to send two modernly equipped passenger vessels to the World’s Fair in San Francisco in 1915 to undertake circular and cross- country trips in that vicinity. A regular aerial post is about to be instituted from Bork to Brueck, near Potsdam, on Grade aeroplanes. This service will not be of an inter- mittent character, but will constitute a regular postal delivery. Following on the report of a special commission appointed by the Army, the construction of the German military “M”’ airships on the Gross semi- rigid system will be discontinued henceforth. It has been found that the semi-rigid framework which characterized this type could not of late be built strongly enough to prevent accidents to the gas envelope without detracting from that most important factor, speea. A Japanese military.aviation commission, con- sisting of Colonels Jamada, Krakuno and Kita- AIRCRAFT 15 THE CLEMENT-BAYARD MACHINE IN FLIGHT. THIS AND CAN BE FLOWN AS EITHER A MONOPLANE OR yama, two majors and several captains and lieu- tenants, is due in Berlin, and will then go on to Austria to study aviation there. The new Japan- ese Ambassador at Berlin has received personal permission from the Kaiser to show his country- men the military aviation and aeronautical work- shops and to allow them to take part in the tests. The time from June 14 to 25 has been set aside for the competition from Berlin to Vienna, ar- MACHINE IS FITTED WITH INTER-CHANGEABLE WINGS A BIPLANE, BELOW WE SHOW IT AS A BIPLANE. the team will be selected as che outcome of trials to be held at Leipzig and Dresden on April 28th and finally at Wlukun in Breslau; quite a num- ber of military men have entered for the tests. Tripoli On February Ist, Captain Monte, of the Italian Military aviation corps, was shot at and wounded THE CLEMENT-BAYARD MACHINE FITTED BIPLANE CELLULE ranged by the Society of German Aero ‘Tech- nicians and the Austrian Aero Club. One of the conditions of the event is the carrying of pas- sengers. The German Gordon Bennett Balloon Race is to be held at Stuttgart on October 27th. Germany has nominated last year’s winner, Herr Gericke, as its representative, and the other two members of WITH BIPI, Wit ANE WIN NOTE THE METHOD OF BRACING THE ‘H SLOPING UPRIGHTS, while dropping bombs from his aeroplane into an Arab encampment near Tobruk. The aeroplane was struck four times by Arab bullets, one of which hit Captain Monte, wound- ing him severely. He was, however, able to re- turn to camp with the assistance of his companions, and both landed safely, bringing valuable informa- tion. SIDE VIEW OF THE DESIGN FOR A NEW BREGUET ENCLOSED AEROCAR. CHARLES C. HORTON, GRADUATE OF BEATTY’S AVIATION SCHOOL. Aero Club of Illinois The Aero Club of Illinois is probably doing more for the development of aviation than any other club in this country at the present time. Arrange- ments are now being made to hold the Coupe In- ternationale d’Aviation at Ciucago this summer. It is intended that Mr. Cortlandt Field Bishop, the vice-president of the Internationale Federation Aeronautique, and the man who was instrumental in inducing Weymann to fly the American flag at the International race at Eastchurch, England, last year, will visit Chicago shortly for the purpose of looking over the ground and ascertaining as to whether or not it will be suitable for the race. It is intended that the contest will be held in Chicago about the last week in September. The laying out of the courses for events under the new rules of the federation will be more difficult than in former years. In the interests of safety, there are several new requirements to pre- vent obstruction. At last year’s races on the Isle of Sheppey there were ditches, water courses and cattle grazing. At Belmont Park in 1910 there were houses, trees, poles and all sorts of obstruc- tions. A complete copy of the new sections adopted at the Rome congress of the federation has been forwarded by Mr. Bishop to the Aero Club of Illinois. A translation from the French text of the regulations shows that no meeting on an aero- drome can be authorized if the course does not comply with the following conditions: 1. The track must have a width not less than 100 metres (328 feet) on its entire extent and a perimeter of not less than 1,500 metres (4,920 feet). » The interior surface bound by the course as expressed in square metres (1.19 square yards) must equal at the least the product obtained by multiplying by 25 the perimeter of the track as expressed in metres. 3. There must be between the outer edge of the track and the space reserved for spectators a strip of neutral territory 30 metres (98 feet) in width. On this strip aeroplanes are not allowed to be moved’ unless when pushed by hand. 4, The surface of the track must be every- where of such a nature that an automobile can be run over it. : For the Coupe Internationate d’Aviation race for 1912, the track must conform with the above regulations and its minimum perimeter must be 5 kilometres (3.1 miles). The track if possible, it is stated, should be 200 metres (656 feet) wide and the neutral ground between it and the railing also 200 metres in width, and the infield not narrower than 300 metres (984 feet). The distance for the cup is 200 kilometres (124 miles). It is also speci fied that no angle of the course can be an acute angle, that is to say, less than a tight angle. Concerning the blue ribbon event of the year Mr. Bishop said that the cash prizes offered by the donor of the Coupe Internationale d’Aviation at the time of its institution had all been awarded, but that it was believed that the city obtaining the event this year would offer a prize in money as an inducement to aviators to undertake the heavy expense of entering the race Horace B. Wild returned recently from Europe after purchasing for Harold F. McCormick a four passenger Parseval dirigible balloon, to be deliv- ered in May. This dirigible, which is 185 feet long and can fly thirty miles an hour, remaining five hours in the air without alighting, will be used by the members of the Aero Club. The second Anniversary Banquet was held at the Auditorium Hotel, Saturday evening, February 10th. ‘There was a musical entertainment, motion pictures, including the Grant Park meet, and ad- dresses galore. sets At a meeting of the Aero Club of Illinois in the Auditorium Hotel January 30 a_ proposed “Marathon flight” between tne larger cities of the Central West, and similar to the “Mammoth Com- bination. Meet” proposed by the December ATR- CRAFT, was considered, including a circuit of Chi- cago, Omaha, St. Louis, Kansas City, Indian i Dayton and South Bend. Special mnzes seuaee posed for each flight between cities and a grand prize for the best performance on the entire cir- cuit. These plans are as yet tentative. _ The championship races will be held here in September and an early date in that month proba- bly will be selected. The race as proposed would cover approximately fifteen hundred miles. Preliminary arrangements for holding the races for the Coupe Internationale d’Aviation, if ob- tained for Chicago, were made at the meeting. The Board of Directors of the Illinois Aero Club was increased to eighteen members. The Aeronautical Society On January 25th the Aeronautical Society held a smoker and social meeting that was an unquali- fied success. A “Mock Trial,” covering an actual aeronautical situation, was enacted that met with enthusiastic applause. Messrs. A. Leo Stevens entertained the Society with a number of original cartoons projected by the stereopticon, and Mr. H. Percy Sherman, of Williams College Aero Club, talked upon the amusing side of “‘Balloon- ing as a Sport.” On February 8th at a regular meeting Mr. Fred- erick Charavay delivered an interesting address on the “Balance of Aeroplanes,” in which he dwelt upon the determination of the center of pressure and the correct disposition of weight. Mr. Robert G. Ecob, an active aeronautical ex- perimenter and aviator, gave an illustrated ad- dress upon the ‘‘Soaring Flight of Birds.” His pictures were of exceptional interest. The recent “Paris Salon” and Mr. Matthew B. Sellers’ paper upon ‘‘Propeller Thrusts’ were also reviewed by Mr. Stanley Y. Beach, of the “Scientific Ameri- can,” and the well-known technical authority, Mr. Wilbur R. Kimball, respectively. Aeronautical missionaries, who will wage an educational campaign in the interest of aerial locomotion, will be sent in all directions of the compass around New York City, as a result of formal action taken by the Directors of the Aero- nautical Society. The missionary board, unique in the annals of aeronautics, was instituted to carry out the funda- mental purpose of the organization, which is to advance aeronautics to the fullest extent within its means by spreading proper knowledge. Aero Club of St. Louis To aid in popularizing the aeroplane and demon- strating to the public that the machines now being manufactured for general use are reliable and practical, an aerial reliability tour along the same lines proposed editorially by Arrcrarr last Decem- ber will take place next June if arrangements can be completed. It is expected that at least a dozen aeroplanes will cover a six hundred mile triangular course over the States of Illinois; Missouri and Indiana, and will be checked in and out of con- trols, inspected for damages, and their scores kept as automobiles are scored on reliability tours. It is stated that five prominent aviators and manufacturers have consented to enter the contest and are preparing machines for the tour. E. Percy Noel, secretary of the Aero Club of St. Louis, is working it up. The route will be from St« Louis to Indian- apolis, from there to Chicago and then back to St Louis. The tour will occupy six days, there being no attempt to make speed records, but merely to establish the reliability of various types of aero- planes by actual cross country flights. The tenta- tive course to be followed is from St. Louis to Champaign, Ill., the first day; from Champaign to Indianapolis on the second day; from Indian- apolis to Logansport on the third day, and to Chicago on the fourth day. The trip from Chicago to St. Louis will occupy two days, the night being spent at Bloomington. Each leg of the triangle will be divided into four controls, where gasolene, oil and other supplies will be provided and the scores of the machines recorded. Each aeroplane March, 1912 will start with a perfect score of 1,000, and for broken parts penalties will be imposed according to the importance of the damage. Delay in reaching the various controls will also result in penalties. The sole idea is to demonstrate the reliability of the aeroplane as developed to-day, and there will be no premium on speed, altitude or exhibition flying. Aero Club of Kansas City The Aero Club of Kansas City has been award- ed the 1912 national elimination balloon race. Before the departure of George M. Myers for a trip around the world the Kansas City Aero Club held a meeting and applied for the race. Louis W. Shouse was notified that the offer had been accepted by the national organization. _ The terms are the same as those of last year. Kansas City must furnish the field and gas and $100 to each balloon that enters. It also must provide a suitable cup to the winner. The National Balloon race is an elimination con- test. Its purpose this year is to choose three American balloons to go to Berlin to try to wrest the Coupe Internationale des Aeronautes from Lieutenant Hans Gericke, of Germany, who won it in the international race that started from Kansas City last October. 4 Louisville Aero Club With a membership of thirty-five, the Louisville Aero Club, at a meeting January 12 effected a tem- porary organization, appointed a committee to draft a constitution and by-laws and elected tem- porary officers. The committee is composed of G. H. Mourning, Jr., chairman. N, W. Funk, Roscoe Conkling and R. O. Rubel, Jr. Officers will be elected and a permanent organi- zation effected at the next meeting, when plans to open club rooms, obtain aviation grounds and pur- chase flying machines will be discussed. Otto and Louis Seelbach were made honorary members of the club, and a resolution was adopt- ed providing that one representative of every daily newspaper in Louisville be made an honorary member, these members to constitute the Press Committee. Temporary officers elected are: Chairman, C. A. Wickliffe; secretary, Roscoe Conkling; treas- urer, Frank C. Carpenter. All members applying for membership within one month will be coufited as charter members, and will be charged no initia- tion fee. Hydro-Aeroplane Club Louis E. Stoddard, a former Yale football hero and one of the polo team that captured the inter- national trophy in England, is the head of an organization of wealthy young men of New Haven, Conn., who have organized the first hydro- aeroplane club in the world. It will be known as the Hydro-aeroplane Club of New Haven. Stoddard has purchased a hydro-aeroplane which he has presented to the club. The craft will be delivered in April, and Stoddard and T. W. Far- num, the vice-president of the club, will immedi- ately be trained in handling it. The club plans to have at least six craft of the kind before summer. Long cross-water flights for sport have heen planned. A regular touring itinerary along the Atlantic coast will be laid out. It is hoped that other organizations of the kind will come into being during the summer so that competitive touring flights may be held. Philadelphia Aero Club The Philadelphia Aero Club was organized in December, and having adopted a constitution and by-laws, is already planning to hold a Model Con- test, which will be open to all members in good standing. The club is as yet small, being com- posed of a few young men interested in non-pro- fessional aenonautics, and they invite all others living in the locality of Philadelphia! who have similar interests to join with them. Detailed in- formation may be obtained from the secretary, D. Earl Dunlap, 2208 Brown St., Philadelphia. March, 1912 The Aeronautical Society of Women The Aeronautical Society of Women continue to hold instructive and interesting meetings at 250 West 54th street, and are getting quite a substan- tial membership. At a recent meeting Mr. Wilbur R. Kimball gave an illustrated lecture entitled “The Story of Aviation.” Some two hundred pictures were thrown upon the screen and de- scribed by the speaker, showing the early crude construction and ideas for aeroplanes right up to the latest development. It has been decided that henceforth meetings are to take place afternoons instead of at night, the first afternoon meeting to be held on Thurs- day, February 29th. Intercollegiate Aeronautical Association of America By Grorce Atwett, RrcHarpson, President. The annual meeting of the Intercollegiate Aero- nautical Association will be held in New York City, at a place which will be designated later, on Friday and Saturday, April 12th and 13th. Of: AX MAR GAR AN 1 AD ficers will be elected for the ensuing year and other business relating to the college aeronautical movement will be taken up. This meeting will be open to every college club in existence at the time it is held and it is hoped that every club will put forth its best efforts to send at least one delegate. An important con- sideration is that all of the officers to be elected should be good active workers. SECOND INTERCOLLEGIATE GLIDING MEET. The Intercollegiate Gliding Meet will be held this year at Ithica, N. Y., under the auspices of the Aero Club of Cornell University. Invitations to participate have been sent out to all the college clubs. Correspondence re the gliding meet should be addressed to Mr. Kerr Atkinson, Ithaca, N. Y. SECOND ANNUAL INTERCOLLEGIATE BALLOON RACE The second annual intercollegiate balloon race will be held under the auspices of the Intercol- legiate Aeronautical Association through the courtesy of the University of Pennsylvania Aero Club, which has relinquished its rights to the M7 same. ‘This race, which was held last year under the auspices of the Williams Aeronautical So- ciety,, was won by Penn. Last year but three colleges competed in the race: Williams, Dartmouth, and the University of Pennsylvania. ‘This year definite entries have been received from Princeton, University of Vir- ginia, University of Pennsylvania, Dartmouth, and Percy Sheerman, who piloted the Williams balloon last year, has signified his willingness to go to Kansas City though a formal decision_has not -yet been received from the Williams Club. There is no reason why there should not be at least ten balloons ready to start when the race is called. The date of the race has not yet been decided definitely, but it will fall the latter part of June or the first few days in July. Ovington’s Lectures Earle I,. Ovington, one of America’s greatest aviators, delivered an illustrated lecture on the modern aeroplane with some personal reminis- cences at Huntington Hall, Massachusetts Institute of Technology, on January 22nd. THE NEW KIRKHAM TRACTOR BIPLANE The accompanying illustration shows a new bi- plane recently brought out by Charles B. Kirkham, the manufacturer of the well known “KIRKHAM” Aviation Motors. As will be seen, this machine is of the motor in front, tractor propeller type. While brought out originally for experimental work in connection with the manufacture of the “KIRK- HAM” Aviation Motors, it has demonstrated in recent trial flights such remarkable speed and climbing qualities that it has been decided to offer them for sale generally in the near future. In general, this machine consists of a conven- tional biplane cellule, into which is fitted a mono- plane fuselage carrying the complete power plant, fuel tanks, operator and controls. MAIN PLANES. The main planes are 34 feet spread with a 5 feet 6 inch rib and are placed 58 inches apart. The rib curve is a modification of the curve used on the Nieuport monoplane, the ribs being of the built-up type spaced 13 inches center to center. The planes are double covered with Naiad cloth put on diagonally. Each plane is made up in three sections, so arranged as to be very easily taken down or assembled. ‘his is also facilitated by a new design of strut socket, which is so made that all of the struts can be removed without loosening any of the wiring therefore to completely take down the main planes it is only necessary to dis- connect the wires in the two panels where the sections come together. All other wiring can be left alone, which means a considerable saving in the lining up operation. FUSELAGE. The fuselage is built up somewhat on the Blériot design with elm longitudinal members and spruce struts. ‘The wiring and U bolts are the regular Blériot type, which are used on account of their extreme simplicity. The fuselage is covered with sheet aluminum for nearly one-half its length. ENGINE LOCATION. The engine is located in the front end and is completely housed except the cylinders. The front end of the fuselage is curved to reduce head resistance. It fits directly onto the lower wing bars, where it is fastened by four nickel steel bolts, and there is a separate pan bolted under- neath the wing bars, continuing the curve of the front end until it joins the line of the bottom of fuselage, thus reducing the resistence of this part to the minimum. GENERAL ARRANGEMENT. The gasoline tank is immediately back of engine under the sloping hood shown in cuts. This tank holds 28 gallons of gasoline, and as it is mostly below the carburetor on engine, air pressure is used to force the fuel up to the float chamber on the carburetor, this pressure being maintained by a special pump on the end of engine cam shaft, which is supplemented by a hand operated pump on the left side of fuselage. There is also a pres- sure gauge directly in front of operator, so that he can see it at all times. The sloping hood com- pletely protects the aviator from all air blast. RUNNING GEAR. The running gear is of the wheel and skid type, similar to the Wright, but is fastened to the main cellule in such a way that by the removal of six bolts and four nuts the complete landing gear can be removed. The center panel of the main cellule is supported by a heavy flat steel truss underneath front and rear, which carries the main portion of the weight of fuselage and power plant, the skids being con- nected to the above truss and also to the next outer post socket bolts—front by a flat steel ribbon and in the rear by heavy Roebling cables. All of the cther wire bracing is of heavy cable, thus there is no tubing used in the construction of the land- ing gear, except wheel axles and their steering rods. ‘The weight of the complete landing gear is 100 lbs. CONTROL. The tail, which is of the flat, non-lifting type, has a semi-circular stationary surface, 8 ins. wide with two semi-circular movable flaps, 43 ins. wide, each of which are separately connected to the control, thus adding a certain element of safety. ‘The rudder is of large size and pivoted to the rear of the fuselage, and this is also double connected to the foot steering bar. The ailerons are of the double acting Farman type, 7 ft. 7 ins. by 18 ins. hinged to both upper and lower surfaces, thus pro- viding ample control for any emergency. These are separately connected to the control wheel and are both positive in both directions, even if one set should become disconnected. With the ma- chine standing the tail is supported on a swiveling, shock absorbing rear skid. This feature of double connection to the con- trols is carried out most completely in this ma- chine, it being considered essential that the safety of the aviator be given every possible considera- tion. The control system is similar to the Deperdus- sin—that is, steering is by pivoted foot bar. For the control of the elevating flaps and ailerons a wheel mounted on a bow, pivoted to the sides of the fuselage is used, the wires for rear flaps being connected—one set to the bow on each side of the fuselage, and are controlled by a fore and aft movement of the bot by means of the wheel, while the ailerons are operated by turning the wheel in its bearings. POWER PLANT. The power plant shown is a regular model B-6- 50 H. P. “KIRKHAM” Aviation Motor, which drives a 7 ft. 2 in. by 5 ft. pitch propeller 1,325 turns, which fiies the machine at from 56 to 62 miles, depending on the load carried. This ma- chine can also be furnished with a model B-G-6-70 H. P. “KIRKHAM” power plant instead of the 50 shown. It might be mentioned that the B-6-50 power plant actually delivers to the propeller 56 b. h. p. at 1,360 r. p. m. on a fuel consumption of .56 lbs. of gasoline and 1 oz. of lubricating oil per H. P. hour, which is a remarkable showing in economy—a feature so necessary for long distance flighis. Anothe: point of interest 1s the fact that in dismantling this machine for shipment it is not necessary to disconnect a single power plant con- nection, either gas, oil, water, or control, as the whole power plant, including radiators, can be taken out by the removal of four bolts holding it to the main celule. The weight complete, with 28 gallons of gas, 3 gallons of lubricating oil, 3% gallons water, ready for flight, less operator, is 980 pounds. This, owing to liberal supporting surface, makes only a trifle over 3 lbs. per sq. ft., which the machine has demonstrated it could handle at less than 35 miles per hour, while the regular flying speed is nearly 60, giving a large margin of safety for windy weather. Recent test flights, which were made by Aviator W. F. Cline at the Kirkham factory testing grounds, have shown that while this machine rises easily at less than 35 miles, it behaves very much the same as the Nieuport monoplane in flight, that is, as the speed goes up the tail rises until the machine flies at a very small angle of incidence, this angle being approximately 4 degrees when flying with 13 gallons of gasoline on board, and of course owing to this small angle in flight the machine is a good glider with power off. 18 Valin xa Cole Ae Esl March, ror2 NEWS IN GENERAL By D. E. BALL POSTAL TELEGRAPH — COMMERCIAL CABLES — AT es pa Tel Lol DiC NLC eeU Ca lt he ‘eearancos, la al ll te] — YAN ee ALWAYS OPEN = UNCC cca OMe tC te C En On teom Te message subject to the terms and canditiens printed on the back of this blank 16, DB1.=3909 DESIGN PATENT No, 60529 B196 NY .MS 50 Collect DPR ZERZOI2 Amerucus Ga Feb 20th 1912 Aircraft ,Lawson Pub. Co., 37 E 28th St. Fowler finished Plight at Pablo Beach ,Florida,February Fifteenth, flying from Jacksonville in nineteen minutes, distance eighteen miles, He was followed by photographers ,M0ving picture and news- paper men. He also took moving picture from his Wright machine. Aeroplane landed in the water of Atlantio at 2:37 afternoon 8ensational. Charles L Youn b°340 PM ‘Lhe above telegram from Charles I. Young shows that Robert G. Fowler completed in good style his trans-continental aeroplane trip in which he flew from the Pacific Ocean to the Atlantic Ocean along the Southern route, starting from the Pacific Ocean, at I,os Angeles, on October 19th, and ending on the Atlantic Ocean at Pablo Beach, on February 15th, ‘his picture shows Robert G. Fowler in his Wright biplane en route from the Pacific to the Atlantic Ocean. Seated by his side is Edward R. Shaw, who took some remarkable pictures with his moving picture machine throughout the journey. L Miss M. Murphy seated at the wheel of Weldon B. Cooke’s biplane. Miss Murphy i 3 jati : ; g x ‘ 0 : : ty is an avia enthusiast and is having a machine built with which she intends to fly. ray rabon California News By Ernest Ohrt. Messrs. Ivan R. Gates* and P. C. Criblet, cwn- ers of a Maximotored Greene biplane, have dis- solved partnership. Mr. Criblet intends to enter the Curtiss Aviation School at San Diego. Mr. Ivan R. Gates has Joined the Diddier Masson camp in capacity of manager. hey are building a new 45 foot Masson Gnoéme biplane from parts furnished by the ‘California Aviation Co. ‘The plane will be headless, double covered, top plane to extend 5 feet over the lower plane on each end. Lhe covering will be Goodyear No. 10. All bolts are to be made of bicycle axles. It will also com- bine several other original features, The machine will be made to carry three passengers and capa- ble of staying in the air for ten hours. The mia- chine will be finished before the San Francisco meet, which starts on February 22. When com- pleted Masson will start on a trip from San Fran- cisco to Los Angeles, Cal., advertising the World’s Fair of 1915. On December 13th, Weldon B. Cooke received his pilot license at Adams Point, near Lake Mer- rit, Oakland, Cal. He made two good flights. On his first flight he stopped 38 feet from his starting point, and on the second he stopped right over the mark. He made figure eights, spiral glides, Dutch rolls, and dips, and he cer- tainly earned his license. ‘This is the first pilot's license given in the vicinity of San Francisco, and it aroused the aviation interests to quite an extent in Northern California. Weldon B. Cooke made an hour and a half flight over Santa Rosa recently for a purse given by the Chamber of Commerce. Fully 2,000 peovle were at the race track and 8,000 were on the streets. When Cooke reached an altitude of 2,000 feet the wind had increased to over thirty miles an hour, and for fully ten minutes Cooke was hovering over one place. Frank Bryant in an 8-cylinder Standard Curtiss biplane and Roy Francis in an 8-cylinder Hall- Scott motored Gage biplane flew at Redding on January 11th and 14th and had a fairly good attend- ance. About a thousand persons paid admission and about 5,000 viewed from outside. They com- plained about landing on account of the crowd swarming all over the field. Both made two twenty minute flights each day. John Legrieve, with an Elbridge engined Blériot type monoplane, smashed his machine beyond 1e- pair at the Spokane Fair. He has ordered a new machine from the California Aviation Co. E. H. Thompson, of said company, will shortly try cut the Curtiss type biplane of A. Fry. GRIFFITH’S AVIATION PARK. Another aviation park is to be established near Los Angeles, California, which makes this section of the country one of the most important aero- nautical centres in the United States. The new flying station will be known as Griffith’s Aviation Grounds, and embraces 150 acres in the San Fer- nando Valley, within nine miles of Los Angeles. The G,. J. Griffith Company, a corporation, has leased the field to Van M. Griffith for five -rears, and it will be under the direct management of the latter for that period. It will be operated under the sanction of the Aero Club of California, but all the business will be conducted by Van M. Griffith. : The following business concerns will establish enterprises at the park: Glenn JL. Martin, aero- plane factory and school; Gage Aviation School, aeroplane factory and school; Harry S. Dosh, aero- plane factory; Earl T. Hanna, propeller factory and aeronautical supplies; Sky Pilot Motor Com- pany, aeronautical motors, THE LOS ANGELES MELT. January 20th to 28th. i The Los Angeles Meet, held at Dominguez Field, Los Angeles, January 20th to 28th, was a great success, both financially and from an exhi- bition standpoint. On the first Sunday of the meet it is estimated that fully 30,00 people paid admission to the field, while on week-days the at- tendance, although not nearly as large, was quite good and was very encouraging to the aviators, as they received a percentage of the gate receipts in addition to prize money. The sensational flying of the meet was done by Lincoln Beachey, Phil Parmelee, Weldon B. Cooke, Farnum Fish, W. H. Hoff and Glen Mar- tin, who carried off the honors for the entire week. Blanche Scott also flew for over twelve minutes on every day of the meet but one. The speed, altitude and figure eight contests were closely contested for by Lincoln Beachey (Curtiss 1912 biplane) and Phil Parmelee (Wright Model X.) Weldon B. Cooke, in a biplane equipped with a 30 H. P. 4-cylinder Roberts motor, went in for daily and total duration as well as altitude. He won the total duration by flying 18 hours 5 min- utes and finished well in several of the altitude events. c March, 1912 William Toff, formerly chief mechanic of the late Eugene Ely, and a recent graduate of the Curtiss aviation school, made his first public flights and succeeded in winning many second and third prizes in the speed and other events. Glenn Martin, while not achieving any sensa- tional feats, flew consistently throughout the en- tire meet and showed that he was a capable pilot as well as a builder. He flew a Martin biplane equipped with a Hall-Scott motor. Farnum ‘T. Fish, the eighteen-year-old Wright graduate, went in for total duration and won sec- ond place in this event besides winning several oi the daily duration events. He used a standard Wright biplane and carried passengers most of the time. Horace Kearney flew a Hall-Scott Benoist and made a good showing, entering many events end winning several prizes. Turpin and Gill carried passengers and also en- tered some of the events. Guill, however, was in- jured during a night flight and was compelled to retire from the meet. Hillery Beachey, on a Heinman-Beachey biplane, flew consistently and entered many of the events, including those for speed. He succeeded in winning several prizes and showed himself to be a capable flyer. Charles I’. Willard flew a 1912 Curtiss but con- tented himself for the most part in carrying the mails. Army News It was announced on January 22nd that eight new aeroplanes are to be added to the War De- partment’s Aerial fleet between March Ist and June 30th. Brigadier General James Allen, Chief of the Signal Corps, has $65,000 left of the $125,000 appropriated last year, and is going to make use of it by bringing the number of vero- planes in the army up to fifteen or sixteen. Following Wilbur Wright’s recent visit to the Army aviation school at Augusta, Ga., during which he had a conference with Captain Charles de Forest Chandler and the aviators stationed there, it was announced that Wilbur Wright had worked out designs for a new biplane specially de- signed for military purposes and fitted with a larger motor and has larger carrying surface, as it was found that the present machines are hardly powerful enough to carry much extra weight in the way of military paraphernalia. The wireless equipment which was designed in the Signal Office, Washington, especially for use on aeroplanes has been received at the Aviation School at Augusta, Ga., and is now being installed on the Wright aeroplane. The first aeroplane for the Aviation School was received at College Park, Md., June 16th, 1911. From that date until December 31, 1911, seven hundred and nineteen flights were made by the four aeroplanes, the total duration being 138 hours and 54 minutes. The average duration of each flight was 11.5 minutes. This short time of average is due to the many flights made by beginners in practicing tie starting and landing. The most flights were made with the standard type B Wright biplane, this machine having four hundred and nine flights to its credit, the total duration being 74 hours and 13 minutes. It was received at College Park June 16, 1911. The Burgess-Wright aeroplane was received at the School July 8, 1911, and it made 183 flights, the total time in the air being 36 hours and 30 minutes. The Curtiss 8-cylinder machine was received from San Antonio July 25, 1911, and since its arrival at the School has made 81 fiights, the total time in the air being 14 hours 47 minutes. The Curtis 4-cylinder aeroprane which was pur- chased especially for training student officers, a:- rived at College Park July 27, 1911, and has imade 36 flights, the total time in the air being 3 hours and 34 minutes. On November 15th the 8-cylinder Curtis engine was taken from the old machine and installed in the new training aercplane, where it has remained and with very good results. Captain Chandler, Lieuts. Kirtland, Arnold aod Milling fly the Wright type biplanes; Captan Beck, Lieuts. Kennedy and Milling fly the Curtiss type. The House Military Committee recently referrcd two bills looking to an increase of pay for army aviators to the Secretary of War, with the request that the War Department examine them and recommend such changes or additions as migut be desirable. The committee then will consider the bills again, and it is probable a favorable report will be made. Curtiss Doings The first successful demonstration of a hydro- aeroplane in Europe was made February 6th on the Mediterranean near Nice, France, by Hugh Robinson, the American aviator, using the latest type of Curtiss hydro-aeroplane. The machine which Mr. Robinson used was the one recently sold by the Curtiss Company to Louis Paulhan, the famous French aviator and aeroplane builder. The public aviation school conducted by Glenn H. Curtiss on North Island, San Diego Bay, and the United States Navy’s experimental station, located at the same place, have developed into one of the most remarkable aviation camps ever estab- Pala Glee Av eied ly Ci C Fs DIDIER MASSON IN FLIGHT AT BEEN SAN FRANCISCO IN HIS GNOME DRIVEN BIPLANE, DOING GOOD WORK ON WITH WHICH: HE HAS THE COAST. lished. The scene sometimes resembles an national aviation meet inter- more than a school or experimental station. In addition to the fifteen pupils under the instruction of Lieut. J. W. McClaskey, U. S. M. C., retired, who has charge of the Curtiss school, some half a dozen mechan- ics and helpers, the camp has recently been aug- mented by the arrival of the four Navy aviators— Lieut. Ellyson and Towers, who operate the Navy's Curtiss hydro-aeroplane, and Lieut. John Rodgers and Ensign Victor Herbster, who fly the Wright aeroplane with a Burgess hydroplane attachment. The south end of the island resembles a military camp, with tents and hangars dotting the shore for a quarter of a mile. In addition to the Navy’s aviation force now at San Diego, it is announced that three more officers are to be detailed for in- struction at this place. Constructor Richardson, of the Navy, who has been at work on the new style of hull, or boat, for the hydro-aeroplane, has been ordered to San Diego, and will carry on his ex- periments at the North Island camp. Lieut. ‘Towers’ experiments in wireless tele- graphy at San Diego are watched with great inter- est. He has exchanged signals with the Govern- ment station at Point Loma on several occasions when in flight, and will continue his work with the idea of increasing the range and efficiency of the wireless aeroplane equipment. a Frank T. Coffyn has been demonstrating lately t! V as summer flying, on condition, of course, that the aviator is dressed warm enough. graph shows him at the bow of his Wright machine, fitted with special rocker pontoons. Standardizing Propellers The following letter, by Spencer Heath, Presi- dent of the American Propeller Company, was addressed to Mr. E. V. Lallier, Chairman, The Aeronautical Society, and which no doubt con- tains some interesting points for consideration of propeller manufacturers: Washington, D. C., January 30, 1912. “Dear Sir: We have your communication of the 25th ask- ing our suggestions in regard to the standardiza- tion of aeroplane propellers. We think it would be a most excellent plan to standardize such features of the propeller as do not depend for their excellence upon the special skill in design or mode of construction upon which the efficiency and general excellence of the propeller depends. To standardize these would be to put all propellers on a level as regards their excellence, and further development and improve- ment could not be made by departing from such standards as might be established. Regaring the features which we think might be standardized to advantage, we would suggest that standard templets for hub borings be adopted by propeller makers in conjunction with engine build- ers, so that propellers of different manufacturers would be interchangeable on the same engine. A that winter flying can be made just as popular The above photo- As can be readily understood the effect of these pontoons is to skim along over the water easily and also over broken ice during the winter in case it is necessary to do so. \ ; ot Kebruary Hying about the North and Wast rivers in juxtaposition to New York City. Mr. Coffyn spent most of the month His flights were ot the highly sensational order and were witnessed by hundreds of thousands of people. 20 series of, perhaps, three templets could be estab- lished based upon the A. L. A. M. rating of the engine. Speaking off-hand, we would say that for less than 25 H. P., a bolt-circle of 31-2 ins. might be adopted, using six 3-8 in. or 5-16 in. bolts; for 25 to 75 H.P. the circle might be 4 ins. or 41-4 in., with six 3-8 in. bolts. For greater than 75 H.P. a circle of about 41-2 ins. or 5 ins. might be adopted with eight 3-8 in. bolts, or pos- sibly six 7-16 in. bolts. The center hole might also be standardized if the engine manufacturers can be gotten together on this. We do not think the center hole should ever be more than 2 1-2 ins., if it can be avoided. The length of hub might also be standardized, and we would suggest 4 1-2 ins. to 43-4 ins. as a suitable hub length for 25 to 75 H.P.; for less Power a length of 3 1-2 ins. to 4 ins. would prob- ably be good. he diameter of the propeller in relation to the size and weight of the entire machine, might also be_a proper subject of standardization. Many builders do not provide for a sufficient AIRCRAFT propeller diameter, not realizing that the efficiency depends very much upon the amount of traction obtained, and that this varies approximately as the square of the propeller diameter, hence the diameter should always be as large as possible (within reasonable limits) regardless of the power of the engine (the difference in pitch taking ac- count of the avaliable power and consequent fly- ing speed.) With the advances that are being made in an experimental way to determine the flying head-re- sistence of different kinds and sizes of machines at different speeds, it should be possible in the near future to lay down definite rules as to the num- ber of square feet of area of propeller sweep per unit of head-resistence of the machine. A_ most inviting field of calculation is opened up in this direction which should be productive of the most useful engineering results leading, as it does, to the tabulating and diagraming of the necessary propeller diameters required for differ- ent percentages of efficiency as worked out from the flying thrust, or head-resistence, at different March, ror speeds. As soon as this information becomes gen- erally available, standards of propeller diameters will doubtless be definitely established. _No doubt the Technical Committee of your So- ciety would be able to make valuable advances towards the standardization of diameters. Regarding competitive tests of propellers this, of course, to be of any value, would have to be carried on under practical flying conditions, and would require the same rules in regard to course, timing, entries, etc., that are necessary in com- petitive tests involving the entire flying equip- ment, including aviator. The machines, includ- ing power, weight, equipment, etc., should, of course, be as nearly identical as possible, and pro- vision should be made for alternating the aviators, as well as the propellers between the different ma- chines for different events, so that each propeller could be tested on a different machine (of the Same size and type) and with a different aviator, preferably of the same weight. No doubt such tests will ultimately become possible at some of the large flying fields.” THE ADVANCE TOWARD AERIAL LAW The President of the French Republic on Nov. 21, issued a decree regulating aerial navigation in respect to permits, management, control of. cir- culation, landing, departure and en route, public aircraft, etc., together with a set of regulations on carrying lights and signals, signals phonic, rules of the “road,” landing and distress signals and the use of ballast. The project was prepared by a permanent governmental commission on aerial navigation and is the first thorough-going attempt at stite control of aerial navigation in the world. ‘lhe decree reads: The President of the French Republic. On the reports of the ministers of public works, posts and telegraphs, the interior, finances, war and marine. Having considered the opinion of the Permanent Commission on Aerial Navigation, organized by order of the minister of public works, posts and telegraphs under date of June 28, 1910, Decrees: TITLE TI. Permits of Navigation. Art. 1. No aircraft may be put into service in France without a permit of navigation, unless it shall have satisfied the conditions laid down by international conventions. Art. 2, The request for a permit is addressed by the owner of the aircraft to the prefect of his place of residence. To the request there should be attached: 1. A declaration of the name, domicile and na- tionality of the owner. If the request comes from a foreigner, the identity of the applicant is estab- lished by documents viséd by the consular au- thorities of his country; 2. The photograph of the aircraft, if the request applies to a dirigible balloon or a flying machine; 3. Proof that the aircraft is of French origin or has paid the customs duties; 4. A certificate of navigability. Art. 3. The certificate of navigability is estab- lished by the service des mines* according to tests deemed sufficient by it. * This department controls mines, local railroads and the distribution of electric energy. The certificate of navigability must contain the following information: Name or firm and domi- cile of the builder; place and year of manufacture; numbers and other marks of identification given by the builder; characteristics of the aircraft conformably to the provisions determined by an instruction of the minister of public works. ‘The applicant is required to (tenu de) send to the service des mines all necessary documents for the establishment of these facts. 5 Aircraft recognized after trials by associations qualified for this purpose as capable of naviga- tion, those of French origin conforming to a type already accepted, as well as free balloons may be considered by the service des mines as pre- senting sufficient guarantees of navigability. In view of the application of the present article, every builder of a machine of a type already ac- cepted must give to each machine a serial number and, in the series to which it belongs, a number. He sends to the purchaser a declaration giving the characteristics of the aircraft and certifying that they agree in all respects with that of the type accepted. This document is attached to the request for certificate addressed to the service des mines. There are also sent to the service des mines the certificates of navigability issued by the so- cieties which have determined the navigability of an aircraft. : Art. 4. On receipt of the request for permit and of the papers attached, the prefect proceeds with the matriculation of the aircraft. ‘The inscription on the register of enrollment in- cludes: 1, the date of the entry; 2, the number of the register of enrolment; 3, declaration of the home port (port d’attache) if the aircraft is a By DENYS P. MYERS dirigible balloon; 4, the description of the aircraft; 5, declaration of the marks of identification given by the builder; the letters and distinctive num- ber assigned by the prefect under the conditions which will be determined by the minister of public works; 7, the name, domicile and nationality of the owner of the aircraft. After having proceeded with the matriculation, the prefect delivers the permit of navigation, which reproduces the details of the certificate of navigability and those of the matriculary register. On the permit is placed the photograph of the aircraft, if it is a dirigible balloon or flying ma- chine. Art. 5. No aircraft shall circulate without carry- ing in visible characters, under the conditions to be determined by the minister of public works; 1. The letter F, if the aircraft belongs to a Frenchman or to a foreigner domiciled in France, or to a company having its headquarters in France; 2. The letters and distinctive numbers entered on the matriculary register; Art. 6. The permit of navigation ceases to be valid and must be renewed 1n case of change in- volving modifications in the declarations concern- ing it. The permit which has ceased to be valid must be returned by the holder of this permit to the prefect from whom it issued for the purpose of effecting its erasure from the matriculary reg- ister. The owner of an aircraft is likewise to return his permit of navigation to the prefect who de- livered it, for purposes of erasure, if the aircraft has been destroyed or if it is out of use. Art. 7. The service des mines may at any time inspect aircraft admitted to circulation. The duly qualified associations may likewise in- spect the aircraft whose navigability they have guaranteed; they must communicate to the service des mines the result of their inspection. If it is ascertained that an aircraft does not correspond to the specifications of the permit of navigation, this permit is rescinded by decree of the prefect upon advice of the service des mines, and immediate notification of this order is made to the owner of the machine. If it is learned that an aircraft is not in a good state of repair (entretien), the permit may also be rescinded, after a demand to that effect is unheeded. TITLE It. The Management of Aircraft. Art. 8. Aircraft are admitted to circulation only if they have on board a_ pilot provided with a license of fitness (brevet d’aptitude). The license of fitness is delivered by the pre- fect, after examination by the service des mines or by a society qualified for this purpose by the administration. Art. 9. Separate licenses are given for the Management of a free balloon, a dirigible balloon or a flying machine, and the license of fitness given for one kind of aircraft does not qualify for managing a machine of another kind. Art. 10. The license of fitness contains the name surname, Christian names and description of the holder, the place and date of his birth, as well as his photograph and signature. It may not be granted to persons less than 18 years of age, except with special authorization of the minister of public works; it may be given only to persons of good moral character. The license of fitness may be rescinded by the prefect, without recourse to the minister of public works, if it is evident that the conditions under which it was granted have not been fulfilled. TITLE III. Circulation of Aircraft. Art. 11. It is forbidden to aircraft to land in inhabited places (agglomérations), except on plots especially designated by the municipal authority. _Art. 12. Without special authorization it is pro- hibited (défendu) to aircraft to pass over for- bidden zones. These zones are listed in a decree which defines their boundaries and which is in- serted. in the Journal officiel. Art. 13. Every aircraft which enters without authorization above forbidden zone is to land as soon as it is asked to do so and, if it is impossible to do so immediately, as soon as it can. Art. 14. The government will decree the meth- ods of notice to be used in warning an aircraft eee it is above forbidden zone and to ask it to and. Art. 15. Without special authorization by the minister of the interior, the carriage by aircraft of explosives, arms and munitions of war and carrier pigeons is forbidden. _This authorization will be valid for car- Tiage of carrier pigeons only with the assent of the minister of war or of marine when the aircraft shall be authorized to pass above for- bidden zones. Art. 16. The carriage and use of photographic apparatus are forbidden, unless with special au- thorization of the prefect. : This authorization will be valid only with the assent of the minister of war or of marine when the aircraft shall be authorized to pass above for- bidden zones. Art. 17. Aircraft may have on board wireless telegraphic or wireless telephonic apparatus only on condition of this having been authorized by the minister of public works, posts and tele- graphs, after advising with the interministerial commission on wireless telegraphy. TITLE IV. Rules to Observe in Tanding, Departure and in Course of Flight. Art. 18. Without prejudice to the fulfillment of the fiscal formalities, aircraft must have on board, in order to circulate, their permits of navigation, as well as the licenses of the personnel neces- sary to man them. It is also to have a logbook (livre de bord). These documents must. be presented at every demand of the public authority. Art. 19. The journal must contain the follow- ing information: The category to which the air- craft belongs, the place and number of matricula- tion, the name, nationality, profession and domi- cile of the owner. : Art. 20. ‘There are also entered on the journal for each ascension: 1.' The name, nationality, -domicle of the pilot and members of the crew, as well as the names of passengers; 2. The declaration of the course followed in plane and in altitude at all times that circum- stances will permit this; for dirigible ballons the - horizontal course is indicated on a map and the course in respect to altitude is indicated with the aid of a barograph which they ought to carry on board; 3. Information of all interesting events, es- pecially stops (escales) and accidents occurring to the aircraft, the crew and other passengers. The details enumerated above are entered in the journal as far as possible in the course of the ascension or, in case of this being prevented, after the ascension and with a maximum delay of 12 hours. Art. 21. For flying machines the information relative to the personnel, points of departure and arrival, stops and accidents only are required. Art 22. The journal must be preserved for two years after the last entry and is to be pre- sented at every demand of the public authority. Art. 23. Representatives of the public authority may inspect every aircraft in order to fulfill police duties and fiscal inspection (surveillance). Art. 24. When an aircraft arrives from abroad the pilot must immediately notify the mayor of March, 1912 AIRCRAFT 21 After Wild Ducks in the HAMILTON HYDRO-AEROPLANE With Elbridge 60-90 H. P. the locality of the place of landing and the mayor should see to it that the cargo, if there is any, shall not be broken, nor the machine itself re- moved before the fiscal agent shall have been able to proceed with the examinations and the necessary operations. Art. 25. Aerial circulation must be performed in conformity with the special regulation annexed to the present decree and especially concerning: Lights; Phonic signals; Rules of the course and manceuvres; Landing and distress signals; Use of ballast. Art. 26. In case of danger encountered by an aircraft, the local authorities must take measures possible to them to lend it assistance. Art. 27. Every person who finds a wreck of an aircraft must make declaration thereof to the municipal authority; if the wreck is found at sea, the declaration must be made to the authorities of the first-port where the ship lands. TITLE V. Public Aircraft. Art. 28. Aircraft assigned to the service of the State and those under the orders of an official duly commissioned for this purpose are considered as public aircraft. Art. 29. The provisions of the present regula- tion are applicable to public aircraft, with the ex- ception of Art. 2 to 10 and 17 to 23. he technical conditions applicable to wireless telegraphic and wireless telephonic apparatus placed on board of public aircraft are determined by the ministry interested, after advising with the inter- ministerial commission on wireless telegraphy. Art. 30. Public aircraft placed under the orders of a commanding officer wearing the uniform and which have on board a certificate establishing their military character are considered as military air- craft. The provisions mentioned in Arts. 12 to 16 are not applicable to them. Art. 31. Public aircraft should carry as their single mark a distinctive sign which is different for military aircraft and for those belonging to other public departments. Art. 32. The circulation of foreign military air- craft is prohibited in France. TITLE VI. Various Provisions. Art. 33. Aircraft performing evolutions above aerodromes, so far as these evolutions do not take place as a public spectacle, are not submitted to the provisions of Titles I. and II. and of Art. 18 to 22, 24, 26 and 27 of Title IV. Titles I. and II. and Arts. 18 to 22 of Title IV. are not applicable to aircraft performing evolutions outside of aerodromes in the regions approved by the department of public works as training fields. Art. 34. The evolutions of aircraft, when they constitute public spectacles, may take place only by virtue of an authorization of the prefect, after advising with the mayor. For contests comprising a flight across open country and organized on a fixed date, the au- thorization will be given after advising with the mayors of the communes where the departures, stops and arrivals must take place, by the perfect of the department if only one department is inter- ested, by the minister of the interior in the con- trary case. For these contests, as for public spectacles, the request must be made at least one month in ad- vance, in order to permit the competent authority to take all necessary measures. No authorization will be granted except under Teserve of the engagement taken by the applicant to bear the expense of inspection and all other expenses occasioned to the government by the contest. The applicant must, to this end, make an ad- vance deposit. Art. 35. The ministers of public works, posts and telegraphs, of the interior, of finances, of war and of marine are charged, each in what concerns him, with assuring the execution of the present decree, which will be published in the Journal officiel and inserted in the Bulletin des lois The New Elbridge “Six” ... Possesses features that will interest you if you are buying or building a Hydro-Aeroplane or heavy Biplane requiring more power than our 4-cylinder engines. THE ELBRIDGE “60-90” WEIGHS LESS THAN 200 LBS. When equipped with imported alloy cylinders; and only 260 Ibs. with standard iron cylinders. Greatly increased production of “Sixes” for 1912 enables us to make prices that are right. ELBRIDGE ENGINE COMPANY, Done at Paris, Nov. 21, 1911. A. FALLIERES. For the President of the Republic:\ The Minister of Public Works, Posts and Tele- graphs. Victor AUGAGNEUR. The President of the Council, Minister of the Interior, J. CAILLAux. The Minister of Finances, We Krorz: The Minister of Marine, DELCASSE. The Minister of War, MEssIMY. ANNEXE. Regulations of Aerial Circulation. 1. Regulations Concerning Lights. Art. 1. The rules concerning lights must be observed in all weathers, from the setting to the rising of the sun, and, during this period, no light which could be taken for one of the prescribed lights shall be shown. Lights Which Dirigible Balloons Must Carry. Art. 2. A dirigible balloon making its course, that is to say, having a speed of its own, must carry: (a) In front, a brilliant white light placed so as to show an uninterrupted beam over the whole range of a horizontal arc of 220 degrees, or 110 degrees on each side of the aircraft reckoning from the head; (b) At the right, a green light fixed in a man- ner to project an uninterrupted beam over the whole range of a horizontal arc of 110 degrees, that is to say, from the front to 20 degrees to the rear of the side, from the right quarter; (c) At the left, a red light fixed in a manner to project an uninterrupted beam over the whole range of a horizontal arc of 110 degrees, that is to say, from the front to 20 degrees to the rear of the side, from the left quarter; (d) The three lights, white, green and red, must be visible in every vertical plane correspond- ing to their respective zones in every direction comprised between the vertical, downward, and a line drawn as nearly as possible from the vertical line and making an angle of at least 30 degrees with the horizontal, upward; (e) The side lights, green and red, must be furnished with screens placed in such a manner ee their beams cannot be seen from the opposite side; (f) The white light must be visible to a dis- tance of at least 4 kilometres, the green and red lights to a distance of at least 2 kilometres, on a dark night when the air is clear; (g) A dirigible balloon should also have means to show occasionally a rear white light, if it is being overtaken by another aircraft. Lights for Flying Machines. Art. 3. The regulations relative to lights are applicable, in principle, to flying machines. How- ever, as a temporary measure of indulgence, they are obliged to carry only a single signal light, arranged in such a manner as to show a green light at the right and a red light at the left. The angles of visibility, in the horizontal plane, must be those provided for dirigible balloons. Concerning the angles of visibility in the vertical plane and the minimum of visibility of the lights, it is simply recommended that they approach as nearly as possible to the regulations which have been prescribed for dirigible balloons. Light for Free Balloons. Art. 4. Free balloons must have, ready for use, a lantern with a white light and show it on the approach of another aircraft. i II. Phonic Signals. Art. 5. (a) Dirigible balloons must, by day as well as by night, make use of phonic signals, cap- able of being stopped, during foggy or misty weather, fog, drizzling rain, snow or during heavy showers of rain. (b) Under the same conditions, free balloons will have to make use of similar signals when they shall be in vicinity of motored aircraft. (c) The above regulations are applicable to fly- ing machines only so far as possible. III. Rules of the Course and Mancuvres. Art. 6. An aircraft with motor must always keep a distance of at least 100 kilometres from every other aircraft, in every horizontal, vertical or oblique direction. Drop us a line today asking for special news. Rochester, New York. Art. 7. Aircraft. with motors must always get out of the way of free balloons. Art. 8. When two aircrafts with motors are on courses which cross in a manner to make a col- lision feared, the aircraft which has the other on its right in the direction in which it is going must deviate from the course of this other aircraft. When, according to the rule above, one of the air ships must change its course, the other must keep its course and maintain its speed. Art. 9. Every aircraft with motor which is, ac- cording to these rules, bound to get out of the course of another aircraft must, if the circum- stances permit it, avoid intersecting the course of the other, in front of it. Art. 10. When two aircraft with motors are head-on or nearly head-on in respect to each other, in following opposite or nearly opposite directions, at slightly different. altitudes, so as to make a col- lision feared, each of them must turn to the right in its own direction, so as to leave the other upon its left. Art. 11. Regardless of the rules of the pre- ceding articles, every aircraft with motor which is overtaking another must get out of the course of the latter. Every aircraft which is approaching another coming from a direction more than 20 degrees aft of the latter, that is to say, which finds itself in such a position in relation to the overtaken air- craft that it cannot see any of the side lights of the latter must be considered as an aircraft which overtakes another. No later change in the bearing of the two aircraft can make the one which over- takes the other considered as crossing the route of the latter in the sense of Art. 8 and cannot discharge it from the obligation of getting out of the course of the overtaken aircraft until it has completely passed it. Art. 12. At all times when the preceding rules do not define the manceuvre which must be ef- fected, the aircraft or aircrafts which are obliged to manceeuvre may move in the vertical as well as in the horizontal direction. Art. 13. In case of imminent collision, the two aircraft must effect the best possible manceuvre. Particularly, the highest must ascend and the other must descend. When they are on the same level, in case of crossing, that one of the two which has the other on its right in its own direction must ascend and the other must descend. Art. 14. When a dirigible balloon stops volun- tarily, it must show a black ball in a conspicuous position; in this case, it remains subject to the same rules as aircraft in flight. If it is not master of its own operations on ac- count of a wreck, it must show two black balls in a conspicuous position and placed vertically one above the other. In this case, it is considered as (assimilable aux) in the class of free balloons. At night, in these two cases, it shows only the white light and is considered as in the class of free balloons. IV. Landing and Distress Signals. Art. 15. When a dirgible balloon desires land, it must: By day, display beneath its car a red flag of triangular form; By night, cause to twinkle or wave a white light, keeping its side lights lit. Art. 16 (a) In case of distress, above ground as above the sea, a dirgible balloon must, as far as possible: By day, display under its car a red flag of tri- angular form and show the two superposed black balls provided by Art. 14. By night, wave or cause to twinkle a light, extinguishing its side lights. By day as by night, it may also make use of a phonic signal. (b) _A free balloon in distress must: By day, display beneath its car a red triangular flag and, by night, wave a white light. It may, in addition, by day as by night, make use of phonic signal. . Use of ballast. Art. 17. It is forbidden to use any other ballast than very fine sand or water. to white bh NS a UAW Ra Oeheewiadb ANOTHER VIEW OF THE FLYING BOAT WHICH GLENN H. CURTISS IS EXPERIMENT- ING WITH The Frontier Iron Works of Buffalo, New York, report a brisk trade in aero motors during the past two months and feel sanguine over the prospects of selling a great many of their motors during the summer season. This company_ ex- pects to exhibit its motors at the Motor Boat Show, New York, the Automobile Show at_Bos- ton, and the Aeronautical Show in New York. The company also extends to any interested party a cordial invitation to call and inspect their motors at their splendidly equipped plant and watch them as they pass through the various stages of con- struction. ®Messers A. Heinrich & Brothers of Baldwin, L. I., are making extensive preparations for a large sale in aeroplanes this season. Their 1912 models show four different types of machines which they will put on the market as follows: single seat, high speed, cross-country type; a two and three seater machine and a small school or practise machine which will weigh about 500 pounds or less without pilot and will have a two- cylinder 25 H.P. motor. This machine will sell for $1,000. E. W. Roberts, Vice-President of the Roberts Motor Company. who has just returned from an extended trip West, reports that the Roberts motors are meeting with considerable favor in the Western States. The Roberts Motor Companv expects to make during the year of 1912 over 300 aeroplane motors. They are now getting out a motor of 125 H.P., for which they already have some orders. The excellent work done by Weldon B. Cooke, both at San Francisco and at Los Angeles Meet, was achieved with a Roberts motor. Cooke won the daily duration prize at the los Angeles Meet, and also flew over Mount Tamalpais, which is about 11,000 feet high. The Roberts Motor Company state that they are now exporting quite a number of motors to Europe and other countries and received recently a very nice order from Germany as the outcome of the results their motor gave in the aero- nautical laboratory of the German Army Division. Paul Lacroix, one of the best known automo- bile dealers in New York, has entered the aero- plane field, which he will operate in conjunction with the automobile enterprise. He announces that he has obtained the sales agency in this country for the Anzani motor. This motor is constructed in three. five and six-cylinder types, giving from 25 to 100 H.P. Mr. Lacroix intends to sell the Gnome and Renualt motors as well in this country. He has also established an agency for the Borel-Morane monoplane and has one ma- chine here and expects to import several more by spring. The Goodyear Tire and Rubber Company of Akron, Ohio, who were the first American tire manufacturers to reckon with the aeroplane as a coming factor in transportation and make prep- arations for its arrival, are now increasing their force working on aeroplane tires and aeroplane fabrics with the expectation of a larger business this year than in any of the preceding years. The American Aeroplane Supply House of Hempstead, I. I., will, about the first of March move from their present location into a two-story brick building located at 137-143 Jackson street, Hempstead, I. I., having out-grown their present limited building. The new quarters are specially adaptable for the manufacture of Blériot type AT SAN DIEGO, CAL. monoplanes and they intend to install a full equipment of machinery necessary for turning out their machines. [They also state that they will have sufficient capacity for setting up and the facilities for completely furnishing six machines at one time. Their new quarters are in an ideal location, being located but one block from the Hempstead railroad station and directly in the centre of most of the permanent aerodromes of Long Island. The Ameriean Propeller Company, of Wash- ington, D. C., reports a continuously improving condition of trade during the past month. ‘This Company is now putting out a booklet containing illustrations of nearly all the various types of aeroplanes on which their “Paragon” propellers are being used. In connection with the various illustrations they are publishing numerous very flattering letters of indorsement which they have taken from their regular files as received in the ordinary course of business without request or solicitation on their part. ‘The booklet will be ready for distribution shortly and is expected to be an example of the typographic art in proper keeping with the Paragon Propellers it recom- mends. The E. J. Willis Company of New York, have recently installed in their store at considerable expense one of the finest collection of aeroplane models obtainable. They are builf to scale and no minor detail, which would be necessary to a full size machine equipped ready to fly, has been neglected in these small models. They include the Wright Cross-Country type, Blériot type machine equipped with two fifty H.P. Gnome motors coupled together, Santos Dumont Demoiselle type Machine with seating accommodation for seven passengers, Antoinette machine, Motor Driven Kite and one of unique design equipped with pontoons: also a_ twelve foot model of the Zepnelin 23 Dirigible Balloon equipped with elec- tric lighting outfit and two small motors, wireless equipment, in fact, correct and full equipment in miniature such as is used on the full size ma- chine. The Wolverine Aeronautic Company of De- troit, Mich., reports that on. November 24th last a contract was entered into with the Chinese Revolutionary Party for the sale of three aero- planes and a_ skilled instructor to go to China with them for the purpose of teaching the Chinese how to operate them and that on Novem- ber 24th, Mr. Wilcox, one of the members of the firm, left for China for that purpose. The Aeroplane Motors and Equipment Com- pany of New York has begun business as im- porters of foreign aeroplane motors and_ sup- plies. They announce that they will always keep a supply of Gnome motors in stock to meet the de- mand of aviators in a hurry. ‘hey have now in their show room six 50 H.P., two 70 H.P. and two 100 H.P. Gnome motors ready to be shipped to customers. The Aeroplane Motors and Equip- ment Company have also made arrangements to furnish other standard makes of French Aviation Moiors. This company is also the American agent for the imported aeroplane cloths made by the Society des Telephones of Paris. A. LL. S. Mc- Curdy is connected with this company. The International Aeronautic Construction Company of Jamaica, New York, report that the season of 1912 has opened up most favorably for them and that they have already made delivery cf two machines since January Ist, both of which March, 1912 were exported; one a Blériot type monoplane equipped with a 4-cylinder Roberts motor was sent to Australia and the other, a military type biplane, was shipped to China. According to Walter . Watts, the enterpris- ing President of the New York Aeronautical Supply Company, these are the heydays of success for that ever growing concern. Double shifts, says Mr. Watts, are now necessary to keep pace with the orders, notwithstanding an increase having been made in the office and factory space of nearly three times the original size. his company is now manufacturing “Knock Down” planes and has at present several 30x5 ft. K. D. Curtiss type machines in stock ready for delivery. Three machines with Roberts motors have been recently shipped to South American ports. The New York Aeronautical Supply Company is also working to fit out a complete line of Blériot monoplane woodwork and metal fittings. The M. L. Oberdorfer Brass Company of Syracuse, New York, apparently have a monopoly on the sale of circulating pumps for aeroplanes in this country, having experimented for a good many years on a pump that would just suit aeroplane service. The Hall Scott Motor Car Company is now entering upon its third year in the construction of aviation power plants and apparently they are meeting with continued and increasing popularity. ‘Their motors are now being used all over the United States and a great many of them are be- ing shipped to foreign countries. These motors have been advertised in Arrcrarr for a period of nearly two years and it is a source of great satis- faction for us to note the remarkable success with which the Hall Scott Motor is meeting. The El Arco Radiator Company of New York, owing to the quality of their goods, holds prac- tically a monopoly on the sale of aeroplane radi- ators in the United States. During the winter season R. O. Rubel, Jr., & Company has been busily engaged enlarging their factory and their present plant now covers two acres of ground. *This concern has just sold to Mr. J. W. Richardson, of Dayton, Ohio, a passen- ger carrying monoplane and has under construc- tion at their factory four other planes. They have also established an aviation school and upon their aviation field have equipped an eight-room house for the use of students which includes a _ pool table and piano. manufacturing concern have en- industry. The B. F. Sturte- vant Company, of Hyde Park, Mass., have now completed an aeronautical motor, after several years’ experimenting, and are ready to market it. This concern has been making automobile motors, ete., for many years and announce that they have a most important catalogue, number 200a, which they will be glad to send to anyone interested, free of charge. Another big the aeronautical The Standard Aviation Company of Chicago, haye engaged as its superintendent, Mr. Francis Raiche, formerly of Mineola, IL. I. Mr. Raiche’s activities in the aeronautical movement dates back several years, he being the first member of the Aeronautical Society to make a machine that would fly. Moreover, Mr. Raiche’s wife, Mrs. Bessica Paiche, was the first woman in America to pilot an aeroplane in flight, in recognition of which the Aeronautical Society presented her with a gold medal, March, 1012 AIRGRAFT 23 CLASSIFIED ADVERTISING 15 CENTS A LINE FOR SALE |F — Aviator Wire supplied in 12 sizes with a plate finish making soldering easy. This wire is specially drawn from extra quality high grade steel. Also Aviator Cord of twisted wire. John A. Roeblings Sons Co. AEROPLANE MOTORS 40 to 50 H. P. TRENTON, N. J. H. J. LEIGHTON, 1017 West Fayette Street AEROPLANE RADIATORS—— IN STOCK OR TO ORDER SEND FOR PRICE LIST. EFL ARCO RADIATOR CoO. 6EAST3istST., NEW YORK March, 1912 “THE PASSING OF THE YACHT” It has brought The Burgess Hydro-aeroplane is epoch making. flight into the field of yachting. Wherever there is a small body of water, at the summer plaoe, by the sea, on inland lakes and rivers, the Burgess Hydro-aerc- plane meets the demand of the sportsman for safe flying. In the 1912 models we offer no untried experimental devices, simply refinements in construction, additional strength and dura- bility. Both the hydro-aeroplane and aeroplane may be started by the operator while in the machine. The following aviators, when free to choose their own aero- planes, selected a Burgess type: C, Grahame-White H.N. Atwood C. K. Hamilton Lieut. T. D. Milling Clifford L. Webster H. W. Gill T. O. M. Sopwith . Brookins U.S. Navy (hydroplane) Phillips W. Page U: S. Army. Training on Burgess Hydro-aeroplane equipped with duplicate control, under the instruction of licensed aviators only, may be se- cured during February and March at Daytona (aeroplane),Ormond (hydro-aeroplane), Fla., Los Angeles, Calif., or Marblehead, Mass. weather permitting. BURGESS COMPANY & CURTIS Dept. C MARBLEHEAD, MASS. AEROPLANE SUPPLIES Build NOW Be ready for Early Spring Flying. We are manufacturers and can save you money on ALL AIR GOODS. ALLOW US TO ESTIMATE ont YOUR WANTS Turnbuckles Bed Rail | Post Sockets Clamps | Terminals Outrigger Wheels, Seats Ends Eyelet Outfits Running Gears Rib Fasteners Steering Posts | U-Bolts Ferrules | Wire Cable Sheaves | Pulleys Saar Hooks “K, D.” Tails, Rudders, ie Skids, | Struts, single and double Surface Ribs— | Bleriot Ribs, Bed Rail, etc., etc. Tubing—Cloth—Radiators Tanks—Propellers ‘“‘Roberts’’ Motors Send 4 cents in stamps for catalogue and revised pace NEW YORK AERONAUTICAL SUPPLY CO. Suite 62-3-4-5-6 50 BROADWAY, NEW YORK AIRCRAFT 25 FLYING ALL WINTER Become a PILOT on the latest .. . WRIGHT AEROPLANE The Greatest Money Maker in the World WE make you a FLYER in 10 lessons WE stand all breakage NO extra charge to you ENROLL NOW and be an OPERATOR when the good weather sets in FINEST and BEST equipped AVIATION GROUNDS in AMERICA Passengers carried daily, $25. STEVENS & BEATTY, Box 181 Mad. Sq., N. Y. $250 Course Course NAIAD Aeronautical Cloth Manufactured Especially for Aeroplanes and Used by Aviators of Prominence LIGHT, STRONG, AIR-TIGHT AND MOISTURE-PROOF ON BOTH SIDES Sample Books, including Data and Prices, sent on request THE C. E. CONOVER CO. New York 101 Franklin Street Heinrich 1912 Mono-Biplane, Model (A) showing seat, also windows in side and bottom 1912 Heinrich Mono-Biplanes The only Aeroplane built to take two sets of wings, Mono- plane or Biplane, practically two machines in one, at the cost of one, and takes up the space of one. Built in the following sizes; Biplane wings extra. Model (A) single seat, high speed, cross country type, $900 without motor. Model (B) two seat, cross country type, with 100 H. P. Motor $2,550. Model (C) three seat military type, with 100 H. P. Motor $2,800. Model (D) special type, single seat, with 25 H. P. 2 cyl. Motor $1,000. HEINRICH BROS. Baldwin, L. I., N. Y. Particulars and illustrated booklet sent free on request $1200 to $4800 ‘ South e Beach, S. I. CE N. Y. S DUPLICATE PART at 30, COST 73F MONOPLANES “Bleriot” type “Nieuport” type AIRCRAFT March, 1912 Buy a R E xX Monoplane and Save $500 to $1000 on Purchase $250 Tuition Fee to Learn to Fly 50% to 75% on Maintenance We Supply an Extra Pair of Racing Wings with each REX. We Duplicate Parts at Absolute Cost, a Saving of 50% to 75% in Maintenance The REX, with its interchangeable wings, makes it possible to enter Speed, slow and pas- senger contests during the same day. WHAT OTHER AEROPLANE CAN DO THIS? Remember, we Guarantee Before delivery to fly the REX at Least 1000 Feet High and 10 Miles across country. THE REX MONOPLANE CO., —_— South Beach, S. L, N. Y. AEROPLANES. BIPLANES “Farman” type “Curtiss” type Single and passenger, cross country, racing, and special machines to your own design and specifications. We guarantee our machines to be superior in workmanship, materials, etc., to those of any constructed here or abroad regard- less of price paid. An inspection of our products will convince you that we can supply you with an “Upto the minute” machine at the same price others are asking for models manufactured 1, 2, and 3 years ago. “KNOCKDOWN” Ready to assemble - All parts fitted, drilled, ribs, stabilizer, rudder, and elevator assembled. “ASSEMBLED” Ready for installation of Powerplant. Do you realize what this means to you ? “COMPLETE” With “Gnome” ‘“‘Anzani” “Roberts’’ Any type motors installed. Best Equipped Plant in this Country. You must order now if you want to take advantage of the coming season. Special prices on reservations made now. Let us know what types, and in what form you are interested. Be on the safe side and order from a responsible concern. You take no chances. Look us up. INTERNATIONAL AERONAUTIC CONSTRUCTION CO., Inc. Members of Aero Club of N. Y. actory HOLLIS, LONG ISLAND. Office JAMACA, N. Y. CITY Reference, Bank of Long Island viation Grounds NASSAU BOULEVARD Main Line Long Island Railroad. = Farman Running Gears Complete as above $47-50 ©) homer tel Supplies Everything to build any type flying machine New catalogue with working drawings of Curtiss, Farman and Bleriot type machines in course of construction and will be mailed free upon request to all interested parties as soon as received from the printer. Write for quotations. A FEW IMMEDIATE DELIVERY PRICES Curtiss Seats - $5.50 Oval Post Sockets - $0.17 Curtiss Steering Wheels - $9.00 5 Gallon Tanks $6.15 Out Rigger Fittings $0.29 Aluminum Pulleys with Brass Bushings 2//-2¥4//-3//—25c., 30C., 40c. Aviator Caps - - $1.25 Wheels and Tires complete Eclipse Hub 20) xx DAY - - $6.75 20 x 3// a - $9.50 Free with every $50.00 order for Aeronautical Supplies FLEECED LINED AVIATOR CAP E. J. WILLIS CO., 7 keape street Tel. 3624 Worth NEW YORK CITY | For Aeroplanes Only ——— — Extreme in Positive Lightness Suction Strength Positive Simplicity Pressure Efficiency ——= — Oberdorfer Aluminum Circulating Pump This is the most necessary part of any aeroplane—it’s a pump extreme in lightness and strength. The minimum pressure of 80 pounds per square inch insures a plentiful supply of oil passing through the engine. @The pump isn’t new— it contains every important feature of the famous Oberdorfer Bronze Pumps with a reduction in the size of the Drive Shaft, by replacing the bronze with steel. All gears have been lightened by removing metal at certain points not interfer- ing with the strength. It’s important that you know more about these pumps. Send for it right now before Do you own one of our free catalogs? you forget. M. L. OBERDORFER BRASS CO., E.Water St., Syracuse, N.Y. March, tor2 AIRCRAFT 27 Bleriot Monoplanes PLACE YOUR ORDER NOW Our Monoplanes now flying in the North, South, East and West by E. J. MARLEY, Sumner, Miss., Racing Monoplane A. C. MENGES, Memphis, Tenn., Racing Monoplane WILLIE HAUPT, Philadelphia. Pa., Single Seater Machine CHAS. W. SPENCER, Philadelphia, Pa., Single Seater Machine J. A. BRACKETT. Boston, Mass., Passenger Type Monoplane A. V. REYBURN, JR., St. Louis, Mo., Passenger Type Monoplane GEO. B. McNAMARA Norton, Mass., Passenger Type Monoplane SINGLE SEATERS, PASSENGER MONOPLANES, RACING MONOPLANES, ETC. Write to-day for 1912 Catalogue OUR 1912 MODEL “CROSS-COUNTRY” TYPE.” American Aeroplane Supply House 266 FRANKLIN ST. ,t:.*??, HEMPSTEAD, N. Y. There’s a Reason Why ... GRAY EAGLE MOTORS Made Good Last Year 25 amateurs flew their home-made planes with them. Do you want their names and addresses? The 1912 Models are still better and fully guaranteed. We will install either model 30-40 or 6cylinder 50H. P. in your aeroplane and allow you free use of our private Aviation Park to try them out. Don't buy a motor until you have tried a new Model Gray Eagle at our expense ISN'T THAT FAIR. All we want is a chance to show you. We’'ll get your order then. A visit to our factory would give us an opportunity to demonstrate why we can sell them at such a low price. They are built in quantities of the best material and sold on a small profit direct from factory to you. 4 Cylinder 30-40 H. P. 6 Cylinder 50 H. P. Complete $485 net. Complete $675 net. No Discounts Write for circular describing the new six cylinder and the improved four cylin- der. Yours for the asking. R. O. RUBEL, Jr., & CO., Inc. 1600 Floyd St., Louisville, Ky. Winter Training Grounds Curtiss Aviation School SAN DIEGO, CALIFORNIA. NORTH ISLAND IN SAN DIEGO HARBOR 1,000 acres of level sand without a tree or building to interfere with flying. Undoubtedly the best grounds for aeroplane flying in America, if not in the world. Delightful and perfect climatic conditions. Leased exclusively for The Curtiss Aviation School and Experimental Grounds Opened October 20th, 1911, Season 1911-12, under the direct supervision of GLENN H. CURTISS, assisted by Lieut. J. W. McCLASKEY and staff of aviators. Among the prominent aviators trained at these grounds are: Lieut. T. G. Ellyson, U.S. N., Capt. Paul W. Beck, U. S. A., C. C. Witmer, Hugh Robinson, R. C. St. Henry. TUITION applies on purchase price of aeroplane. All classes filling rapidly. Get our proposition and booklet “TRAINING” to-day. THE CURTISS AEROPLANE Cc HAMMONDSPORT, Sales Agents and Foreign Representatives ? NEW YORK. The Curtiss Exhibition Company, 1737 Broadway, New York City 28 AIRCRAFT March, 1912 Model A-1 Frontier Aerial Motor SIXTY TO SEVENTYZHORSE POWER, EIGHT CYLINDER @ The Motor Pre- eminent of Merit @ Built like a Watch and delivers the | @ KruppsNickel Steel Parts, treated and hardened. | Q No Experiment. Power. P @ Parts are inter- @ Ballbearing changeable and can throughout. | | be duplicated. | @ Hollow Shafts. @ Built and backed by a_ responsible @ Forced Lubrication | Centrifugal Water concern. | Pump Circulation. | | Q Copper or Tron | Jacketed. | @ Write éoday for de- | scriptive folder and prices. Order immediately and avoid disappointment. : BUFFALO, N. Y. (Dept. C) BLERIOT MONOPLANES (GENUINE) Winners of ALL the European Contests in 1911 Tests made by George W. Beatty at Buffalo recently proved the FRONTIER MOTOR the best engine in the world. FRONTIER IRON WORKS, In 1909—The First Aerial Crossing of the Channel. 1910—The ‘‘Circuit de |’ Est.”’ 1911—The Paris-Rome Race (1st and 2d.) The European Circuit (1st and 2d.) The English Circuit (Daily Mail Race.) The Belgian Circuit. The St. Petersburg, Moscow Race. The Valencia Alicante Race. _ The London to Paris non-stop Raid, etc. etc. WORKS AND OFFICES: - 39, Route de la Revolte a Levallois - PARIS and Belfast Chambers, 156 Regent Street, LONDON FRANCE ENGLAND AVIATION SCHOOLS; Etampes, near Paris during Summer Hendon, near London Pau during Winter March, t912 AIRCRAFT 29 AIT __ Gaer Examine this 4 Far!LIGHTER; more EFFICIENT than ever. cylinder crankshaft Built for exhibition and cross-country work requiring (absolutely unique RELIABILITY and ENDURANCE. among American aeromotors); but mere- ly one example of the sound, construc- tion in the new MAXIMOTOR 'The New Catalog will soon be off the press. CAKIRISIER TAKERS DETROIT 52 CRANE AVENUE DEPT. 15 Shaft made of our own IMPORTED chrome nickel steel, Left to right: Propeller flange: camshaft drive gear of bronze and fiber; imported ball bearing: manganese bronze connecting rod with piston and three eccentric piston rings (pinned) 5 imported ball bearing with quick detachable collar; piston assembly; imported ball bearing: magneto drive gear of steel Guaranteed strength of Shaft, in natural condition, untreated, 150,000 to 170,000 lbs. per inch. ... Lhe Wittemann Biplane... HAS A REPUTATION, NOT ONLY FOR PACE, BUT FOR QUALITY AND SERVICE Write for information of 1912 Biplane with our new stabilizer. If you want to build a machine of your own design or parts thereof, we can help you to make it successful. Some parts of your plane can be made of steel. We rid you of the annoyance of constant repairs and insure absolute safety. Send us your specifications and requirements and secure our quotations. Large stock of steel fittings, laminated ribs and struts of all sizes carried in stock. Own a Wittemann Biplane Glider; the best, the safest, easiest to operate, and enjoy flying in a moderate form. YOUR OPPORTUNITY Two single cover biplanes for immediate delivery; slightly used, perfect condition with 8 Cyl. 60 H. P. Hall Scott power plant. Write for Particulars. Write for Catalogue. C. & A. WITTEMANN Aeronautical Engineers The Oldest aeronautic manufacturing concern in the United States. Established 1906. Works: Ocean Terrace and Little Clove Road Staten Island New York 30 AIRCRAFT - March, 1912 Si UA ale tl before, A d th ver, and in—Th thi b YOUV’E SEEN IT FRIEND ? ¢ccna; in some other papers round, Thru the towns How the (Gyre (safe and sane) Is the only form of plane, w ‘rth a darn. That the “movement’s” here to stay, Altho the “stiff wing’ must give way Before long So—HERE’S THE BOYS COME ROUND: TO ADMIT THE HELO— sound, as a gong. Then watch up in the skies!—Watch the old World rub its eyes!—‘‘Acht—So long’ JOS. E. BISSELL Box 795 PITTSBURG, PA. 7 CALL AVIATION ENGINE Four Cycle, Water Cooled, Opposed Cylinders THE GREATEST KNOWN THRUST PER RATED HORSEPOWER WRITE FOR CATALOG. The Aerial Navigation Company of America, Girard, Kansas. A FEW HANGARS. ‘ferucsancnow ron kowae The Aerodrome of the Aero Club of New York NASSAU BOULEVARD, LONG ISLAND, N. Y. FOR TERMS APPLY TO THE SUPERINTENDENT ON THE AVIATION FIELD Those engaging and occupying hangars now will have preference over all others when the rush begins for accommodations for the season of 1912, when the daily gate receipts will be shared with the aviators. EDWIN HOPKINS PAUL DeKILDUCHEVSKY “Built on THE H D K MOTOR The Aristocrat of Broadway” “VEN. Aviation Engines. HE standard all-steel motor, unrivalled in design, construction and workmanship. Chrome and nickel sieels used exclusively where other metals are not required by good engineering, more than two-thirds of the p1in- cipal parts being of steel, the remainder of manganese and phosphor bronze, copper and fine grey cast iron, with but a single member, the crank case of aluminum. Absolute reliability is thus attained by the use of known materials of known qualities, all uncertain and experimental metals being avoided. In simplicity and strength of design, the H.-DeK. is unsurpassed. It is a standard four cycle, four cylinder, vertical water cooled motor, with integral steel cylinders 5 3-16 inch bore by 6 inch stroke, 60-80 H. P. and with equipment including “‘Mea’’ magneto, weighs but 248 pounds. Feature for feature the H.-DeK. is the peer of the best European motors and compared with motors of simi- lar standard type is from ten to eighty pounds lighter for the same piston displacement, or develops five to twenty horsepower more for equal weight, advantages arising from special features, increased simplicity of design and the use of the best materials. It is impossible to put more value into a motor than goes into the H.-DeK. orto get a motor of finer design, materials and workmanship. If you want the best that can be built, get the H.-DeK. Catalogue sent free. Order now to insure delivery. HOPKINS & DeKILDUCHEVSKY 1533 BROADWAY NEW YORK, N. Y. March, 1912 Flyer 1912 MODELS In addition tothese features which in the past have made Wright Flyers famous for efficiency and reliability, the new models can be furnished with Automatic Control, Silent Motors, and Hydroplanes. These special features make the 1912 machine unusually attractive to sportsmen. EXHIBITION MACHINES For exhibition work we have other models especially adapted to high winds and small fields, It wasa stock “EX’’ Model that Rodgers made his wonderful flight from coast to coast. Reliability means dollars to the exhibitor. WRIGHT SCHOOL OF AVIATION Training consists of actual flying, in which the pupil is accompanied by a competent teacher. No risks and no expense whatever from breakage. The most famous flyers in America are graduates of our school and include such names as Lieut. Arnold Drew Lieut. Rodgers Atwood Elton Parmleee Brookins Lieut. Foulois Page Brindley Fowler Reynolds Bonney Gill Simmons Beatty Lieut. Lahm Turpin Burgess Lieut. Milling Welsh Coffyn Mitchell Webster Capt. Chandler Cc. P. Rodgers Our School at Dayton is now open and pupils may begin training at once if they wish. By enrolling now you can reserve date most convenient to you for training. Write for particulars. THE WRIGHT CO. Dept. “B” DAYTON, OHIO and many others, AIRCRAFT 31 We Manufacture . . BIPLANES Single and Double Surface, Latest Design, easy to assemble and take down with the use of our aluminum connecting castings. Wood and metal parts, ribs made of several pieces, accur- ately shaped, all parts fitted ready to assemble. We are Inventors of the Best Wire Tighteners Made. Hollow steel steering post, with wire guides inside. WRITE FOR CIRCULARS AND PRICES, WOLVERINE AERONAUTIC COMPANY DETROIT, MICH. BALDWIN VULCANIZED PROOF MATERIAL For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. Lighest and strongest ma terial known. Dampness, Heat and Cold have no effect. Any Strength or Color. “RED DEVIL” AEROPLANES That anyone can fly. Free Demonstrations. HALL-SCOTT MOTORS Eastern distributer. 40 h_p., 4-cyl.; 60 and 80h. p., 8-cyl., hibiti Frank Schumacher’s, 164 W. 46th Street, New York. VAS ors aaa elt Immediate delivery. EXPERTING Will install a Hall-Scott free of charge in anyone’s Aeroplane and demonstrate by expert flyer. Expert advice. Planes balanced. CAPT. THOMAS S. BALDWIN Box 78 Madison Sq. P. O., New York AEROPLANES SUCCESS Rests with you when you purchase a Fox De Luxe Aero Motor. The best Aviation Motor on the market today for endurance, power and efficiency. Illustration shows 50 H. P. Fox De Luxe Aero Motor 4 cylinders 43/x44%, with Bosch Magneto and Propeller. so H. P..Fox De Luxe Aero Motor Expert Report on Fox Aero Motor Endurance Test Lieutenant John Rodgers, U. S.N., detailed for Avia- tion, writes on April 9, 1911: “After witnessing a six-hour run during which time the engine maintained a speed of between 1,000 and 3,000 R. P. M., I shut down the Fox De Luxe Motor (shown in cut). At the end of the run the motor was cool and in good condition, ready to start again.” FOR DETAILS, SIZES AND PRICES WRITE THE DEAN MFG. CO. 225 Front Street, Newport, Ky. 32 AIRCRAFT March, 1912 Hall-Scott Aviation Power Plants OVER TWO YEARS OF PROVEN SUCCESS Lincoln Beachey and H. F. Kearney in speed race at Los Angeles International Meet URING the past year of 1911, there were more professional and amateur airmen fly- ing with HALL-SCOTT equipment than with any other make of aviation power plant. HALL-SCOTT AVIATION POWER PLANTS are now entering upon their third year of success. They were successful from the start, being built upon the right prin- ciples of design and of the best materials obtainable. A HALIL-SCOTT motor never grows old. Ifthe HALL-SCOTT COMPANY make any improvements during the year, they supply the new parts free of charge to all of their customers. The HALL-SCOTT COMPANY were the first to arrange for the cooling of the oil in the crank case, by pumping same through the intake manifold dome, thereby not only cooling the oil but also heating the manifold, an assurance against freezing of the carburetor at any altitude. Over 50 per cent. of the aviators actually taking part in the Los Angeles Interna- tional Meet used Hall-Scott Equipment, a positive proof of the popularity of that equip- ment, among all classes of aviators both amateur and professional. Write today for pamphlet describing in detail results obtained with HALL-SCOTT EQUIPMENT at the Los Angeles International Meet. HALL-SCOTT MOTOR CAR COMPANY, San Francisco, California $100 Reward Will be paid to the person who first brings to our notice the town and site on which we finally locate FACTORY SITE WANTED The AERIAL CONSTRUCTION COMPANY of New York having outgrown its present quarters at 42, 48 and 58 West 43d Street, and anticipating the in- creased volume of business it will have to look after in the future, has decided to erect an up-to-date factory, with avia- tion school and flying field at some spot in the United States, suitable for the purpose. WHAT WE WANT first—A good live town that is looking for a reliable manufacturing concern to locate in the vicinity and where the business men are willing to aid in the establishment of a permanent industry in their territory. Second—A good level stretch of land over which the students of our school may learn to fly. Preferably with water frontage for Hydroaeroplaning. Write submitting plans and full details of what you have to offer. LATEST STYLE MONOPLANES AND PROPELLERS IN STOCK READY FOR IMMEDIATE DELIVERY Aerial Construction Company OF NEW YORK 42, 48 and 58 West 43d Street New York, N. Y. The Supreme Test |DURATION, Won by Cooke at the Los Angeles Meet With a Roberts 4-X Motor 18 Hours, 5 Minutes, out of a possible 22% Hours Six Days out of Nine, in the air total official time 2'/, Hours each day WELDON B. COOKE, ‘“‘The Marathon Winner of the Air.”’ Cooke prefers the Roberts Motor to any other because of its simplicity and absolute reliability. His Roberts Motor carried him twice over Mt. Tamalpais in Marin County, California, at an altitude of 4,500 feet. It has stood every test required of it and is better today than ever before. It is the lightest 50 H. P. made in America. The Roberts Motor Co., 3.20000 0°", APRIL; 1912 15 Cents a Copy New Curtiss School Biplane fitted with twin steering wheels, which enable the pilot to the pupil and still retain control of the machine at all times GIBSON We have consistently refrained from any attempt to persuade the public by mere argument and advertisement that our propellers are the best. That method never lives. We have consistently refused to build propellers for the purpose of producing a high thrust when anchored to the ground. We know that such a propeller will tend to keep the would-be flyer on the ground. It fools him by an appearance of value. We know that a propeller must be built to give maximum thrust when in flight. We proved it. We are the only concern in America to make an exhaustive series of tests at the only propeller testing plant in America---that of the Worcester Polytechnic Institute. Those tests were made under flying con- ditions. We found that our propellers, designed for flying, gave under flying conditions 30 per cent. more thrust per horsepower than those whose only merit is the great thrust they will show on a scale anchored to the ground. That is why Beatty conquered every other Wright machine---he had our propellers. We want to do as well for you---to help you fly---to discuss the subject with you and submit to you Prof. Gallup’s curves of actual results obtained at flying speeds. It costs you nothing to confirm this. We feel sure that you really want to have this valuable data in your possession. Let us have your inquiry. We will send you “Proof by Test” by return mail. GIBSON PROPELLER COMPANY, 197th St. and Amsterdam Ave., New York City ’Phone 6762 Audubon PROPELLERS Sturtevant AERONAUTICAL MOTORS AND PROPELLERS 4 Cylinders 40 H.P. 6 Cylinders 60 H. P. Four Cycle — Water cooled — Weight complete 200 and 285 pounds Positive lubrication for any length of time. No hand oiling — No grease cups. Valves instantly removable. No push rods — No rocker arms. All gears enclosed. Mea Magneto. Exhaust valve lifters allowing motor to coast in the air. Muffler furnished if desired. Can be throttled to 300 R. P. M. Rigid Construction for Long Life and Continuous Service Send for Catalog 200-A Sturtevant Engineering Series B. F. STURTEVANT COMPANY iyo park, poston, mass. OFFICES IN ALL LARGE CITIES April, 1912 AIRCRAFT 33 THE CURTISS HYDROAEROPLANE Was the FIRST and is now, the only successful machine of the sort in the world It has been officially recognized as representing the greatest advance in aviation in the year 1911 — and that year furnished many marvelous things in aviation. It has been aptly described by a well-known magazine as “The Acme of Ease, Safety, Comfort and Exhilaration” It is It has Motor Boat been widely plus the imitated ability to but never fly equaled ‘“‘Hydroaeroplaning” is the coming sport! It appeals to everybody interested in Flying and Sailing. The Curtiss “Triad” is as Safe as a Power Launch and as Swift as a Sea Gull. The season of water sports is near at hand! Get your “Hydro” now and be ready to carry passengers, to race Motor Boats, to give Exhibitions and to demonstrate in other ways that the age of practical aviation has arrived. THE CURTISS HYDRO MAKES IT SAFE FOR EVERYBODY TO FLY For our 1912 Catalogue, with prices and particulars on i i CURTISS Aeroplanes and Hydroaeroplanes, Motors, Schools and Exhibitions, write to THE CURTISS EXHIBITION CO. 1737 BROADWAY _ JEROME FANCIULLI, General Manager NEW YORK CITY Sales Agents and Foreign Representatives for The Curtiss Aeroplane Co., Hammondsport, N. Y. 34 ATRCRAFT April, 1912 “KIRKHAM ’ Aviation Power Plants FOR SEASON OF 1912 MODEL B-6 INSTALLED IN BURGESS HYDROAEROPLANE | The ‘‘KIRKHAM”’ Aviation Motor is Offered in Four Different Models | Model B-4, 35 H.'P., 4-cyl., weight, 185 Ibs. Model B-6, 50 H. P., 6-cyl., weight, 235 Ibs. Model B-G-6, 70 H. P., 6-cyl., weight, 255 Ibs. Model B-12, 120 H. P., 12-cyl., weight, 400 Ibs., V. type. All of these models are sold as complete power plants or motor only, as desired. Also all models can be furnished with manifolds and mufflers, and push button self-starters, at small extra cost. reliability and efficiency, therefore, the new models listed above contain not only all the features which have made the KIRKHAM Aviation Motor noted for its reliability, but in addition, all models for 1912-are to be equipped with the new Bosch 2-spark magneto, larger valves and special cooling tubes through oil tank, whereby the oil is always at a safe tempera- sie universal success of every 6-cylinder, 50 H.P. KIRKHAM Motor for the season of 191] demonstrated their unquestionable ture, no matter how hard or how long the motor is run. KIRKHAM Aviation Motors are endorsed by every owner, and not one of the sixteen motors delivered in 1911 has changed hands, but on the other hand, they have replaced one or more of nearly every other American motor. The latest converts are Nels J. Nelson, of New Britain, Conn., and the Burgess Company & Curtis, of Marblehead, Mass., who have adopted the KIRKHAM Motor as standard power for 1912. The test installation is shown by above cut. There is a reason why all these people pay the price to get KIRKHAM Motors, and you should get posted on the ONE AMERICAN MOTOR. Catalog for the asking. CHARLES B. KIRKHAM, Manufacturer SAVONA, April, 1912 Neulr ; ATRGER ART 35 BALLOONS NOW BUILT AT HOME Efficient Goodyear Balloon Making Facilities Banish Need of Buying Abroad Big Saving of Time and Money. Quality Unequalled If in the market for a BALLOON, don’t buy elsewhere until first consulting with us. We are the largest plant in America manu- facturing Balloon fabric and Balloons complete, dirigible or spherical. We make them complete for all purposes, advertising, exhibi- tion, or for co-operation between cities. Our Balloon cloth is made of silk or cotton rubberized. We recommend more strongly the latter because of its unequalled endurance. Coated with fine Para gum, Goodyear Fabric will not crack when rolled or folded. Prompt deliveries—GUARANTEED QUALITY—DUTIES SAVED. Write us for samples of cloth. (j00D,“ YE AR Only Weather-Proof Fabric Used by all Veteran Aviators Rubberized Aeroplane Fabric This fabric—RUBBERIZED—is heat, cold, and damp PROOF. It can’t shrink, can’t stretch, can’t mildew, rot, or weaken. It is the strongest, most reliable fabric made. And it is FAST and safe. All due to the special rubberizing process which IMPREGNATES every thread with RUBBER and renders it positively unaffected by all de- grees of humidity and change of temperature. Used by Rodgers, Ovington, Atwood, Fowler and Brookins;—by the Wright Co., Burgess Co. & Curtis, The Curtiss Aeroplane Co., Glenn S. Martin, Moisant, Int. Aviators and practically every other aviator and manufacturer of note. Tires That Won’t Wrench Off (00D. Safest--Strongest--Most Economical Detachable Raat Tires Dangers of landing are minimized by Goodyear Detachable Aeroplane Tires. This Aeroplane tire is built like the No-Rim-Cut Tire. Clings to rim in a grip that will resist the severest wrench upon landing. Our SINGLE TUBE TIRES built with valve protected with METAL. Valve CAN’T TEAR LOOSE. Our 20x4 CLINCHERS most popular for rigid machines. Used on Curtiss Aeroplanes. Extensible Rubber Beads. ALL AMERICAN AND FOREIGN MADE MACHINES FITTED. (00D. YEAR Bleriot Type Rubber Shock Absorbers for Monoplanes Aeroplane Springs We are the sole American manufacturers of the Bleriot Type Rubber Shock Absorber—the only successful spring for monoplanes. These springs are strong and resilient. Unlike steel springs they can neither catch in the tubes nor snap in cold weather. We make all kinds of springs. Ask us about them WRITE TO-DAY FOR DETAILED INFORMATION THE GOODYEAR TIRE & RUBBER COMPANY AKRON, OHIO Branches and Agencies in 103 Principal Cities We make all kinds of Rubber Tires and Accessories 36 AIRCRAFT April, 1912 AMERICAN AEROPLANE SUPPLY HOUSE Manufacturers of BLERIOT MONOPLANES One of our BLERIOT TYPE MONOPLANES equipped with 70 H.P. Gnome Engine about to make flight at Nassau Boulevard IMMEDIATE DELIVERIES 3 MODELS Send for 1912 Catalog SINGLE SEATERS PASSENGER CARRYING MONOPLANES ' RACING MONOPLANES Visit our factory and examine in detail the excellent construction of our Monoplanes AMERICAN AEROPLANE SUPPLY HOUSE 137-143 JACKSON STREET | Telephone 427 Hempstead HEMPSTEAD, L.I., N. Y. Paragon Propellers Excel \CAN PROPE(; shee ER o, TRADE MARK s ASHINGTON. DG. VU"? Patented March 14, 1911; July 25, 1911; October 17, 1911; Others Pending. PARAGON blades are harmoniously designed without excess materials and without weak spots. Our usual construction of quartered white oak with edge grain silver spruce interior is the very climax of propeller construction. ‘There is a story of superiority in every detail from hub to tip. The blades exactly correspond in pitch at every point. We select the wood so that the grain runs the same and the pitch stays the same. We guarantee it within one per cent. This is only possible by our patented construction. No other propeller will do it. In others the grain of the wood is opposite; one blade warps up or the other warps down. Sometimes there is a foot of difference in the pitch. Ours are made right and they stay right. Paragon propellers are exclusive in their design, construction and processes of manufacture. They are made under the protection of numerous United States patents which recognize and protect their superior features. There is in every blade a grace and beauty which bespeaks its solid worth. There are none others like them. Paragon strength, Paragon beauty, Paragon efficiency cannot be obtained under any other name. We have designs in endless variety; we can make anything that has been or can be made. Remember our Consultation Department is always available, without charge, for competent advice as to speed, power, pitch, thrust and power-plant problems in general. Itis a pleasure for us to correspond on tech- nical matters with all who are earnestly striving for the advancement of the flying art. Our illustrated booklet will interest you. Shall we send it? American Propeller Company :: :: : Washington, D. C. April, 1912 AIRCRAFT HUGH ROBINSON DEMONSTRATING PAUI,HAN’S CURTISS HYDROAEROPLANE BEFORE THE FRENCH AND RUSSIAN MILITARY OFFICIALS AT NICE, RESULT OF THESE EXHIBITIONS THE RUSSIAN GOVERNMENT HAS ORDERED THREE HYDROAEROPLANES FROM THE CURTISS COMPANY. Don’t Go to France to Learn to Fly The Patent Situation United States Army Aviation Service Editorial Foreign News Correspondence : . Letter from the Wright Brothers Sturtevant Aeronautical Motor The Dorner Monoplane Drawings Dorner Monoplane General News California News The Trade ALFRED W. LAWSON President and Treasurer ERNEST C. LANDGRAF Secretary TERMS TO SUBSCRIBERS In the United States, Mexico, Puerto Rico, Guam, Philippine Islands, Hawaiian Islands, Cuba (including Postage), $1.50 per year. Fifteen Cents the Copy, of All News Dealers. Foreign Subscriptions, Two Dollars per year. In changing order give old as well as new address. : Advertising copy must be in hand by the Ist of month previous to date of publication. Only high-grade solicited. advertisements of thoroughly reliable firms are CONTENTS---APRIL, 1912 Earle L. Ovington 39 Denys P. Myers 40 Alfred W. Lawson 42 Walter H. Phipps 48 D. E. Ball 50 Ernest Ohrt 50 AIRCRAFT Published Monthly by The Lawson Publishing Company 37-39 EAST 28th STREET, NEW YORK, U. S. A. Telephone, 5017 Madison Square ALFRED W. LAWSON Editor WALTER H. PHIPPS Asst. Editor WHEN YOUR SUBSCRIPTION EXPIRES One month before a_ subscription expires we enclose a blank on which you will write your order for the renewal. WHEN FIRST NOTIFIED that your subscription will expire, you should send your renewal at oNCE, in order not to miss a number. New subscriptions which are received by us on or before the 15th of any month will begin with the issue of that month. If received after that date they will begin with the following month’s issue. We cannot enter subscriptions to begin with back numbers. One month’s notice is necessary before a change of address can be made. renewal Entered as “‘second-class matter’? February 18, 1910, at the Post Office, at New York, N. Y., under Act of March 3, 1879. Copyright, 1912, by the Lawson Publishing Co. “Aircraft” is registered as a trade-mark by the U. S. Patent Office, under date of August 9th, 1910. WwW FRANCE. AS 4 38 AIRCRAFT April, 1912 ARE Our CUSTOMERS « RE N ATIONAL AEROPLANE ComPANY H ? OPERATING THE MANUFACTURERS OF 4)” AGENTS FOR RiaMeeAe eta NATIONAL SCHOOL OF AVIATION Bora soaW Sets Nes CLOTH CaaLe, Enc TURNBUCKLES TERMINALS A SPIKE THIMBLES: CONTROLS. 2023 MICHIGAN AVENUE BLUE PRINTS OUTRIGGERS CONNECTIONS MopeLs Galveston, Tex. March 2nd, '12. CHICAGO, ILL,, Aeropl.Motors & Equipment Co., T 1780 Broadway, New York City, N.Y. R H Gentlemen: -- We are in receipt of your teleg¢ram of Feb. 23rd, stating that you were expressing our order of the day before for Gnome parts. E We wish to appreciate and congratulate you upon this service which is the most efficient we have received from any source since we have Y been in the aeroplane business. Furthermore, we do not know of any other concern in this country that could have filled the order at all. We wired you another order last night and trust that it will receive the same attention. R As requested we gave you the address of our Paris representative. the extent of his purchases will be controlled by his own judgement, S and we would appreciate the cooperation of your Paris office. Very “ruly Yours, A Nation Co., C Y: By E Not Confidential. (; 50H.P. 70H.P. 100H.P. 140 H.P. IN STOCK AT NEW YORK We carry also IN STOCK a Complete Line of Spare Parts at the Service of our Customers AEROPLANE MOTORS EQUIPMENT COMPANY 1780 BROADWAY NEW YORK Telephone 1335 Columbus | Vol Nol? |ATRCRAF T New York, Aprin, 1912 COIR OROIHO ROH OOOH ROH OHHH ORION) OOO OOOO OAH OOOO OOOO OCOD OOOO OD OO OOO OOOOOOIOO 15 CENTS A COPY $1.50 A YEAR DON’T GO TO FRANCE TO LEARN TO FLY By Earle L. Ovington T seems to be generally accepted as an axiom that if one is to become the most expert aviator in the shortest possible time he should go to France for his instruction. I was of that opinion at the Bel- mont Park two years ago and in fact at that time 1 perhaps took the best course by going abroad. During the last season, however, the instruction courses in the best aviation schools have been so much improved that now one can learn the art of man-flight in this country more easily and at a less expense than by going to Europe. | gradu- ated from the Blériot School at Pau, in the southern part of I'rance, and yet to many who have inquired regarding instruction ir aviation I have given the advice heading this article. I have assumed that the would-be aviator wishes to fly a bi- plane, which is distinctly an American product. Of course, if a monoplane, which is particularly a French product and original design, is chosen that alters the case somewhat, although during the past year several American companies have been building very creditable monoplanes, in fact there are now several com- panies having factories within a few miles of New York who construct just as good monoplanes as are made in France, but unquestionably France holds the lead in monoplane construction to-day and naturally has a good many very big schools for mono- plane instruction. The largest number of pupils is turned out by Bleériot either from his summer school, just outside of Paris, or from his winter school at Pau, in the southern part of France, where I took my first hop on a single deck machine. The Farman School at Etampes is the next largest foreign aviation school, but the biplane has not met with the favor ac- corded the monoplane in France and probably for that reason the Farman school is not as well patronized as that of Blériot. All of the leading constructors, of course, have their own flying school. The aviation schools in connection with the Nieuport, Deperdussin, Morane, Hanriot and Antoinette are most com- plete in their equipment. The schools in England pattern very much after the French ones and the English machines are largely copies of the French models. The English schools, however, offer nothing but what can be obtained in America. Personally I am of the opinion that the immediate future of the aeroplane rests very largely in the development of the hydro- aeroplane, which, as a loyal American, I am proud to say is dis- tinctly an American invention. T’o be sure, a Frenchman was the first to experiment with hydroplanes, but it was not until Curtiss evolved his wonderfully efficient machine, that arising from and alighting upon the water was a proved success. Great advances in instruction methods were made during the flying season of 1911 and reliable aviation schools were estab- lished at all the large aerodromes in America. During the win- ter these schools have perfected their organization and are planning an active campaign for the season of 1912. He who desires to soar amongst the clouds, therefore, will be afforded ample opportunity for obtaining the required instruction right here in this country without the necessity of spending time and money incident to a trip across the ocean. I think that all schools, whether American or foreign, could be greatly improved by including in their course of instruction not only practical work on the ground and in the air, but by giving the student in addition a thorough course in the theoreti- cal principles underlying aero-dynamic flight. In the early days of the aeroplane when the principal desire was to turn out flyers who could engage in exhibition work, and when the fundamental principles were not as well understood, there was possibly some excuse for neglecting the theoretical part of the subject, but now that flying has become more or less of a practical proposition, and the underlying theory well recog- nized, there is no longer the excuse for this neglect. We would have far better aviators, and I am sure that the death list would be much reduced, if the embryo bird-men were given a thorough theoretical course of instruction in the funda- mental principles of aeronautics before he was allowed to even get into a machine. There are many aviators today, and suc- cessful exhibition flyers, I mean, who really do not understand the elementary principles upon which the design and construc- tion of their machine rests. However expert they may be in the manipulation of their control levers, I claim that they would be far better flyers if they knew more about the theory of the subject. Comparing the foreign and the American schools I know as a matter of fact that the course of instruction in the schools abroad is not even as complete as it is in this country with regard to the theoretical instruction. At Blériot’s School at Pau, for instance, they put a student directly into the machine without giving him any instruction whatever except in the actual man- ipulation of the levers, and keep him “grass cutting” until he becomes efficient enough to steer a straight course across the field. He is then given a machine with sufficient power to raise him from the ground, but not a word of instruction is imparted regarding the laws which make flight possible. In America the preparation of the student for flight is a little better. He is not only told that by pulling a certain lever his machine is righted, but he is shown why this effect is produced. In the French and English schools the aviator is placed in a machine alone when he receives his practical experience. In this country, on the other hand, he first takes several flights with an instructor in order to become used to the sensations of being in a machine during flight. He has an opportunity at this time 40 AGI ERE CHW AG Ee) to observe carefully the manipulations of the control by an expert. After this information has been assimilated he is given an extra set of levers by means of which he can operate the aeroplane himself, but the instructor stands ready at all times to check a false move. ‘This may be distinctly designated as the American method and is much better than the foreign method of putting the aviator in the machine by himself. Not only is the possibility of breakage much less with the American method but the danger to the student is almost entirely elimin- ated, since in the most modern machine the levers are so fixed that if the student makes a wrong move the instructor can take charge of affairs immediately and if in a panic the student tends to counteract the effect of the instructor's move, the instructor can take the control entirely from the student by a violent pull April, 1912 at the control lever, which breaks the connection between the student’s lever and his controlling wire. As I have said at the beginning of this article—don’t go to France to learn to fly. A year or two ago that might have been necessary, but now it is not only unnecessary but not even advisable. Much better instruction can be obtained in this country. Incidentally you are dealing with people who under- stand you and whom you can understand. Until you have tried it you cannot appreciate how inefficient is the instruction, where, owing to your lack of knowledge of the French language, you only get about three words out of ten, and have to ask all of your questions in such poor French that the instructors become disgusted with you and leave you to your own devices to get what instruction you may in the hard school of experience. THE PATENT SITUATION By Denys P. Myers able to the Wright pioneer patents have been ren- dered against Paulhan, Curtiss, and, it is stated, Grahame-White in America, Robitsch in Ger- many, Société Antoinette, Blériot, Henry Farman, Farman fréres, Clément-Bayard, Fernandez, Du- four et Bauer, Keechlin, les Ateliers Vosgiens de la Société aéro- nautique de l'Est, R. Esnault-Pelterie, Compagnie Aérienne, Office @aviation and la Banque Automobile in France. The Compagnie générale de Navigation aérienne, the French lessee of the Wright patents, failed in its suit against Santos-Dumont, who was made a defendant with the long list of other French manufacturers. On the other hand, the suits against Paulhan and Curtiss (Her- ring-Curtiss Co.), in which the court granted preliminary in- junctions, were reversed on appeal, so far as the order for in- junction was concerned. The entire set of French cases was re- ferred to experts for determination whether, as a matter of sci- entific fact, the alleged infringements were so mechanically. The Robitsch decision has not become available in this country. The Grahame-White decision, according to newspaper reports, 1s now dependent upon the determination of the extent to which the aviator’s personal skill, as distinct from the mechanism of his machine, was responsible for his winnings. Also according to a newspaper report, the German Patents Court at Berlin has held that the Wright patent is invalid. This opinion is known not to be the outcome of the Robitsch case. The Wrights ex- plain this decision by a technicality in the German law whereby a thing is not patented if it has been previously described (see the Wright Brothers’ letter to A1rcrart, page 47—Editor) ; and add that their contrivance had been referred to in detail by a German lecturer in an academic address, their own connection with such an actual contrivance being, however, unsuspected by the speaker. The United States is primarily interested in the American and French patents, the latter affecting popular French machines. At first sight, it appears from this review of the patent status that the courts everywhere have originally admitted the validity of the Wright pioneer invention, only to nullify the opinion by “ifs and “buts;” yet that is not the case, if all the decisions in hand are interpreted correctly by the writer. The proper con- clusion would seem to be that the decisions indicate that the pioneer patents, No. 821,393 in the United States and Nos. 342,188, 384,124 and 384,125 in France, are perfectly valid and enforceable patents but that the courts have balked at expressing a judgment on the extra-judicial question as to what extent— purely as a matter of mechanical and aeronautical fact—other contrivances of like or similar character obtaining, by and large, the same result, infringe, if they do infringe, upon the mechanism invented and patented by the Wrights. Put into plain words, this statement, if correct, means: That six years after the granting of letters patent to the Wright brothers in the United States and eight years after similar grant in France, neither the Wrights nor the rest of the aviation world know definitely where they are at, to use the colloquial phrase. This is, of course, an unfortunate situation, and should be faced by the aeronautic world boldly. It is not the purpose of this article to make out a brief for or against the patents, nor to argue the pending cases out of court; but if the situation is as the writer sees it, there is need to consider it on the basis of reality and for aviation to progress on the conditions which the patent situation imposes. Judge Hazel in the suit in equity by the Wright Company against the Herring-Curtiss Company et al., decided January 3, 1910, granted the motion for preliminary injunction in these words (177 Fed. Rep., 257 at 261): “The requirements in patent causes for the issuance of an in- junction pendente lite-—the validity of the patent, general acqui- escence by the public, and infringement by the defendants—are so reasonably clear that I believe it not improbable that com- plainant may succeed at final hearing, and therefore, the status quo should be preserved and a preliminary injunction granted.” In the same case on appeal to the Circuit Court of Appeals, Second Circuit, June 14, 1910, the court reversed this order (180 Fed. Rep., 111) : “The record before us contains numerous affidavits which were not presented until after original decision and which, as both sides state, were admitted upon motion for rehearing without discussion of their contents by the court, but for the purpose of bringing the case more fully before the Court of Appeals. “In this record, upon the question of fact above stated, there is a sharp conflict of evidence, numerous affidavits testifying. All their statements are ex parte affidavits made without any opportunity to test their probative force by cross-examination. Under such circumstances, it seems to us, irrespective of any of the other questions in the case, that infringement was not so clearly established as to justify a preliminary injunction.” Studying the series of French cases before the Civil Tribunal of the Seine it is found that the Wright lessees sued the ex- hibitors at a show for infringement and were met by a cross- suit alleging nullity on account of divulgation. This they won, and secured decisions against all the defendants, except Santos- Dumont, whose machine was exhibited for historical reasons and not for present or future profit. The decision of the Third Chamber of the Civil Tribunal of the Seine in the suit against Blériot, which is typical of all, says that three experts shall be appointed to study patents anterior to the Wrights and in case there were none to determine (Continued on Page 48) April, 1912 AIRCRAFT 41 UNITED STATES ARMY AVIATION SERVICE Official Document Approved by the Secretary of War The following “Qualifications for Military Aviators” and rules covering the “Physical Examination of Candidates for Aviation Duty” have been approved by the Secretary of War: QUALIFICATIONS FOR MILITARY AVIATORS. Military aviators must be commissioned officers of the regular army or. organized militia. All officers who qualify as military aviators according to the conditions enumerated below will receive certificates from the Secretary of War covering such qualification and will be carried on the Army Register as “Military Aviators,’ with the date of qualification in each case. To obtain such certificate the candidate must fulfill the fol- lowing requirements : 1. Attain an altitude of at least 2,500 feet, recorded by a snit- able barograph. 2. Make a cross-country flight of at least 20 miles (ten miles going and ten miles returning), at a mini- mum height of 1,000 feet. 3. Make a flight of at least five minutes’ duration with the wind blowing at the rate of at least fifteen miles per hour (indicated by an anemometer). 4. Carry a passenger to a height of at least 500 feet and on _ land- ing come to rest within 150 feet of a previously desig- nated point, the engine be- ing completely cut off prior to touching the ground. The combined weight of pas- senger and pilot must be at least 250 pounds. 5. Execute a volplane from an altitude of at least 500 feet with the engine completely cut off, and cause the aeroplane to come to rest within 300 feet of a previously designated point on the ground. 6. Make a military re- connaissance flight of at least twenty miles for the purpose of observing and bringing back information concerning features of the ground or other matter which the candidate is instructed to report upon. This flight must be made at an average altitude of 1,500 feet. The tests for “Military Aviators” will be conducted under the direction of the Chief Signal Officer of the Army, at such times and places, and before such Boards of Officers, as may be con- venient. The names of officers who qualify and the date of such qualification will be reported to the Adjutant General of the Army. . PHYSICAL EXAMINATION OF ‘CANDIDATES FOR AVIATION DUTY. All candidates for aviation duty shall be subjected to a rig- orous physical examination to determine their fitness for such duty. Examination as to physical qualifications will conform to the THE ADJUTANT GENERAL, UNITED STATES ARMY, WASHINGTON, D. C. (Through Military Channels.) Sir: Weight (without clothes) Married or Single cially fit him for aviation duty Work (map reading or map making). of qualifications for military aviators. Very respectfully, APPLICATION FOR DETAIL TO MILITARY AVIATION The undersigned hereby applies for assignment to duty at the Signal Corps Aviation School for instruction as an aviator, Graduate from Technical Schools or Colleges Any particular knowledge or ability possessed by applicant which would espe- If any experience in the following, so state: f ine Gas engines; Practical Telegraphy (words per minute, receiving); Knowl- edge of Wireless Telegraphy; Practical Photography; Practical Topographical Surgeon’s certificate of physical examination is inclosed, together with list standard required for recruits, except as stated below. The rules for the examination of iecruits as published in G. O. 66, W. D., 1910, will be adhered to. (Additional physical requirements and examination.) The visual acuity without glasses should be normal. Any error of refraction requiring correction by glasses or any other cause diminishing acuity of vision below normal will be a cause for rejection. The cand‘date’s ability to estimate distances should be tested. Color-blindness for red, green or violet is a cause for rejection. The acuity of hearing should be carefully tested and the ears carefully examined with the aid of the speculum and mirror. Any diminution of the acuity of hearing below normal will be a Any disease whatever of the middle ear, either acute or chronic, or any sclerosed condition of the ear drum resulting from a former acute condition will be cause for rejection. Any disease of the internal ear or of the auditory nerve will be a cause for rejec- tion. The following tests for equilibrium to detect other- wise obscure diseased con- ditions of the internal ear should be made: 1. Have the candidate stand with knees, heels and toes touching. cause for rejection. SERVICE. 2. Have the candidate walk forward, backward, and in a circle. 3. Have the candidate hop around the room. All these tests should be made with the eyes open, and then closed; on both feet, and then on one foot; hopping forward and back- ward, the candidate trying to hop or walk in a straight line. Any deviation to the right or left from _ the straight line or from the arc of the circle should be noted. Any persistent de- viation, either to the right or left is evidence of a diseased condition of the internal ear, and nystagmus is also frequently associated with such condition. These symptoms, therefore, should be regarded as cause for rejection. The organs of respiration and the circulatory system should be carefully examined. Any diseased condition of the circula- tory system, either of the heart or arterial system, is a cause for rejection. Any disease of the nervous system is a cause for re- jection. The precision of the movements of the limbs should be espe- cially carefully tested, following the order outlined in paragraph 17,'G. O. 66, W. D., 1909. Any candidate whose history may show that he is afflicted with chronic digestive disturbances, chronic constipation, or indiges- tion, or intestinal disorders tending to produce dizziness, head- cche, or to impair his vision, should be rejected. 42 PUIGRe CR Away April, 1912 RAIN, NOT AIM BOMBS. NE little drop of water falling from the 5 clouds has a very small chance of hitting y or wetting a fleet of battleships, or an (\ Z inland fort, but—and but must always % be taken into consideration in profound reasoning—if there are enough little drops of water falling from above, every inch of every battleship ex- posed, as well as every inch of the fort exposed, will not only be hit but literally drenched with water. Is not that a fact? Well, that is your answer to the near- sighted snail in the army or navy who says that the chances of hitting a ship or fort is very small, because an aeroplane will have to go up a distance of more than 3,000 feet, out of gun reach, in order to drop explosives, and at that distance the aim of the aviator would be useless. Right here let us remind you that the rain drop is not aimed, it just falls and hits anything that happens to be under it, and as stated before when there are enough rain drops they hit about everything there is exposed to be hit. So it would be with aeroplanes—if there are enough of them—by circling over any given area for ten hours steadily and just dropping explosives without aim, their rain of them would come very near drenching whatever happens to be upon the area cov- ered, whether it be battleships, forts, or houses of Parliament. Five thousand aeroplanes—which can be built and operated at less cost than five battleships—drilled in maneuvreing with the same care and precision that is given to land brigades, could devastate any section a mile square within ten to twenty hours by concentrat- ing their entire operations upon that particular section. Each machine would simply have to fly about four thousand feet above the section bombarded, or even less in height, if painted the color of the sky, and thus made invisible as pointed out editorially in AIRCRAFT (volume 2, number 11), drop its 500 or more pounds of explosives and return to its base for another load, repeating the same operation over and over again. Assuming that its base is thirty miles distant, and allowing two hours for each machine to return to its base and re-load, there would be forty-one (and a frac- tion) machines dropping their entire loads of explosives over that particular section every minute, and allowing 500 pounds for each load would make a shower of 20,500 pounds falling each minute, or 1,230,000 pounds per hour, or 12,300,000 pounds every ten hours, (in- cluding the fraction would make it 12,500,000). There being 3,097,600 square yards to a mile, means that an average of about four pounds of explosives would be dropped to every square yard of surface every ten hours. We are of the opinion that under such oper- ations, human habitation in that particular section whether upon land or sea would become untenable. A COMMERCIAL PRODUCT. EPORTS available to our editorial staff show R that Italy, Brazil, Turkey, Russia and Japan, as well as France, are buying aeroplanes for war purposes from French manufacturers, and it will not be long before every government in the world will be ready to buy aeroplanes for army and navy pur- poses. We, therefore, think it is about time that the Ameri- can capitalist awakened to the commercial possibilities of the aeronautical industry. We often hear people say that when the flying machine becomes a commercial product, that then they will invest both money and services in the industry. We would like to know, how- ever, what the industry is to-day, if not a commercial proposition. In France there are in the neighborhood of forty well equipped factories turning out flying machines which are being sold for either exhibition, recreation or war purposes. Is this not commercial? The fact of the matter is, France realizes that the aircraft industry is a commercial proposition NOW, and are deliberately running away from the rest of the world by recogniz- ing this fact, and by forseeing the great possibilities of the future in it. That is just why orders are pouring in to the French concerns from all the different govern- ments now in the market for aeroplanes. The world’s market for aeroplanes is now open, and it is time the American went into this market to secure his full share of the business. Before he can do this, however, he must be able to compete with the French- man in turning out machines, both from their point of excellence in construction work, and in the number to be turned out, and this can only be done by having April, 1912 well equipped factories and schools equal in standard to those in France. The French are beginning to reap the reward of many years of toil and investment, and the American | must understand that it is necessary for him to gol through those same years of toil and investment before he can expect to compete with his French rival. How- ever, the new market has just opened and a few years later business will be very brisk and competition very keen, so we advise the American builder to lay his plans very carefully and go into the movement with the idea of successfully competing with the foreign manufacturer in the future, when real rewards will be forthcoming. To be successful then, means preparation now. This country should have at least fifty aeroplane factories working over time to fill orders this year. A FAMOUS PIONEER. HE Aero Club of America was extremely for-: al tunate in securing such an able man as Cortlandt Field Bishop to act as Secretary, even though it was but temporarily. When the time comes for a gen- eral summing up of the actual value of services contrib- uted to the development of the aeronautical movement, the name of Bishop must naturally shine forth as an example of unselfish devotion to the cause in its earli- est and neediest stages. It is, of course, unnecessary to say that Mr. Bishop received no salary for performing the duties of secre- tary. He gave his most valuable time, and better still his vast knowledge of aeronautical affairs to the club gratis, and besides all this, also spent a great deal of his own personal funds in the performance of his duties. It would take many pages to recount the many good deeds Cortlandt Field Bishop has to his credit for the promotion of aeronautics in America, as well as in Europe, and executed at times when there were no others willing to open their purses, nor to contribute their time and energies for the purpose. As the movement progresses and broadens in all its various branches and we become more and more elated over the success with which we are meeting, we must not, in the exuberance of our spirits forget those splendid pioneers who by their unselfish efforts, unshakable confidence and money expenditures made possible the ultimate success of aerial transportation toward which we all look forward. Mr. Bishop is one of these pioneers. SAVING TIME. CCORDING to cable accounts, on March 8th, Henri Salmet flew from London to Paris, a dis- tance of 222 miles, in 177 minutes without a stop. Mr. Salmet had some important business to transact in Paris and was of the opinion that the quick- est way to get there was to fly, which he did in less than half the time he could have gone by the fastest railroad and steamboat service. AIRCRAFT ! 43 To go from London to Paris by the common route, one first has to wait for his train to start at London, : and when he gets to Dover, move himself and baggage to a steamer, and then another delay is caused by an- other change when the steamer arrives at Calais and another transfer made to the railroad train. 4 There was a time when it took from two to three days to go from London to Paris. In those days they rode on stage coaches on land and sailing boats by water. Every few miles a stop had to be made to feed or change horses. The railroad and steamboat system which now takes six hours, therefore was a big time saver for the traveler, and consequently this saving of time is what naturally caused the railroad and steam- boat to supersede the state coach and sailing vessel. So because the flying machine cuts in half the time now required by the railroad and steamboat, or with in- creased flying facilities making the distance in one- third or less time, the air vehicle will supersede the, railroad and steamboat as a means of transportation between London and Paris just as the railroad and steamboat superceded the stage coach and sailing vessel. But this will not happen ina day, nora year. It will come so gradually that it will hardly be noticed. PATRONIZE HOME INDUSTRIES. ARLE L. OVINGTON, one of America’s leading E airmen, in one of a series of articles which he is writing for AIRCRAFT, says that Americans should stay at home and learn to fly in American schools instead of going abroad. We heartily endorse Mr. Ovington’s suggestion for two good reasons: First, we believe that there are no better aeroplane schools in the world than those con- ducted by such concerns as The Wright Company, The Curtiss Company, The Burgess Company, and Curtis, The Milwaukee School of Aviation, and Stevens and Beatty, right here in America; and second, because we believe that it is good policy for the American to patronize home industries and thus help to build up in this country the source from which he expects to sooner or later derive, to a large extent, his profits. The above mentioned schools by the way, are all biplane concerns. What is needed now in America are some first class monoplane schools to be in keeping with the finely constructed monoplanes now being turned out by some of our American manufacturers. A PROGRESSIVE ORGANIZATION. N a large modern fire-proof building located at 250 West 54th Street, New York, may be found within a good-sized room on the eighth floor every second and fourth Thursday evenings of the month, between the hours of eight and eleven, a body of serious-minded men, congregated for the purpose of aeronautical discussion. This body is organized under the name of The Aeronautical Society and as such has been working quietly, but most energetically, 44 ZIG © ROACH to advance the science of aeronautics in this country during the past three years. This is not a social club, nor a commercial club, nor a political club, but just simply an aeronautical society with but one aim, and that to develop the aeronautical movement. Here, will be found the aviator, both professional and amateur, who knows by practical experience what it is to guide a machine from the earth up into cloud- land and back again. It is not theory with him, it is practise, and he tells you first hand his actual experi- ences while navigating the air inder all sorts of con- ditions. Here, you will find the manufacturer, both big and little, the back-bone practically of the movement itself. This is the man who builds the machines without which the aviator could not go into the air. This is, the man who not only, as a constructor of machines, makes flying possible, but the man who invests his money in the industry as well. Here, you will find the scientist, the man who goes into the laboratory and sifts out the causes and effects of things and through whose work the builder and aviator are enabled to both construct and fly their ma- chines with the aid of the knowledge acquired and are therefore enabled to eliminate the obstacles which make failures and adopt methods which make suc- cesses. Here, you will even find the sporting man who, while not particularly interested in the technical develop- ments of aeronautics, is anxious to know at least the elementary principles of flight, and goes there to asso- ciate periodically with the practitioners who know. A more democratic organization could not be found in the world. Here, the rich man hobnobs with the poor man and feels that he owes to the mechanic with whom he may have had an half hour’s delightful chat a debt for the information received and the most grati- fying intellectual treat derived therefrom. In fact, men in all stages of life may be found at these meetings who have but one common object and that is aircraft. The absence of the club politician—so detrimental to the progress of many clubs—is most delightfully conspicuous. Here, there are no politicians. Every member is as good as every other member and is entitled to have a say in the general directing of the club’s movements. There are no secrets of any kind to be withheld from anybody and therefore absolute harmony prevails. We believe that every aeronautical man in the United States would be benefitted by attending these meetings and suggest that every one go there as often as possible. Form the habit if you live in New York, * and if you do not then arrange your trips so that you will be in New York on meeting nights. These meet- ings are worth going hundreds of miles to attend and when you do attend them do not go there with the idea that you are helping The Aeronautical ©cciety, but that The Aeronautical Society is helping y=x. April, 1912 This organization is doing a great work. Become a member if you can. EXHIBITION OPPORTUNITIES. ROFESSIONAL aviators should not overlook P the chances of flying at the different motor boat races this year. We are of the opinion that wherever there are motor -boat races a hydro-aeroplane should be exhibited, and we feel sure that the managers of such meets would be glad to make it worth the while of the hydro-aeroplane driver to fly his machine as an added attraction. It would be well to ascertain where the motor boat races —or yacht races for that matter—will take place this year and get into correspondence with the managers at as early a date as possible. It seems to us also, that wherever automobile races are held in closed circuits that races between the automobiles and aeroplanes would prove attractive features. (Since the above was written we have learned that the Aero Club of Illinois are considering a proposition to combine their big aviation meet this year with the Chicago Yacht Carnival.) FAST TRANSPORTATION. Another region where an aeroplane taxi-service could be operated at a profit today, as suggested by Grover Cleveland Loening, is between Key West, Florida, and Havana, Cuba. The distance between these two points is about 100 miles and it requires about seven hours travel by boat. An aeroplane could make the trip easily within two hours, and if speeded in about one hour and thirty minutes. Since Flagler’s new railroad has been completed, running as it does over a series of keys and concrete viaduct right into Key West, the time of travel between New York and Havana has been shortened considerably and now if Flagler, or anybody else for that matter, will add the aeroplane service from Key West to Havana then New York and Havana will be neigh- bors sure enough. TOO VISIONARY. AID the Orang Outang to his brother-in-law S about fifty thousand years B. C. (before Con- fucius): “The day will come when jackasses will be made to draw bob sleighs.” ‘You are entirely too visionary,” grunted the brother-in-law. Said the jackass to his grandmother about one hun- dred years B. C.: “The day will come when railroad, engines will be made to do the work we are now do- ing.” “You are entirely too visionary,” snorted the grandmother. Said the boy to his father in the year of 1912 A. D.: “The day will come when aircraft will do the work the railroads are now doing.” “You are entirely too vision- ary,’ quoth the father. And as it was, so it is and always will be. April, 1912 AIRCRAFT VEDRINES ON THE NEW 140 H. P. DEPERDUSSIN RACER BREAKING THE WORLD’S SPEED RECORDS. Belgium King Albert of Belgium has conferred on Count de la Vaulx the honor of a Chevalier of the Order of Leopold. Count de la Vaulx is a well known authority on aeronautics and aerostatics in par- ticular and was one of the founders of the Bel- gian Aero Club. On February 17th, Danser tested a military biplane at Kiewit, which has been entirely con- structed in Belgium and fitted with a 40 horse power valveless engine. He subsequently made a flight with a passenger to Genck and back. The same day Paul Hanciau, on a _Belgian-built Deper- dussin, flew from Genck to Kiewit and back, via Hasselt, at a height of 4,500 feet. England On February 27th it was announced that the estimates for the British Army for the year_ of 1912-1913, including both eftective and non-effec- tive services, aggregate $1,540,000. The money will be usea to establish a large military aviation school with a full complement of aeroplanes and motors and all the workshops necessary to keep the machines in first class con- dition. The sum of $800,000 will be spent on pur- chasing aircraft alone. Messrs. Short Brothers, the well known Eng- lish balloon and aeroplane makers, have just pro- duced’a new monoplane, which when given its first trials in the hands of Lieutenant Samson proved itself a good flyer, and so added another mono- plane to the rapidly growing list of English ma- chines. LONDON-PARIS IN THREE HOURS. On March 14th, M. Henri Salmet, the Bleriot instructor at Hendon, flew from London to Paris, about 222 miles, in 2 hr. 57 min. By this mag- nificent performance Salmet broke the non-stop record of M. Pierre Prier, his predecessor at Hendon, who took 3 hr. 56 min., for a longer route of 250 miles. Salmet beat the fastest passenger route from London to Paris by 3 hr. 44 min. He had an average speed of over 73 miles an hour. France M. Millerand, the French Minister of War, has given out the following information concern- ing French military aviation in 1912. He states that fifteen dirigibles are to be built and that the aviation section of the army will be divided up into “squadrillas,” of which there will probably be thirteen to start. A ‘‘squadrilla’’ will comprise eight aeroplanes, eleven or twelve automobiles, one traction engine, one racing automobile and a repair car and van. By the end of the year there will probably be twenty-seven field and five garri- son ‘‘squadrillas,’ with a total of 344 ma- chines. Thirty aviation centres will also be estab- lished and fitted up. The flying regiment will be divided into seven companies, and will consist of 234 officer-pilots, 210 scouts, 42 mechanics, 110 officers, 1,600 sappers and 550 privates. M. Mil- lerand states that the money already voted for aviation, $2,400,000, would be insufficient, and he proposes to bring in a special bill setting aside a further $2,200,000 for material and $200,000 for personnel, making a total of $4,800,000. Next year’s expenditure will probably amount to $5,000,000. It is also proposed to add $600,000 to the $1,000,000 already provided for aerostations (balloons and dirigibles). M. Delcasse, Minister of Marine, stated that a special machine was being tested for the Navy. The French Navy recently took delivery of a Voisin hydro-aeroplane, and experiments are being carried out with it by Lieutenant Cayla and Commandant Davuley at Salins d’Hyeres. Gordon Bell, the English R. FE. P. pilot, has been conducting experiments at Buc recently with one of the new R. E. P. monoplanes fitted with a seven cylinder 70 horse power radial R. E. P. motor. In all its tests the new motor performed excellently and enabled the machine to climb very Tapidly. Henry Farman has constructed a hydro-aeroplane which is now undergoing tests at Buc in the hands of Cayla, preparatory to being sent to Nice to compete with the Curtiss. Up to the time of ADOLPH WARCHALOWSKI, FORMER HOLDER OF THE WORLD'S THREE PASSENGER RECORD, IN FLIGHT ON HIS AUSTRIAN BUILT VINDOBONA BIPLANT: NOTE THE FLEXIBLE WING TIPS AND ARCH_!) SKID SUPPORTS. writing no details concerning this machine have come to hand, and it is not known how successtul it is. Further trials will be awaited with interest. A prize of 10,000 francs ($2,000) has been offered by the Peugeot firm for a ten metre flight by a man without using mechanical power. THE ROOLD GOUTTES, SAFETY WHICH FOR SAFETY SECURITE DE LA LIGUE NATIONALE PARIS. Lieuts. Battini, Cheutin, Varcin, Leclerq, Gro- HELMET, INVENTED BY M. RECEIVED THE HIGHEST AWARD APPLIANCES AT THE CONCOURS DE AERIENNE AT ville and Marzac established something of a record for passenger carrying at St. Cyr. On February 15th, forty-five officers and fifteen cadets from the superior Military School visited the aerodrome and each was taken for a trip by one OREIGN NEWS or the other of the above aviators, and on the following day an equal number of officers and cadets visited the field and were taken for trips, which makes one hundred and twenty passenger carrying flights in two days without the slightest accident, an accomplishment which clearly shows the safety of flying when no spectacular stunts are indulged in. SPEED RECORDS. On February 22nd, at Pau, Vedrines set out on his 140 horse power Deperdussin to break the world’s speed reord, and succeeded in establishing new records up to 200 kilometres. Vedrines* speed for his fastest lap works out at 169 k. p. h., or 105 miles and a halt per hour, or 20 kilometres better than Bathiat’s best speed. We append herewith a table showing the new and the old figures: New Records. _ Old Records. Kiloms. H. M. Si He Me Ss: SOON UO 347/55 0% 20) 243) /5 (Bathiat) 100 0 37 582/5 0 41 293/5 (Bathiat) 150 0 S6 412/5 1 2 434/5 (Vedrines) 200 relumel Syn 2 014/75 eeee len 54 aiT (Vedrines) Hour. Kiloms. Kiloms. vA 39/303 35 (Vedrines) 3 79/303 70 (Vedrines) 1 159’303 142/43 (Vedrines) On February 15th, at Compiegne, Guinard was flying for an hour and ten minutes on his Clement- lsayard machine, two pictures of which we pub- lished in No. 1, volume 3, page 13, during which time he flew over the surrounding country and also circled the cathedral. In the evening he made several fine passenger flights. _ Those of our readers who take a deep interest in aviation will be glad to hear of the reappear- ance of the Tellier monoplane, which it will be remembered gave such a good account of itself about a year ago in the hands of Emile Dubonnet, but which for some unexplained reason was little heard of after Dubonnet gave up aeroplaning. On February 15, at St. Omer, Marc Poupet made a flight of over an hour in a new machine of this make fitted with a Chenu motor, during the course of which he flew over the town and altogether proved the worth of this splendid monoplane, On_February 17th, with Paulhan at the wheel, the Curtiss hydro-aeroplane flew from Juan les Pins to Cannes and back, and during the 40 min- utes flight it manceuvred above the torpedo flotilla. A second trip to Cannes was made by Paulhan with his mechanician as passenger, this time only 20 minutes being taken. In a third trip the pas- senger was a lady. On the previous day Robinson had piloted the machine over tc Cannes, and pended in the harbor, afterwards returning to ice. Testing the Paulhan-Tatin torpedo monoplane at Rheims on February 17th, Chambenois, who had only made one previous flight upon it, covered 10 kiloms, in a closed circuit at a height of 150 metres at_a speed of 140 kiloms. an hour. This was not officially timed, however. On the following day he flew 12 kiloms. at a speed which was said to be 150 kiloms. an hour. RECORD FLIGHT. On February 24th, at Pau, Maurice Tabuteau broke the world’s record for two hours’ flight by covering a distance of 227 kilometres 454 metres (141% miles). The Roold Safety Helmet The highest award in the class for aviators’ safety appliances at the Concours de Sécurité de la Ligue Nationale Aerienne at Paris was a medal which was won by M. Gouttes, 50 Avenue de la Grande Armee, inventor of the Roold_ safet- helmet. As can _ be noticed in the accompanying draw: ing, the Roold helmet has the appearance of a modified colonial hat and is made of cork, rubber, padding and leather in such a manner as to protect an aviator’s head. There is a space between the outer and inner sections of the helmet which ‘s 46 THE PARSEVAL DIRIGIBLE MAKING A NIGHT FLIGHT AIRCRAFT OVER BERLIN FOR THE PURPOSF OF DISPLAYING AN ADVERTISEMENT AS WELL AS CARRYING PASSENGERS. ne] y any i THE ENGINE SECTION OF THE CAR OF THE CLEMENT-BAYARD DIRIGIBLE SHOWING THE TWO INTERCONNECTED MOTORS AND THE GEAR AND SHAFT TRANSMISSION MOTORS ON LEAF SPRINGS TO RELIEVE THE FRAME thickly padded with what is termed “fibre metal- lique,” an elastic padding which absorbs the shocks and prevents injury to the skull. Many fatal accidents have been avoided by the use of these helmets and many testimonials have been written in their praise, Aviators Deletang, chief pilot of the Clement-Bayard firm; Ljeut. Ludman, officer aviator; Frey, Tabuteau, d’Hesnel and others testifying to having had falls from heights of 60 metres or less and landing on their heads without receiving serious injury, owing to the protection afforded by the Roold helmets. CROSS-COUNTRY FLYING AT RATE OF 101 MILES AN HOUR. On March 11th Maurice Tabuteau on a Morane- Saulnier monoplane flew from Pau to the Villa- coublay aerodrome, Paris, with one stop at Poi- tiers for luncheon. He covered the total distance of 720 kilometres (447 miles) in five hours. The first stage of the journey from Pau to Poitiers, 261 miles, was covered in 2 hours 35 minutes, or at a rate of approximately 101 miles an hour. Germany On February 19th, Fokker, using his monoplane fitted with automatic lateral stability, rose to a height of 7,000 feet at the Johannisthal aviation field and flew for some time. As the Fokker TO THE PROPELLERS. OF VIBRATION. NOTE THE MOUNTING OF THE machine is one of the most interesting develop- ments in aviation and as it is attracting consider- able attention abroad, we feel sure the following data will be of interest. The Fokker monoplane has a length of 8 metres and a spread of 11 metres; the wings are rigidly attached to the fuselage and have no provision for warping or ailerons. They are covered only on one side and have a chord of 2 metres, the total carrying surface being 22 square metres. The two wings attach to the fuselage at a very pro- nounced obtuse angle. The tail and rudder structure is flexible and resembles that of the Etrich-Rumpler monoplanes and Albatros biplanes. The motor used at the start was a 50 horse power Argus, but this has now been changed to a 70 horse power.Argus. It is placed very high with the pilot and his passen- ger in back and below it. Steel tubing is used throughout, and the machine rests on a large and strong chassis, which is fitted with two wheels. The control is very simple. A lever works the elevator, while the steering is done by pedals. The transversal stability is automatic and is _pro- duced by the peculiar form of the wings and the very pronounced V at which they set and the relatively high position of the centre of gravity. On February 9th Lieutenant Barend, accom- panied by Lieutenant Solmetz on his Rumpler monoplane, made a fine flight from Doeberitz to Hamburg, a distance of 130 miles, in 2 hours and April, 1912 one-half. The return journey was made two days later with one stop at Ludwigshist. WORLD’S RECORD FOR FLIGHT WITH AVIATOR AND FOUR PASSENGERS. On March 8th, at Johannisthal, Hoffman on a monoplane flew for 32 mmutes 33 seconds with four passengers, establishing a new world’s record for a flight with tour passengers. On February 23rd the German Patent Office invalidated the basic feature of the German Wright patents in regard to the simultaneous action of the rudder and warping. The suit, which was in progress for a long time, was brought by five German firms. The court upheld two specific forms of patent com- bining the steering and warping, but disallowed the general claim. The judgment is, however, open to appeal before the Imperial Supreme Court at Leipzig. L. Z. Il, the new Zeppelin airship, will be sent up to Frankfort-on-Maine as soon as it is ready. It is proposed to carry out regular. trips in- the summer-time, going as far as the German North Sea watering places. : aie The German aerial cruiser Suchard, destined to~ cross the Atlantic, is being mounted in: the Par- seval hangar at Berlin-Johannisthal. The huge gondola, which contains motor and screw, has been hung up, but it was not possible to begin with inflation up to the time of writing, owing to the excessive cold reigning in North Germany. On the occasion of his birthday on January 27th, the German Emperor made a grant of 50,000 marks for a competition for the best aerial motor, the award to be made personally on his next birthday. His Majesty, who gives a re- newed proof of his great interest in all aero- nautical matters thereby, has ordered the com- mittee to be composed of members of the Im- perial Automobile and Aero Clubs, the Society of German Manufacturers and of a representative of the Home Office, War Office, Admiralty, Board of Education and the Technical High School. Holland It is announced that Henri Wynmalen has been chosen to represent Holland in the 1912 international aviation race. Wynmalen is known as a former world’s altitude record holder, and also as the winner of the Paris-Brussels and re- turn flight of October 17th, 1910. Russia Reports from Paris state that Jerome S. Fan- cuilli, vice president of the Curtiss Aeroplane Company, has signed a contract with the Russian Naval Commission for three of the Curtiss hydro- aeroplanes. ‘The machines ordered, however, will be fitted with 75 horse power motors instead of the 50 horse power engines that drive the two Curtiss hydro-aeroplanes owned by the United States Navy. Two of the Russian machines are 1o have the same spread of wing as the navy’s— thirty-five and a half feet-—while the other ma- chine, built more for speed and agility than lifting, will have a spread of thirty-three feet one inch. All three hydro-aeroplanes are of the dual control, passenger carrying, single pontoon biplane type. They are being set up at the Curtiss factory, at Hammondsport, New York, and the first will be ready to ship about April Ist. It will go to France, where it is possible that the acceptance trials will be held. Besides the aeroplanes the order includes a spare motor. The Aeronautic Society of Moscow will hold an international exposition April 7-21, 1912, for ex- hibiting all kinds of balloons, dirigibles, aeroplanes, motors, and their accessories. Magnetos, carbu- retors, radiators, hydrogen producers, wireless ap- paratus, scientific instruments designed for aerial work, aeronautic costumes, and in fact all those articles which enter into the aeronautic field will be displayed. Switzerland Tadeoli, the Swiss aviator, has been working on the design of a new hydro-aeroplane during the winter. The machine is now completed and will be experimented with during the springtime on the beautiful Lake Geneva. Tripoli On March 6th a dirigible was used for the first time in actual warfare. The airship was operated by the Italian army and was used for recon- noitering purposes and bomb dropping. A num- ber of bombs were dropped into the Turkish and Arab camp at Zanzur and considerable damage done. ; Tunisia On February 8th, Obre and Duval, having got clear of the Italian military authorities, com- menced their exhibition at Tunis. In spite of a strong wind both Obre on a monoplane of his own design and Duval on a Caudron tractor biplane, made circular flights of. 60 kilometres, passing over Carthage, Ariana, Tamanouba and Tunis, April, 1912 Waly ;CORRESPONDENCE March 14, 1912. Lawson Publishing Co., New York, N. Y. Gentlemen—We are in receipt of information from Germany, regarding the recent action of the German Patent Office, nullifying the main claim of the Wright German -Patent. A letter from our attorney .says:— “‘After the discussion of all of these points, the Division took one hour and a half to deliberate, and then pronounced as their judg- ment that claim 1 should be annuiled on the disclosure contained in ‘L,’Aeronaut,’ page 103, passage 5, in connection with ‘Auto- motor,’ of February 15, 1902, page 197, col- umn 1, lines 2 to 4. The full grounds were not verbally pronounced. It was said that they would be given in writing.” The citation from “L,’Aeronaut’” is from a re- port of an address by Mr. Chanute before the ‘Aero Club of France, in April, 1903, describing the. experiments of the Wright Brothers at Kitty Hawk, N. C., in 1902. The citation from the “A\utomotor’-is-a synopsis of the address of Mr. Wilbur Wright. before the Western Society of Engineers in 1901, describing the experiments at Kitty Hawk, N. C., in 1901. ‘he statement of Mr. ‘Chanute which is cited as a disclosure of the?’ Wright invention was as follows:— “To assure transverse equilibrium, the ope- rator works two cords, which warp the right .and’*Jeft wings and at the same time adjust the vertical rear rudder.” Under the laws of Germany and France, a dis- closure. of an invention by the inventors, or by any one else, who has knowledge of it, before the application for a patent is tiled, is sufficient to render the patent void. The disclosure must be suimnmcient to enable any one to understand how to build_and use the invention. ‘he German Patent Ofnce has taken the ex- treme position that these few words were sufh- cient to teach any one how to build and operate a flying machine in 1903, and that they canceled the right of the inventors to any property in their invention in Germany. The Wright Brothers do not believe that this action of the Patent Office is based on a proper interpretation of the law, and will take an appeal to a higher tribunal, The address of Mr. Chanute, on which the German decision turned, was delivered about two weeks after the date of the French application, and, therefore, could not be used against the Wrights in the French trial, which they won. The German application was not filed until after the date of this address by Mr. Chanute. Very truly yours, WRIGHT BROTHERS. Editor ArrcraFT: The following ideas on the efficiency of systems for the lateral control of flying machines will perhaps interest your readers and, I hope, will lead to some discussion of the subject. These ideas were more fully treated by me in a lecture which I gave before the American Society of Me- chanical Engineers at Boston on Feb, 16, 1912. ‘There are three systems of lateral control now in common use and they are known as the Wright, Farman and Curtiss systems. The Wright system consists of the simultaneous movement of three elements, two wings and the rudder. The angle of incidence of the low wing is increased, that of the high wing is decreased and the rudder is turned towards the wing having the lesser angle of incidence. This is done mechanically and in- volves the use of a complex mechanism. In Far- man’s system only two elements are used, the aileron on the low side and the rudder. The positive angle of incidence of the aileron on the low side is increased and the rudder is turned towards the other side. There is no mechanical connection between the aileron and the rudder, and so the mechanism of the Farman system is the simplest possible. In the Curtiss system the aileron on the low side is given a positive angle of incidence, and then, instead of using a rudder as an offset, another aileron on the high side is raiséd to a negative angle. The similarity of these three systems lies in the fact that they all incréase the positive angle of the wing or aileron on the low side and there- by introduce a pressure which has to be offset and is offset either by a rudder or by another aileron. If we draw two lines representing the lift and drift of a surface at all angles from zero to ninety degrees, we will find that from zero to about twenty degrees the lift increases rapidly, from there to about thirty-five degrees, slowly, and then it drops to nothing at ninety degrees. The drift, on the other hand, increases constantly from zero to ninety degrees. It is evident therefore that to get the greatest pressure from a surface it should be placed where its drift component carn be utilized. If a surface is placed where its drift component is dangerous it can be used efficiently only at very small angles. This is why increasing the positive angle on the low side of a flying ma- chine as a means of regaining lateral stability means a loss of efficiency, and a cause of danger, because not only is the drift component not used, but it is absolutely harmful and if not offset will cause disaster. On the other hand, if we leave the low side alone and devote our attention to the high side, AIRCRAFT THE NEW ETRICH MONOPLANE “SWALLOW” IN FLIGHT, 47 WHICH AS CAN BE SEEN, RESEMBLES THE BIRD AFTER WHICH IT IS NAMED. OF THE ETRICH ” FRONT VIEW “SWALLOW, AND THE SIMPLIFIED WHEELS it will be seen that we can use all the forces we introduce. By simply reversing the system used by Farman we keep his simplicity of construction and at the same time we transfer the drift com- ponent from the low to the high side where it belongs, and hence we need no offset. By having ailerons movable only to a negative angle and only one at a time, and by moving only the one on the high side, we introduce a downward and _back- ward pressure on the high side, both of which pressures help to produce the desired result. By using all the pressures we introduce, we gain in efficiency. Moreover, in such a system, there is no danger from over control because no matter how large the drift is (because of too large a move- ment of the aileron) that drift retards the high side and so lowers it. Thus this system 1s less dangerous than the others. It is my opinion that designers will discard, in time, all systems that effect the low side and will devote their attention to the best and_ simplest system of introducing downward and backward pressures on the high side. Claims have already been allowed me for such a system and I under- stand that in Germany there is a biplane using such a system, which is a successful flyer. No flying machine is as safe as it ought to be if it introduces a dangerous force which has to be offset, and the presence of this force and its offset is evidence of the inefficiency of the control. Moreover to require the co-operation of two sur- faces to produce a result, (as is required in the Wright, Farman and Curtiss systems) when the same result can be produced as well with one surface, is, in my opinion, evidence of poor design. It will interest me to learn the views of others concerning the points brought out in this letter. Yours respectfully, A, A. MERRILL. February 21, 1912, SHOWING THE POSITI OF THE ENGINE UPTURNED WING TIPS, AND SKID LANDING CHASSIS. Van M. Griffith’s Great Work Los Angeles, Cal., February 23rd, 1912. Mr. A. W. Lawson, Editor. My Dear Mr. Lawson—About a year ago.I formed a plan whereby all of the aeronautical concerns, private owners, etc., would assemble together on a community field. To those inter- ested at that time, it appeared feasible but pre- mature. I stored the plans away, realizing that some day the aeronautical concerns would see it in a different light. This they did the early part of November, 1911. At a mass meeting held at that time it was unanimously decided by those present that they would give their moral support to the establishing of a community field. I leased a tract of land, comprising nearly 200 acres, of which 180 acres is as level as a floor. Along 6ne side I ran a bunch of 50 foot lots to be rented to concerns or private owners. In order to get the proposition started I have given everyone free use of the field until July 1st. After that time they will be charged a more than reasonable rental. I say, ‘more than reasonable.’? How- ever, I will let you decide that for yourself. Here are the figures: Two hundred acres of land within the city limits of Los Angeles. City taxation value, $1,000 per acre, making total value of 200 acres, $200,000. My rental is 4 per cent. of the city taxation value, or $8,000 per year. At the present time there are four lots leased to concerns and about ten that will be used by private owners, making a total income of $50 per month. Figuring that the maximum in- come will be twice this ameunt during this year, or $100 per month, and multiplying this amount by the number of months in the year, you will find that the maximum income will be about $1,200. Deducting the latter amount from the (Continued on page 52.) 48 THE PATENT SITUATION. (Continued from Page 40) whether the structure of the organs of the (Blériot) machine is bound up in the discovery of the Wright brothers and must be considered as a necessary perfecting of their invention, and whether, on the other hand, by their use or for any other reason, they constitute essential differences modifying the characteristic elements of the machine patented by the Wright brothers. According to the newspaper reports, the Wright suit against Grahame-White resulted in an order restraining him from flying in this country and was referred to a referee before a final accounting. A foreign report is to the opposite effect. The case report is not yet available. It is understood that the Wright stiits against Curtiss and Paulhan are not yet ended. In addition to all this litigation there remains to be recorded the fact that competitive meets in this country during the past year have been licensed by the Wrights, the contracts calling for a division of the profits and insuring the tournament authorities from further liability to the Wrights, whatever the outcome of any pending suits. PNGIGRG CAR a Atal April, 1912 This year will witness the cup race in America for the second time and consequently the scope of the Wright patent is an im- portant matter on its bearing toward the conditions under which the contest can be conducted. The present situation is one of uncertainty. For the Wrights it is so because, while a third of their period of patent mo- nopoly has passed, they are not yet sure of the extent of their rights and consequently cannot reap the rewards they might hope for in the event of a thoroughly favorable decision. For the larger number of other manufacturers of machines, there is the same uncertainty. The writer does not believe it is much larger than the one which was described as no bigger than a man’s hand, but any cloud is a bothersome thing to have long on the horizon. Whatever the outcome, aviation cannot be wiped out, for in- vention has continued apace and to a certain extent the science is independent of the pioneer Wright patent. Even if this were not so, it is inconceivable that the Wrights, who ask only legiti- mate royalties, would turn Shylocks. What is most needed for all concerned is a decision clearly defining the extent of the privileges derived from the pioneer patent in the light of present advances in aviation. STURTEVANT AERONAUTICAL MOTORS The B. F. Sturtevant Company of Hyde Park, Boston, Mass., are bringing out aeronautical motors as another addition to their already ex- tensive line of special engines and motors for driving air handling machinery, and it is interest- ing to note that they believe that the aeronautical motor of the future will be built after the general lines of the automobile engine, whose reliability has commended its use to them for aero- nautical power plants. Increased knowl- edge of the science of flying and the suc- cessful working out of new theories in ae1_plane construction, they claim, have enabled the use of heavier motors, which has allowed designers to come back to standard practice and to lighten motors only by using stronger materials, thus producing a more reliable engine. The weight of this motor has therefore been reduced only by careful design and the selection of proper materials, and in no case has strength or ieli- ability of service been sacrificed to this end. These motors are built in two sizes, four and six cylinder rated at 40 and 60 horsepower and weighing complete, 200 and 285 pounds respectively. The cylinders are cast separately and have a bore and stroke in both models of 4% inches. It was the object of the designers to build a motor that would operate con- tinuously for long periods without at- tention, that would operate at extreme angles for a considerable length of time, that would require no hand oiling or adjustment while running and that would be so simple in construction and opera- tion that a person familiar with the automobile engine of to-day would be a competent operator. It has therefore, they say, been made as fool- proof as possible, and parts needing accurate ad- justment or constant care have been eliminated. The evident impossibility of oiling a motor by hand when in flight has resulted in the design of a system of forced lubrication in this motor which leaves no bearing to be lubricated by hand and which requires no grease cups. Moreover, to en- sure against the possibility of anything happening to the lubricating system and thus rendering inef- fective this most vital part of the egine, two pumps are used, one forcing oil through passages in the crankcase to the main bearings and thence through the crankshaft to the other bearings, the other drawing the oil from the base, where none is allowed to accumulate, and returning it to a storage tank, after forcing it through a filter. In event of the filter becoming clogged in this sys- tem, the pump furnishes sufficient press- ure to burst it, so that oil will be pumped in any case, it being considered more important under such conditions that even dirty oil be supplied to the bearings than none at all. As in this system no oil is allowed to accumulate in the base, this motor can be operated at extreme angles without flooding any cylinder. _ To ensure perfectly balanced opera- tion, all connecting rods and _ pis- tons are brought to within two grams of a standard weight. The ratings are conservatively placed, for the 40 horse power motor has_ shown actually 52 horse power on the test plate, and a _ standing thrust of 375 pounds at 1200 revolutions per minute. All parts are thoroughly standardized and jigged and can be supplied from stock and bearing bushings are made interchangeable. All outside parts are thoroughly water-proofed by a heavy casting of nickel plate and there are no exposed gears or bearings to be damaged by dampness. These motors will be exhibited in the coming Aero show in New York, May 9th to 18th. THE DORNER MONOPLANE types of successful monoplanes is the Dor- a product of H. Dorner, of Berlin, one of Germany’s most consistent aero- nautical designers and pilots. Although the Dor- ner monoplane differs radically from most accepted designs, it nevertheless has proved itself a capable flier and record breaker. It is of the low centre of gravity under-slung type, having the weight of both the engine and the pilot situated below the main plane. The motor, which is situated in front, is hand cranked and drives the large two-bladed propeller through a clutch, shaft and chain transmission as shown in Fig. 1. This system of transmission has the ad- vantage of allowing the operator to start his motor when on the ground without the propeller turning and also permits him to accomplish glides with his motor running and the propeller sationary. The principal dimensions or the machine are as follows: Span, 31 feet; length, 37 feet; chord of wing, 9 feet 8 inches; engine, 36 H. P. 4-cylinder Ose of the few really original and distinctive ner machine, Korting, which drives a large “Eta” propeller at reduced speed through sprocket and chain transmission. THE FUSELAGE. The fuselage, which is buil. of wood and steel tubing, is of the open triangular type tapering front and rear with the single main spar running along the bottom and acting as a skid. The two By Walter H. Phipps upper spars are spread out in the vicinity of the propeller to allow plenty of clearance, but taper to a point both front and rear. The fuselage uprights are put in slanting fashion thereby act. ing as cross braces and eliminating the necessity of the of wire bracing. 7 2 fuselage in front the pilot is provided with roomy Owing to the depth seating accommodation and also has an unob- structed view in all directions. THE MAIN PLANE. The construction and warping arrangement of the main plane is the chief pecufiarity of the Dor- ner machine. It is built up, contrary to general practise, with three main spats, one in the cen- tre and the other two near the edges of the planes. The centre main spar is rigid and has three vertical posts mounted on it, one in the cen- tre and one near each end of the wing. A sys- tem of wiring runs through purreys mounted on these posts and is so connected to the two outer main spars of the wings that these can be moved equally, one up the other down in such a manner as to warp the plane the same amount at each end, thereby overcoming the usual drag on the low side. A careful study of the accompanying draw- ing will show clearly how tne Dorner warping system works. THE TAIL. The tail of the machine is of the flat non- lifting type and is longer than it is wide and is intended to act as a stabilizer. Two elevator flaps attach to its rear while the rudder is placed di- rectly between them. THE CHASSIS. The landing chassis is of the single skid and two wheel variety and in principal is somewhat similar to the Nieuport, although its construction is somewhat different. The two wheels are mount- ed on a springy arched wooden axle which is strengthened without losing its flexibility, by a sys- tem of springs stretched across between the wheel centres under the arch of the wooden axle. | ¢ = = \ oe BH \ s & : N Q N Ne a wy < 1) N N \ \ g z = | fa = 19 \ . - v N \ vv : \ S ee | [ i N | f \ : N N fo ee LN “ Xa AX es \ BSE / RSS J TST SE Y 50 AUTRE © ROAG Hua GENERAL NEWS. By D. E. Ball The new experimental biplane of Frank E. Boland, designed with a view to testing the efficiency of the control of the regular conventional type machine as compared with his_own rudderless machine (a picture of which we show in flight below). As a result of a series of tests carried out during the winter, Mr. Boland is convinced more than ever of the worth of his tailless and aileronless machine, and is now building a new racer of that type. New England Notes By Denys P. Myers CCORDING to William A. P. Willard, the Harvard Aviation Field at Squantum will be the scene of a_third meet this year from June 29 to July 7. The Harvard Aeronauti- cal Society will not be connected with the venture. It is understood about fifteen aviators have been signed for the event. : J. Emery Harriman, Jr., of Boston, has built FRANK E, BOLAND MAKING A TURN IN HIS 2. he control must be capable of use by either operator from either seat. 3. The machine must be able to ascend at a minimum rate of 2,000 feet in ten minutes while carrying a weight of 450 pounds, and the amount of fuel stated in paragraph 4. 4. The fuel supply must be sufficient for at least four hours of continuous flight. 5. It must be easily transportable by road, rail, etc., and easily and rapidly assembled and adjusted. TAILLESS, RUDDERLESS AND AILERONLESS BIPLANE AT THE MINEOLA AVIATION FIELD. a steel hydro-aeroplane after seven years of ex- perimentation, a feature of which is the method of stabilizing. This is effected by constructing the wings in such a manner that they pivot upon the central longitudinal lin. whereby they may be raised, lowered, or held at any desired angle. The workmanship on the machine is very fine. Burgess Company & Curtis, of Marblehead, are completing for delivery to the government on May 1 an army aeroplane for weight carrying, which must fulfill strict conditions. Another ma- chine, for scouting, is desired, and will have to make 65 miles per hour. The biplane under con- struction must meet these official requirements: 1. It must carry two persons with the seats so arranged as to permit of the largest possible field of observation for both, 6. The starting and landing devices must be part of the machine itself, and it must be able to start without outside assistance. 7. The engine must be capable of throttling to run at reduced speed. 8. The engine will be subject to an endurance test in the air of two (2) hours continuous flight. 9. The aeroplane must develop a speed in the air of at least forty-five miles an hour. 10. The machine must be capable of landing on and arising from plowed fields. 11. The supporting surfaces must be of suffi- cient area to insure a safe gliding angle in case the engine stops. This will be determined by a test during calm atmospheric conditions. At an altitude of 1,000 feet the engine will be entirely cut off and a glide made to the ground. The April, 1912 horizontal distance between position of cut-off and landing must be at least 6,000 feet or at other altitudes of the same ratio, The Aero Club of New. England held its first ladies’ night at a Boston hotel March 5, when Mrs. Mabel Loomis Todd, of Amherst, wife of Professor David Todd, of Amherst College, and Mrs. Hi. Helm Clayton, were the chiet after- dinner speakers. Lieutenant Governor Robert Jjuce was one of the guests of honor. ‘The presi- dent of the club, Jay B. benton, presided, and itroduced as the first speaker Lieutenant Gover- nor Luce, who discussed the progress of the pro- peller as a means of propulsion, and presented farle I,. Ovington an engrossed life membership certihcate, done on parcnment.. Ovington and tiarry N. Atwood were elected’ to honorary life membership on February 19. Mr. Atwood, who arrived late, as he had been flying all day, was presented with his certificate by President Ben- ton. Mrs. Lodd told of two balloon ascensions, one by daylight and another by night, accom- panied by her husband and Charles J. Glidden, who acted as pilot. Mrs. Clayton told of one ascension, California News By Ernest Obrt. HE following is a report of the Oakland, California, Aviation Meet, which was held at the Emeryville Race Track near the shores of San Francisco Bay. ‘The meet lasted six days, beginning February 17th and ending February 25th, omitting the 19th, 20th and 21st. A The contestants and their machines were as fol- ows: Lincoln Beachey—Curtiss biplane. Hillery Beachey—Beachey-Heinneman biplane. Weldon B. Cooke—Diamond biplane. H. F. Kearney—Benoist biplane. Tom Gunn (Chinese)—Farman type biplane. Glenn Martin—Martin biplane, Miss Blanche Scott—Martin biplane. Phil, O. Parmalee—Two Wright biplanes. Farnum T. Fish—Wright biplane. William H. Hoff—Curtiss biplane. The First Day, Saturday, February 17, 1912. The meet was opened at 2 P. M. by the firing of bombs, which was followed by a five mile han- dicap race in which Lincoln Beachey started from scratch and was also the winner. Gusty winds caused Miss Blanche Scott and Tom Gunn, the Chinese aviator, to withdraw from their special exhibition flights. The next was the Race of all Nations, in which Hoff carried the German flag. Hoff was the first starter in this race. Upon leaving the ground Hoff rose at too steep an angle, and at a height of 30 feet his machine lost all headway and crashed to the ground, totally wrecking the biplane and pinning him underneath it, resulting in may painful bruises. Beachey thrilled the crowd and ended the first day by making a glide of 3,000 feet with his power shut off. Horace Kearney started from _ the aviation field, and after flying across San Fran- cisco Bay (a distance of 7 miles) he landed on Van Ness avenue, the widest street in San Fran- cisco. After talking with Mayor Rolph for sev- eral minutes, Kearney arose from the street among telegraph wires and flew back to his start- ing point. This is the first time that such a feat has been accomplished in San Francisco. The Second Day, Sunday, February 18, 1912. The second day was the best day of the meet, as Miss Scott and all the aviators made sensational flights. Lincoln Beachey won the five mile handicap, besides circling the field for more than a minute with both hands completely off his steer- ing gear. Later on Beachey took up half a dozen oranges and two baseballs, which he threw from a height of about 100 feet to two Oakland ball players. The very last ball was the only one caught. Miss Scott flew for about six minutes, while Tom Gunn made a fine flight in his Far- man type biplane. Kearney made a flight over San Francisco Bay. Farnum Fish took up a bag of mail and dropped it outside the grounds. The Third .Day, Thursday, February 22, 1912. This day was attended with a very large crowd, but it was marred by one serious accident to Tom Gunn, who left the ground with difficulty, and after flying north to a height of about 150 feet his engine started to miss fire, which caused the machine to swerve. Gunn was headed for the Bay, but he managed to steer to the right, and after doing so he darted almost perpendicularly and crashed into a small building, which com- pletely wrecked the machine and pinned him un- derneath. Gunn escaped with a_ slight shakeup. This (his second flight) ended Gunn’s flying in the meet. Miss Scott made a five minute flight. Glenn Martin rose to a height of about 8,000 feet. Parmalee and Fish made sensational dips. The Fourth Day, Friday, February 23, 1912. Benefit Day for the Widow of the late Eugene Ely. This day was very windy. Mrs. Ely was scheduled to make a flight as passenger with Miss April, 1912 Blanche Scott, but it was postponed on account ot the wind. As Weldon b. Cooke, the Oakland aviator, was figuring on landing at a height ot 10U teet bis crank suatt snappea, but he managed lo get to the ground safely. nis accident stopped Cooke s flying with that machine. 4\S the attendance was very large this day, Mrs. kly received a tairly large sum, as the aviators volunteered their services. Glenn H. Curtiss appeared at the meet. Fish won the nve mile handicap by a close margin, and also created a sensation by tvoting an automobile horn attached to his machine as he fiew. Par- malee tiew in the Baby Wright, which was equipped with a Hall-Scott motor. Mrs. Ely was given the gold medal which was intended for her hus- band just berore he met death. ‘The medal was awarded by the California Association, of which uly was a inember, The Fifth Day, Saturday, February 24, 1912. The attendance was smallest on this day. Hil- lary Beacney, W. B. Cooke, ‘tom Gunn and Wm. diott did not tiy. Miss Scott did not fly on ac- count of high and gusty winds. Kearney made a wireless experiment and also flew over the Bay. #arnum fish made an abrupt landing after a spiral glide trom 2,000 feet. Glenn Martin made several fine flights in his beautiful biplane. Jseachey performed his usual feat of going up 3,0U0 teet and shutting oft his power. The Sixth and Last Day, Sunday, February 25, 1912. The last day was very windy with a large at- tendance. Parmalee, Lb. Beachey and Martin were the stars. Parmalee and Martin went up about 7,000 feet. Beachey did his usual daring teats. ish went up with the mail sack, but after half a mile engine trouble forced him to jJand. earney again new over the Bay, At 4:30 b. M. Beachey did his finishing stunt by gliding trom 3,000 feet. Just as the majority of the crowd had left (at 4:50 P. M.) Weldon B. Cooke appeared in his beautiful new Diamond Biplane after flying from Elmhurst (ten miles distant), where he had just completed it after working day and night. ‘his was Cooke’s very first tight in the new machine, which is of the Curtiss headless type and fitted with a Roberts 6-cylinder motor. Be- fore landing Cooke circled the field several times at a height of about 1,500 feet. With the excep- tion of Beachey, who will take a three months rest, all the aviators went to Sacramento, where a meet will be held. California Notes James M. Sears, aged 79, a tourist from Salem, Ohio, is the oldest man in the United States to make a flight in a hydro-aeroplane. In company with W. B. Atwater, in the new model Curtiss machine, he ascended to a height of 500 feet and circled San Diego Bay. Aviator Jeff Devilla had a bad fall in his Blériot type monoplane from a height of 100 feet when he attempted to volplane to earth. Devilla has his machine at the Ingreside Coursing Park, San Francisco. The California Aviation Company of San Fran- cisco are building a Farman type biplane for a local Japanese. They are also overhauling the biplane that Weldon B, Cooke used in the recent Los Angeles Meet. Business has increased to such an extent that night work is necessary. Army News RECORD EVENTS AT AUGUSTA, GA. IEUT. F. H. KENNEDY, who was injured Ln an aeroplane accident about two weeks ago, has now recovered suthciently to be re- moved from the City Hospital to his home. The fast Curtiss aeroplane was rebuilt after the accident of February 19th; parts were received and assembly completed March Ist. The next day Captain Beck was flying it, and while at an altitude of about 300 feet the engine stopped. In descending to make a landing, the machine grazed the top of a tree which changed its course somewhat, and it struck the ground at an angle, breaking the chassis and lower part of the aero- plane. Fortunately Captain Beck was not injured. Lieut. L. W. Hazelhurst, Jr., reported for duty on March Ist, and the next day began his lessons in learning to fly the Wright aeroplane. Lieut. Milling has been assigned as his instructor. Rain prevented flying for two days of the week of March Ist. Twenty-one flights were made, hav- ing a total duration of three hours and twenty- eight minutes. Aviator Adolph Richter of the Rex Smith Company, arrived recently and has permission to erect a tent hangar on the government flying field and fly here while instructing several students. His aeroplane and equipment have been delivered and students are also here. Rain and wind permitted flying only three days during the week of March 7th; twenty-one flights were made, having a total duration of four hours and forty minutes. Only the Burgess-Wright aero- plane is at present in use at the Army school— both Curtiss planes having been wrecked recently —and the standard Wright machine is having the engine overhauled. Officers of the aviation school at College Park, ATRCRAFT Md., are planning, if the session of Congress ex- tends into the Summer, to invite members of the two houses to take rides in the flying machines. In this way they expect to make enthusiasts of the Senators and Representatives and aid their plans for appropriations sought. Three Aerial Battalions for American Army On March 11th it was announced that General James Allen, chief of the United States Signal Corps, has arranged the organization of a com- plete aeroplane division. This body is to have LINCOLN BEACHEY AT LOS ANGELES MAKING A PARTICULARLY 51 twenty-four aeroplanes, a colonel, three majors, fifty-four captains and lieutenants and three sur- geons. The division will be divided into three battalions of six companies each, each company to consist of nine officers, twelve enlisted men and a property sergeant, clerk, cook and assistant cook, The division is expected to be completely organized before summer. Miss Harriet Quimby, America’s first woman aviator, left New York for Paris on March 7th. Miss Quimby has been engaged for several exhibi- tions abroad and will enter several contests. She will use a new 70 horse power Blériot monoplane. DANGEROUS TURN AROUND ONE OF THE HANGARS ON HIS CURTISS HEADLESS TYPE BIPLANE. TWINING MONOPLANE. The above photographs are of the Twining Monoplane, designed by: Sidney-J. Twining, son of H. La V. Twining, treasurer of the Aero Club of California. a The spread of the wings from tip to tip is 38 feet. Surface in main planes, 220 square feet. dimensions, 22 feet. Width of chord;'-6 feet.. Fore and aft The weight 6f- this’ machine is 750 pounds, including aviator (150 pounds) and engine (150 pounds). The plane is equipped with a 4-cyl. 22 H. P. motor. ‘The cooling is of the thermosiphon system. The compression of the engine has been increased, an oiling system has been added, and’ large -auxiliary ports provided, thus increasing its horsepower. The propeller is geared down three to one, and it is proposed to run the engine at 1,800'r. p. m., thus obtaining 600 r. p. m, from the propeller. This experiment is an attempt to develop a machine that can be flown on low power. The tendency so far is toward high-powered machines, and it is worth while to endeavor to accomplish something in the other direction. If a person desires merely to fly he should build or purchase one of the successful types already developed; but if he finds his pleasure in invention, he is justified in trying to develop a new type. 52 EPRESENTATIVE WILLIAM G. SHARP, Re Ohio, who introduced a resolution in the House of Representatives calling upon the Secretary of War for information about what this and other countries are doing with aero- planes, explained the purpose of his resolution as follows: “Our showing in this country is miserable. We are hopelessly outclassed. We are so far behind that it will be years until we catch up unless Congress takes some action. “The possibilities of aviation only can be seen by men and women who study aeronautics. Its future is brighter than what the future of the automobile was when it reached its present state of perfection. “T believe the aeroplane will be recognized as a greater power than battle ships. An aeroplane does not cost as much as the paint fcr a battle ship, yet the flier will sooner or later become a more effective instrument of war than all the guns of a battle ship combined. “We have only a few aeroplanes and hydro- aeroplanes in the government service, while France, England, Germany, Austria, Spain and Senet foreign nations have a wonderful fleet of iers. “The aeroplane is here to stay. I believe future battles will be fought in midair. The money we spend for one battle ship would give this nation the most wonderful aeroplane fleet in the world. Such a fleet of flying machines, used by intelligent army and navy men, could com pletely destroy a squadron of the finest of battle ships and cruisers. “T hope Congress will show the greatest liber- ality in making appropriations for aviation in the future, so that our country can take the place— the front rank—it rightfully deserves.” The 1912 International Aviation Cup Race ELGIUM, England, France, Germany, Hol- land and Switzerland have sent in their chal- lenges to America for the International Avia- tion Cup race which will probably be held at Chicago. Audemars will probably represent Switzerland, while France may be represented by the three speediest fliers selected from the following: Jules Vedrines, Leon Bathiat, Henri Molla, Maurice Tabuteau and Chambenois. Belgium has not as yet announced her flier, but Holland will be rep- resented by Henri Wynmalen. It is announced that as soon as the signal corps attached to the National Guard of this country have been re-organized, aeronautic work will be taken up by the men. Lieutenant Benjamin D. Foulois, detailed to the Department on Militia affairs at Washington, will be in charge of the project. On March Ist, for the first time in the history of aviation, a man leaped from an aeroplane. ‘The feat was acomplished by Bert Berry, at Jefferson Barracks, St. Louis, Berry and Anthony Jannus left the Kinloch aviation field in the afternoon in a two-seater, headless biplane fitted with a Roberts motor. At- tached to the skid rail of the machine was a coni- cal case which contained the parachute. When the machine had maneuvered to a height of 1,500 feet, and was directly over the Barrack grounds. Berry left his seat in the machine, and climbing onto the skid grasped the bar of the parachute and then cut loose. The aeroplane relieved of this extra weight tilted upward at quite an angle, but it did not take Jannus long to get it under control. Berry shot downward three hundred feet with the parachute trailing after him. Suddenly it opened, the rapidity of the fall was checked, and he floated down gradually and landed safely. On March 10th Berry again repeated this feat successfully, Frank T. Coffyn has been continuing his hydro- aeroplane flights during the past few weeks in the vicinity of Battery Park, New York and is cre- ating much entertainment and a great deal of ex- citement by his flights in and around the boats in the harbour. On March 7th, Coffyn gave a demonstration of his machine before Wilbur Wright, who had never agen one of his machines fitted with the Coffyn oats. It is announced that the Aero Club of the University of Virginia, at Charlottsville, has made arrangements with the Curtiss Exhibition Com- pany to have an experienced aviator make a series of flights from Lambeth Field, probably during Easter week. Three flights of thirty minutes each will be made. A representative of the Curtiss company has pronounced Lambeth Field admirably suited for exhibition purposes. S. S. Jerwan, a monoplane pilot of consid- erable experience, has been giving a series of interesting lectures at the different Y. M. C. A. Clubs in New York on ‘Practical Flying.” Mr. Jerwan illustrates his talks with a large working model. All those who have attended the lectures Pronounce them very instructive as well as enter- taining. AIRCRAFT Theodore Ahlborn, of Waterloo, Iowa, has per- fected the design for a new monoplane which he stated will be built and sold for $3,000. It has very graceful lines, special wing tip balancers, and will weigh complete about 700 pounds with 30 H. P. motor. To George W. Beatty goes the honor of being the first airman to alight on Manhattan Island. On February 13th he flew in his Wright biplane from Nassau Boulevard to New York City, where he landed in an open space in Central Park. The following day he flew back to Nassau Boulevard. Le Triomphe De Ia Navigation Aerienne. (The Triumph of Aerial Navigation) By Count Henry De La Vaulx. This is a large publication of 400 pages and contains many excellent illustrations and valuable documents and tables. The book is divided into three parts, as fol- lows: Part 1, Balloons; Part 2, Dirigibles; Part 3, Aeroplanes. The new Websterian 1912 Dictionary, just pub- lished, contains a glossary of aviation terms as well as a glossary of automobile terms. The book contains 1,107 pages altogether and is a most re- markable work of reference. It is edited by Harry Thurston Peck, Ph.D., Litt. D., LL.D., and published by the Syndicate Publishing Com- pany, New York. TELEPHONE MADISON SQUARE 5057. April, 1912 VAN M. GRIFFITH'S GREAT (Continued from page 47.) WORK. rental I have to pay for the field ($8,000), you will see I have $6,800 to make up. You are probably wondering what kind of an insane per- son would take over a proposition of that kind. Mr. Lawson, I am taking on a pretty heavy load, just about as heavy as any man of my years ever carried. I am doing it for the game and to show the public that there is a real practical side. I am looking forward for your hearty support in this undertaking, and trust that you will realize that we have started the biggest step in practical advancement ever undertaken. Within the next few months I expect to establish at least twelve municipal landing grounds in the various towns of Southern California. At the present time an aeroplane is absolutely worthless for pleasure purposes, and as for tour- ing the country, it is impossible. My plans may be premature, but let’s try it, even if they are. It will certainly have a tendency to help toward the end for which we are all working. Two factories are now in operation and the erecting of a third was started this morning. The prospects look good, but a thousand and one things must be done in order to make it a suc- cess. Hoping to have the pleasure of hearing from you in the near future, I beg to remain, yours most sincerely, VAN M. GRIFFITH. CIRCULATION DEPARTMENT AIRCRAFT Published Monthly by THE LAWSON PUBLISHING COMPANY 37-39 EAST 28th STREET NEW YORK. March 5, 1912. Mr. Alfred W. Lawson, President, The Lawson Publishing Company, New York City. My dear Sir: At the second annual meeting of the stock-holders of The Lawson Publishing Company, held at 37-39 East 28th Street, Sth, 1912, beginning at 11 ing motion was made by Mr. New York, Tuesday, March o'clock A.M., the follow- Edward C. Gough: "In view of the personal sacrifices made by the President of this company during the past in pledging his personal credit to meet the obligations of the company, and, in view of the gratifying progress made by the Aire craft magazine as evidenced by its increased paid circulation and advertising receipts I move that: The stockeholders present at this their second annual meeting, authorize the Secretary to place on the minutes of the company a record of their appreciation of the faithful service and business ability of Mr. Alfred W. Lawson, the President of the company and their confie dence in his management of its affairs, and further direct that this motion be published in the April issue of the Aircraft magazine". This motion met with the hearty approval of the stocke holders present at the meeting, and was unaminously carried. Secretarye April, 1912 PHILIP READY NOTE THE TO WIND Mr. John Carrington Yates, organizing manager for the Committee on exhibitions of the Inter- national Exposition Company, which will hold an aeronautical show at the new Grand Central Palace, New York, May 9 to 18, reports that the following firms have already contracted for space: The Curtiss Exhibition Company: the Gallaudet Engineering Company; The Max Ams Machine Company; The American Aeroplane Company of Wilmington; The Boland Aeroplane and Motor Company; H. W. Tacobs; The Aerial Construction Company; The White Aeroplane Company; The Frontier Iron Works; The Baby Engine Company; The Twombly Motor Company; The B. F. Sturte- vant Company; The Roberts Motor Company; The Goodyear Tire and Rubber Company; The B. F. Goodrich Company; The Diamond Rubber Company; The Electric Speedometer Company; Messrs. Marburg Brothers, Incorporated; A. Mangels; F. A. O. Schwarz; W. A. Crawford. Frost. It is intended to make a big feature of the historical section, and several concerns have agreed to loan full sized machines of an historical nature and scale models. Among the foreign loan exhibits will be the Nieuport, Farman, Dep- erdussin, Antoinette and Blériot machines. The Chicago Aero Works, by the removal of a large lathe and tool concern, have enlarged their borders and with increased space have added an immense show window on Wabash Avenue between Randolph and Lake streets for the dis- play of aeronautical goods, models, accessories, etc. Mr. H. S. Renton, the proprietor, reports a good outlook and says that his new catalog now on the press will be most complete in every particular. The Rex Monoplan, Company, of South Beach, Staten Island is making extensive prepara- tions for the summer trade. They have engaged Mr. Denduvver, a Belgian aviator, to demonstrate their machines. Their first monoplane is now completed and will be flown and exhibited at Nassau Boulevard about April first. The machine this Company builds is of the Blériot type, but contains many of their own improvements. It is a twa-seated standard ma- chine equipped with a 50 H. P. Kirkham motor. In addition to this machine the Rex Monoplane Company have also under construction an entirely new type which they originated and which thev claim will be very speedy with low horse power. As well as demonstrating the machines Mr. Den- duyver will also act as instructor to purchasers. Edwin H. Skinner is manager of this company. The American Propeller Company, of Wash- ington, D. C., report a most gratifying state of affairs in respect to the patent protection which they enjoy for their numerous improvements and in respect to a number of important developments of comparatively recent date which they are now incorporating in their work. Their Paragon pro- pellers are now being made under three separate United States Patents covering both the technical designs of their propellers as well as the peculiar structural features which they employ. In addition to this the company has process patents covering the modes and processes of production which they have found verv valuable and which enable them to put up special designs as well as their stock patterns with great facility and uniformity. A number of still more recent improvements have been worked out and proved during the present winter, patent applications on which are about ready for allow- ance. This company anticipates a very active season for 1912 and is making arrangements for putting out propellers in larger quantities than they have ever made in this country before. FLY THE BURGESS BIPLANE AT DAYTONA, FORCE BY THE FLAGS ON THE TLOTEL. AIRCRAFT FLORIDA. The Aeroadster Construction Company, of Chicago. who have during the past been confining their business to aeronautical supplies and models, have lately put upon the market a 20 foot biplane glider which they sell to clubs or individuals especially interested in the sport of gliding. The American Aeroplane Supply House, have completed the construction of their first machine— one of their passenger carrying Blériot type mono- planes—since moving into their new and _ com- modious factory at Hempstead, New York. Another machine, a single seater monoplane cross country type is also under eonstruction. Mr. F. C. Hild, the president of this company, extends a very cordial invitation to aeronautical enthusi- asts to call and inspect both his new factory and machines. The Burgess Company and Curtis report that flying was resumed at Marblehead on March 8 by a 33 minute flight with Mr. Burgess at the levers, followed by a 12 minute flight with a passenger.. These flights were to test the new 1912 Burgess hydro-aeroplane which proved en- tirely satisfactory. Regular training will begin at Marblehead on March 20. The new weight carrying machine ordered by the United States Government is now in course of construction as well as several standard aero- planes. The Burgess Company and Curtis’ Flor- ida school at Ormond Beach, in charge of Clifford I,. Webster, is proving a most successful under- taking. At Daytona, also, there has been regular flying for about two months, although restricted to some extent by bad weather. Out of the first 71 flights made, 52 carried passengers. At Palm Beach, a Burgess hydro-aeroplane operated by Walter R. Brookrns, nas been kept very busy during the winter season in the pass- enger carrying service. The Gressier Aviators, of New York will open their new school about April first with a full line of Farman, Blériot and Morane machines. ‘This company is under the management of Frederick Brauninger, who anticipates a lively season’s work. The Sloane Aeroplane Company, of New York reports that their force at the factory has been working overtime during the past month con- srtucting Charavay propellers and Sloane aero- planes. _ Mr. Harry B. Wise, who has made a trip to San Francisco and back in the interests of the company, reports that business on the Pacific Coast was especially good. He also found busi- ness brisk in the different cities at which he stopped en route. The Roberts Motor Company, of Sandusky, Ohio, report that they have just shipped two six cylinder 75 horse power motors to Germany, which are to be used by the German military authorities. They also say that judging from the number of their present sales and their pros- pective orders for future delivery of their motors in the United States, indications point to a very large increase in the number of machines to be manufactured in this country this year. Mr. Ernst Ebbinghaus, of New York, has brought out a very interesting and_ instructive bird-like gliding model which, when thrown from the hand, will travel a considerable distance. and is therefore suitable for gliding contests. These models are so constructed that they can also be fitted with a small rubber band motor. Mr. H. Percy Shearman, ex-President of Williams College Aeronautic Society, is the winner of the LS—__—_ for the the East, offered Stevens Trophy, which was ‘ in greatest distance made by a balloon outside of Stevens himself. The trip of Mr, Shearman’s was from Pitts- field, Mass., to Auburn, Maine, which is 189 miles, while the second longest distance was made by Mr. Benton, who sailed from Pittsfield, Mass., to Lakewood, N. J., a distance of 170 miles. Mr. Hugo C. Gibson, the President of the Gibson Propeller Company of New York, re- ports that he has been making a lot of propellers for special machines lately. Mr. Gibson says that these call for development of efficient propellers of exceptionally small diameter. One example was the adaptation of a propeller of six foot diameter to a new type hydro-aeroplane equipped with a 50 horse power engine, and another was a speed plane of the Paulhan-Tatin type having 100 horse power engine with a_ positive limitation of propeller diameter to six foot, the propeller in this case being placed at the extreme tail of the machine. Mr. Walter E. Watts, President of the New York Aeronautical Supply Company, reports that the summer season business with his company is now here and that his concern is actually swamped with orders and working seven days a week to keep pace with them. He reports also the sale of two Roberts motors during the past month. “The Milwaukee School Aviation is now running in concern has its school. shops, hangars and flying field at West Allis, Wisconsin, while its business offices are located in the business district of Mil- waukee. and College of full swing. This The Aeroplane Motors and Equipment Com- pany of New York are well pleased with the business they have done during the past month. Being direct agents for many of the foreign stand- ard aviation motors, and carrying these motors in stock, they have the advantage of offering to patrons immediate delivery or their motors. This company is making preparations for a very large sale of Gnéme motors in this country this year. Mr. Ives de Villers, who is connected with the Aeroplane Motors and Fauipmient Company. left for Paris recently in order to make more efficient than ever the service of importation of thes for- eign motors to this country. Increased business during the past month is re- norted from the Stevens and Beatty Aviation School at Nassau Boulevard, many new students— men of prominence, having been enrolled, there- fore everything has been going along nicely and to the entire satisfaction of the managers. Mr. A. Leo Stevens, one of the firm. has invented what he calls a “Life Pack,’ which consists of linen canvas with an umbrella-like arrangement attached thereto and fastened to the pilot or passenger’s waist. “Should an accident occur to the aeroplane or the machine get on fire,” savs Mr. Stevens, ‘‘al/ the wearer has to do is to fall overboard, when the ‘pack’ automatically discharges the umbrella- like arrangement and brings its human freight safely to the earth.”’ The R. O. Rubel Jr. and Company, the big Western supply house, reports that they have recently received orders for aeroplanes from the following people: W. O. Huff and J. G. Maris, of Columbus, Ohio; S. G. Combs, New Martinsville, W. Va.; Charles Wickliffe, Louisville, Ky.; Wal- ter Ralston, Holton, Kansas; R. W. Ross and C. B. Prodger, of Mandan, N. Dakota, while two other machines have been ordered for the use of the Rubel School of Aviation. 54 AIRORART April, 1912 ‘ f%, CLASSIFIED ADVERTISING 15 CENTS A LINE SEVEN WORDS TO LINE CASH WITH ORDER FOR SALE VS WANTED—Small fi F you want passenger balloons, dirigibles, cap- facturing location. tives or aeroplanes; large stock; immediate) York, Full shipment; any size built to order. Teach pur-| Washington, D. C chaser to operate. Exhibitions furnished through- | ———~-—- ai a out United States and Canada. G. L,. Bumbaugh, JA ERO _BUILDER builder and operator, Indianapolis, Ind., U.S.A. | F OR SALE—Complete sets of castings for build- ing the Blériot monoplane. Lynch Brothers, Aeronautic Engineers, 61 Wick Place, Youngs- town, Ohio. N U8U the new rubber strands for models 30% more power, 25% more turns than square rubber. As used on English racing models, 3/16 | wide, 50 feet, 75c.; 150 feet, $2.00. Sole (U. S A.) agents for “‘Mann’’ Monoplane (flown 4,200 | feet) and other English models. A. Melcombe, 2102 Seventh Avenue, Seattle, Wash. which is one-haf® bore, stroke and R. ing detail of machine together with instruc- ER tions in building and _ flying. By mail $5.00. A® ‘ Aviators’ Exchange, 58 W. Washington St., Chi- Terral cago, Ill. £ = IPLANES—Built to order, single seaters, double surfaced, $400; single surfaced, $375. Passenger types, double surfaced, $475; single surfaced, $450. Monoplanes, $425. Write for 25- particulars and save $200 to $400. Frank Lavista, x Dobbs Ferry, New York. ENUINE dition, 4-cylinder water-cooled Curtiss motor, | tunity learn to fly. together or separate at a bargain. You pay ex-|if fair proposition offered. press, will ship for inspection. “Box 758, ArrcraFT. | 40th Ave., Chicago, III. M Tecan oe particulars. outfit; reasonable. 69th St., New York, N. 7HY PAY mote to— learn flying; $35 per week iouk, 121 West 97th ise _ New York, Nave No other charge. Com: | — = plete equipment. Students now flying at our field i square. Construction | course FREE. Aerocraft Company, 117 N. Dear- 4 1 Aes born St., Chicago, Ill. ROPELLERS, “made Nedicees F. B., 263 West or $125 per month. to order, increase your thrust, when we now the make of motor, | or Curtiss machines, desires financial assistance to we can make you a| build and patent. Rare opportunity. Michael M. “you more thrust and | Meizelle, 728 N. 24t% St., Camden, N. J. See ES eer a asi | guarantee it. Hoover-Conrow Aeroplane Com-| \ApTTAL wat ton eerie _ LUE PRINTS, 40 sq. ft, giving every work-| pany. Atlanta, Georgia. IC APITAL wanted to patent and build aero OEE ANES bought Aviation Company, propeller which will 25; energetic, courageous, weight 170 pounds. Ten years practical bea ecoeet ACSC UIE TE b as _______| knowledge of aircraft. Glenn Curtiss aeroplane, good con-| mechanic for aviator or | YOUNG. MAN, 18, desires position in aero- nautical work, factory or an aviator’s assist- or shop with facil- ant. Have considerable experience on various ities for light woodworking in good manu- type models. Best references as to habits, ability, Middle West or near New| etc. Address Earl Schoppe, 3042 E Street, Phila- Box 2476, Station G., | delphia, Pa. |W ELL KNOWN aviator, licensed by the Aero Club of France, experienced instructor and mechanic, seeks engagement; can handle Bleriot monoplane, Farman and Curtiss biplanes. _Made numerous flights in America. Address I. Semen- | his SWeomn cron shop | CO-OPERATION WANTED ease Pers, YouNG eee Asmariteem. 21, Shaving improve- ment for biplane without infringing Wright plane that will fly three hundred miles per and sold. American hour. Will give 49 per cent. of patents. I will Incorporated, 2957 N. Avenue, Chicago, Il. | Address A. Harbottle, 18 Eldert St., Brooklyn, POSITIONS WANTED WANT to become new wizard of the air. Age} ancing flying machine; will require less power guarantee to fly across Atlantic in twelve hours. ———= | N. Y. 'D ESIRE communication. y with someone who will | invest in most bird-like, practical self-bal- than any other type. Ernst Ebbinghaus, 316 East mechanic with theoretical 93rd St., New York. Would like position as EROPLANE FOR SALE. GENUINE CUR. factory with oppor- Will give best of references EQUIPPED WITH GNOME MOTOR: SHIP: J. Moore, 3004 So.| PING CRATES AND SPARE PARTS FOR TISS AEROPLANE, LATEST MODEL, BOTH ENGINE AND MOTOR. PERFECT OTOR for sale—Hall Scott &-cylinder 60 A YOUNG MAN, age 18, desires position as an| EFOUIPMENT FOR EXHIBITIONS. EVERY- H. P. motor, with propeller practically new, aviator’s assistant, with prospects of learn- | THING GUARANTEED; LIKE NEW; PRICE perfect condition guaranted, price $1,200.00. R.| ing to fly. Address Louis Fenouillet, 132 West | $3,500 CASH. ATTORNEY, BOX 760, AIR- Tremper, 167 Penn St., Brooklyn, N. Y. 47th St., New York City. | CRAFT. CHICAGO AERO WORKS Eieoe Senora 164 North Wabash Avenue ACCESSORIES MOTORS PARTS AEROP LANE S HARDWARE PROPELLERS WHEELS ALSO MODELS. AND MODEL STOCK ESTABLISHED 1909. First in Chicago and the Middle West Aviators Taught. Flights Furnished. Send Stamp for Catalog. BIRD—MODEL The most natural, perfect and scientific Flying-Machine model in the world (patented), which shows the secrets of birds’ flight. Will fly from 20 to 200 feet without power. Most interesting for the enthusiast in aviation. Everybody experimenting in Flying Machines cannot be without it. Send 25 cents in coin for complete model. Agents wanted. Idea is worth the money. Ernest Ebbinghaus 316 East 93rd Street New York, N.Y. The Call Aviation Engine Four Cycle, Water Cooled, Opposed Cylinders THE GREATEST KNOWN THRUST PER RATED HORSEPOWER WRITE FOR CATALOGUE THE AERIAL NAVIGATION Co. OF AMERICA GIRARD, KANSAS FLYING ALL WINTER Become a PILOT on the latest ... WRIGHT AEROPLANE The Greatest Money Maker in the World WE make you a FLYER in 10 lessons WE stand all breakage NO extra charge to you ENROLL NOW and be an OPERATOR when the good weather sets in FINEST and BEST equipped AVIATION GROUNDS in AMERICA Passengers Carried Daily, $25 STEVENS & BEATTY Box 181 Mad. Sgq., N. Y. $250 Course Course AERONAUTICAL ENCYCLOPEDIA ————__- AIRCRAFT2°2%" VOL. 1 vo.2 Price $3.50 each THE LAWSON PUBLISHING CO. 37-39 East 28th Street NEW YORK April, 1912 Penis Cs AIRCRAFT 55 The New Elbridge “Six” Possesses features that will interest you if you are buying or building a Hydro-Aeroplane or heavy Biplane requiring more power than our 4-cylinder engines. THE ELBRIDGE ‘‘60-90’ WEIGHS LESS THAN 200 LBS. when equipped with imported alloy cylinders; and only 260 lbs. with standard iron cylinders. Greatly increased production of ‘‘Sixes” for 1912 enables us to make prices that are right. Drop us a line today asking for special news. ran fieatS Base ELBRIDGE ENGINE COMPANY, Rochester, New York AngloModel AeroplaneMfsg. Ready Models 2' BLERIOT $5.00 21s’ ANGLONETTE $7.00 561 West 147th Street New York City Knockdown This machine we positively guarantee to fly 800 to 1000 $1.50 feet or money refunded. WE CARRY SUPPLIES. EVERYBODY isn’t doing it because EVERYBODY hasn't the TWENTY-FIVE DOLLARS— If EVERYBODY did have the TWENTY-FIVE DOLLARS, EVERYBODY would buy an ko) pair THE AEROADSTER SPECIAL 20-FOOT BIPLANE GLIDER Guaranteed to sustain 185 pounds. Best spruce construction throughout. Laminated ribs. Glider guyed with tested Aviator wire and turnbuckles. Shipped anywhere for $25.00 f.o.b. Chicago We are prepared to furnish any special work for AEROPLANE construc- Apply for Catalogue OG P ed of the tion as well as GLIDER WORK of any description. Write for information e Moteurs Rotatifs regarding AERONAUTICAL work of any kind and then compare our prices (Rotary Motors) with others. Strongest in the world. Amply powered (Roberts Motors.) A. CONSTRUCTION 'COMPANY é. Anybody com fly WEED machines. One yeady ic scenes $2,500 aa For 1 A eroplanes This Ad guarantees all our claims OOKE BIPLANES Curtiss Improved 1912 Type (Pigeon Tail) Perfect -fliers. No freak construction. Ten years’ experience. poadsber 3751 INDIANA AVENUE, CHICAGO, ILLINOIS delivery Free Instruction to Buyer H. C. COOKE, 127 West 64th St. NEW YORKY{CITY NOW is the time to buy Aeronautical SUPPLIES at prices that will astound you, and the Best Quality in- cluded. Have you received a copy of our latest book on this subject Works and Offices : ——— 57R Paris, F; “EVERYTHING AVIATIC”’ ue Cambronne, arts, rrance Containing a completely revised AERO DICTIONARY and valuable in- formation regarding Hydroaeroplanes, Pontoons, Monoplanes, Bi- AGENTS WANTED planes, Motors, Propellers, Gliders, Running Gears, Models and all —————————rrinnnnnnnnnnnnnnnnnnnnnnnnE kinds of supplies. Profusely illustrated. Send names and addresses of % A a three persons actually contemplating or building aeroplanes, a red Agents Wanted in all the Principal Towns of the stamp for postage and we will send you a copy. Doit now. United States, Canada, Mexico and South America HAMILTON AERO MEG. CO., Satie “Wash? A VALUABLE SOUVENI Which you will be proud to wear, will be distributed ab- 9 solutely free of cost by the Sloane Aeroplane Company. The souvenir will be expensive. It is to be handed to those who are actively affiilated with any branch or phase of the aero- nautical industry. In order that we may be able to estimate the number of souvenirs we need, please write us immediately yout name and address and in what way you are connected with the aeronautical industry; also send us the names any of your friends and associates whom you think should receive one of the souvenirs. SLOANE AEROPLANE COMPANY Charavay Propellers. Sloane ’Planes. Parts. 1731 BROADWAY, NEW YORK CITY 56 PATENT ALLOWED Department B THAT PROTECT AND PAY DETROIT ARO POWER PLANT comptete $300 Reavy To RUN INCL.PROPELLER-CARBURETOR-BOSH MAGNETO. OIL PUMP-CABLE-SWITCH -MOUNTING BOLTS 's GUARANTEED 7° 2IO LBS. MIN.STATIONARY THRUST 158 LBS. MAX.WEIGHT(COMPLETE) 77 36 HOURS DELIVERY. LIFT AND FLY CURTIS BYPLANES BLERIOT XI MONOPLANES & DEMOISELLE MONOPLANES OR CRAFTS OF SIMILAR MAKE DETROIT AROPLANE C0, DETROIT ICHI Rates Reasonable. Best Services. SECURED or Fee Returned AIRCRAFT Better, Protect You Better, Develop Your Idea, Improve Your Invention. minum blades; variable pitch; steel shaft accurately and securely attached; 35% in. 10c., 6 in. 25c., 8 in. 35c., 10 in. Skeeter Aeroplanes 25c. Patent Attorney, Registered in United States Patent Office LINCOLN SQUARE NOVELTY WORKS 1919 BROADWAY, N. Y. CITY Tel. 8690 Columbus Advice and Books Free. WATSON E. COLEMAN, Patent Lawyer 622 F St., N. W., Washington, D. C. Send sketch for free search of Patent Office Rec- ords. How to Obtain a Patent, and What to offered for Inventions sent free. Patents advertised ree. and technical matters relating to AERIAL NAVI- GATION. An experienced Mechanical Engineer can Advise You PROPELLERS for model aeroplanes ; light, smooth alu- G. M. SACERDOTE, M. E. 50c., 12 in. 75c. Post-paid. Low quantity prices. Jersey 1931 Broadway, New York FRENCH and ITALIAN SPOKEN Highest References. Invent, with list of Inventions Wanted and Prizes We are experts on AIRSHIPS and all patents VICTOR J. EVANS & CO. Washington, D. C. 1800-FOOT RECORD 1912 Type “ROBIE” RACING MONOPLANES 3-ft. Racer, Twin Propellers, Complete Materials. Drawings and Instruction $2.00. Finished $7.00. IT PAYS TO BUY of a House FULLY ESTABLISHED. ‘Known the World Over.” Write for Complete Catalogue (of all sizes), Models and Supplies ROBIE AEROPLANE CO. : : = Williamson, N. Y. J.C. (BUD) MARS, NOW BOOKING ADDRESS 17 N. La Salle Street, Chicago, Il. STOCK SIZES—PROMPT DELIVERIES 16”x1¥4" or 2” 20"x2”-214"-214” = SIMO Tad 24”x%2” or 3” 28"x2"-21/4"-214" or 3” 20"x214" Wheel less Tire, $4.00 Each. Stock Size Hub—6” wide. Ball bearing—-3%” or 14” Axle 20"x214” or bronze bushed to Complete fit 1”-14%4” or 1%” with Tire, Tubular axle— $5.75. 20”’x3” Any width Complete with Hubs to Tire, $8.25. Com- plete Farman Type Running Gears, $42.50. Deposit required on orders— balance C. O. D. Examination allowed. J. A. WEAVER, Jr., Mfr., 132 W. 50th St., N. Y. Order John A. IN STOCK OR TO ORDER AEROPLANE RADIATORS SEND FOR PRICELIST EL ARCO RADIATOR GO. 6¢EAsT3ist St, NEW YORK April, 1972 desiring tuition on PUPIL genuine Farman and Bleriot machines should get my special rates before entering any other school. F. Brauninger, 1717 Broad- way, New York, N. Y. | BAMBOO Special Grades of Bamboo for AERONAUTIC WORK Reed, Rattan and Split Bamboo for Models. All sizes in stock. Tonka Rattan for Skids, 1 14 inch and under, any length. J. DELTOUR, Inc. 804 Jefferson St. Hoboken, N. J. ce Rotel TO SPEAK WW Give Grenville Kleiser (for- mer Yale Instructor), fifteen min- utes of your time daily at home and he will teach you by mail how to make after-dinner speeches, propose toasts, tell stories, make political speeches address board meet- ings; his Mail Course will help salesmen sell more goods, develop power and personality, improve memory increase vocabulary, give poise and self-confidence; it will help a man earn more, achieve more. “Your Course has been of great service to me in my business and I commend it to others in the highest terms,’’ says Joseph P. Day, New York’s foremost auctioneer If you'll write to-day, we’ll tell you all about it by mail. FUNK & WAGNALLS CO. Dept. 435 NEW YORK Principles and Design of Aeroplanes By Herbert Chatley A text book on Aeroplanes, containing many details and drawings. Price, 5O Cents Lawson Publishing Co. 37-39 East 28th Street New York City Aviator Wire supplied in 12 sizes with a plate finish, making soldering easy. This wire is specially drawn from extra quality high grade steel. Also Aviator Cord of twisted wire. Roeblings Sons Co. TRENTON, N. J. April, 1912 AIRCRAFT 57 Swiftly skim over the western wave, Mark thy course by the Polar Ray, Helicop---tear! Star o’er-fraught--- High up from the misty mariner’s grave, While far in arrears the eye of day Where all alone in the pale moon’s light Comes blazing---hot! Thou weavest dreams of joy and fear Beat him until he wearies out--- Which make thee terrible and dear— Then away to the hangar and lightly land, Swift be thy flight! Touching the earth like a feathered wand--- Come---long sought ? JOS. E. BISSELL Box 795 PITTSBURG, PA. “ROOLD" FOR SAFETY HELMETS AVIATION SUITS UNBREAKABLE GLASS GOGGLES Aeronautical Cloth Manufactured Especially for Aeroplanes and Used by Aviators of Prominence LIGHT, STRONG, AIR-TIGHT AND MOISTURE-PROOF ON BOTH SIDES “EVERYTHING FOR THE AVIATOR” 50 Avenue de la Grande Armee, PARIS Official Contractors to the French and Russian Armies Sample Books, including Data and Prices, sent on request THE C. E. CONOVER CO. 101 Franklin Street - - New York To Builders and Those Contemplating Building END 4 cents in STAMPS for our illustrated catalogue of monoplane and biplane parts and fittings. We manufacture all the woodwork and metal fittings used in the construction of HEAVIER-THAN-AIR_ machines. OUR facilities are UNLIMITED— OUR Quality and PRICES—unbeat- able. Allow us the privilege of esti- mating on your list of wants. WE CAN SAVE YOU MONEY AND TIME The Burgess Hydro-aeroplane is epoch making. c, ‘ zs It has brought flight into the field of yachting, Wherever there is a small body of water, at the summer place, by the sea, on inland lakes and rivers, the Burgess Hydro-aero- plane meets the demand of the sportsman for safe flying. _In the 1912 models we offer no untried experimental devices, simply refinements in construction, additional strength and dura- bility. Both the hydro-aeroplane and aeroplane may be started by the operator while in the machine. The following aviators, when free to choose their own aero- planes, selected a Burgess type: . ; 2 SPECIALS C. Grahame-White H. N. Atwood C. K. Hamilton Lieut. T. D. Milling Clifford L. Webster f i. W. Gill 1 in. round post sockets $ 20x214 in. wheels and tires $ 6.60 ). M. Sopwith W. R. Brookins U.S. Navy (hydroplane) Oval post sockets - - 16 20x3 in. wheels and tires 9.15 Lock turnbuckles - - 08 5 gallon tank - - - - - 6.00 Plain turnbuckles - - 0615 Bleriot rubber shock Steering post and wheel 376 absorbers (set of 4) Flexible seats - - - - 5. 23,4 way terminals - Phillips W. Page U.S. Army Training on Burgess Hydro-aeroplane equipped with duplicate control, under the instruction of licensed aviators only, may be secured during February and March at Daytona (aeroplane), Ormond (hydro-aeroplane), Fla., Los Angeles, Calif., or Marble- head, Mass., weather permitting. BURGESS COMPANY & CURTIS Dept. C MARBLEHEAD, MASS. New York Aeronautical Supply Company Suite 62-3-4-5 50 Broadway NEW YORK 58 AIRCRAFT April, 191 Buy a R E xX Monoplane and Save $500 to $1000 on Purchase. $250 Tuition Fee to Learn to Fly. $1200 to $4800 We Supply an Extra Pair of Racing Wings with each REX. We Duplicate Parts at Absolute Cost, a 50% to 75% on Maintenance. Saving of 50% to 75% in Maintenance. The REX, with its interchangeable wings, makes it possible to enter Speed, slow and pas- senger contests during the same day. WHAT OTHER AEROPLANE CAN DO THIS? Remember, we Guarantee Before delivery to fly the REX at Least 1000 Feet High and 10 Miles across country. THE REX MONOPLANE CO. South Beach, S. I., N. Y. South Beach, S. I. N.Y. DUPLICATE PARTS at ‘oe «COST “sr 1912 Heinrich Mono-Biplanes The only Aeroplane built to take two sets of wings, Monoplane or Biplane, practically two machines in one, at the cost of one, and takes up the space of one. Built in the following sizes; Biplane wings extra. Model (A) single seat, high speed, cross country type, $900 without motor Model (B) two seat, cross country type with 100 H. P. Motor $2,550 Model (C) three seat military type, with 100 H. P. Motor $2,800 Model (D) special type, single seat, with 25 H. P. 2 cyl. Motor $1,000 Heinrich Bros. Baldwin, L. I., N. Y. Particulars and illustrated booklet sent free on request SF HMAC 4 Farman Running Gears $47-°° Complete as Above © Aeronautical Supplies Everything to build any type flying machine New catalogue with working drawings of Curtiss, Farman and Bleriot type machines, in course of construction and will be mailed free upon request to all interested parties as soon as received from the printer. Write for quotations. A FEW IMMEDIATE!DELIVERY PRICES Curtiss Seats - $5.50 Oval Post Sockets - $0.17 Curtiss Steering Wheels - $9.00 5 Gallon Tanks - $6.15 Out Rigger Fittings - $0.29 Aluminum Pulleys with Brass Bushings 2/-214"-3—25c., 30c., 40c. Aviator Caps - - $1.25 Wheels and Tires complete Eclipse Hub 20 x 214” sie $6.75 20 x 3” ane $9.50 Free with every $50.00 order for Aeronautical Supplies FLEECED LINED AVIATOR CAP E. J. WILLIS CO., 67 keabe streer Tel. 3624 Worth NEW YORK CITY 8 Cylinders V. Type 60-70 H. P. Water Cooled Four and three quarter lbs. per actual Horse Power Flying time will soon be here. Place your order early and avoid delay opie WRITE FOR CATALOGUE AND PRICES TO-DAY Frontier Iron Works Buffalo, N. Y. April, 1912 AIRCRAFT 59 MONOPLANES BIPLANES “‘Bleriot’’ type i “Farman’’ type ‘“‘Nieuport’’ type “‘Curtiss’’ type Single and passenger, cross country, racing, and special machines to your own design and specifications. We guarantee our machines to be superior in workmanship, materials, etc., to those of any constructed here or abroad, regard- less of price paid. ‘ : ‘ An inspection of our products will convince you that we can supply you with an “Up te the minute’’ machine at the same price others are asking for models manufactured 1, 2 and 3 years ago. Do you realize what this means to you? “KNOCKDOWN”’ “ASSEMBLED”’ ““COMPLETE”’ Ready to assemble Ready for installation With ‘“‘Gnome”’ ‘‘Anzani’”’ ‘‘Roberts’’ All parts fitted, drilled, ribs, stabilizer, rudder, and elevator assembled. of Powerplant. Any type motors installed. Best Equipped Plant in this Country. You must order now if you want to take advantage of the coming season. Special prices on reservations made now. Let us know what types, and in what form you are interested. Be on the safe side and order from a responsible concern. You take no chances. Look us up. INTERNATIONAL AERONAUTIC CONSTRUCTION CO., Inc. Members of Aero Club of N. Y. Office Reference, Bank of Long Island Factory JAMAICA, N. Y. CITY Aviation Grounds HOLLIS, LONG ISLAND Main Line Long Island Railroad NASSAU BOULEVARD You Should Have Read What Four Prominent Motor Builders Wrote Us Each one said that we should double the selling prices of GRAY EAGLE MOTORS. They stated that we could easily get the price and make more than five times the profit. We don’t look at it that way. We're not in the “Motor Trust” to uphold prices and rob you. 30-40 H. P. 4 Cylinder New Model 50 H. P. 6 Cylinder $485.00 net $675.00 net We'll lend you either of these models and free use of our Private Aviation Park to try your plane. There’s a Reason why these four motor builders are up in the air. GRAY EAGLE MOTORS ARE GUARANTEED AND YOU TAKE NO CHANCES WHEN YOU BUY ONE. Give us an opportunity to put one in your plane and demonstrate what it will do. Is’nt that Fair? What’s the use paying for something you don’t get. OTHERS ARE FLYING THEIR HOME-MADE MACHINE AND SO CAN YOU. Write for New Motor Circulars. R. 0. RUBEL, JR. &CO., Loursvit_e, KY. HotTEL CUMBERLAND NEW YORK Broadway at 54th Street Headquarters for Avi- ators and Automobilists. New and Fireproof Strictly first class. Rates reasonable. $2.50 With Bath and up fe MANUFACTURERS OF AEROPLANE PARTS in Brass, Steel and Aluminum Engine Mountings for any Motor eS Also Copper and Brass Tanks of any Description Steel Tube Frames to Order RELIANCE AUTO PARTS MANUFACTURING CO. 244-250 W. 49th Street New York City Telephone 5135 Bryant Ten Minutes’ Walk to Thirty Theatres H. P. STIMSON Formerly with Hotel Imperial 60 AERIOIRY AGE April, 1912 To COMPETENT GRADUATES we FURNISH a STANDARD-TYPE AEROPLANE PRACTICALLY WITHOUT COST. We Are the Real Western Pioneers CURTISS © NO BREAKAGE We TEACH FLYING on (#48) Machines. “1a: We MANUFACTURE ANY TYPE AEROPLANE and make a specialty of HYDRO-AEROPLANES. . ALL our machines are GUARANTEED TO FLY and GUARANTEED as to MATERIAL and WORKMANSHIP. HOME STUDY COURSE (Theory and Aerodynamics.) CONSTRUCTION COURSE (Aerial Engineering.) AERO-MOTOR COURSE. FLYING COURSE. OUR BASIC PATENTS GIVE US PROTECTION. Our Prices are the Lowest. Full and Honest Value. FLYING EXHIBITIONS BOOKED FOR COMING SEASON. Send for our SPECIAL OFFER No. 2 TODAY. | Milwaukee School & College of Aviation S. E. COR. GRAND AVE. AND FIFTH STREET, MILWAUKEE, WIS. School-Shops, Hangars, Flying Field, foot of 64th Ave., West Allis, Wisconsin. BLERIOT MONOPLANES (GENUINE) Winners of ALL the European Contests in 1911 In 1909---The First Aerial Crossing of the Channel. In 1910---The “Circuit de l’Est.” In 1911---The Paris-Rome Race (Ist and 2d.) The European Circuit (1st and 2d.) The English Circuit (Daily Mail Race.) The Belgian Circuit. ‘The Saint Petersburg, Moscow Race. The Valencia Alicante Race. The London to Paris non-stop Raid, etc., etc. WORKS AND OFFICES: - - 39, Route de la Révolte a Levallois - - PARIS and Belfast Chambers, 156 Regent St., LONDON FRANCE ENGLAND AVIATION SCHOOLS: Etampes, near Paris during Summer Hendon, near London Pau, during Winter April, 1912 Every one of them vitally im- portant to the aviator’s security. Get the list. Check them over. You'll find every advantageous feature to be found on any American aeromotor---and many more on the MAXIMOTOR alone. This is broad. Won’t you investigate it ? No engine is better than its bearings. At aeromotors’ continu- ous high speeds, long bearings cannot stand up.’ The flights stopped in ar- ings prove it. ALL bear- ing trouble is eliminated vy the MAXIMOTOR’S crankshaft ball bearings which last as long as the engine. AIRCRAFT Points of Actual MAXIMOTOR Superiority Lon 2 IWMsTor If you’ll give details of your plane we’ll be glad to advise you on the power plant question CAKES. TAKERS DETROIT 52 CRANE AVENUE Dept. 16 “SAFETY FIRST” has been the governing aim in building the 1912 MAXIMOTOR. No fatal accident ever occurred with the MAXIMOTOR in over a year’s flying of scores of planes un- der all sorts of conditions the world over. We intend to keep the recordclear. “Your MAXIMOTOR stands up; 1s e- pendable; continues to run until stopped by the aviator. In shortit is an ideal aviation motor.” Prominent Lawrence, Mass., Civil and Electri- cal Engineer who flies the 40-50 MAXIMOTOR. ... Lhe Wittemann Biplane ... HAS A REPUTATION, NOT ONLY FOR PACE, BUT FOR QUALITY AND SERVICE Write for information of 1912 Biplane with our new auxiliary stabilizer. If you want to build a machine of your own design or parts thereof, we can help you to make it successful. Some parts of your plane can be made cf steel. We rid you of the annoyance of constant repairs and insure absolute safety. Send us your specifications and requirements and secure our quotations. Large stock of steel fittings, laminated ribs and struts of all sizes carried in stock. Own a Wittemann Biplane Glider; the best, the safest, easiest to operate, and enjoy flying in a moderate form. YOUR OPPORTUNITY Two single cover biplanes for immediate delivery; slightly used, perfect condition with 8 Cyl. 60 H. P. Hall Scott power plant. Write for Particulars. Write for Catalogue. C. & A. WITTEMANN Aeronautical Engineers Established 1906. Works: Ocean Terrace and Little Clove Road. Staten Island New York The Oldest aeronautic manufacturing concern in the United States. AU RI@RVAGHe April, 1912 THE AERO CLUB OF AMERICA Announces the First Annual International Aeronautical | Exhibition Will be held on MAY Oth to 18th at the New Grand Central Palace NEW YORK CITY For information regarding space for exhibits of completed Aeronautic Machines, Motors, Accessories, Models, etc., make application to THE SHOW COMMITTEE AERO CLUB OF AMERICA 297 MADISON AVENUE NEW YORK CITY April, 1912 AIRCRAFT 63 UILD YOUR OWN MACHINE We furnish the material. Wood and metal parts for Biplanes or Monoplanes, single and double surface. Latest in design, easy to assemble and take down for transportation. We have them either in solid or laminated wood. Our Propellers are as good as the best. If you have a broken one or one you would like a duplicate of send it to us, and by means of a machine we have we will make you a duplicate within 1-100 part of an inch, and allow you $5.00 off any of our regular prices. WRITE FOR A 1912 CATALOG WOLVERINE AERONAUTIC COMPANY DETROIT, MICH. BALDWIN VULCANIZED PROOF MATERIAL For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. Lightest and strongest material known. Dampness, Heat and Cold have no effeci. Any Strength or Color. “RED DEVIL’? AEROPLANES That anyone can fly. Free Demonstrations. HALL-SCOTT MOTORS Eastern distributer. .40 h. p. 4-cyl.; 60 and 80h. p., 8-cyl., on exhibition at Frank Schumacher’s, 164 W. 46th Street, New York. All motors guaranteed. Immediate delivery. EXPERTING Will install a Hall-Scott free of charge in anyone’s Aeroplane and demonstrate by expert flyer. Expert advice. ’Planes balanced. CAPT. THOMAS S. BALDWIN Box 78 Madison Sq. P. O., New York AEROPLANES SUCCESS Rests with you when you purchase a Fox 1912 MODELS De Luxe Aero Motor. The best Aviation In addition to these features which in the past have made Wright Motor on the market today for endurance, Flyers famous for efficiency and reliability, the new models can be power and efficiency. furnished with Automatic Control, Silent Motors, and Hydro- Illustration shows 50 H. P. Fox De ieee ey eee features make the 1912 machine unusually Luxe Aero Motor 4 cylinders 434x414, pease wee with Bosch Magneto and Propeller. EXHIBITION MACHINES For exhibition work we have other models especially adapted to We high winds and small fields. It was a stock ‘““EX’’ Model that build Rodgers made his wonderful flight from coast to coast. Reliability means dollars to the exhibitor. other WRIGHT SCHCOL OF AVIATION see Training consists of actual flying, in which the pupil is accom- d E ‘ eho , soy today panied by a competent teacher. No risks and no expense whatever from breakage. The most famous flyers in Aimerica are graduates for cat- of our school and include such names as alogue Lieut. Arnold Drew Lieut. Rodgers Atwood Elton Parimalee M Brookins Lieut. Foulois Page 50 H . P. Fox De Luxe Aero Motor Pandey Bowler Reynolds Expert Report on Fox Aero Motor Bonney Gill Simmons Beatty Lieut. Lahm Turpin Endurance Test Burgess Lieut. Milling Welsh Coffyn Mitchell Webster : Capt. Chandler C. P. Rodgers and many others. Lieutenant John Rodgers, U. S. N., detailed for Aviation, write on April 9, 1911: “After witnessing a six-hour run during which time the engin Our School at Dayton is now open and pupils may begin training maintained a speed of between 1000 and 3000 R. P. M., I shut down at once if they wish. By enrolling now you can reserve date most thejhoxtDelltuxe Motonishownimeubnne Ati thelendiceitheirunathe convenient to you for training. Write for particulars. - motor was cool and in good condition ready to start again.’” THE WRIGHT CoO. For Details, Sizes and Prices Write Dept. “B” DAYTON, OHIO THE DEAN MFG. CO. 225 Front Street, Newoort, Ky. AIRCRAFT April, 1912 Hall-Scott Aviation Power Plants USED AND ENDORSED BY PROFESSIONAL AVIATORS LOS ANGELES INTERNATIONAL MEET:—14 Entries used HALL-SCOTT EQUIPMENT, Over 50 Per Cent. OAKLAND INTERNATIONAL MEET:—7 Eniries:used HALL-SCOTT EQUIPMENT, 70 Per Cent. ret MES Eon ne Ng neat © sect ye cog Ane panes lensty the § was DY_ the Mos . sh an on Or. the flel my visitors at an riow or her’ the | c9 ly PreGacen swings t0 8°72" it, |i a\tempt any IF parmelee pore peneath jj nd right or MTs as Fis passe vhawever eh2n escaped an ig £\ crowd. lee, AY his Meee rmeleey . ep nis | 1780 Broadway Tel. Col. 1335 The Latest Development in Aviation “‘Bleriot Family Aerocar’’ Prepare Driven by 160 h. p. Gnome Motor It will take for one of International Our Motors Meet to win the Gordon- at Bennett Chicago Cup Race MOTORS Gnome Renault- Clement Bayard 50h. p., 70h. p., 50 h. p., 70h. p 25h. p., 30h. p. 100 h. p., 140 h. p. In Stock for Immediate Delivery Spare Parts on Hand for All Motors Customers’ Motors Overhauled and Repaired IMPORTED AEROPLANE CLOTHS CERO BCT EC EC EO OTT BCR CRT OECECEO IET O BOI CEO OCEOL BORE OCC SCORE OCC CBA OSCE BCH OCC BOF ROY CBOE ; AIRCRAF _ Well, 3. INO. 3 New York, May, 15 CENTS A COPY $1.50 A YEAR I IMPORTANCE OF AERONAUTICAL ARMAMENTS By HUDSON MAXIM eispranevolduntrite saying that history repeats itself. Hu- man nature is always the same under like circumstances. “We drink the same stream, and we see the same sun, And we run the same course that our fathers have run.” We feel the chill of ELINA VOUT [a] HUDSON MAXIM, although a great pa- a tron of the arts, has given most of his attention to chemistry, engineering and the natural sciences during his remarkably active career. In 1890 he built a dynamite factory and smokeless powder mill at Maxim, N.J., where he developed the first smokeless powder to be adopted by the United States Government. In 1897 he sold the smokeless powder inventions to E I, du Pont de Nemours and Company, Wilmington, Del. In 1901 he sold to the United States Government the secret of his invention known as Maximite. the first high ex- plosive to be fired through heavy armour plate. He is also the inventor of a detonating fuse for high explosive projectiles, and has perfected a new smokeless powder of his invention known as Stabillite. He is the inventor of a new sys- tem of driving automobile torpedoes of the Whitehead type by means of a self-combustive material known as Motorite. He invented the process now in general use in the United States for making calcium carbide continuously by the electrical resistance of a molten carbide con- a F ductor, removing the carbide as fast as formed, winter just as they and simultaneously supplying fresh material to b the heating field. Holts ii, We Eine Oc warmed by the airs of June just as they were warmed. ‘They strove for knowledge, for wealth, position, power, fame, just as we are striving. The only lamp that illuminated the darkness of their foreview was experience, and we, like them, can look ahead only by the light of experience; and when we do not heed that light, when we neglect to heed the lessons of history, we are destined to pay the same penalties that all the nations and peoples of the earth have in their turn paid for the same negligence. The history of nations is an Iliad of wars and human woes. Superstition and science, ignorance and enlightenment, weakness and strength, have always been arrayed against each other, and under that strife and because of that strife, the brute was lifted into manhood, and savage man developed, civilized and enlight- ened. In ancient times, war was the principal business of mankind, while the chief warfare of our day is business, though the strife is as strenuous. Avarice urges on ambition with the same spur, and ambition over-rides all opposition, trampling upon prostrate mankind as mercilessly as they were trampled upon under the war-horse and war chariot of olden time. The character of the strife is altered, but the strife is still as strong as ever it was, for human nature is always the same. The human nature of to-day is the same as it was yesterday, and the human nature of to-day will be that of to-morrow, and _ to- morrow it will be the human nature of ancient Rome, Persia, Greece, and old Egypt. It will be the same that intrigued and warred and shook the thrones of even sea-sunk Atlantis, whose glory set before the sun of our history rose. When we read the story of the nations, we are impressed most by the blood-curdling brutalities of old-time wars. It is well- nigh inconceivable to us how human nature could be so cruel, and we do not realize that cruelty was warring with equal cruelty. The greatest wonder of the lesson that history teaches is not that men were so cruel, but that they were so short-sighted and im- provident. When wars were constant and universal and the dove of peace found no perch except on the sword, it is strange that, with success and opulence, the sword was allowed to rust and lose its edge. We think it strange that success was so quickly and so surely followed with intemperance and all the degenerating de- baucheries and luxuries of peace and idleness, and we smile at the irony of fate as we see vanity and arrogance swell and grow from growing weakness. It seems to have been a decree of nature that Mars should be the commingler of nations and peoples, to unite their blood for mutual improvement. and that when the military spirit of a people should be weakened, vanity and arrogance should grow like mushrooms upon that weakness to invite invasions of some new warlike race, whose martial spirit had been kept alive and keen by constant keen necessity. Belshazzar and his minions drank and caroused while Cyrus thundered at the gates of Babylon, and the Medo-Persian empire of Cyrus, becoming rich, non-militant and effeminate, went down like a house of cards before the irresistible march of the Mace- donian phalanx. Imperial Rome became a fatted glutton, having no interest in but having cooks salaried as though they were conquerors. The Roman triumph became a triumph of edibles even while the vengeful, fiery Gauls were hovering in clouds upon the northern frontier, gathering for the march to armies or generals, Rome. The success of the great Napoleon, and the ease with which he swept everything before him, was due not only to his tran- scendent genius, but also equally to the lack of preparedness and the inefficiency of his opponents. Now, my dear American reader, we have cause for sincere congratulations, do we not, that the United States is so rich and powerful, and so amply prepared for the undesirable eventuality of war, that, if war should come with any of the great powers, or any combination of them, we should be able to sweep all be- fore us? It is gratifying to feel that the other nations are aware of this fact, and will never dare to tempt us to war. It is pleasing to feel that we can well afford to devote our- selves entirely to peaceful pursuits and the internal development of the country. It is delightful to be so care-free as we are. It is most gratifying to feel that we should be able, without danger —and that it would be a noble thing to do—to take the advice of our over-zealous, sentimental peace advocates, and disarm entirely, in order to set the other nations of the world a great How little do we realize that this attitude of ours is but a moral example. 72 AIRCRAFT repetition of the attitude that has, through all history, been a fore-runner of disaster! At the battle of Santiago, we made about two per cent. of hits with our big guns. To-day, at the same range, we would not miss more than two per cent. Efficiency of our gunnery to-day is twelve hundred per cent. better than it was at the battle of Santiago. Had we disarmed then, as we were advised to do by the over- zealous peace advocates, or remained where we were after the Spanish war, without making further expenditures upon our Army and Navy, we would to-day be absolutely at the mercy of any second rate foreign power, for it would be necessary to send against us but one ship with one gun in order to wipe our Navy off the seas, because that one gun would be more efficient than would be our entire Navy even with a thousand guns. Warfare to-day is one of science against science, of education and training against education and training. It is largely an engineering proposition, and is altogether an economic and busi- ness proposition. When one nation contemplates the wealth of another nation, it is deterred from attempting to acquire that wealth by the difficulty and cost of overcoming the armed opposi- tion to its acquirement. Every coast fortification, every regiment of soldiers, must be taken into account, and the cost of over- coming them calculated; and if there is a good prospect of the plunder being much in excess of the cost of the war, then war is likely to be declared, and, if, on the other hand, the cost is likely to exceed the plunder, then war is not likely to be declared. Secretary Meyer said, at the recent Convention of the Navy League in Washington, that had Spain been amply prepared for war, we should not have dared to declare war on Spain, and that, had we been so well prepared for war that Spain could have foreseen she had no chance, we should not have had any war either, for Spain would not have dared to fight. The advent of aviation introduces an absolutely new condition that must be taken into careful consideration by all the nations of the world in their military preparations. Last spring, at the first annual banquet of the Aeronautical Society, at which I had the honor of presiding, I predicted that the aeroplane is destined to become a very potential war engine and that, in future wars, we should see it doing very valuable service as a scouting craft and for other purposes. Two prominent speakers on that occasion took exception to my views and said in substance that though admitting the prac- ticability of the flying machine for military purposes, there was likely now to be a lack of available wars, fot international dis- putes would soon be settled by arbitration, and that law would be substituted for war. Since that time, we have had two revolutions in Mexico, the war between Italy and Turkey, the great revolution in China, the life has been trampled out of Persia, and we have seen the aeroplane performing very important and useful service in Tripoli. We have heard of it in China, and it has proved its value on the frontiers of Mexico. There has been no apparent shortage of wars. In modern warfare, the chief desideratum is to keep informed as to the movements and intentions of the enemy, the character of its fortifications, and the disposition of its troops. As one famous general has said, the chief thing nowadays is to find out what the enemy is doing behind that hill. The flying machine is able to do this. As I have said in previous articles_the flying machine takes war into the third dimension. Heretofore warfare has been conducted chiefly as a series of siege operations on the two- dimensional plane of the earth’s surface. It has heretofore been necessary to send spies through the enemy’s lines, and to send out reconnoitering troops in force to be frequently ambushed and slaughtered. All this will now be changed, for the flying machine can easily spy upon all the dispositions and operations of an enemy and make plans and take photographs. Hannibal ambushed and destroyed the whole Roman army at May, 1912 Lake Thrasymenus, because the Romans knew nothing of the whereabouts of Hannibal. Alexander and Darius passed each other a few miles apart without either knowing anything of the proximity of the other. Lack of knowledge of the whereabouts of Lee’s army before the Battle of Gettysburg spread terror through the North, and both terror and consternation in the city of Washington; while, on the other hand, Lee’s lack of knowledge of the whereabouts of the Army of the Potomac made the presence of that army, drawn up in line of battle on Cemetery Hill, a surprise to him. At the Battle of Antietam, my brother Henry was a dispatch bearer and rode the line of battle from one end to the other, frequently dodging cannon balls. The cannon ball of that time traveled only about two hundred feet a second, and was quite as easy to dodge as is a baseball. He saw nearly four Federal regi- ments shot down at one fire by a force of Confederates. under cover of a wood, because the Northern troops did not know that the Confederates were there. At the Battle of Mukden, with its firing line two hundred miles long, how impossible it would have been for horse and rider to bear dispatches from end to end of that line. As the Japanese army advanced in a line having a length more than ten times the distance that the eye can compass from horizon to horizon, telegraph and telephone wires were stretched from headquarters to every strategic point, and communication with extreme right and extreme left of the whole van line was in- stantaneous. The stoical, pleasant-mannered little Japanese gen- eral sat at a table in his tent, studying a map, which was stuck with pins having different colored heads. The pins were changed from time to time as the Japanese line of attack advanced. How important then was the telephonic and telegraphic means of com- munication! How superior to the old-time mounted messenger ! Similarly will the aeroplane prove itself superior in the acquisi- tion of premonitory war news. Battles must now be fought under the eye of the world. Surprises in force are things of the past, and manoeuvre and counter-manoeuvre, counter-mine, and counterplot, will take the place of many a bloody engagement. So important will be the flying machine in future campaigns that the nation which shall, from lack of its appreciation, make no proper aeronautical preparations, will find itself well nigh at the mercy of an opposing force equal in strength, but possessing the necessary aeronautical equipment. Not only must the future army be provided with aeroplanes for reconnaissance, but also it must be provided with veritable aerial fleets; for no military force will allow an opposing force to spy upon it from aeroplanes without opposing them with other aeroplanes. It will be found a very great essential for contend- ing armies not only to spy upon each other, but, also, to prevent being spied upon in return. j By consequence, then, it will be necessary first to clear the sky of an enemy, and place him at the disadvantage of being spied upon, without the ability to obtain corresponding information in return. Aerial military operations, therefore, will be quite as important as those which will be conducted upon the land, and it will be found impractical to proceed with military operations upon the ground except under the guidance of aerial operations, and it will become an adage of future warfare—He who would con- quer upon the earth must first conquer the sky. This country is unfortunately far behind the other great powers in its aerial military equipment. Most Americans believe that we are so rich and numerous that we need few if any armaments, oblivious to the fact that he who has much money in his pockets is not so safe against the attack of the highwayman as he who has no money. Our wealth is no protection. Our numbers can- not avail. The wealth of this country is more than one hundred and thirty billions of dollars, and yet we allow little Japan, with a wealth of little more than seven billions of dollars, less than a twentieth of our wealth, to outstrip us in many indispensabilities to national defence. (Continued on page 78) May, 1912 AIRCRAFT 73 THE AERONAUTICAL MANUFACTURERS’ ASSOCIATION % HILE capital and Congress may be somewhat tardy in showing signs of aeronautical life in America, the manufacturers of aircraft and ac- cessories in this country at least have shown that they are right up to the times and a little beyond. Having recognized the fundamental principle of development, which is organization, they have taken time by the forelock and created the Aeronautical Manufacturers’ Asso- ciation of America and now lead the rest of the world in this branch of aeronautics, even France being behind the United States in this respect. The Aeronautical Manufacturers’ Association was organized in New York City on April 29th, 1911, under the laws of the State of Connecticut. Its officers are: Ernest La Rue Jones, Presi- dent; Alfred W. Lawson, Vice-Presi- dent; Frank A. Sei- berling, Second Vice - President; F. D. Wood, Secre- taty; and John B. Maus, ‘Treasurer. Already it con- tains almost all of the leading manu- facturers of aero- planes and accesso- ries in this country. The objects of the association are: “To foster the in- terest of those en- gaged in the trade or business of man- ufacturing aircraft or accessories through — establish- ing, conducting and managing exhibi- tions, displays, tests. trials and demor- strations ; To reform abuses relative thereto; To secure freedom of its members from unjust or unlawful exactions ; To gather and diffuse accurate and reliable information as to the standing of merchants and others dealing with members as to all transactions, patents, processes or devices designed or in- tended for use in, upon or in connection with aircraft and acces- sories and the manufacture thereof, as to the state of the art relative thereto, and as to the condition and development of the trade in which the members are engaged, in the United States and foreign countries ; ; To procure conformity and certainty in the customs and usages of such trade; To foster and promote the art of aeronautics ; : To establish, conduct and operate means and places of dis- seminating information as to the adaptability, construction and use of such means and systems of aeronautics and accessories, parts and equipment; To promote and encourage in all lawful ways the adoption and enforcement of laws and regulations providing for and securing safety, convenience and comfort in the use, keeping and opera tion of aircraft; To encourage and assist in the establishment and maintenance of improved courses, signals, signs of direction and all other means of rendering the use of aircraft more secure and at- tractive ; To afford opportunity to the members of associating and inter- changing views with one another, and establishing customs, plans and systems, to the end that the manufacture, disposition and use of aircraft may be improved, the services to and the re- EIBERLI a BE SIDS. SS quirement of the trade better appreciated and fulfilled to the mutual advantage of the manufacturer, dealer and the purchaser of such vehicles and property; To gather, obtain and procure information and intelligence for the use and benefit of its members and to the credits and standing of firms, corporations and individuals ; To arrange and care for the machines of members of this corporation at shows, race meets and other places; To establish a laboratory for the compilation of aerodynamic data ; To standardize material and adopt uniform formulas; To secure the enactment of laws for the licensing of machines, and traffic rules; To secure proper transportation rates, etc. ; To find means for the restriction of dangerous practices and the investigation and exposition of frauds; To conduct or en- courage endurance, speed and other tests, the arranging of tours; To acquire by grant, gift, purchase, devise or bequest, to hold and to dispose of such property as the purposes of the corporation shall re- quire, subject to such limitations as may be _ prescribed by law, including in- ventions, letters pat- ents and processes, or rights thereunder, for the benefit of its members and_ not for pecuniary profit.” Section 1 of the by-laws relating to membership is as follows: “Any individuai, firm or corporation engaged in manu- facturing, jobbing, dealing in aeronau- tical supplies or solely devoting themselves to the in- terests of the trade, in the United States, whose application is approved by the Membership Committee, may become a member of this Associa- tion upon complying with all the rules, regulations and re- quirements in relation thereto, and subject to the provisions of the articles of incorporation of this Association and the by- laws, and all amendments thereto and rules and regulations hereafter adopted. Applications for membership must ‘be made according to prescribed forms and be endorsed by at least one member f the Association.” There can be no doubt that this body of manufacturers is in a position to do a great deal of good toward the progress of the aeronautical movement; in fact, the very foundation of the movement itself rests upon the shoulders of the men who not only build the machines, but who invest their capital in the pro- duction of them. Unity of effort on their part, therefore, is absolutely necessary and if properly applied will result in not only greater strength and influence of each individual manufacturer, but the combined labors of the whole will result in the upbuilding of the industry in less time than if their labors remained separate and distinct. Every industry has its great trade organization and this Aero- nautical Manufacturers’ Association is the trade organization of the American aeronautical industry. Those manufacturers, therefore, who are not already members should join at once and help to build up a body that will be able to protect in the most efficient manner the interests of one and all. ALERE E0 Wes Taw its EN 74 AGIPRICIRSAGE May, 1912 ATTENTION, CONGRESS. You Sos AY, look here, Mr. United States Congress- man, you have an idea that you are just as i inteliigent—a little more so perhaps—than the man who makes the laws in England, have you not? You think that you are just as wide awake—or a lit- tle more so—than the man who makes the laws in Germany, do you not? You believe that you are just as capable of looking into the future and preparing for what must come as the man who makes the laws in France, do you not? Then if you think so, why don’t you prove it? Don’t you know (and if not, why not) that not only have France and Germany and England run away from this country in the development of aircraft by reason of large governmental appropriations for army aerial work, but that there are several other countries of the world who have outdistanced us for the same reason? What position in the aerial procession must the United States Army take. Must it follow along after the Turk and Chinaman? Or are you willing to live up to your usual boast that America leads the world in Progress. If so you will have to move lively from now on. Europe has been setting a fast pace lately. Let us tell you something you ought to know, some- thing you ought to think seriously over; something you should take immediate action upon: For every flying machine the United States Government has contracted for today, France has contracted for, approximately, fifty. For every man the United States Army has in its aerial service today, France has more than fifty. For every dollar appropriated by the United States Government for aerial service in its Army today, France has appropriated approximately fifty. So you will readily see, Mr. Congressman, that it is fifty to one in favor of France against the United States in this important field of human accomplishment. Now, under these conditions, do you really think that Amer- ica leads the world in Progress? What we want you to consider at the present time is that the United States Army needs immediately both money and men to develop its aerial service properly, and be it understood thoroughly that while money can be given at any time, officers, to become efficient pilots and observers, require years of special training for that purpose. In fact, it takes at least two years to turn out a competent aeroplane pilot who would be of real use under war conditions, so that while money and even machines might be procurable at short notice, neither would have any value if there were no trained officers and men to utilize them. Moreover, it will even be impossible for our Amer- ican manufacturers to keep pace with the foreign man- ufacturers of aeroplanes unless the United States Gov- ernment gives them the same encouragement by pur- chasing their machines that France, Germany and Eng- land give to their manufacturers of air vehicles, so that in taking prompt action in this matter you will be do- ing double service; first, by increasing the efficiency of the United States Army, and second, by encouraging the aeronautical industry in America. You have already appropriated $75,000 for army aerial work but, strange to say, have not made arrange- ments to man the machines which even this niggardly amount will purchase. An immediate increase of the number of officers and men in the Signal Corps there- fore, is absolutely essential in order to make any prog- ress whatsoever. While the duties of the Signal Corps have multiplied during the past few years there has been no increase in men for this body since 1903. The War Department has repeatedly called attention to this shortage since 1904, but they have not been given the relief desired. So, Mr. Congressman, we put the matter up to you for attention. It needs it, and needs it badly. BIG BUSINESS AHEAD. report from Germany states that the German War Office has ordered forty aeroplanes from Etrich, the builder of the swallow type of mono- plane, photographs of which appeared in the April, 1912, number of AIRCRAFT. Just stop and consider, Mr. American manufacturer, what this means: an order for forty aeroplanes at one time. It means that the German Government have given a contract to Etrich to build $200,000 worth of flying machinery, allowing $5,000 for each machine. Assuming that only twenty per cent. of this is actual profit for the manufacturer that means $40,000 profit on one order alone, but that is not all. It will not be long before Germany will not only order aeroplanes in lots of forty but in lots of one hundred or even one thousand. This, no doubt, seems to be a big statement May, 1912 but that is what Germany or any other first class power will have to do before many years have passed in order to keep in the front ranks of the war game. After all, one thousand aeroplanes can be built and operated for less than it costs to build and operate one battleship and who can deny that one thousand of these machines hovering over the enemy and out of reach of its guns would be of more service to its coun- try in case of war than the one battleship? The day will come when every war department will keep whole battalions of well trained and well drilled officers with machines to do not only the scouting work as the primitive aerial prognosticator proclaims, but the actual fighting as well. In the French and German armies ten thousand aeroplanes is not too large a num- ber to expect to see in operation within the next ten: years and if in these countries why not in America? So, Mr. American Manufacturer, this is what you have to look forward to if nothing else, and we think it is well for you to be able to fill these orders properly when the time arrives that large orders are to be gotten. OPTIMISM vs. PESSIMISM. HE law of opposite rules the universe and thereby causes friction and action. Thus we have light and dark, heat and cold, strength and weakness, optimism and pessimism, etc. These opposites are in a constant state of warfare. Light fights dark, heat fights cold, strength fights weakness, optimism fights pessimism, etc. The quantity and quality of the opposites, however, must be equal or otherwise one would eventually de- vour the other and thus end the struggle. Such a thing as an end being impossible, the battle is merely shifted from place to place, condition to condition, etc. Just now optimism and pessimism are beginning to war with each other in the field of aeronautics. Up to a short time ago pessimism reigned supreme in this par- ticular territory but now optimism having gotten a foothold therein is fighting its way forward inch by inch, foot by foot and yard by yard until it appears that it must eventually crowd its enemy out of the field. Optimism is the sword-bearer of success; pessimism is the mud-thrower of failure. Optimism opens up the avenues of light; pessimism guards the gates of darkness. Optimism creates warmth and life; pessimism har- bors cold and death. Optimism is the foundation of faith and _ intelli- gence; pessimism is the upholder of doubt and ignor- ance. Optimism pursues; pessimism is pursued and routed. Optimism always wins; pessimism always loses. Optimism defeated pessimism in the fields of rail- roads, steamboats, telegraphs, telephones and automo- biles in the face of overwhelming numbers and opti- mism will defeat pessimism in the field of aeronautics or any other field which lies in the path of human prog- ress. So if you want to win you must be optimistic or JX MARC TR JN 18) AD 75 else you will surely be carried out of the arena upon a short, narrow stretcher by those who will permit no resuscitation. ORGANIZATION MEANS STRENGTH. VERY THING is divisible and sub-divisible with- B out limitation and still every particle is neces- sary to make a complete whole. : Everything in the universe is dependent upon every- thing else for existence. Therefore, nature is merely a combination of all things. It is a gigantic and com- plete organization. Thousands of years ago man discovered that organiz- ation meant strength. He discovered that several little men combined could whip one big man standing alone, so he organized for offensive as well as defensive pur- poses. This organization work has been going on in every branch of human effort since and is especially notice- able now in the industries of the world. The units of each industry discover that to try and stand alone and fight counteracting external influences successfully and economically is impossible and so a combination is formed for mutual self-protection and development. So we find that the aeronautical manufacturers of America have been able to size up the situation cor- rectly as indicated by the organization of the Aero- nautical Manufacturers’ Association, an article concern- ing which appears on page 73. We advise all manufacturers to read that article care- fully and those who have not yet become members to send in their applications for membership immediately. Remember that this association will be the big stick that will be used to protect your interests and you should add as much weight to it as it is possible for you to do. You must do your share in shaping and keeping in prime condition the stick that will defend you in case of emergency and inspire confidence in your strength and ability to do things properly. If, for instance, you can prove to the hired men of your Uncle Sam that you are strong enough to swing a bludgeon the size of a telegraph pole instead of stag- gering under the weight of a tooth pick, they will feel more like taking some notice of you and giving to the aeronautical industry in this country the encourage- ment and support necessary to put it upon a healthy and permanent foundation. UTILIZATION. N future aerial warfare, an important feature of I strategy will be to fight the enemy’s flock over his own land forces, so that not only will the disabled ma- chines together with their cargoes of explosives fall into the ranks of the enemy, but the carcasses of the dead aviators will be utilized as a destructive force as well, especially if falling upon the heads of the land men below, and thus the aviator will be made to do ef- fective work whether alive or dead. 76 AIRCRAFT May, 1912 REVOLUTIONIZING AIR TRAVEL By Melvin Vaniman }AEMUIUVIIVIVUUVIUIUVIVIUUUVUULUTLUTUULU UT OO} MELVIN VANIMAN, one of the world’s greatest exponents of the dirigible, has had, perhaps, more real adventure in experi- menting with it than any other man on earth. He is an engineer of marvelous resourcefulness and clear understanding of the problems of me- chanical flight. It was Vaniman who built and operated the Wellman dirigible which made two attempts to reach the North Pole from Spitz- bergen in 1907 and 1909. It was Vaniman who re-constructed and operated the same airship OR a number of Fk years, aeroplane enthusiasts have had the air field to themselves, have held the stage of public performance and have “*America,’’ which attempted to cross the At- represented in the lantic Ocean, October 15th, 1910, and after travel- . 5 ing over one thousand miles in seventy-two public mind, the hours the ship was abandoned near Bermuda, October 18th. In 1911 Vaniman began building the transatlantic airship ‘‘Akron,’' which is now ready for trial. Vaniman built and flew a triplane in Paris in 1908. He invented the movable steel military dirigible sheds used by France, Russia much advertised “aye of the air’ and that popular mania known and Spain. His inventions include an aerial i piers sextant, speed and direction indicator for dirig- as the aviation ibles, hydrogen carburetor, Orientable propel- lers; but his most important invention is the craze.” They have steel fabrics for dirigibles as described herewith. k amused themselves [a] TTT [aM] with various “devel- opments,’ dropping bombs down the stacks of helpless battleships, rising and landing on water and with every performance the predictions have en- larged until they include the complete revolutionizing of warfare, the annihilation of armies, the carrying of mail, the replacing of automobiles and even of railroads. Devel- oping the machine to cross the ocean, with landing stages mid-sea for fuel, is one of the aeroplane’s latest coups to say nothing of flying as the birds, without engines, the prophets apparently forgetting that the birds never leave their perch without hav- ing plenty of fuel and a most excellent and economical motor. If the adherents of heavier-than-air ma- chines would confine themselves to devel- oping the aeroplane for its sphere of work, their progress would be more definitely satisfying, and not so many people would bemoan the financial and commercial fu- tility of the results. I admit, in the earlier stages of the game, having myself attempted to build an aeroplane to do the work of a dirigible and of realizing a signal failure. The two ma- chines have different spheres; as different as that of the steam yacht and battleship. the motorcycle and touring car. The di- rigible will not take or monopolize the sphere of the aeroplane, nor will the aero- plane take the place of existing modes of travel. The destiny of the dirigible, so far as one miay at present predict, is to add to prese:t means of travel. It will provide the lurgest pleasure civilization has yet en- joyed, and that it will be practically one of the safest pleasures will call into play the resource of civilization’s skill and put to use the tools that have been preparing for man’s hands to ac- complish journeys through the air. Travel by land and by sea. beneath land and beneath sea are accomplished facts. Travel in the air is, from a pictorial standpoint, the next logical step and, as I shall show, one which will be realized in the immediate future, practically, economically and with undreamed-of possi- bilities of an ideal delight. The difficulties of the dirigible have been the same that put a limit to the scope of the spherical gas bag. The modern type of dirigible can steer in the air, can rise and descend by planes and engines, but otherwise is “sister under the skin” to the helpless bubble which is controlled solely by releasing gas or throwing over ballast. > MELVIN VANIMAN. The present type of dirigibles have not one feature that is more than an expedient, a compromise with the power of the air, not a solution or in any sense an effective conquering of the old problems. These problems have not lightened or lessened; the sun continues to shine and expand the gas and draw the aero- stat to unsafe altitudes when gas or ballast must be released, and the great vessels have continued to be at the mercy of winds and fluctuating temperatures. All the planes, engines, rigid and non-rigid structures and various forms of ballast have been additional refinements that in no way touched the quick of the air problem, and there has never been, in any practical sense, an air vessel at home in its own element. In the “Akron” I designed every feature to solve these timeless difficulties; my purpose was not to circumvent the air problem, but to attack it; yet at the time I did not dream that my work would lead to a practical, definite outcome which will assuredly revolutionize the science of air navigation and allow the world in its present generation a practical realization of air travel. Probably if there were more than a scant few capable and creative engineers working upon the dirigible balloon this solu- tion would have been arrived at long ago. To overcome the loss of gas by expan- sion under heat, the gas bag of the “Akron” was made of heavier material than any ever used before in dirigible con- struction, this thick material, allowing the least possible escape of hydrogen, permit- ted a further control of the gas by its air chambers, the inner ballonets, which in- flated, compress the hydrogen in the en- velope, decrease its lifting power and add to the balloon the weight of air, which is fourteen times heavier than that of hydro- gen gas, and in a lighter-than-air machine must make a considerable difference. In this way, by compressing the hydrogen and adding the weight of air, the “Akron” may be controlled in sunshine with the added feature of the changeable water bal- last, which is scooped from the sea by the hydroleveter, a device of self-filling tanks, which are wound by engine up into the car on a cable and the water stored in rub- ber buckets and emptied out at will as it is desired to lighten the vessel of weight. One might say that invention, like man, must crawl before it can stand alone and run. The “Akron” represents that delicate stage of between. In the fall, it will be remembered, the “Akron” made a trial flight. It was a short journey of a few hours, but the experience was of incom- parable value. At a height of 2,000 feet we had engine troubles and to effect a safe landing I used the control of the gas bag, pumped air into the ballonets added weight, decreased lifting power and brought the ship gently down. That adventure sup- plied the thought germ which later on developed the idea of a steel fabric envelope. When the strenuous time was over, I began to work on the suggestion of that control. The proposition which presented it- self was simply this: if I could evolve a gas fabric in which hydrogen could not expand and could not escape, that is, a bal- loon of fixed volume, I would have a well-nigh perfect solution, since it would not only be possible, but necessary, to use an air control, making the old-fashioned ballast obsolete. It was a proposition well worth the conquering. Experimenting on these lines. | evolved a cloth of web-like AIRCRAFT 77 Tap p il lise KITCH:? === EN AND PANTRY (eT EEE SECTIONAL DRAWING SHOWING THE ARRANGEMENT OF THE DIFFERENT COMPARTMEN'’S OF THE TWO DECKS OF VANIMAN’S LATEST AIRSHIP. steel piano wire as the woof and cotton as the warp. The weight of such a material is amazingly light, yet when it has been adequately rubberized and is in a finished state, a steel shell would not have a greater strength. To realize fully the power of such an envelope, one must first understand how it is made. The gas shell, to begin with, will be 525 feet long by 52 feet in diameter. It must be made upon a large form in this way: Strips of the material are put on lengthwise, with the steel wires running in unbroken lengths an inch apart, the overlap- ping seams cemented and vul- canized as applied. The bal- loon is then rolled and wound around with strips of the fab- ric, having the wire woven in an inch apart and thus giving the value of a cross weave of wire. The strips, cemented as laid on, are cemented and vul- canized to the inner covering. On the outside the shell is once more coated with rubber, painted and varnished. This process over, keeping the bal- loon expanded with air pres- sure, the inside is coated with a lining of jelly-like substance of secret process, which in a test of four years has allowed no escape of gas.. The envelope is now practically like an egg shell in its hardness, yet a soft egg shell in a certain pliability to touch; it may be dented by outside pressure, yet will not expand under inner expansion of hydrogen. The hydrogen gas is put into the shell at the coldest hour of the twenty-four, when it has its minimum volume, and is sealed in, not to be again released. Here, then, is a balloon which will never have less than its pristine power, through whatever chilly change of temperature it passes, nor will it have more than its determined volume, for the wire fabric will resist 1 6-10 pounds pressure to the square inch, PULLMAN SECTIONS STATE ROOMS DESIGN FOR VANIMAN’S LATEST DIRIGIBLE, due to a rise of 50 degrees Fahrenheit. In other words, the first inflation under ordinary circumstances will be its first and only one, the gas cannot expand under the heat of the sun, nor shrink beyond its primal value, and released into the air the shell would seek its plane of safety and float upon an imaginary surface line of air density, the horizon line, one might say, of barometric pressure, as a steamship might be set adrift upon the wandering bosom of the sea. But a derelict ocean liner that could not be propelled and guided back to port would be scarcely less useless than the dirigible balloon of fixed volume if it could not be brought down, inch by inch from a great height or halted at any desired altitude and held at that altitude under all normal conditions. To effect this control, as has been pointed out, the air itself becomes the possible and necessary control. Within the envelope there will be an in- ner ballast tank into which air may be pumped by engine. This effect is to compress the hydrogen within the shell, at once depleting its lifting power and at the same time add the weight of the air used. If any aircraft of known existing type begins to fall, the pilot must do something every inch of that fall to stop or lessen the catastrophe. In the case of aeroplanes, he must glide to earth. In the case of the dirigible he must release gas, or throw But in the air- ship of steel wire fabric, the pilot must do something every inch of the way to get his ship down to earth. He need use na planes nor engines; as long as he continues pumping air into a ballast tank the ship descends, and when the valve is closed it over ballast, use planes and work his engines. PRIVATE DINING ANO SITTING (POOM rs JUL _F,,, 90 |All [2 | B =O) BATA seep fH 290... 5 Nts [4 an BATH ® Fao ff foe ee [es Te LINEN LINEN PULLMAN SECTIONS eae UPPER DECK CLOSET DINING, READING ANDO WRITING OOM LOWER DECK DINING, PEAD/NG, AND WRITING [PUOM PLAN VIEWS OF THE UPPER AND LOWER DECKS OF VANIMAN’S NEW DIRIGIBLE. 78 AVRI© RYASED remains at that level and may be kept at that height for days, for weeks, or months. It is instinctive to the pessimistic mind, of which there are a few in the world, to exclaim: “Well, it sounds all right, but it’s really too good to be true; it can’t be done—something’s wrong! How about storms, winds,” etc., etc. It is true there are contingencies—a meteor might make a hole in the shell, but otherwise floating on its line of barometric pres- sure, only one thing will cause the balloon to fall, a barometric depression; but these conditions take place gradually over large areas, and the greatest barometric change that could be experi- enced would only be a drop of ten or fifteen feet. The cloth, the machinery and looms for weaving the fabric of the steel-wired dirigible have been patented, and plans and specifications of the new ship are being drawn up. It will be a vessel that requires two decks. The upper deck will be 200 feet long and in this will be the cabins, designed like a Pullman, from which the idea is taken. In the lower cabin will be dining saloons, smoking room, kitchens, etc. and promenade. The engines will be placed forward and in the rear. Piloting the airship of the future will open a new profession that will demand men whose intelligence is the modern threefold requirement—knowledge good judgment and skill. A knowledge of meteorology must be part of his mental equipment and, in fact, a weather man will keep the lookout as keenly as the watch aboard the ocean liner. The course of a cruising airship will be influenced and charted by weather conditions and land to- pography; storms moving in different directions, heavy rains or other unpleasant contingencies may be avoided. As to unavoid- able storms and head winds, even these present no great impedi- ments to the air traveller. Every-day winds which rattle the shutters and shake the house may be passed over by the airship; anti-cyclonic storms do not rise to a great height, and the pilot’s simplest course will be merely to raise his ship and travel above such antagonistic currents. The cyclonic storms of our hemi- sphere, which move counter-clockwise, will neither seriously hin- der an air voyager; the pilot will turn his ship at an abrupt right angle to the circular storm center, be carried beyond it, and find the air stream going in the direction of his goal. It will be a sea of curious changes that he must master. Not alone are the air currents and storm winds to be considered; the pilot May, 1912 CROSS SECTIONAL VIEWS OF THE VANIMAN DIRIGIBLE. ON THE LEFT HE PULL- MAN BERTH SECTION; ON THE RIGHT THE ENGINE SECTION, will have his charts which show every elevation of land or building that, rising toward the sky, are dangerous according to his determined elevation. High level of land will be marked upon his chart as shoals, extraordinarily tall factory chimneys and skyscrapers will be the rocks and islands of his ocean. Therefore, as one may see at once, the dirigible airship of the future will not take the place of steamships and railroads, since only an approximate schedule could be followed. The commer- cial usages will be found in handling large tourist ships, which will offer the fascinations of travel in an ideal state. Further than this mission, such ships will be used for scientific explora- tion, opening valuable mines now inaccessible, and transporting men, provisions and ore or precious stones. It is the strangeness of the experience that halts the mind at the thought of air travel, but once launched it is destined, so to speak, to catch up the whole world, air travel will be the most comfortable, most safe and economical way to visit distant coun- tries, when the voyager will sit in an easy chair in a cosy saloon and watch the world moving beneath, as if solely for his pleasure. IMPORTANCE OF AERONAUTICAL ARMAMENTS—Continued from Page 72 It has been estimated that the industries in the United States alone, which have come as a development based upon the inven- tions of Thomas A. Edison, equal seven billions of dollars. Thus one man has been a creator or founder of American wealth prac- tically equal to the entire wealth of the Japanese empire. It is a favorite argument that, because of our vastly superior wealth, we need not concern ourselves about the war prepara- tions of poor little Japan, but it can do no harm to make a few inquiries and comparisons. War with Japan may be most un- likely. Still the unlikely sometimes happens, and unpreparedness for an unlikely event may render it likely. General Homer Lea, the author of “The Valor of Ignorance,” and the friend and associate and war adviser of Sun Yet Sen, the first President of the great Chinese Republic, told me last summer while visiting me at my country place on Lake Hopat- cong, New Jersey, that it costs us twenty-five times as much to feed and pay our soldiers in the field as it does the Japanese to feed and pay its soldiers. Now, then, though we are twenty times as wealthy as Japan, if the Japanese can feed and pay their soldiers for less than a twentieth of the cost to us, then the cost is less for them in pro- portion to their wealth than it is for us in proportion to ours. But this is not all. Our soldiers are twice as big on the aver- age as are the Japanese soldiers, and, consequently, in battle intercept twice as many bullets. The Japanese men can shoot as well as we, and they have proven themselves as brave as any soldiers in the world. There are no better fighters than the Japanese. If, therefore, a given number of Japanese soldiers could kill and wound twice as many of our soldiers with an equal number of bullets as we could kill and wound of them, then they would need only half as many men as we to do an equal amount of killing and wounding. This gives the Japanese an advantage, at the start, of a hun- dred per cent. By consequence, then, the Japanese would be able to put and maintain an army in the field at an expenditure of only one- fiftieth of what it would cost us to oppose to it an army of equal fighting force. Of all the people in the world, the Japanese are the best in- formed about the military equipment and war preparations of all other nations. They know exactly what we are doing, and why we are doing it. They keep a finger constantly upon the Ameri- can pulse. They appreciate better than any other people the value of early information. By consequence, they naturally look to aviation as a very im- portant arm of the Japanese service, for they fully appreciate the value and importance of any advantage over an enemy in matters of reconnaissance. All who have an open mind for the admonitions of aviation should exert every influence in their power, from patriotic motives, to induce the American Congress to provide much needed aerial equipment, for, should we be called upon to meet a powerful enemy in the field, though we should be able to array against him in every other respect an equal force, with equal preparation, with equal science and equal skill, equal generalship, and equal bravery, unless we should have an equal aerial equip- ment, we must inevitably be defeated. May, 1912 AIRCRAFT 79 A STRAIGHT TALK TO THE MANUFACTURER By Denys EMU HE, aeronautic oO manufacturer YS P. MYERS, who has been writ- = REND Aircraft since its Ae pens i who lasts Iowan by birth, but has lived in Cambridge, through the present He is a mem- and has en- Mass., during the last ten years. ber of the Harvard class of 1906, gaged in newspaper and international legal work season is in the game since 1905. He was_ successively reporter, foreign news editor, copy reader and editorial to stay, unless he writer on the Boston Herald, served _as copy 1 4 reader for a time on the Christian Science hangs himself with Monitor, and has been a copy reader, special writer and editorial writer on the Boston Globe. Mr. Myers has done some special work for New York and other newspapers and some magazine articles. Since 1910 he has been the international law advisor of the World Peace Foundation, founded by a $1,000,000 gift of Edwin Ginn. He has written considerably on legal subjects of an international character, and is particularly in- terested in the legal side of aviation. He is one of the American members of the International Juridic Committee on Aviation, which has head- quarters at Paris and is elaborating a code of laws on aviation, His articles for Aircraft have been quoted by Journals in all parts of the world. tion in a new field, Oo UEWTIVIIIUIIINVNUUVQQVUQUUCQVEAUUUUVEUUIUTECLUUUUUU000UU TUNA [=] and its conditions have been in some degree comparable to those of 749 in Cali- fornia. Yet with all the excitement and hue and cry of those days, the production of gold to-day vastly exceeds its quantity when placer mining was young. Aeronautics up to now has existed chiefly on the fact of its novelty. It is rapidly sloughing off that character, and its future is to depend on its stability as an industry, and on that industry producing a generally market- able and indispensable commodity. In all industry such an advance is registered when the industry leaves its swaddling clothes. And it is well to remember that infant mortality is as large a factor in business as in life. If you want to succeed, look facts in the face, introduce your- self and establish an undying acquaintance. What follows may not be all the facts, but they are some of the facts, which the manufacturer should appreciate, now that the time is approaching when aeronautical progress is to be governed on a basis of supply and demand. So consider for a moment the row the manufac- turer must hoe. First, aeronautics has become an industry, which means that the fool must keep away. ‘Two years ago almost anybody could raise money enough to build a machine on lines as hare-brained as you please. To-day you have to have the goods to get in at all. Then you could start ten-horsepower companies with one- horsepower ideas. Now it takes more than five minutes of spare time to think up a method of doing something aviational and making a fortune out of it. The result is that the legitimate manufacturer with a commodity of merit need not fear the sudden and inflated competition which used to consist in the organization of mushroom companies to build things that be- longed in the aeronautical kindergarten. But as that kind of competition is disappearing, other factors enter. Aerial progress this year will not notably be of the aero- drome. It will rather be a phase of sport, and to an increasing degree the man of means will take a course of aeronautics—as he once did in automobiling—so that he may add to his summer repetory of sport. The older fliers are teaching, because exhibi- tion work is declining; and this means for the manufacturer that his market is moving—perhaps toward Fifth Avenue, or at least toward its outskirts. The great incentive toward the purchase of a machine in the past has been the idea that the operator would be able to master it and then exhibit at round prices, getting his investment and a handsome profit back. The principal coming market is to be of two kinds: supplying the amateur or semi-professional and catering to the needs of the military departments of the Govern- ment. The latter head is worth separate treatment; but it should not be forgotten that as the market shifts from the professional to the amateur the question that is going to be asked is not, “Can I run the thing?” but “Can I run the thing safely and for sport?” The answer is, of course, in the affirmative, and it is his own rope. Busi- ness is business, ex- cept in the beginning, and so far aeronauti- cal manufacturing has scarcely been business. It rather been specula- ERVIN VOIVELVUL UVTI has P. Myers not putting it too strongly to say that the manufacturer who most insists and most clearly proves the factor of safety will do more than any single individual for aviation in the immediate future. Last season the public seemed to take a delight in pointing to every aviation mishap; this year they ought to be made to eat their words, even if they are a year old. The record of safety—not to speak of the added insurance element of the hydroaeroplane—has increased 1,000 per cent. in twelve months. It would be front page newspaper news if that occurred in railroading. M. Besancon, secretary of the Aero Club de France, in his last annual report showed that in France there had been one death for every 100,000 kilometres flown, while the figure for the previous period was one death for every 10,000 kilometres. In 1911 the kilometres flown amounted to 2,600,000, against 500,000 in 1910. Thirteen thousand ’cross country flights against 3,000; 12,000 passengers carried against 4,800 and 30,000 hours in the air against 8,300. Those figures can yield safety statistics absolutely bewildering to the man who has read three lines in a cablegram of an aviator’s death and then pules about the danger of aviation. As the market shifts to a general rather than a specialized public it will be necessary to prove that confidence is warranted, and if I had my way no lay- man would begin a conversation with an aeronautical manufac- turer without being administered doubly potent doses of con- fidence. Quote the above figures and watch doubting Thomas shrivel up and be blown away—or into the fold. American aeronautical manufacturers are of three types: those doing business only in this country; those doing business in more than this country, usually by national companies; and those man- ufacturers who have taken up aeronautics as a side line. The latter class is economically safe, and probably counts on aviation only to swell, not primarily to furnish, profit. The other two classes confront normal business conditions, and will stand or fall on their own merits. Among themselves competition can scarcely be very keen this year, for the market is not yet broad or discriminating enough as yet to distinguish minutely between makes, and it is still large enough for the pest who takes a joy ride in every ten thousand dollar machine demonstrated on Motor Row only to buy a two thousand dollar runabout not to be a factor. Chiefly the American manufacturer has to make up a tre- mendous handicap this year as compared with his kind the world over. The manufacturer who has no foreign connections must bear the brunt of this handicap which is found in the appropria- tions for military aviation. ‘The figures are: Aeroplanes. Nation. Estimate. Owned. Building. iKrancemancnctrcccrceen $6,400,000 208 344 IRGKSEN go boncd pooauedun 5,000,000 50 300 GreateBnitainseeeeerene 1,610,000 16 131 Germanyaree erence nee 1,500,000 50 150 (?) WinitedEStatesmeemaeertrs 75,000 7 13 That is, four countries in Europe are spending in this fiscal year $14,500,000 for aviation and intends to build 925 machines— with Germany uncertain—while the United States is spending $75,000 and will have thirteen machines to show for it. Of course, not all the money can be devoted to purchasing flying apparatus and accessories, but probably close to $10,000,000 will be used for that purpose. Manufacturers who have in prospect anywhere near that amount of Government contracts may reason- ably expect to live through the year, and might even do enough business with private customers to make a profit. It makes no difference whether your neighbor is rich if he does not use the power of his money against you. Consular reports state that in 1910 France exported to the United States and its dependencies aeroplanes, balloons and parts to the value of $138,152, and in 1911 to the value of $107,846. Aeroplane and 80 airship exports from Great Britain to October, 1911, were $33,870 in value. The United States, so far as known, has exported two machines from Boston at appraised value of $3,000 each, and one from New Orleans to Cuba, worth $2,550. It can be seen that France is already a fair competitor in the American market, and the practical question is whether her manufacturers, along with other Europeans, will be able to build aircraft for their govern- ments at abnormal profits and scalp their prices for the American trade. That is not probable, but it docs show the value of a handicap. As a matter of fact, only France and Great Britain are manu- facturing to any considerable extent, and Russia in particular will have to buy many machines abroad, and even now has come to America. It is, moreover, probably a good guess to say that for this year at least the European manufacturers will have all the business they can attend to at home, unless those already estab- lished abroad be excepted. The practical points for the manufacturer to be drawn from these things are that while the foreigner will probably not enter the American field as a competitor to any extent this year, his underlying economic position will be relatively stronger owing to his large business with governmental contracts. Moreover, the growth of flying under government auspices abroad will in no small degree foster the popularity of flight as a sport, and assist in bridging the gap between professionalism and general use of AIRCRAFT May, 1912 aircraft. Which is a condition to be envied. If it should so happen that a foreign builder with a capacity of 500 or 1,000 machines a year should decide to send fifty or one hundred to the United States as a surplus output, such rivalry in the Ameri- can market might spell the difference between success and failure to some native manufacturers. Now there is no evidence of putting the European handicap to any such use, but that future possibility ought to be kept clearly in mind by the manufacturer who expects to continue in business and die in its harness. On the other hand, we here have the hydroaeroplane developed to an extent it has not attained in Europe, chiefly because it has appealed more to our constructors. We have no monopoly of it, but with it can be made the present necessary appeal of safety and ease in handling which are in- dispensable in reaching the amateur who desires a new sport and who is henceforth to be more and more the type of man upon whom the manufacturer must depend. To conclude with a paraphrase of the beginning, the aero- nautic manufacturer who successfully solves the problems of this year, marking as it will the beginning of the transition of aircraft from the exhibition stage to that of use by the general public, can reasonably expect to last. May all weather any air holes they encounter! If this article assists the pilot of any business in the aeronautic world, it will have served its purpose. HYDROAIRMANSHIP OR AIRBOATMANSHIP By Captain W. Irving HE hydroplane | has brought the airman, the boatman and the seaman together, but airmen, in order to fully appreciate and enjoy the use of that attractive machine, will have to combine airmanship with some of the instincts and experiences of boatmen and seamen.* I have been much ex I. oa CAPTAIN WASHINGTON CHAMBERS has charge of the United States Navy aviation experiments and is one of the best of the American authorities on the sub- ject. Graduating from the Naval Academy in 1876, he has served in Uncle Sam's Navy in all parts of the world ever since. His most im- portant work being done while with the Greely Relief Expedition to the Arctic; while executive of the ‘‘Annapolis’’ during the cruise of the Mosquito Fleet to the Philippines; while Com- mander of the “‘Frolic’’ as Senior Officer of the Samar Patrol Squadron; while Commander of the “‘Nashville,"’ the Monitor “‘Florida,’’ the “‘Newark’’? (during the campaign of Cuban Pacification) and the “‘Louisiana’’ of the Atlantic Fleet. He was early distinguished for his ad- vanced ideas on the development of a progressive naval policy and is even now actively striving to demonstrate important advanced ideas through the medium of naval aviation. His first efforts in this direction being towards the development of the hydro-aeroplane. Captain Chambers has designed a speed indicator combined with auto- matic control device for aeroplanes. em) EMT a] amused as well as surprised to discover that certain aviators have curious ideas about the sea. For example, one of our best land flyers wants the Navy to furnish a torpedo boat, capable of steaming at the modest speed of forty- seven miles per hour, to be placed at his disposal (loaded down with press representatives and invited guests, of course) to fol- low him in a flight across the Atlantic, lying to at night near the positions where he may alight on the water. Another, an amateur, conceived the idea of being the first in such a flight without knowing that he could not depend upon the ordinary mariner’s compass to guide him.t+ The following suggestions on hydroaeroplane flights have occurred to me in watching such flights both as spectator and as passenger. I do not know whether they meet the views of the * Note: The qualities required are worthy of a new term. Shall it be Hydroairmanship, Seairmanship, Airseamanship, Boat-airmanship or Air- boatmanship? I incline to the latter term, airboatmanship. And now that the French are adopting the term ‘‘avion,’’ I would like to see our rural friends pleased by changing aeroplane to airplane, fuselage to body, chassis to landing gear, hydroplane (when applied to airplanes) to boat and hydro- aeroplane to airboat. ;~ Note: For the benefit of the ocean-crossing aspirants, I will announce that I expect to have, ere long, a practical compass designed to permit of navigating an airship accurately either in fog or at sea. ‘This instrument is another of the class which deserves special attention in advancing the interests of safe flying. Cecil Grace would have appreciated such an aid in his unfortunate Channel flight, and the Italian aviator who started for Sicily and fetched up at Gorgona, as far away from his destination as that point was from the point of departure, would have accomplished his object with such an instrument to guide him. Chambers, U. S. Navy aviators or not, but they show the trend of experimental activities that are desired in the endeavor to reach the goal of safety in flight. The hydroaeroplane may be placed in the category of a “heavily loaded machine.” Its range of speed, i. e., the sector between the “critical limits,” is considerably less than in the same machine when used without the hydroplane attachment, but a wide range of speed is desirable. The use of a standard speed, well within the critical limits, is also desirable during hydroaeroplane flights in fickle winds and it should always be possible to increase the speed of the motor in turning. The turns should not be made too sharp in high winds nor at a low altitude. With the considerable head resistance and load of the hydro- plane the acceleration of speed required for sustentation, on turning to run before a strong wind, requires an appreciable time during which, if too sharp an angle of descent is given for acceleration, the center of horizontal head resistance on the upper surface of the hydroplane, which is applied considerably below and usually forward of the center of pressure of the sus- taining surfaces, may suddenly force the machine to dive quickly. On landing it is always desirable to take the water at a small rearing angle, to avoid sticking the bows of the hydroplane in the water first. I am disposed to think that it will be possible to land in rough water that has curling wavecrests by coming down before the wind and that it may be possible also to rise from such water by starting with the wind, provided the hydroplane is of the single boat type with balancing hydroplanes on the wings. Since writing the above the following incident occurred at the Naval Aviation Camp, San Diego, Cal., in which a forced landing was made before the wind: During a trial of the new navy model hydroplanes for the Wright machine Lieutenant John Rodgers went up in a good stiff breeze with Assistant Naval Constructor H. C. Richardson as an observer. After circling about the bay at about 200 feet altitude, he proceeded up the Spanish Bight towards the Curtiss Camp when two cylinders started missing and a descent was obligatory. To go straight into the wind was dangerous, as the telephone wires to the camp were just ahead, so Rodgers made a left spiral. There was no room to make a complete turn and there May, 1912 was nothing left to do but land before the wind, which was blowing about twenty-five miles per hour. He landed at a speed between fifty and sixty miles and, although the boats hit rather hard, they took the water as cleanly as could be desired, without any tendency to bury the bows, and they slipped ahead at a high rate of speed without shipping any water. A good landing on the beach resulted. The landing should always be made either before the wind or directly into the wind and with double hydroplanes special care should be used to prevent side-swiping and to have both boats touch the water at the same time. Lieutenant Rodgers on a previous occasion at Annapolis had his first hydroplanes swiped AIRCRAFT 81 off during a forced landing, on a turn, when the machine struck the water sideways. The speed should not be cut off until after touching the water, The sensation of coming down on smooth water is that of softly landing on a cushion. as the water resistance will deaden the headway quickly. In running on a beach the speed should not be cut off entirely until the bow almost touches the sand, unless, of course, there be stones or obstructions that may injure the boat. Lieutenant Ellyson frequently runs the robust Curtiss hydroplane well up on the beach before cutting off the speed. AN ANALYSIS OF THE FARMAN CONTROL By Albert Adams Merrill EMU UI VVIVVLUUUUUUULVUIUVLULUU UU VULVA ALBERT ADAMS MERRILL has been a close student of aviation since the year 1890. As far back as 1892 he delivered an important series of lectures upon the subject. In 1895 he formed the Boston Aeronautical Society, which was composed of a few business men and scient- ists who devoted most of their attention to kite flying and aerial investigation. In 1898 Mr. Merrill made many flights in a biplane glider of his own design, it having 108 square feet of sur- face anda camber of one in twelve. Several ex- periments with a whirling table which proved the existence of the soaring vortex, first mentioned by Hargraves, and also a surface having a com- pound curve somewhat similar to that now used in the Nieuport design, were made by Mr. Mer- rill and published in the British Aeronautical Journal for July, 1899. At the Harvard-Boston Aero Meets Mr. Merrill was first a member of the Contest and then of the Executive Com- mittee and formulated the rules for those two successful meets. He is a pupil of the Wright School of Dayton, O.. and his interest in aviation HE = following | analysis is made with the idea of finding out the magnitude and ef- fect of the forces brought into play by means of the Farman control. We start with a hy- pothetical monoplane, with a Bleriot No. 11 surface of 200 sq. ft., having two flat Far- man ailerons of 10 sq. ft. each. The ma- chine is to fly at an that of a student anxious to increase the efficiency of and decrease the danger from flying machines. UERHAVIIINNIUNUNN0NTIUNUNOUUTEUTNTUVOTTOTTTTUUTT LATTA angle of 6 degrees at 50 m. p. h. The hypothesis is that the thrust of the screw and the angle of incidence of the main plane is constant during the whole operation. The point to be proved is, what happens to the machine when the right aileron is pulled down 7 degrees? The figures which follow are based upon Eiffel’s co-efficients. At 50 m. p. h. and 6 degrees the lift of each wing will be 459 and the drift will be 51 pounds. As the thrust is constant, the energy expended is constant, therefore, for each wing DVsquare is constant, when D equals drift in pounds and V equals speed in m. p. h. When the aileron is pulled down to a positive angle of 7 de- grees the increased drift reduces the speed to 48.712 m. p. h. and at this speed the lift of the main plane is 435.66 pounds. To this must be added the lift of the aileron, which is 29.528 pounds, making a total of 465.188 pounds. The lift of the right wing has been increased only 6 pounds, in spite of the fact that the aileron itself lifts 29 pounds. This is because the speed has been reduced. The most important thing to note here is that this operation banks the machine to the left, but turns it to the right. This is about the most dangerous thing that could be done to a flying machine, and the only way to prevent an accident is to turn the rudder so as to retard the left wing until its speed equals the speed of the right wing. If the aileron is pulled down to a GNOME 50 H. P. 7-CYLINDER larger angle the actual lift of cue right wing will be less than it was in the first plac2, showing the fallacy and danger of the Farman system. Suppose now we reverse the Farman system and move the aileron on the left wing to a negative angle of 7 degrees. This will reduce the speed of the left wing to 48.712 m. p. h., the lift of the left wing will drop to 435.66 pounds and the lift of the aileron, which in this case is downward, amounting to 29.528 pounds, will have to be subtracted from 435.66, leaving 406.142 pounds lift on the left wing. As the original lift was 459 with this system there is a righting couple of over 52 pounds, and the machine banks and turns in the same direction, that is to the left, while with the regular Farman system the righting couple is only 6 pounds and the machine banks to the left, but turns to the right. So far as safety and efficiency is concerned the re- versed Farman is far superior to the regular Farman. To mathematicians who may read this I would say that I realize these figures are only approximate ones. To solve the problem accurately one would have to know the moment of inertia of every portion of the machine and the turning moment of every increment of drift. Moreover, I have assumed: that the wing not effected would maintain a speed of 50 m. p. h, when, as a matter of fact, it would under certain conditions move at a higher rate of speed. The introduction of resistance would produce a negative acceleration of the whole machine, but if this resistance is put in at the left tip there would be a posi- tive acceleration of the right tip that in many cases would be greater than the negative acceleration of the whole machine, so that the right tip would travel faster than it did before. In other words, starting at 50 m. p. h., by putting resistance into the left tip it is possible to make the right tip go more than 50 m. p. h. without increasing the thrust of the screw. This, of course, comes from the acceleration due to the turning mo- ment. Lift varies as the square of the speed, but it varies only as less than the first power of the angle of incidence; therefore, a change of speed has more effect on lift than a change of angle. The lesson to be learned is, do nothing to the low side, but in= troduce a downward and a backward pressure on the high side, that is, reverse the Farman system. The use of a vertical rudder in bility is unnecessary. there is. connection with lateral sta- The albatross is as fine a soaring bird..as How much of a vertical rudder does he carry? ENGINE FOR SALE AT A BARGAIN FOR FULL PARTICULARS WRITE TO E. T. TOOGOOD, 88 Reade Street, New York, N. Y. AIRCRAFT TOP VIEW OF THE LATEST GRADE MONOPLANE. Algeria MILITARY FLYING IN ALGERIA. Recently Saper Servies made a flight from Oudja and Naima to ElJ-Aioun-Sidi-Mellonk, and then on to Taourit, his machine creating no small amount of wonder among the natives. Australia The Australian Government has postponed order- ing aeroplanes until after the British Aviation Military trials, when they will probably purchase some machines from the winning concerns. werp, four for Leige, and four for Namur, as well as two dirigibles for the centre of the country. Eight officers have been nominated to receive in- struction, and any other officers wishing to qualify for a brevet will be allowed two months leave on full pay and be given an indemnity of $200 on their admission to the military school. Bavaria The Bavarian Minister of War has ordered a number of aeroplanes and is now organizing a company of aviators to comprise 70 officers and non-commissioned officers. The headquarters of the company will be at Ober-Schleissheim, close to Munich, and operations will commence at the end of the month. HOW THE FRENCH ARMY TRANSPORTS ITS MILITARY AEROPLANES. Austria Two Army officers have recently been sent by the Austrian military authorities to Germany in order to study the latest examples of dirigible con- struction. On March 19th they visited Frankfurt and were taken for a cruise in the Zeppelin cruiser, “Victoria Louise.” Belgium The Belgian Military Authorities are asking for $468,000 for military aviation and the reorganiza- tion proposals allow for twenty-four machines for the general army, six for the reserve, six for Ant- Chili It is announced that Marcel Paillette, a French aviator, will shortly attempt to cross the Andes mountains in his aeroplane, _ China Mr. and Mrs. W. B. Atwater are planning to make a flight shortly in their Curtiss machine over the city of Pekin. flights at Johanisthal, Germany. The Fokker machine, an automatically balanced monoplane, which has been making wonderful This machine, which was described in the April issue of AIRCRAFT, page 46, has repeatedly stayed up for over an hour in strong winds and has on numerous occasions risen to a height of 7,000 feet. Note the peculiar attachment of the wings and the high position of the fuselage, which gives it a high center of gravity. OREIGN NEWS England On April 2nd a woman crossed the Channel from England to France as a passenger in an aeroplane for the first time in history. She was Miss Mary Davis, and accompanied Gustav Mamel, the noted Blériot pilot. They left Hendon at 9:38 A. M., passed over Dover at 10:50 and quickly crossed over the Channel and landed at Saint Inglevert. After a short stay there they flew to Paris with one stop at Handelot for luncheon. France A splendid flight was put up at the Blériot Mili- tary School at Etampes on March 16th by Lieut. Sylvestre, who flew, accompanied by his mech- anician, for 4 hours 12 minutes, covering 300 kilo- metres without a descent. On March 12th Lieut. Bon was flying on a Caudron biplane for an hour and fifty minutes over the country round Le Crotoy. The same day Sapper Jacquemart, also on a Caudron, flew over the circuit Le Crotoy-Rue-Arry. Rene Caudron, making some tests with his hydro-aeroplane, also went to Arry and back on his machine. On March 12th, Marcel Hanriot was flying over Rheims for an hour at a height of 1,500 metres. Two days later he paid a visit to Chalons, using his new machine, which attains a speed of 140 K. P. H. It is fitted with brakes by the aid of which it can be pulled up in 15 metres. On March 15th, a deputation of military officers visited Buoy to witness the experiments with a new military biplane specially designed by Henry Far- man with a view to easy dismounting for transport. The tests were made by Chevillard, who dismantled the machine in two minutes and had it ready again for flight in three minutes. MONACO HYDRO-AEROPLANE MEET. The first hydro-aeroplane meet held during the last week in March at Monaco, was a great success and proved a surprise to many, both the new Farman machines proving a revelation and win- ning first and second prizes. ‘The two Curtiss ma- chines which finished third and fourth, made an excellent showing, but were handicapped in the weight carrying events on account of their small size. It is probable that had the weather been more severe and the water rougher, that the Cur- tiss machines would have swept all before them. It is interesting to note that the winning French machines were influenced in design by American machines for, like those of the Wrights, Burgess- Curtis and Frank T. Coffyn, they were fitted with two hydroplane floats. Following are the results tabulated by points: 1st—Mons. Fischer (Henry Farman)...112 points 2nd—Mons. Renaux (Maurice Farman) .100 points 3rd—Mons, Paulhan (Curtiss)......... 96 points 4th—Hugh Robinson (Curtiss)......... 71 points 5th—Caudron (Caudron) ...... - 63 points 6th—Benoit (Sanchez-Besa) S -50.3 points 7th—Rugére (Voisin) ................ 41.7 points The conditions of this race were published in the March number of Arrcrart, page 14. At the last moment, apparently for no other reason than to give the large French machines an advantage over the small but fast Curtiss craft, it was de- cided to add a new rule which credited the pilots an extra 30 per cent. for every additional passen- ger carried. On April 16th, Miss Harriet Quimby, the American aviatrice, on a Bleriot monoplane, flew across the English Channel from Dover to Harde- lot, near Boulogne. Miss Quimby is the first woman to fly across the Channel alone, although an English woman, Miss Davis, accompanied Gustav Hamel on his trip of April 2nd from Paris to London. She learned to fly in America and was seen here in several exhibition flights and aviation meets. May, 1912 Germany According to reports we learn that the German War Office has ordered 40 Etrich machines of the latest swallow type as illustrated in the April AIRCRAFT, page 47. GERMAN NEWS. By Stella Block. Forty German officers were appointed recently to various aeroplane factories throughout the Em- pire to undergo a thorough course of instruction, qualifying them to later on go up to Doeberitz for their pilots’ certificate. The War Office pays the firms in question a sum of 5,000 marks per pupil, this including a certain amount of breakage. Further damage is carried by the firms themselves. Another batch of officers will be added to the above shortly. This procedure is intended to re- lieve the strain at Doeberitz, where it has been found impossible to cope with all the work. Following on the Imperial gift of 50,000 marks for the best aerial engine, comes the news that the members of the Henkell champagne firm at Wirsbaden have placed the handsome sum of 100,- 000 marks at the Emperor’s disposal for the pur- chase of military aeroplanes. His Majesty has graciously accepted the gift. P. L. 6, the well-known Parseval passenger air- ship, goes to Lucerne for the months of July, August and September for a series of circular tours in the vicinity of the Lake of Four Cantons. Besides the new very fast Zeppelin cruiser, “Victoria Louise,” which has achieved the record speed of 20.2 metres per second, two other vessels are nearly finished at Friedrichshafen. The one, L. Z. 12, is to become the property of the German Aerial Transport Company, who own the V. L,. as well, whilst number 13 is being built to the order of the War Office. The nomination of the vessel will be altered to fit in with the current number of the military dirigibles, and therefore number 13, that ill-omened appellation, is but a transitory phrase. It may be remembered though that the military Zeppelins have been singularly unlucky. A new passenger world’s record with four pas- sengers was set up by A. Rantzel on an 6tto double-decker at Munich on February 17, as he remained aloft for 21 minutes, 45 seconds, thereby beating Busson’s record of 17 minutes, 28 seconds, by a considerable margin. The five inmates, all grownups, included a lady and weighed 344 kilo- grammes in all. This brings the number of world’s records held by Germans up to five. The Gordon Bennett Balloon Race commences at Stuttgart on October 27th. Twenty-four balloons have been entered, this being the largest number since the event was instituted. Three balloons each have been entered by Germany (holder), the United States, Belgium, France, Austria, Switzer- land and Italy, and one each by England, Russia and Denmark. Two thousand ascents were made by 78 different men, lasting for 220% hours in all at Johannis- thal last month. Besides this, 79 other persons took part as passengers in the ascents. The. largest number of flight was made by Stoessel on an Albatros, with 174 ascents. Since penning the above, Rentzel’s world’s record has been beaten by Hoffman on a Harlan military type monoplane with a 100 H, P. Argus motor and a Garuda propeller. Hoffman took up four passengers and remained aloft for 32 minutes and 39 seconds. Six aeroplanes divided into two groups took part in the manoeuvres at Doeberitz on March 15th, and rendered very considerable assistance. One of the pilots on a biplane ran short of petrol and had to land on the road, but replenishments were obtained by a cavalryman and the aviator was able to get away after a stop of 35 minutes. Portugal The Portuguese Government has ordered that aeroplanes be included in the customs tariff, sub- ject to the import duty of 40 milreis (milreis = $1.00) each, when imported complete. Russia While piloting a biplane at the Sebastopol Mili- tary Flying School on March 23rd, Lieutenant Albokrinoff and his assistant were killed as the result of the machine being overturned by a sud- den gust of wind and thrown to the ground. Tripoli In the orders for the day isued at Derna, on March 14th, the Lieut..General Commanding, re- ferring to the fact that the volunteer aviators Cagno, Verona, Cobianchi, Dal Mistro, and Bat- tagli are returning to Italy, their places having now been taken by military aviators, thanks them for the splendid work they have done during the past three months. He says that the magnificent and noble spirit of self-sacrifice which was exhib- ited by them at all times, and the audacity with which they flew in spite of the tricky winds of the desert, won the admiration of all. India Lieut. H. H. Harford has recently been giving exhibitions with a Bristol biplane at Peshawm. His was the first machine to be seen in the Pun- jab district, and occasioned no little sensation amongst the natives. AUTOR Cie AGE) as 83 The Henry Farman hydro-aeroplane, which at its first public appearance in the hands of Fischer succeeded in winning first prize at the Monaco Meet. As will be noticed, this machine, except for the tapering rear tail outriggers and floats, is identical with the regular headless military Farmans. On account of its large size, light weight and consequent great weight lifting capacity, this machine had a great advantage over the others, owing to the fact that 30 per cent. of points was given for each passenger carried. Our picture shows the manner in which the extra passengers were carried on the Farman. Three-quarter view of the Caudron hydro-aeroplane, which in spite of its small size made a very creditable showing at Monaco in the hands of its designer, Rene Caudron. Special attention is called to the arrangement of the wheels and floats, the flexible wings and elevator; also the position of the engine and pilot. Close view of the Caudron showing the flexible attachment of the floats to the frame of the biplane. Note the pivoting joints in front and the pneumatic and rubber band shock absorbers at the rear of the floats and also the spray shield in front of the propeller. It is interesting to note that the Caudron machine is usually flown as a tractor biplane but for over water flying it was found advisable to re-design it as shown, so that now the engine and seating arrangement is similar to the Curtiss. 84 AIRCRAFT May, 1912 THE HYDROAEROPLANE CONTEST AT MONACO, MARCH 24-31, 1912 The centre picture shows Collieux descending by vol plane on a Voisin-Canard after making a test flight. The same machine can be seen in the upper left hand corner being drawn up on the starting platform after a successful flight. It is noticeable that this machine is now fitted with a stationary plane in front, to which are attached hinged elevator flaps. Ny i ea The right hand top picture shows Renaux starting a flight in the Maurice Farman ‘‘Triad.” Attention is called to the large diameter wheels with which this machine is fitted to facilitate running on land. ‘The same machine can be seen at the lower right hand corner on the esplanade, The bottom left hand picture shows one of the Curtiss machines on the starting platform, May, 1912 AIRCRAFT 85 TRACTOR SCREW BIPLANES (Comparison of Avro and Breguet Machines)—By Walter H. Phipps In our report on the Third Paris Aero Salon in the February, 1912, issue of AIRcRAFT, it was shown that ten out of the fourteen biplanes exhibited were of the tractor screw type, and as, doubtless, many of our readers have wondered at the growing popularity of the ‘‘propeller in front” machines, it will be the object of the writer to explain in this article the merits of this type and to give a descriptive comparison of two original tractor screw biplanes, viz: the Avro and the Breguet. The chief merit of the tractor screw type of biplane lies in the use of a fuselage body which permits (1) of an increase in speed by cutting down the head resistance of the pilot, engine and tanks; (2) it affords the pilot a larger degree of comfort, protection and security, and also permits him to watch his motor and _ planes, thereby having these important organs under his inspection at all times,—a very great advantage in the event of anything loosening up; (3) it adds to the Strength of the machine as it permits not only of the regular biplane trussing, but allows of additional guy wire anchorages to the fuse- lage and (4) it adds to the safety of the machine by having the engine placed in front where it is not likely to crush the pilot in the event of a hard landing and also, as there is no vital struc- ture (as outriggers, control wires or braces) in the vicinity of the propeller, there is consequently less danger in the event of a propeller breaking. When it is likewise taken into account that the fuselage type of tractor biplane is the more beauti- ful and graceful and adapts itself easily to the fitting of the tail, elevator and rudders, as well as almost any type of landing gear and, gener- ally speaking, is faster for a given amount of horsepower than the propeller behind the planes type, it is no wonder that the tractor biplane has found favor among the modern aeroplane build- ers. Having pointed out the merits of this type, the writer will now pass on to a_ description and comparison of the Avro and Breguet biplanes, two machines of similar design but totally dif- ferent construction. As can be noticed from the accompanying draw- ings, the Avro biplane is less original and much simpler in design and construction than the Breguet, and being built mostly of wood, cloth and wire, can be built by almost anybody possess- ing a slight woodworking and mechanical knowl- edge, whereas the Breguet being constructed of many less parts and having only four uprights throughout the whole flexible biplane cellule (cell or structure) requires the use of steel tubing and special fittings to stand the consequent increased strains upon the uprights and the guy wires and other parts. It will thus be seen that the Breg- uet machines require a well-equipped factory in which to build them and consequently they can- not very well be copied by individual builders or small concerns, and this can more readily be understood from the following detailed descrip- tions of the two machines. THE AVRO BIPLANE (SCHOOL TYPE). The Avro tractor screw biplane is the result of over five years experiment on the part of Mr. A. V. Roe, of Manchester, England, both with triplanes and biplanes. It is characterized by its graceful lines, extreme simplicity of construction, and splendid efficiency (easily carries a passenger with a 35 H. P. engine). As will be seen from the accompanying drawings and sketches the ma- chine possesses a number of interesting features in simple but strong construction work. The principal dimensions are as follows: PRINCIPAL DIMENSIONS. Span, 31 feet; length over all, 30 feet; chord of wing, 4 feet 6 inches; gap between planes, 5 feet; width of tail, 8 feet; chord of tail, 2 feet, 9 inches; motor, 4 cylinder, 35 horsepower water- cooled Green; propeller, 8 feet 6 inches diameter. MAIN PLANES. The main planes which are detachable in sec- tions, are set at a dihedral angle and are double surface, being built up with light double strip ribs (Wright fashion) and covered top and _ bot- tom. The total span is 31 feet, with two feet of each end of the planes extending beyond the end uprights. They are spaced five feet apart, the uprights fitting into rigid sockets in the cen- tral section and hinged sockets at the outer sec- tions to accommodate warping. The rear spar is hinged by the simple joint shown in the accom- panying drawings, to allow warping. THE FUSELAGE. The fuselage or body, which is covered through- out its length is triangular in section and has a maximum width of two feet and a maximum depth of two feet. (Note: In the new military type the body has been altered to a quadrilateral Nieu- port type, two feet wide and three feet deep, maximum, and a single skid and two wheel chassis fitted.) The passenger sits between the two planes with the aviator behind him and just in back of the rear edges. CONTROL, ‘The control arrangement is identically the same in operation as the Deperdussin and Short types, although differing in construction. The arrange- ment consists of a lever at the upper extremity of which is mounted a rotable wheel which by turn- ing (as on the Deperdussin) to the right or left works the warping, while a fore and aft move- ment of the wheel and column operates the ele- vators. Steering to the right or left is accom- plished by a foot lever or yoke. As far back as 1907, Louis Breguet began his aeronautical work, and it is interesting to note that his “‘Gyroplane’’ experimented with at Douai in 1907, is one of the only three direct lift machines that has ever shown itself capable of getting off the ground with any degree of success. The gyroplane was a combination aeroplane and helicopter, and even at that early date bore the earmarks of his present machine:—steel tube construction, folding back planes, special steel fit- tings, single steel uprights, and the engine in front. THE NEW MILITARY TYPE AVRO BIPLANE, RUNNING GEAR. The running gear_is of the wheel and skid type a la Farman. In view of the tendency of tractor machines to capsize on landing, the skids have been strengthened and extended quite some distance forward and braced both to the fuselage and the biplane framework. TAIL. The tail is of the rectangular section and con- trary to usual practise, much wider than it is long, It is of the non-lifting stabilizing type, 8 ft. by 2 ft. 9 in., and is supported when on the ground by a swiveling shock absorbing tail skid. The simplicity, strength and efficiency of the Breguet machines have peculiarly adapted them for military purposes and we now find them amongst the most favored by the French Govern- ment for military purposes. The military three-seater, illustrated in the ac- companying drawings, represents one of the latest types, and as will be noticed is fitted with three seats, the front one for the officer observer, who has map, note book and glasses in front of him. Immediately at the back of him is the assistant pilot, with his back to the direction of flight in a position where he can take temporary charge of SIDE VIEW OF THE BREGUET.—NOTE THE SINGLE UPRIGHTS AND FLEXIBLE PLANES, ELEVATORS. The elevators consist of two small flaps having a total area of 13 square feet. These attach to the tail by hinges which have only one long pin to facilitate dismantling RUDDER. The rudder is of fairly large size, measuring 4 ft. 6 ins. by 3 ft. 6 ins., giving a rudder sur- face of 14 square feet. PROPULSION. Propulsion is furnished by a 4 cylinder, 4 cycle, water-cooled Green motor which drives direct an 8 ft. 6 in. Avro propeller. The engine is mounted high up in the bow of the fuselage. BREGUET BIPLANE. The Breguet biplane is one of the most orig- inal and distinctive machines ever turned out. In design and construction it differs from every other machine and bears the stamp of a great engin- eer’s work. the control, in the event of anemergency. He also has a clean view backward and downwards and also fornis a connecting link between the officer and pilot who is behind him. The dimensions of the Breguet machine are as follows: Span, upper plane, 47.6 ft., lower plane, 32) ft. ichordss 74.9)" ft.;" gap; 695' ft2;) ‘camber (under surface), 2% ins., (upper surface), 3 ins.; length o. a. 29.8 ft.; plane area, 355 sq. Be cee ator area, 54 sq. ft.; rudder area, 17 sq. ft. Net weight, 1,375 lbs.; net loading, 3.9 Ibs.; live load, 970 lbs; loading in flight, 6.6 Ibs.; lift (net) 10 Ibs per H. P., (in flight) 17 Ibs. per H. P.; speed (about) 70 m. p. h. As a complete technical description of the Breguet machine was published in Arrcrarr Vol- ume II No. 4 it is not necessary to repeat it here, 86 AIRCRAFT May sone THE BREGUET MILITARY THREE-SEATER DETAILED PLAN DRAWING OF THE BREGUET MILITARY BIPLANE 87 AIRCRAFT May, 1912 SSS Hoge Ue SSL Hy Hys9 HH HU ETE TT SS ] | l y A Y Z| 4 ] ' 1 ' ' a ( ms \ NY a WH.P 1912 \ Wa Bruns Va N AIRCRAFT 6 ‘ fo--3 re LLL LLL Bh STEEL PLA --------------4 SX/D STRUT ZL OF FEET 3 GE ON REAR MAIN SPAR. WARPING WIM: A ee VAR te ta OR TENS SPL od Se’ S EE ag JOINT FOR WING SECTIONS © SCALE AVRO BIPLANE 3a CONTROL VL LLL LLL LLL dd dL LLL A LLL ELL Toe vit Of LANDING GLAR S/DE VIEW OF LANDING OFA bon coesc Geese seess secs sesocsece se oe peseosesaes (dda UUM LLL LLL LLL LL I EE, 7 ES Ses Ma SSN SN SS Fj SCALE DRAWING AND CONSTRUCTION DETAILS OF THE AVRO BIPLANE 88 GENERAL Marine Air Races The Aero Club of America have made plans for the first hydro-aeroplane meet ever held in Ameri- ca, The meet, scheduled for Saturday, May 4, will be the forerunner of the Aeronautic Show, which opens May 8 at the Grand Central Palace, New York. The races will start from the pier of the Co- lumbia Yacht Club, at the toot of West Highty- sixth street in the North River, New York, and the course of the distance speed contest, without passenger will extend to a point opposite the house of the Atlantic Yacht Club, at Sea Gate, Coney Island, and return. The passenger carrying speed contest will be around the Statue of Liberty and return, and the winner of the contest will receive the Aviation Show ‘Trophy, which has been donated by the International Exposition Company, The “blue ribbon” prize—that for the distance speed contest—will carry with it a substantial cash prize as well. In addition to the events noted the programme embraces bomb dropping upon the decks of real battle ships, quick get-away contests, accurate alighting competition, capturing of free balloons, carrying orders for aerial scouts from battle ships, as in real warfare; returning information to battle ships by means of special weighted message car- riers. Among the entrants are Harry N. Atwood, Frank C. Coffyn, Walter Brookins, George | Beatty, Hugh Robinson and Grover C. Loening. The Great American Circuit The plans outlined by the Aero Club of Illinois last January for a “Marathon flight’ between the larger cities of the Central West as published in the March number of Arrcrari, and suggested previously in a December AIRCRAFT editorial, have been enlarged upon lately and_ the proposed route now includes Chicago, Milwaukee, Cedar Rapids, Des Moines, Omaha, St. Joseph, Kansas City, Jefferson City, St. Louis, Charleston, Indian- apolis, Cincinnati, Columbus, Cleveland, Toledo, Detroit, Chicago, making a circuit of 1,810 miles altogether. The plans, which are still in an embryo state, are being arranged by the Aero Club of America, under whose auspices and management the meet will be conducted, but from all indications the probabilities are that the meet will take place. During the past month the secretary of the Aero Club of America has been making a trip around the circuit and reports much enthusiasm over the meet in every city visited. It is hoped the prizes will amount to $100,000, and will include a Grand Prize of $25,000, sec- ond prize of $5,000, third prize of $2,500. Among other prizes to be given are: Prizes for first and second machines to reach each control; a special prize for American built and flown machine first to arrive. Special prizes for: (a) Least horsepower to complete course. (b) Passenger carrying. (c) First to flash a wireless message to a con- trol. (c-1) Greatest of delivered. he (d) Best maps made en route and description ot conditions, etc. a (e) First aeroplane fitted with stabilizer to ar- rive. E (£) Most completely equipped machine. ‘ If these plans materialize, the Great American Circuit, as it will be called, should thus be greater than any of the circuits held last year in. Europe and will include features never before included jn aerial contests, All the circuits last year were essentially races for speed between two points and the prize went to the fastest. No effort was made to bring out the qualities of aeroplanes other than speed. ‘Thus while the splendid per- formances of Beaumont, Vedrines, Garros and other clever airmen created a great deal of enthu- siasm and interest, there was really little of prac- tical value brought out that the world did not know or that would bring the aeroplane nearer to the average man for general use. In the great American Circuit every inducement is given to bring out and demonstrate the prac- tical side of aviation. Using less horsepower, carrying passengers over a long distance, using wireless telegraphy for communicating from aeroplanes, using automatic stabilizers and less human element, and having aeroplanes fitted with scientific instruments for travel and devices to promote comfort—these are all practical features which, when applied, will make the aeroplane cheaper, safer, and a vehicle of service as well as pleasure. At Philadelphia on April 5th, V. de Jonckheere, the Belgian aviator, who may represent Belgium in the forthcoming Gordon-Bennett aviation cup contest at Chicago, made his first flight in America in his monoplane. number wireless messages AWIGRECiRe Aerials By D. E. Ball The Aeronautical Society The Aeronautical Society has been doing as usual, yeoman service for the aeronautical move- ment during the past month, and is now grow- ing at such a rapid rate in membership and pres- tige that it becomes necessary for them to go into larger quarters, so that after May lst, their head- quarters will be changed to Reisenweber’s, Eighth Avenue and Fifty-eighth Street, New York. The new quarters consist of an entire parlor floor which is especially adapted for club purposes and which contain reading, writing, lounging and billiard rooms. Meals and refreshments will also be served in the rooms at nominal prices for members who desire these services. The general meetings of the society will be held in a large assembly room in the Reisenweber building. New members are constantly being enrolled by the society and their meetings, which take place every second and fourth Thursday of the month, are usually crowded to the doors, Aviator J. Hector Worden, of the National Aero- plane Co., landing on Galveston beach after 18 minute flight over Fort Crockett at altitude of 1,500 feet. The Aeronautical Society now issues periodic- ally a very interesting Club Bulletin which is sent to the members of the club free of charge. On Thursday night, April 11, Thomas A. Hill, First Vice President of the club, was _unani- mously elected as President to supersede Willis S. McCornick, during the term of office for which he was elected. The society is extremely fortu- nate to secure Mr. Hill for that important office as he has ability, energy, enthusiasm and knowl- edge of the movement combined. In fact Mr. Hill’s indefatigable work for the Aeronautical Society up to the present time has helped in a very large degree to place that wideawake organ- ization in its present leading position. The Aero Club of St. Louis The Aero Club of St. Louis will be repre- sented by three of its aeronautic pilots in_ the national balloon race from Kansas City in July, as a result of action taken by the Board of Gov- ernors at a meeting held recently. William F. Assmann was appointed to represent the club in its own balloon St. Louis No. 4. Paul McCul- loch, who has just qualified for his license, will pilot the Million Population Club balloon and John Berry will pilot the Viking balloon, pur- chased for the Million Club by Albert von Hoff- mann. Other matters were taken up at the meeting including the matter of the $10 initiation fee formerly required of new members. It was de- cided to waive this fee indefinitely, reducing the cot of new membership in the club to $10 annu- ally. May, 1912 NEWS California News (By Ernest Ohrt) At San Diego, on March 25, Aviator Horace F. Kearney in his 1912 Curtiss biplane, accompanied the Steamer Yale three miles out to sea to bid farewell to Miss Elsie Berlin and her brother, C. H. Berlin. At times Kearney flew high above the steamer, only to descend and skim along the sea alongside the vessel. The aviator dropped several packages to the steamer’s deck. At San Diego, on March 2nd, while Ensign V. D. Herbster and Waldo Waterman were about 100 feet above the bay in a Wright biplane with Bur- gess hydroplane attachment, the control became jammed. ‘The machine fell, striking the water side- wise, settled and turned turtle, only the pontoon part visible. Herbester and Waterman climbed upon it, while W. B. Atwater, who had seen the accident from shore, arrived in his Curtiss hydro- aeroplane with his mechanic. The Wright biplane was somewhat damaged, but the aviator and pass- enger escaped unhurt. While flying at Dominguez Tield, near Los Angeles (Cal.), Beryl Williams, the 19-year-old Pasadena aviator fell fifty feet and received severe bruises. His biplane was wrecked. A weakened plane support snapped and caused the accident. Charles K. Hamilton has recently flown several times from Sacramento to Marysville (Cal.), a dis- tance of 55 miles. Didier Masson has been making many success- ful flights in and around San Rafael (Cal.) in his new 50 H. P. Gnome Farman type biplane, which he built here. Recently he flew over San Quentin prison, a short distance. Thaddius S. Kerns, of Chico, tried out his new Curtiss type machine three miles above Sacra- mento. In his first trial flight he stayed in the air over 15 minutes. Kerns is getting to be an old hand at the game. His new machine has many original features. It has not a single turnbuckle throughout the whole construction, but uses Kern’s patented in- sert system. This makes Kerns’ fourth machine. He is flying every day that weather permits, and will start out on the road giving exhibitions as soon as the Sacramento Valley Carnival season begins. Mr. E. H. Thompson, of the California Aviation Company, has made several successful tests with Albert S. Fry’s new Curtiss type, fitted with a two-cylinder, opposed offset, 4 cycle, McDermott motor. Mr. R. S. Timothy has tested out his new Curtiss type biplane on the California Aviation . Company’s flying field at Easton. The machine is one of the finest built on the Coast. Mr. John R. Lagreve is having a Curtiss type biplane built at the California Aviation Company’s shops. It embodies a good many original features and should make a very speedy machine. He will use a Roberts 4 X motor. Curtiss Doings Charles C. Witmer, in charge of the Curtiss Aviation School at Miami, Florida, made a record for carrying passengers in a Curtiss hydroaero- plane at that point recently. Mr Witmer made seven flights of ten minutes each, carrying a pas- senger on each trip. Among the passengers were H. B. Moore of New York, Harry N. Leonard of New York, Alexander K. Nimick, nephew of An- drew Carnegie, and Vernon Price Williams of Miami. The hydroaeroplane has become very popular with the Northern visitors at the big winter hotels in Florida during the past winter, and it is likely that a number of them will pur- chase this type of machine for sporting purposes during the coming summer. At San Diego, Cal., March 23rd, four more aeroplane pilots were added to the growing list of American airmen at the Curtiss aviation camp on North Island. Those who qualified are F. J. Terrill, Springfield, Mass; R. E. McMillan, Perry, Towa; M. M. Stark, Vancouver, B. C., and C. A. Berlin, of Centralia, Washington. This makes a total of ten avirators to qualify at the Curtiss camp during the past two months, and there are more than a score still under instruction. Wright Patents in Court The action brought by the Wright brothers against Glenn H. Curtiss for alleged infringement of patent rights on the Wright biplane, scheduled for hearing on April 11th at Buffalo, was again postponed upon the plea of counsel for the de- fendant. Judge Hazel fixed June 25th as the date of the final hearing. Emerson R. Newell, attorney for Mr. Curtiss, maintained that the balancing plane, the principle involved in the litigation, was the invention of the late Hugo Matulath, and that it was now public property. The Wrights’ attorney, H. A. Toulmin, said Matulah never constructed a man-carrying machine, and that the Wrights knew nothing of his idea when they obtained their patents. | May, 1912 Nassau Boulevard Probably before the next issue of AIRCRAFT ap- pears the Nassau Boulevard Aviation Field will be abandoned as an aerodrome, owing to the owner- ship of the grounds changing hands. With the advent of the spring weather activity was on the increase at the field and several new machines arrived and flying was to be seen almost every day when the weather permitted. Amongst those with machines at the grounds were: The Rex Monoplane Company, who had one of their latest Blériot type Rex machines there, assembled ready for trials. This machine, which was in charge of Mr. J. Boyd, is of excellent con- struction and finish and is fitted with a Kirkham motor. It has been undergoing trials in the hands of Aviator Semeniouk and has already made sev- eral very creditable flights. Beckwith Havens, of the Curtiss Company, had one of the latest type 75 H. P. Curtiss machines at the grounds, with which he indulged in many daring and spectacular flights. George W. Beatty had a number of pupils enrolled and was kept busy instructing them on his Wright machine. A. N. Ridgley had a Church biplane fitted with a Kirkham motor, which was flown by Oliver B. Sherwood. Amongst the others who had machines on the grounds were: Charles Morok (2 monoplanes and 2 biplanes) Redmond Cross (Wright); Fred Shneider (Shneider biplane, Roberts motor); How- ard Dietz (paraplane); G. Boyd (Curtiss type); Dr. Northwood (biplane); Alexander Williams (Wil- liams biplane with Williams motor); Arthur S. Maynard (Curtiss type, Harriman motor); C. %. Peets (Farman type, British-American motor, Cha- ravay propeller); W. Irving Twombly (Twombly monoplane, Twombly rotary motor); Aquilas Aero: plane Co. (collapsible monoplane, Elbridge engine, Gibson OEE National Aeroplane Co. (Nation- al monoplane); S. M. Moore (Curtiss type, Harri- man motor). BEATTY FLIES WITH FOUR PASSENGERS. On March 28th George W. seatty, in a Wright aeroplane, succeeded in establishing a new Ameri- can record for five persons in a machine, remain- ing up at the Nassau Boulevard field for twelve minutes with four passengers beside himself. The total live weight carried was about 550 pounds. Mineola Now that it appears that Nassau Boulevard is to be abandoned as an aerodrome, it seems certain that most of the Nassau flvers will take up their quarters at Mineola, at least for the time being. Although there have not been as many machines AIRCRAFT at the Mineola Field as at Nassau, good flying has, however, been done there by Frank Boland and his pupils, using his tailless biplane and his other machine of more conventional design, (pictures of which were published in the April number of Arr- CRAFT, page 50). Other machines there, are those of Carl Strom and Oscar Olesen, J. S. Spainhour, William Chambers, George Smith, S. H. Beckwith, Godley, Stanley Y. Beach, Harry Eno, and Joe Stevenson, At the other side of the field there are four sheds. In one of these Harry Harkness has four Antoinettes, and Jack Kiley, a biplane with a Ma- comber motor, built by Eaton brothers, of Los Angeles. In another shed Walter Fairchild has his all-steel monoplane. Harold Kantner, who has a Gyro-Blériot type, shares Fairchild’s hangar. The sheds last year occupied by the Moisant Aviation School are now vacant. The big Babbitt-Hyde hangar, which was razed to the ground in a big wind storm a few weeks ago, is being rebuilt. On their return from South America MclI,aughlin and his flyers, including Roland Middleton, will take up their quarters on this field. On April 10th, George W. Beatty and Marshall Reid, who had been arrested for speeding in an automobile, flew to the court at Mineola, each car- rying a passenger as witnesses. Court was in ses- sion as the aeroplanes appeared, and spectators, witnesses and others left the room to see their descent. Beatty came down in a series of spirals and landed almost at the front door of the court house, Reid also landed safely within a few yards of the doorway. Beatty pleaded guilty to the charge of exceeding the speed limit and paid ten dollars fine. Hydro for Yale Edward B. Hine, 1912, president of the Yale Aero Club, announced recently that the club will have a hydro-aeroplane at their grounds shortly, and that a school, principally for Yale men, will be conducted here under the auspices of the Yale Club, of which there are 250 members. Mr. Hine returned to New Haven from New York after Easter vacation and said that he had made arrange- ments with the Curtiss Company to have a marine craft sent there. A hangar will be built on the harbor front, and Mr. Hine is of the opinion that a large number of Yale men will learn the art of flying before the college year ends. One of the Curtiss aviators will have charge of the hydro- aeroplane. The Yale Aero Club will not enter the inter- collegiate aero meet in Kansas City in June, as the contest is for balloons only. 89 Rodgers’ Fatal Accident On April 3rd, Calbraith P, Rodgers, the noted American aviator and coast to coast flyer, fell to his death while giving an exhibition flight at Long Beach, Cal. The cause of this unfortunate accident is not known, but it is supposed that Rodgers, who often complained of dizziness (prob- ably heart trouble) while in the air, and indeed attributed his well nigh fatal fall last November to this cause, was probably overcome in the same manner while making the glide at Long Beach, with the result that he was unable to bring the nose of the machine up and plunged into the surf where the water was only two feet deep. Another theory advanced is that the elevator may have jammed in the downward position. Parachute Jump from High Building Frederick R. Law, steeplejack and parachute jumper, leaped with his parachute from the roof of the forty-one story Bankers’ Trust Building, at Wall and Nassau Sts., N. Y., on April 8th. Thou- sands of persons in the financial district watched the drop. Army News The last day of flying at Augusta for the Avia- tion School was March 28th, after which the aero- planes were packed for shipment and the loading of the cars proceeded for the next three days. The afternoon of April lst the school departed in a special train of ten cars on the Atlantic Coast Line, arriving at College Park the afternoon of the 2nd. By the night of the 3rd all of the cars were unloaded, and since then the entire de- tachment has been engaged in preparing the han- gars and equipment for a busy season. March 28 Tjieutenant Harry Graham reported at Augusta as a student officer and will be in- structed in flying the Wright aeroplane. While at Augusta the Aviation School made a total of 436 flights, having a total duration of 81 hours and 18 minutes. Out of 124 days at Augusta, not including Sundays nor the time en- gaged in packing or unpacking aeroplanes, the ofhicers were flying 58 days, but some of these, rain or high winds permitted a few flights only early in the mornings or late in the evenings. _ Commander Cleland Davis, U. S. N., of Wash- ington, has invented a new gun with which to arm military aeroplanes, which is designed to destroy foes of the air or to attack an enemy on earth from a height where gun, gunner and aeroplane will be an almost invisible target. LOUIS BLERIOT EXPLAINS CAUSE OF MONOPLANE ACCIDENTS The following is a translation of the text of one of the most important documents dealing with the technical side of aviation that has yet been prepared. It is the letter of M. Blériot to the French Government, which resulted in the issue by the French War Minister of an order to sus- pend temporarily the use of monoplanes in the French Army. M. BLERIOT’S REPORT. The death of Lieut. Sevelle was not, as have been so many preceding calamities, useless to the cause of aviation, It has brought to light a new conception of the forces to which aeroplanes are subjected in flight. It has come to explain the series of mysterious accidents that have overtaken Chavez, Blanchard, Lantheaume and Ducourneau, Up to the present no one has admitted that the wings of monoplanes can carry top loading. After Chavez’s death, witnesses affirmed to having seen the wings fold down beneath the machine. No one heeded their words, regarding them as the out- come of an optical illusion; meanwhile the wings (of monoplanes) were strengthened once more. Then came Blanchard’s death, followed by a sec- ond reinforcement of the wing-spars. Following upon that came the death of Lantheaume, which caused a military commission to decide that the wing spars should be strengthened yet a third time, and it was with these newly reinforced wings that Lieut. Sevelle met his death. Alas, it was not the weakness of the wings that caused these accidents. These four deaths occurred under similar circumstances; the machines had remained for a long time in the air amid most violent gusts (remous). Chavez had crossed the Alps. Blanchard had journeyed from Orleans to Paris. Lantheaume had just finished a flight of 50 kilometres, and Sevelle a flight of 2 hours 10 minutes duration. Their machines had resisted perfectly the buffeting of the wind, when sudden- ly, as they (the pilots) proceeded to descend by vols planés, the wings, which carry very little posi- tive loading at this time, broke and doubled up. I do not speak of Lieut. Ducourneau’s accident, for that constitutes the first occasion on which the upper guys (haubans superieures) were broken, and is probably due to an analogous cause. In Lieut. Sevelle’s machine the four upper guys were completely cut through. All these accidents having resulted in the same conditions led to the idea that the wings must be forced from above, and had to resist pressure act- ing vertically in a downward direction. Then it was that I realized how the momentum of an aeroplane flying in a straight line, and made suddenly to descend by a vol piqué, would reverse the loading on the wing, and now this phenome- non cannot be doubted by any who care to analyse the problem. A machine moving horizontally will, when the motive power is diminished, descend by a_para- bolic path, which will be longer in proportion to the initial speed. If, by a strong movement of the elevator, the pilot transforms the trajectory into a straight line slanting at a steeper angle towards the earth than the parabola, the machine is im- mediately subjected to a force from above (pris par dessus). In order that it (the machine) should make this descent to earth, which takes place more rapidly than that resulting from the gravita- tional influence of its own weight, a downward force must act upon the wings. The diagram herewith shows that, if the pilot is moving horizontally in the direction AB, and at the point B throttles his engine without touch- ing his elevator, he will follow a natural parabolic trajectory, BC. Ss \ Co TO WOME OT? If, on the contrary, at the point B he suddenly uses his elevator in order to descend in the direc- tion BS, of which the slope is greater than its small angle of incidence, it is evident that, in order to overcome the momentum of his machine, he must apply a force on the top of the wings, and at the same time of course this will stress the upper guys. It is then the change from the direction AB to the direction BS that causes the danger to the pilot and not the vol pique itself, which if per- formed slowly and progressively presents no ob- jections. — There is no longer room for loubt that the deaths of Chavez, Blanchard, and Lantheaume were caused, not, as has been believed up to the present, by the breaking of the wings, that have withstood their trials and tests of positive loading successfully, but by the failure of the vnper-guys, which have no strength to resist these fo.ces com- ing from above. It is therefore necessary to test monoplanes with a top loading on the wings, so as to obtain a sys- tem of upper bracing that will be of corresponding strength to the lower bracing now in use. It is to be regretted that four deaths should have been required to pave the way to this solu- tion, which must completely modify the design of aeroplanes. What shall be the new factor of safety for these new forces? We estimate that, theoretically, the resistance of the upper guys may be less than the under guys. In practice, allowing for the rare occasions on which the upper guys are stressed, we can allow for a factor of safety of five with the lower guys, a factor of safety of three for the upper system. This relationship of momentum and live-load on the machine also causes the factors of safety to change according to the speed of flight. In effect, the momentum is proportional to the square of the speed; consequently, if we allow a factor of safety of 5 for a machine incapable of exceeding a speed of 100 k. p.h., it is necessary to give a f.s. four times as great, viz., 20, for the guys of a machine flying at 200 k. p.h. This ex- plains how it is that accidents have not happened to machines that have much smaller factors of safety, but do not exceed 60 k. p. h. In the matter of momentum, it would seem that a machine capable of 60 kiloms. per hour and hav- ing a factor of safety of 3.6 will be as strong as a machine flying at 100 k. p.h. with a f.s. of 10, Again, it is necessary to enquire if the pilot’s own body can resist the sudden shocks that are the immediate outcome of those factors, and I feel certain that a man seated cannot resist a shock directed from beneath upwards of a magnitude greater than twice his own weight without being immediately upset; and it is probable that he can- not resist a vertical upward force exceeding that which will stress the wings of his machine to a factor of 5 or 6, without serious inconvenience to his internal organs. It is, then, necessary not to fall into the error of exaggeration in respect to these factors. Their proportion must be subordinate to the physical re- sistance of the pilots, who withstand, by shock on their bodies, the momentum effect, which is propor- tional to the altitude. (This is only meant to apply to rigid machines like those in actual use.) These new conceptions must sensibly modify the conditions of the acceptance of flying machines and will tend considerably towards safety. (Signed) I. BLERIOT. 90 THE R. The International Exposition Company — aT Cea THE YACHT” Marblehead Flying School Re-Opens 8 Cylinders Hydroaeroplanes used exclusively. You can learn without delay. 60-70 H. P. The Burgess factory adjoins the flying station. Aeroplanes for exhibition, military and sporting use under construction. All leading motors used. Pupils secure not only training, but latest information concerning construction and design. Water Cooled Four and three quarter Ibs. per actual Horse Power Hae teens Flying time will soon be here HOWARD W. GILL PHILIPS W. PAGE eS 3 CLIFFORD L. WEBSTER Place your order early and All Licensed Aviators avoid delay oj RST SS re gle Rete arta soam RBS New Bocklet just printed will give you full particulars THE BURGESS COMPANY & CURTIS WRITE FOR CATALOGUE AND PRICES TO-DAY co De ee eee ee SS: Frontier Iron Works Buffalo, N. Y. May, 1912 AIRCRAFT 99 MINIATURE TYPE Operate on Compressed Air, Steam or Carbonic Acid Gas. Invaluable for working models of Aeroplanes, Boats, Dynamos, Gyroscopes., etc. LIGHTEST AND MOST POWERFUL MINIATURE ENGINES IN THE WORLD. Type ‘‘A” 3 cylinder % H. P. complete unit weighs 16 ounces. Type “B” 6 cylinder %4 H. P. complete unit weighs 26 ounces. POWER, RELIABILITY, DURABILITY and EFFICIENCY GUARANTEED. Every motor fully guaranteed to deliver the rated horsepower, and to be as represented or moncy re- funded without question. A NOMIE MOTOR recently propelled a 5 ft. monoplane a distance of 34 mile. The NOMIE ENGINE is without question the only model aviation motor in the U.S. thatis a tried and proven success. All distinctive features of our engine are fully protected by letters of patent Infringers will be promptly prosecuted. We are the originators of the Carbonic Gas motors in the U.S. Price of type ““A’——Motor complete with charged tank, $15.00 F. O. B. Price of type “B”—Motor complete with charged tank, $30.00 F. O. B. Illustrated catalogue and testimonials on request. Leading model dealers handle the NOMIE MOTOR, or write the manufacturers direct. NOMIE ENGINE COMPANY (Ltd.), Aviation Field, Cicero, Ill. Type ‘‘B”’ 6 cylinder 1-2 H. P. Ship Your Aeroplane to Louisville We will install either model GRAY EAGLE MOTOR and show you what they will do. It’s hard to convince some people that they can save money when buying a motor, and that’s a reason we offer free use of our Private Aviation Park and use of a Gray Eagle Motor, just to prove every statement we make. 4 Cylinder 30-40 H. P. 6 Cylinder 50H. P. $485.00 $675.00 Prices include Bosch Magneto Ignition, Schebler Carburetor, Oiler, Plugs and Wires. No dis- counts or agents’ propositions. One price to everybody. GRAY EAGLE MOTORS are flying amateur-built monoplanes and biplanes in twenty states. The Chinese Revolutionary Government uses a GRAY EAGLE MOTOR on their American Biplane. We guarantee your plane to fly when equipped with a GRAY EAGLE. Visit our factories and Aviation Park and see for yourself what they are doing. Write for special motor circular and Aero supply catalogue. Prompt deliveries on orders received this month. 1600 FLOYD STREET R. 0. RUBEL, JR. & CO., Inc., LoursviL_e, Ky. Hote, CUMBERLAND NEW YORK Broadway at 54th Street Headquarters for Avi- ators and Automobilists. New and Fireproof Strictly first class. Rates reasonable. $2 50 MANUFACTURERS OF With Bath AEROPLANE PARTS in Brass, Steel and Aluminum and up Engine Mountings for any Motor Send for booklet. Also Copper and Brass Tanks of any Description Ten Minutes’ Walk to Thirty Steel Tube Frames to Order reer RELIANCE AUTO PARTS MANUFACTURING CO. H o P. S T I M S O N 244-250 W. 49th Street New York City Telephone 5135 Bryant Formerly with Hotel Imperial 100 AIRCRAFT May, 1912 To COMPETENT GRADUATES we FURNISH a STANDARD-TYPE AEROPLANE PRACTICALLY WITHOUT COST. We Are the Real Western Pioneers CURTISS s NO BREAKAGE We TEACH FLYING on (85 ) Machines. “ones We MANUFACTURE ANY TYPE AEROPLANE and make a specialty of HYDRO-AEROPLANES. ALL our machines are GUARANTEED TO FLY and GUARANTEED as to MATERIAL and WORKMANSHIP. HOME STUDY COURSE (Theory and Aerodynamics.) CONSTRUCTION COURSE (Aerial Engineering.) AERO-MOTOR COURSE. FLYING COURSE. OUR BASIC PATENTS GIVE US PROTECTION. Our Prices are the Lowest. Full and Honest Value. FLYING EXHIBITIONS BOOKED FOR COMING SEASON. Send for our SPECIAL OFFER No. 2 TODAY. Milwaukee School & College of Aviation S. E. COR. GRAND AVE. AND FIFTH STREET, MILWAUKEE, WIS. School-Shops, Hangars, Flying Field, foot of 64th \ Ave., West Allis, Wisconsin. oe Model Aeroplane Supplies A RE the standard supplies of the U. S., because of their ex- NEW YORK SHOW, MAY 9-18 cellency of workmanship; they are backed by a concern ABSOLUTELY RELIABLE whose standing you can look up in Dun’s and Bradstreet’s commercial agencies. ] he 99 ‘ bsolutel “IDEAL” Plans and Drawings 279 2720s curate in every detail, and are accompanied by clear instructions and cost no more than inaccurate plans and drawings, with which the market is flooded. Christmas Aeroplane “CECIL PEOLI’? CHAMPION RACER (Official Record, 1691 feet, 6 inches.) . . Plans and directions for building and flying this Model.. The only automatically balanced heavy weight car- WRIGHT BIPLANE, 3-ft. Flying Model, plan for buildin rying and strictly commercial aeroplane in the world BLERIOT MONOPLANE, 3-ft.Flying Model, plan for building, 15¢ AFE as an automobile for pleasure. The Greatest Machine for War Purposes. Its Gliding Factor Greater Than Others. Built Only on Most Scientific Principles. A 2-foot The Nearest Approach to the Natural Flyer. AT LAST Teal Result of 14 Years’ Study and Work. ei bode cand pairs 500 Not Affected by Recent Patent Decisions. feet. Indestructible. \ A wonder. The “IDEAL”? SPEED-O-FLYER is packed in a box, adjusted for Orders will be taken for our machines for PROMPT DELIVERY. instant flight. Price $2.00. By PREPAID express, $2.25. Don’t place your order until you have seen and compared it ‘ST DEAL”’ Patent Friction Winder ELE ECE E RS: (Ratio 5to 1) 40c. postpaid UR new, up-to-the-minute catalog of Model Aeroplane Supplies contains everything, 40 pp. Also has official rules for contests. 5c. brings it. WORTH $1.00. None free. Ideal Aeroplane & Supply Co. 82B West Broadway New York Christmas Aeroplane Co. | Manufacturers of Monoplanes and Biplanes Offices and Factory, Washington, D. C. May, ror2 AIRCRAFT 101 @ Gaxmnyaer INSURANCE “With a 40-50 h. p. Sra Hea Ee The last twelve months were full of costly aviation accidents. These may be left to blacken aviation’s the ground with a 180 Ib. reputation; or used to help aviation’s progress. But they must be frankly faced. Of the seven prominent American aviation engines, only one has never had a fatal accident—the MAXI- MOTOR—in spite of the hundreds of flights made with tt the world over. To take advantage of the tremendous developments of last year new 1912 models are absolutely essential. The 1912 MAXIMOTOR ts additionally protected against the weaknesses shown tn other engines last year. Two aviators suffered fatal injuries because of defective crank bearings on American engines. Official investigation proved it; though the facts did not get into the magazines. Other engines have been “‘stalled” from the same difficulty with babbitt and bronze bearings. Crank bearing trouble has never been known on the ball-bearing MAXIMOTOR, which is the only American aeromotor so equipped, except one $3,000 engine. The shafts of the world’s champion aeromotor and automobile motor each run on ball bearings. Another fatal accident resulted from cylinder blowing off a crankcase. The MAXIMOTOR Compression is figured to a safe limit. The cylinder bolts, as also the connecting rod bolts, are of chrome nickel steel, imported specially from Sheffield for the MAXIMOTOR. The records show that numerous engines have stopped in mid-air and caused deaths and serious injuries as a consequence of every one of the following: Open gears becomins entangled with loose wires---All MAXIMOTOR gears are housed. Lubrication failing on account of oil becoming heated and thir. Oil circulation stopping unnoticed by the aviator. Carburetor freezing. All these are prevented by the MAXIMOTOR oil jacketed glass intake. The cold gas and heated oil bring each other to the best working tem~ perature. B. ingle glance the aviator can inspect the carburetor and the oil sight just above i Va ropping on pistons which then burst cylinder heads. Impossible on the MAXIM y intake valve breaking---from weakness of design. No rotary on the MAXIMOTOR. ? Crankshaft breaking as a result of striving for extreme lightness. The MAXIMOTOR shaft is of a safe size in the highest grade imported chrome nickel steel, strength 150,000 to 170,000 lbs. per inch. passenger in about 100 feet. I'm sure that the man who can't fly with a MAXIMOTOR hasn't a flying machine.’’ --- Os- born, Ohio Aviation Company,’ Manager. TOR. The valves are at the sides of the cylinders. A WORD TO YOU Of the 29 famous ma- Mr. Aviator: chines in the French mili- f _ ; r meowrecn (esti (SETETESTATE _ Early last August we began planning for the 1912 MAXIMOTOR. We took the attitude a Eaeconaee ane sensible aviator would take—the attitude you would take if you were to have a motor built to your order , One was the MAXIMOTOR type. 4 for your own flying. c . 4 cylinder vertical (As a matter of fact we are personally ‘‘going up’’ with the engine this spring.) i ea eraercel So we went to extreme lengths to get the very best of everything in material and men. Seo eS Pray coca : &§ .S ACM a a 2 S . : champions of the ‘“Around From the scores of aviators out flying MAXIMOTORS during 1911 we got detailed reports on their rmiany’’ race and the engines—the lubrication, carburetion, cooling, bearings, thrust, ignition, etc., etc. Some of them carried g International endur- ance contest in England. on special tests for us. Out of all this we got suggestions of great value from the view-point of the man who flies with the engine. Our factory experiments covered, for instance, several types of cylinders in five different materials. The best chrome nickel crankshaft steel we could find in the world was produced in Prussia. So we send to Prussia for it. We could buy aluminum at 25% less than our crankcase material costs us. We pay the difference for the privilege of rejecting everything not up to the strict MAXIMOTOR standard. As high as 75% of materials (good enough for ordinary engines) have been rejected as unfit for the exacting requirements of aviation. We are satisfied with nothing less than thorough dependability. Your safety and our reputation demand it. DETROIT 52 CRANE AVENUE 1912 MAXI MOTOR--4 cyl., 50 h. p., weight about 200 lbs., thrust over 420 lbs. Alsoa6cyl.,75h. p. model. Ask Dave ... Lhe Wittemann Biplane... HAS A REPUTATION, NOT ONLY FOR PACE, BUT FOR QUALITY AND SERVICE Write for information of 1912 Biplane with our new auxiliary stabilizer. If you want to build a machine of your own design or parts thereof, we can help you to make it successful. Some parts of your plane can be made cf steel. We rid you of the annoyance of constant repairs and insure absolute safety. Send us your specifications and requirements and secure our quotations. Large stock of steel fittings, laminated ribs and struts of al! sizes carried in stock. Own a Wittemann Biplane Glider; the best, the safest, easiest to operate, and enjoy flying in a moderate form. YOUR OPPORTUNITY Two single cover biplanes for immediate delivery; slightly used, perfect condition with 8 Cyl. 60 H. P. Hall Scott power plant. Write for Particulars. Write for Catalogue. C. & A. WITTEMANN Aeronautical Engineers The Oldest aeronautic manufacturing concern in the United States. Established 1906. Works: Ocean Terrace and Little Clove Road. New York Staten Island /THE AERO CLUB OF AMERICA | Announces the / First Annual International Aeronautical | Exhibition | Will be held on MAY 9th to 18th at the New Grand Central Palace NEW YORK CITY For information regarding space for exhibits of completed Aeronautic Machines, Motors, Accessories, Models, etc., make application to THE SHOW COMMITTEE AERO CLUB OF AMERICA 297 MADISON AVENUE NEW YORK CITY May, 1912 1912 MODELS In addition to these features which in the past have made Wright Flyers famous for efficiency and reliability, the new models can be furnished with Automatic Control, Silent Motors, and Hydro- planes. These special features make the 1912 machine unusually attractive to sportsmen. EXHIBITION MACHINES For exhibition work we have other models especially adapted to high winds and small fields. It was with a stock ‘‘EX’’ Model that Rodgers made his wonderful flight from coast to coast. Reliability means dollars to the exhibitor. WRIGHT SCHOOL OF AVIATION Training consists of actual flying, in which the pupil is accom- panied by a competent teacher. No risks and no expense whatever from breakage. The most famous flyers in America are graduates of our school and include such names as Lieut. Arnold Drew Lieut. Rodgers Atwood Elton Parmalee Brookins Lieut. Foulois Page Brindley Fowler Reynolds Bonney Gill Simmons Beatty Lieut. Lahm Turpin Burgess Lieut. Milling Welsh Coffyn Mitchell Webster Capt. Chandler C. P. Rodgers and many others. Our School at Dayton is now open and pupils may begin training at once if they wish. By enrolling now you can reserve date most convenient to you for training. Write for particulars. THE WRIGHT CO. Dept. ‘‘B”’ DAYTON, OHIO AIRCRAFT 103 UILD YOUR OWN MACHINE We furnish the material. Wood and metal parts for Biplanes or Monoplanes, single and double surface. Latest in design, easy to assemble and take down for transportation. We have them either in solid or laminated wood. Our Propellers are as good as the best. If you havea broken one or one you would like a duplicate of send it to us, and by means of a machine we have we will make you a duplicate within 1-100 part of an inch, and allow you $5.00 off any of our regular prices. WRITE FOR A 1912 CATALOG WOLVERINE AERONAUTIC COMPANY DETROIT, MICH. BALDWIN VULCANIZED PROOF MATERIAL For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. Lightest and strongest material known. Dampness, Heat and Cold have no effect. Any Strength or Color. “RED DEVIL’? AEROPLANES That anyone can fly. Free Demonstrations HALL-SCOTT MOTORS Eastern distributer. 40 h. p. 4-cyl.; 60 and 8&0 h. p., 8-cyl., on exhibition at Frank Schumacher’s, 164 W. 46th Street, New York. All motors guaranteed. Immediate delivery. EXPERTING Will install a Hall-Scott free of charge in anyone’s Aeroplane and demonstrate by expert flyer. Expert advice. ’Planes balanced. CAPT. THOMAS S. BALDWIN Box 78 Madison Sq. P. O., New York AEROPLANES Fox De Luxe Aero Motors For 1912 Are sold on 30 days’ free trial under a money back guarantee. 60 H. P. 4-cylinder Fox De Luxe Motor We build 45 H. P., 60 H. P., 96 H. P. Fox De Luxe Motors oO (1) The Fox Fourth Port Accelerator. Special Features (2) Rotary Valve, free from back pressure. (3) Average weight less than 3 3-5 lbs. per horse power. Ten years’ experience in the gas engine business has developed our 1912 Model, the Best Aero Motor ever produced. Let us prove it. Write to-day for catalog. The DEAN MF’G CO. 225 Front St. Newport, Ky., U.S. A. 104 AIRCRAFT ADVERTISERS’ INDEX AERONAUTICAL SHOW International Exposition Company, The............ .. LOZ AEROPLANE MANUFACTURERS American Aeroplane Supply House................. 67 Ralckyvim, Captain Mnem@s Socooosnaccoos0cgso00s0000 103 Benet Anmoraie Compara, WMG. 5.000c000000000000000 95 Rimes Company G2 CWtRiIS. .o0c0q000020000000000000 98 Christmas Aeroplane Company, The................. 100 WOO Se REL GCN cea er aes ace nn Ae REN Secs 92 CGi;tiss) Neroplane Companyyy hese eee eerete rere 65 Ilettnndc hae 5,0 chen, S mean tenant ete are entire tecrrn 98 International Aeronautic Construction Company, The. 66 Morok Aeroplane Company, The.................... 94 National Aeroplane Company, The.................. 97 Re Monoplame Compe, ING. cocces0accge0cc000ene 98 Sloane) Aeroplane Company, Dhes--....-----422-5 0: 97 Standard Aviation Company, Dhe....2--...:.-------- 92 Wnomnas Iekroners, IMIGSEES.cccoconcncccusoooo eee naece 94 Whitticmmnamm, Wieser, C. & WNoscsccaspvcostoccaveesoun 101 Whreiat Comnmarmy, W@sccossoonvnascaosgousceeso0300 103 Waghimetiom Aeroplane COsccscscdocuncecss sdoovebe 91 ASSOCIATIONS Acromamncall Soseiz, WiGscoscccasascsadsess0ecso00¢ 93 AVIATORS Marsal. Ca(C Budi) ee oer errant setae mest Smiocis tee 93 MiuliseeAwaatorse olihercer.eiwstsee cece woven ueecteiaieren 94 Gressior Axpiations, Ne, occcncccoscccadc0ss9G00000006 92 BALLOONS IB trim bate: en © ne See rae eee ee eee cra ie 92 French-American Balloon Company, The............ 94 Mii ers wim Catal PE nS eyes aio ce teaenroneetn renter ere Wush yoke 92 Goodyear Tire and Rubber Company, The............ 95 BAMBOO Deltora) peeinconporatedeerreen etree reer 93 BOOKS Woe Laywon IPulnlighuime CoO.scococonacacssseognonbens 64 CLASSIFIED @lassitiedeAdventisementsmereenereeetecee ence 92 DESIGNER Bissell efose phivathy eee tor tame avatar cal dere srsncecnbcrs 96 EXHIBITION @iitiss ee hibition Companyae hese neere ee reeeetia 65 Milwaukee School and College of Aviation, The.... 100 Wien: Comey, I0C.50000000200000000000000000000 103 MIL Sg eAsyalatonsh lescarncy screcccucrets otreuenn cltucs serene ieneacaepeeetal acon 94 FABRICS Baillchvia, Capiayia Woionmes GSoccococosvscccccgcvccvcce 103 Conover Comnpamy, Ine Cy Woccnoconsscodcvc00nse0ue 94 Goodyear Tire and Rubber Company, The............ 95 GLIDERS Aeroadster Construction Company, The.............. 92 HOTELS EotelaiGumberlandia.qa.cee eee a aero ey aet 99 MODELS Ey bbingh aces eins aes ee ee eee eer E ECE eect rere: 94 Ideal Aeroplane and Supply Company, The.......... 100 Lincoln Square Novelty Works, The................ 93 MODEL MOTORS Nome Warsiine Comnpeniny, “NIC. occnsossceascenac050000 99 MOTORS, 2nd7Hand BS ME AR GOR OO Mii. sane Saree nea eer ae eee Reece 81 May, 1912 MOTORS Aerial Navigation Company of America.............. 92 Aeroplane Motors and Equipment Company.......... 70 Nibaim@gs COmENNy socgooouscav0nacadssonucdencodas 93 Cunmiiss Motor Conypainy, INMG..c0ncs0cc0c0sc0e00ccce 105 Dean Manufacturing Company, The................: 103 IDeisrons Aeroplane COssscoaccadcoonssenegcacc2ne eS EibridgeuEneines Company a lhen see reese reer erttee 94 Biome rage lor OTN ,O 1S anak ei eee eee ees 98 Maximotoraulalkersiamene eerie mee eres 101 Roberts Motor Company, The................ Back Cover Rubel RavOss Mins C onesie. cummins een 99 Queieware Compania, Wine 1B, Io bo00050ecccss008c0000 96 Washington Neroplancm Commaanr aera at eee nanr ne nre 91 Wisielore Commnainy, Nie, pccuccccadocreseccoucuoceoounc 103 PATENTS Collemnam, WVERSOM Iobcoddcunsctdocscurasasssncbooes 93 Evans Wictormyis oe (Comer ssicewn one ieee eee pea 93 Sacendote Gs dea sno cetreen eras area aoe eae 93 PROPELLERS American Propeller Company, Pne.................- 68 Diana Aeroplane Company (Spiron)....... ......... 97 Cipsonmlropellers Companyawihene ree eee ern 66 Hoover-Conrow Aeroplane Company, The............ 94 RubeltuRe Ox, dire bea Colmnsers sessions eee ee 95 Sloane Aeroplane Company (Charavay).... ....... 97 Wolverine Aeronautic Company, The................ 103 RADIATORS ial Aveo IRachiatior Cermpesah7oocoscccccnoaess000000000 95. SCHOOLS American Aviation Company, Incorporated.......... 92 IBenoist AincraitiCosne cece ce eee ee 95 Brauninger, Jha klees eee e roe mee Ree ee ere 92 CurtisseEhibitionn Companyal hearer ee nerencennent 65 International Aeronautic Construc: on Co............ 66 Milwaukee School and College of Avia‘ion, The..... 100 Nationals choolmoteAwiia tonne) ene ens 97 Rabel PROS, Vine Gal Connivena cases cerca ae 91 Sizmoerral Aswieition COsconcnccasccosacsgus0sdnHbooes 92 SEEVENS ines ORE atty:irresyNcie ercaets ocean near eres 95 NV Virioiniteas © Onn parry Ame) le eee eee 103 STEEL TUBING Reliance Auto Parts Manufacturing Company....... 99 SUPPLIES AND ACCESSORIES Brooklyn Aeroplane and! Supply Con...2-.5--45-02-4- 93 Cinicago Aer WotkSooocccdsenccdccs0ns0sdc500000008 92 Doyle! ‘Mierbert? (Crees cecue eee eee ec eee 94 New York Aeronautical Supply Company............ 67 Reliance Auto Parts Manufacturing Company........ 99 NValiicetC Omar eitainaee he meee eee 68 Wolverine Aeronautic Company, The................ 103 TANKS Reliance Auto Parts Manufacturing Company........ 99 TIRES New York Aeronautical Supply Company, The....... 67 Goodyear Tire and Rubber Company................. 95 Nail Sim © @omnalinciriny yey ne ae aan) epee 68 TOYS Cranley Whois) BE). acyalsrcteysyopncie rete eee Pee ee ene 93 WHEELS Weaver, Jit, Jjc Alc e ceicetes smeatio ee a era 95 WIRE! Roebling’s Sons Company, The John A.............. 95 The Only Safe Way to Judge an Aeronautical Motor is by Its Accomplishments Their existence denotes sterling worth and superiority. Their absence, weakness. URTISS MOTORS ON the Scientific American Trophy, 3 years in succession. Wwe the Gordon-Bennett Cup. ON the Albany to New York $10,000 prize--- 150 miles, 150 minutes. NE the New York to Philadelphia race, 1911. ROKE the World’s Altitude Record at Chicago, 1911, 11,642 feet. LEW the greatest number of miles at Interna- tional meet at Chicago, 1911. ON all speed events at International meet at Chicago, 1911. Ww’ all speed events at Los Angeles meet, 1912. AVE proven that they can stand the grind of exhibition work without fatigue. SCIENTIFIC-AMERICAN TROPHY Can You Say as Much for the Other Kind? Immediate Delivery Complete Power Plants Two Models 8 cyl. 75 H. P. 4 cyl. 40 H. P. Catalogue X is illustrated and gives full details. It’s free upon request. THE CURTISS MOTOR CO., Hammondsport, N. Y. ge er UST a year ago this month the first Roberts Motor flew at Mineola. Since that time Roberts Motors have flown in nearly every state in the Union. They now occupy the leading place in American Aviation and have been adopted as the standard power plant by the majority of aeroplane manufacturers in the United States. WRITE FOR CATALOGUE TODAY THE ROBERTS MOTOR CO. 1463 COLUMBUS AVENUE, SANDUSKY, OHIO, U. S. A. es 5 Se co - THE ESSEX PRESS, PRINTERS NEWARK AND NEW YORK f ~ i This remarkable photograph was taken from the rear of the nacelle of the dirigible ‘‘Adjutant Reau’’ and shows part of its deck and also the dirigible ‘‘Capitaine Ferber’’ in the distance, passing over the outskirts of Paris. Both of these ships of the air, with others, were on their way to take part in the Spring military manoeuvres. Agents for Anzani, Gnome, Renault AVIATION MOTORS BOREL-MORANE MONOPLANES Farly Deliveries on All Types Write for Catalogue and Prices 1770 BROADWAY s7th sTrREET NEW YORK To COMPETENT GRADUATES we FURNISH a STANDARD-TYPE AEROPLANE PRACTICALLY WITHOUT COST. NS : We Are the Real Western Pioneers We TEACH FLYING on (2888) Machines. “uaxts" SLERIOT We MANUFACTURE ANY TYPE AEROPLANE and make a specialty of HYDRO-AEROPLANES. ALL our machines are GUARANTEED TO FLY and GUARANTEED as to MATERIAL and WORKMANSHIP. HOME STUDY COURSE (Theory and Aerodynamics.) CONSTRUCTION COURSE (Aerial Engineering.) AERO-MOTOR COURSE. FLYING COURSE. OUR BASIC PATENTS GIVE US PROTECTION. Our Prices are the Lowest. Full and Honest Value. FLYING EXHIBITIONS BOOKED FOR COMING SEASON. Send for our SPECIAL OFFER No. 2 TODAY. Milwaukee School & College of Aviation S. E. COR. GRAND AVE. AND FIFTH STREET, MILWAUKEE, WIS. ATTN School-Shops, Hangars, Flying Field, foot of 64th Ave., West Allis, Wisconsin. June, Lo12 AIRCRAET 105 SLOANE School of Aviation For $300 WE GUARANTEE to make the first ten pupils who enroll competent to pass the — — . = rigid military aeroplane test. Pupils com PRESIDENT MADERO OF MEXICO IN FLIGHT WITH GEORGE M. DyoTT — pleting course without breakage receive a rebate of ten per cent. Our school is on Long Island, New York, the heart of America’s aviation center. GEORGE M. DYOTT, the first man to fly a Deperdussin Monoplane in America, is our instructor. DYOTT holds several Huropean pilot’s licenses. In Mexico City he carried President Ma lero as a pas- senger. lle is an expert aeroplane builder and knows motors The DEPERDUSSIN Monoplane holds the world’s distance, altitude and passenger-carrying records, and is considered the safest, most economical aircraft built in France. We sell the Deperdussin equipped with high-grade motors and CHARAVAY propellers. ‘The School is now in operation. SLOANE AEROPLANE CO. AEROPLANES CHARAVAY PROPELLERS PARTS, REPAIRS 1731 BROADWAY ’Phone 5421 Columbus NEW YORK CITY AGENTS---ames ‘Tricycle Co,, San Irancisco and Los Angeles; W. I}, Boughton, Washington, D. C. HOLDING THE LEAD For more than a year the Elbridge ‘'Featherweight’’ Engine was the only practical Aero Engine on the American market. Now we propose to lead other manufacturers by another year in being the only firm in America to supply our customers with Standard Aeroplanes at somewhere near their actual value. WHY DO WE DO IT? It’s just this way. We are in business to manufacture and sell engines. We can’t sell Aero Engines to men who don't own acroplanes. So we propose to make it as easy as possible for our customers to buy the ’Planes. Volume is what counts in manufacturing. And it is only because the volume of our Acro Engine business is greater than that of any other manufacturer in America that we are able to offer these Aeroplane quotations. HEADLESS BIPLANE, every part properly made, $750.00, power plant, 3-cyl. Elbridge ‘‘Featherweight.” HEADLESS BIPLANE, 4-cyl. 40-60 ‘Featherweight’ $875.00. (Above machines are not assembled, but all parts are acc urately made and properly finished. The equipment includes'Naiad Cloth, 3-in, Continental Tires, full instruc- tions for setting up, etc.) : WITTEMAN BIPLANE, 1912 Model, complete, $1,450.00. Their latest model, with steel outriggers, etc., including Elbridge 40-60 . p. engine. WITTEMAN BIPLANE, 60-90 h. p. engine, etc., $1,900.00. BENOIST BIPLANE, 40-60 h. p. Elbridge engine, including full instruction course at St. Louis, $1,950.00. Burgess Co. & Curtis, Fred L. Shneider and other well known Tell Us What You Want and When You Want It makes at correspondingly low prices. EVERYTHING FULLY GUARANTEED. We'll Tell You What It Will Cost and When NO EXTRAS—NO CHANCES You Can Have It 6-Cyl. 1912 Model Elbridge Ingine. ELBRIDGE ENGINE COMPANY, 8 Culver Road, Rochester, N. Y. 106 FRONTIER MODEL A | 8 Cylinders © 50 H. P. V. Type Water Cooled Simple Reliable Durable Reliability and durability coupled with minimum weight, consistent with absolute safety, are the import- ant points of superiority combined in the FRONTIER Aero Motor of quality. Our claim for distinction lies in the unique and well balanced design and the mode of fuel supply, giving equal and never-failing power for all altitudes and temperatures. Embodied in its construction are these essentials: Highest grade of workmanship. Best materials. Experienced and capable engineers. Perfect shop equipment for manu- facture. . Catalog and Price List on Application Frontier Iron Works BUFFALO AIRCRAFT June, 1912 Wright Flyer 1912 MODELS In addition to these features which in the past have made Wright Flyers famous for efficiency and reliability, the new models can be furnished with Automatic Control, Silent Motors, and Hydro- planes. These special features make the 1912 machine unusually attractive to sportsmen. EXHIBITION MACHINES For exhibition work we have other models especially adapted to high winds and small fields. It was with a stock ‘‘ EX” Model that Rodgers made his wonderful flight from coast to coast. Reliability means dollars to the exhibitor. WRIGHT SCHOOL OF AVIATION Training consists of actual flying, in which the pupil is accom- panied by a competent teacher. No risks and no expense whatever from breakage. The most famous flyers in America are graduates of our school and include such names as Lieut. Arnold Drew Lieut. Rodgers Atwood Elton Parmalee Brookins Lieut. Foulois Page Brindley Fowler Reynolds Bonney Gill Simmons Beatty Lieut. Lahm Turpin Burgess Lieut. Milling Welsh Coffyn Mitchell Webster Capt. Chandler C. P. Rodgers and many others. Our School at Dayton is now open and pupils may begin training at onceif they wish. By enrolling now you can reserve date most convenient to you for training. Write for particulars. THE WRIGHT CO. Dept. ‘‘B’’ DAYTON, OHIO June, 1912 AIRCRAFT 107 YOU CAN WIN THE MOST OF THE $100,000 Offered in the GREAT AMERICAN CIRCUIT RACE by using one of our BLERIOT MONOPLANES We sold more successful Bleriot Type Monoplanes in 1911 than all other manufacturers combined Our BLERIOT TYPE MONOPLANES are in every way suited to contest and exhibition work, including speed, altitude, distance and duration, cross country and cross city flying, where thorough, reliable strength and high efficiency are so vitally important. SINGLE SEATERS PASSENGER-CARRYING MONOPLANES RACING MONOPLANES MONOPLANES ALL PASSENGER CARRYING MONOPLANES ARE EQUIPPED WITH A DUAL CONTROL SYSTEM A few of the most prominent owners of our BLERIOT TYPE MONOPLANES are: A.C. MENGES, Memphis, Tenn. J. ALBERT BRACKETT, Boston, Mass. WILLIE HAUPT, Philadelphia, Pa. E. J MARLEY, Sumner, Miss. = zu G. B. MCNAMARA, Norton, Mass. CHAS. W. SPENCER Phila. Pa. Visit our factory and examine in detail the EXCELLENT DESIGN and CONSTRUCTION of our Monoplanes ILLUSTRATED CATALOGUE W, GIVING FULL DETAILS, FREE FOR THE ASKING AMERICAN AEROPLANE SUPPLY HOUSE !1'# fcisonSt, Hemptend 1,8. | HOURS’ RUNNING ‘cece OUR GUARANTEE ON EVERY 1912 cjo You’ll find it in the New Catalogue We can do it because our material is higher grade than in any other American aeromotor today. For instance: 1. Imported ball bearings that cut friction to 14 and eliminate “burning out.” 2. Imported chrome nickel steel crankshaft; 150,000- 170,000 Ibs. strength per inch; capable of treatment up to 240,000 Ibs. (Not another equals it in the U. S. A.) These are 2 out of 15 points of superiority. WANTED Live Representatives in a few remaining districts to fly and demonstrate their own 1912 MAXIMOTORS. Give per- sonal and aeroplane particulars. CIAXIMEER. CARERS DETROIT 52 CRANE AVENUE Dept. 18 108 AIRCRAFT June, 1912 RUNNING GEARS CTT Aeronautical Supplies READY FOR IMMEDIATE SHIPMENT 10 cts. to 24 cts. 7 cts. to 18 cts. NEW 1912 CATALOGUE NOW READY pyr cor! Drawings of Curtiss, Farman and Bleriot Type Machines Mailed FREE EVERYTHING NECESSARY to build ANY TYPE FLYING MACHINE The following low prices apply on orders for immediate shipment only j 15 cts. to 25 cts. $36.00_,up I | Curtiss Seats Oval Post Sockets .. 17 cents Curtiss Steering Wheels 5-gallon Tanks, 2 conical ends................ 6.15 Farman Running Gears. Wheels and Tires complete, 614 in. Outrigger Fittings. .....ccccccscseseen 29 cents hubs. 20x24, $6.75. 20x3 ........ $9.50 From $5.50 up WARRANTED SUPERIOR \CAN: PROPEL, wes £R TRADE MARK pe “ASHiNGTON, DCU Patented March 14, 1911; July 25, 1911; October 17, 1911; Others Pending ‘Insured Against Accident ANNOUNCEMENT From the beginning we have always guaranteed the superiority of Paragon Propellers. So great has been their excellence it has cost us almost noth- ing to make good and keep good our guarantee with every customer. We have always said and have always proved that our propellers would outwear and outlast any other construction—but we have not heretofore guaranteed them against accident and breakage. However, we have found our propellers so superior in this respect also that we now propose to in- sure them against accident and guarantee them against breakage, and this without additional charges or expense of any kind. It is the phenomenal strength and toughness and the general durability of Paragon Propellers that enables us to do this. Under no other condition would it be possible. When you purchase a Paragon Propeller as recommended by us, you have three protections: First.—Protection against faulty design, workmanship or construction, and against guesswork in lieu of intelligent calculation. Our guar- antee of absolute satisfaction and superior results covers all this. Second.—Full protection, for a limited time, against total loss or destruction of the propeller; pro rata protection for a longer period. Third.—Protection against minor accidents and damages that can be repaired. A propeller damaged in an accident is either a total loss or it can be repaired. In either case we protect you. The quality of our work protects us. That is how we can do it. Ask for particulars. We won’t stop now to tell about PARAGON EFFICIENCY; it’s getting so everybody knows about that everywhere. Write for booklet of RESULTS, price list and full information. Results tell the story. American Propeller ‘Company 245-251 HAMBURG STREET = - BALTIMORE, MD. Please note our change of address. We have now removed to the manufacturing city of Baltimore, where we have a fine, large building and equipment wholly devoted to the manufacture of our famous PARAGON PROPELLERS on a scale far larger than ever before. We have to thank our many patrons for the great growth of our business which has made this removal and enlargement necessary. June, ToT2 Bedel, the winner of the Coupe Pommery, starting from Villacoublay in this event on bis Morane-Saulnier monoplane. race called for the longest flight in a straight line between sunrise and sunset. trying in this event that Vedrines sustained his recent bad fall. AIRCRAFT Bedel took first place with a‘ flight of 800 kilometres. CONTENTS---JUNE, 1912 The Government and Aviation Burgess Military Machine (Illustration) The Aeronautical Manufacturers’ Association The Aeronautical Show The Aeronautical Show (Illustrations) A Method of Computing the Efficiency of Lateral Control Systems General News Description of an American-made Monoplane Foreign News The Trade Advertisers’ Index ALFRED W. LAWSON President and Treasurer ERNEST C. LANDGRAF Secretary TERMS TO SUBSCRIBERS In the United States, Mexico, Puerto Rico, Guam, Philippine Islands, Hawaiian Islands, Cuba (including Postage), $1.50 per year. Fifteen Cents the Copy, of All News Dealers. Foreign Subscriptions, Two Dollars per year. In changing order give old as well as new address. Advertising copy must be in hand by the Ist of month previous to » date of publication. i Only high-grade advertisements of thoroughly reliable firms are solicited. AIRCRAFT Published Monthly by The Lawson Publishing Company 37-39 EAST 28th STREET, NEW YORK, U. S. A. Telephone, 5017 Madison Square Denys P. Myers Walter H. Phipps Albert Adams Merrill DE eBall R. H. Blanquie , x a. ALFRED W. :.LAWSON Editor WALTER H. PHIPPS Asst. Editor _-. WHEN YOUR SUBSCRIPTION EXPIRES One month before a subscription expires we enclose a blank on which you will write your order for the renewal. WHEN FIRST NOTIFIED that your subscription will expire, you should send your renewal ar oNncE, in order not to miss a number. New subscriptions which are received by us on or before the 15th of any month will begin with the issue of that month. If received after that date they will begin with the following month’s issue. We cannot enter subscriptions to begin with back numbers. One month’s notice is necessary before a change of address can be made. renewal Entered as “second-class matter” February 18, 1910, at the Post Office, at New York, N. Y., under Act of March 3, 1879. Copyright, 1912, by the Lawson Publishing Co. “Aircraft” is registered as a trade-mark by the U. S. Patent Office, under date of August 9th, 1910. 109 The conditions of this It was while 110 AIRCRAFT June, 1912 AEROPLANE MOTORS AND EQUIPMENT CO. FT 1780 BROADWAY, NEW YORK 63 AVENUE CHAMPS ELYSEES, PARIS Telephone 1335 Columbus Telephone 645-93 IMPORTERS MOTOR E. SALMSON ane ae Gn = i Canton Unné Type, 120 H. P. Sarna ec a 60 H. P. ,80 H. P. Train Monoplane ; é Morane Monoplane Chenu Aviation Motor. 100 H. P. Anzani Motor, 80 H. P. 50 H. P., 200 H. P. 30 H. P., 40 H. P., 60 H. P. NO MORE RUBBER CLOTH ASTROL VARNISH > USED EXCLUSIVELY BY ALL MANUFACTURERS ABROAD SOLE AMERICAN AGENTS J AIRCRAFT Vol. 3.. No. 4 | oe New York, June, 1912 15 CENTS A COPY $1.50 A YEAR ; : : THE GOVERNMENT AND AVIATION By Denys P. Myers is notorious among airmen that the United States has been the laggard among nations of the first class in adding an aeronautical branch to its defensive services. In point of actual adoption of aircraft for naval and military uses we were pioneers, but in point of development we have hitherto been behind Europe, years behind. It is pleasant now to record that, though the Government has moved slowly, it is moving with a momentum comparable, in outline, to that which has been attained by sheer enthusiasm in Europe, and especially in France. In the course of the winter session of Congress Congressman Thomas W. Hardwick, of Georgia, and William G. Sharp, of Ohio, introduced bills providing for increase of pay for army aviators and the House Committee on Military Affairs on Jan- uary 22 gave a hearing on the subject. At that time the prob- lems involved were thoroughly canvassed and it appeared that what was needed was men, which seemed impossible to obtain for this branch of the Signal Corps work. House Resolution 448 of March 26, introduced by Mr. Sharp, called for information and on April 20 Secretary of War Stimson transmitted a budget of material showing what foreign governments are doing, the extent of the present equipment and the plans for the future. The report shows the Army’s balloon property is valued at $94,614.40, of which $79,924.49 has been put into hydrogen gener- ating plants and a balloon house. Six aeroplanes in use are valued at $31,025 and six ordered at $36,980, a total of $68,005. Maintenance and operation cost $15,916.76 and $8,286.30 respec- tively, and the total aeroplane equipment is valued at $92,208.06. There is $32,000 left of the $125,000 appropriation for the cur- rent year, which is expected to be expended by July 1. From the third part of the report, dealing with the plans of the War Department, we quote: The plans of the War Department for increasing the present equipment of aeroplanes, hydro-aeroplanes, and other air craft for war purposes and the national defense; the employing and training of commissioned and enlisted personnel; distribution of aeroplanes, hydro-aeroplanes, organization of units, contemplate the following: : 1. Five conveniently located training schools, known as “cen- ters of aviation,” to be located, one on the Atlantic coast, one on the Pacific coast, one on the Great Lakes, one on the Gulf coast, and one at some central interior point; and as many auxiliary centers as it may be possible to organize, with a view to having a school of instruction in each state. Each center will comprise sheds, workshops, storerooms, and barracks, and will be both a place of instruction and a place of concentration for the squad- rons. 2. The organization of three aviation squadrons as the com- plement for one field army of Regular troops, this being an al- lowance of one squadron for each division (2) and one for the headquarters of the field army. It is expected to specialize for each field army a company or squadron of extra powerful ma- chines for long-distance reconnoissance, and to specialize also a number of machines for use in connection with the Field Artil- lery. 3-5. The organization of two squadrons for the Philippine Islands, one squadron for Hawaii and one squadron for Panama. 6. The organization of aero units for use at fourteen groups of coast defense stations in the United States, the equipment for these fourteen stations not to be less than the equivalent of eight squadrons. 7. All mobile troops of the National Guard in addition to one field army to be provided with aviation service from the Organ- ized Militia, with the assistance of the staff of the five training schools (“aviation centers’) ; the allowance of aeroplanes to be in the same proportion as for the Regular Establishment; i. e., one squadron for each division of troops. * Bs * * Bo 3 For the purpose of providing officers for the pursuit of mili- tary aviation the Secretary of War on March 14 recommended as a first increment to the Military Committee of the House of Rep- resentatives the following bill: Be it enacted, ete, That there are hereby added to the Signal Corps of the Army, one colonel, twelve captains, twelve first lieutenants, and thirty second lieutenants. Sec. 2. That the original vacancies thus created shall be filled first by promotion of officers holding permanent appointments in the Signal Corps according to seniority after the examination now required by law, and second, by details to the Signal Corps from the line of the Army from the grade in which the vacancy exists and in accordance with the provisions of Sec. 27 of the Act approved Feb, 2, 1901. Sec. 3. That an increase of twenty per centum in the pay of their grade shall be granted to all officers of the Regular Army of the United States who are now or may hereafter be designated as military aviators and charged with the actual operation of aeroplanes or other flying devices: Provided, That the increased pay shall be drawn only while serving on such duty. Sec. 4. That an increase of twenty per centum in the pay of his grade shall be granted to each enlisted man of the Regular Army of the United States who is now or may hereafter be de- tailed on aviation duty by the Secretary of War and who shall have attained the rating of aeroplane mechanician: Provided, That not to exceed one enlisted man for each aeroplane actually operated by the Government shall receive a rating as aeroplane mechanician. Sec. 5. That the Secretary of War be, and he is hereby, au- thorized to formulate all necessary regulations and requirements to govern the rating of military aviators and aeroplane mechan- 112 icians; and such rating shall be certified by the Secretary of War in the form of diplomas for the rating of military aviators and warrants for the rating of aeroplane mechanicians. Sec. 6. That there shall be paid to the widow of any officer or enlisted man who dies as the result of an aviation accident in line of duty, or to any other person previously designated by him, an amount equal to six months’ pay at the rate received by him at the time of his death, in addition to the amount provided to be paid by the Act approved May 11, 1908. This bill provides for the personnel of the Signal Corps two colonels, two lieutenant colonels, six majors, thirty captains, thirty first lieutenants and thirty second lieutenants. In order to further carry out in a measure the plans proposed in the report of the Secretary of War on military aviation, briefed on page 1105, the Secretary recommends, as a second increment, that there be added to the number provided for in this bill one colonel, one lieutenant colonel, three majors, fifteen captains, fifteen first lieu- tenants and fifteen second lieutenants, and an increase of 600 in the enlisted strength, to be in grades according to the present pro- portion of non-commissioned grades. In foreign armies it is regarded as one of the essentials that the officers instructed shall be from all branches of the service. The War Department is thoroughly in accord with this view in training officers from the various branches of the service that they may keep in mind the special requirements of machines for use in the branch of the service to which they belong. The rec- ommendations made above provide for this,as the officers detailed for duty to the Signal Corps are selected from the Army at large. In order to develop aviation it requires two essential. things, namely, money and officers and men; either one of these without the other brings all adequate development to a standstill. The chief need is men, it may be added, though the official report does not dwell much on it. But in official circles in Wash- ington it is well known that Gen. Allen has been calling vainly for more men for years. At the hearing on January 22 this con- versation took place: 20 Ee Three views of the latest Burgess military tractor biplane. supporting the biplane surfaces, the two seats and double control levers and also the tail and rudders. right show the machine dismantled for transportation by rail. AIRCRAFT June, Tor2 GEN, AtLEN—We have not got enough men row if they stayed (an the Signal Corps) permanently. THe CHAIRMAN (Mr. Hay)—General, it seems to me what you want is an increase in the officers of the Signal Corps. Gren. ALLEN—Yes, sir; above all things. That is the real reason why the United States has been lagging behind in military aviation. The other day one of the Arrcrart staff was at the military Aviation School at College Park, Md. He found theoretically ten officers detailed to the post and 22 enlisted men there, 16 of whom were assigned as mechanics to the four aeroplanes in com- mission there. What he actually found was that the ranking of- ficer was doing desk duty in the Department at Washington, another was also working at the capital, others had duties else- where or were on leave, and the only second Lieutenant who was there was so busy checking up property that in four hours he had exactly ten minutes in which to discuss his real business of aviation. All other conversation took place amid a medley of tool chests, tent supplies, axes, pans and the vouchers for all and sundry The enlisted men helped him most of the time, during which only one had anything at all to do with an aeroplane. No- body complained, and it is proper to state that these facts are set down entirely at the writer’s initiative. But we submit that the Government should make better provision for aviation than this experience indicates. We are glad to note that this seems likely to come about. If Congress does its duty by Gen. Allen and his nucleus of Army fliers, the aerial service of the Army will be sep- arately organized on a company basis consisting of eight com- missioned officer aviators, one other commissioned officer, 20 enlisted men, one enlisted property sergeant, a clerk, a cook and his assistant. These 33 will fly and care for four aeroplanes, as- signed to two platoons. Above all, the scheme, which was de- vised by Gen. Allen and approved by Secretary of War Stimson, will enable the aviators to fly and to develop their airmanship. Let Congress pass the legislation recommended by the Secretary! On the left a view looking dowm into the fuselage, showing the upright steel masts The picture in the centre and the one on the June, 1912 AT RGR A Balt RERONALTICAL = Eatin) EES IA IT Pry erry ET eis The first annual banquet of the Aeronautical Manufacturers’ Association was held on the evening of May 16th at the Café Des Beaux Arts, New York City. Those present were: &. L,. Jones, Spencer Heath, W. T. Thomas, Grover Cleveland Loening, John FE. Sloane, Max Dingfelder, Marcus Mead, Michael F. Donoghue, Greely Curtis, John B. Maus, E. W. Roberts, J. A. D. McCurdy, Ig. F. Gaskell, C. G. Goddard, Hugo C. Gibson, H. N. Bliss, Stanley Y. Beach, N. Foss, James W. Wallace, Alfred H. Bartsch, LeRoy McCafferty, C. Azro Stiles, Charles D. Spence, Jr., Morris R. Machol, T. I. Coleman, Raffe Kmerson, Charles Edward Spratt and Alfred W. Lawson. AERONAUTICAL AKING advantage of the large number of aero- \ g Rea manufacturers in New York during the ) 8 aeronautical show, the Wie SN turers’ Association decided to hold their first Say annual banquet on the evening of May 16th at the Cafe Des Beaux Arts. The attendance included the heads or the representatives of concerns manufacturing aeroplanes, balloons, motors, pro- pellers, fabrics, models and accessories of all kinds as well as publishers of aeronautical literature, in fact those present repre- sented that branch of the aeronautical movement which fur- nishes the capital and the constructive power upon which the very foundation of the movement in this country rests. Extemporaneous addresses were made by FE. L. Jones, Charles E. Spratt, J. A. D. McCurdy, Greely Curtis, E. W. Roberts, Hugo C. Gibson, John B. Maus, Morris R. Machol, C. G. Goddard and Alfred W. Lawson. Mr. Jones set forth the aims of the organization in a few well chosen words. J. A. D. McCurdy called attention to the fact that the manufacturers would have to devote more time in the future to demonstrating their aeroplanes to the public, and thought that there was a big field for the sale of machines to the various Yacht Clubs and Country Clubs throughout the United States if flying machines were sent to these clubs and their capabilities explained by expert salesmen and proper demonstration given by competent aviators. Mr. Spratt stated that nothwithstanding the fact that he had been identified during the past with several budding industries, none had shown the exceptional growing qualities in their infancy as had the aeronautical industry up to the present time, and ke urged all manufacturers to join the Aeronautical Manufacturers’ Association as a means of not only strengthening their own position, but of strengthening the entire aeronautical industry in this country as a whole. He said that the only way that the industry would ever be Aeronautical Manufac- MANUFACTURERS’ ASSOCIATION able to develop upon a large scale was through the course of organization. Mr. Roberts told some interesting facts concerning the short flight made by the flying machine constructed by Sir Hiram Maxim eighteen years ago in England, he at that time acting as the chief engineer for Mr. Maxim. Greely Curtis told of the great development being made by the hydro-aeroplane and of the numerous daily flights taking place on the Burgess machine at Marblehead. Alfred W. Lawson called attention to the necessity of united effort among the manufacturers of this country, and also of the necessity of the Aeronautical Manufacturers’ Association working in harmony with all the other forces which make up the aeronautical movement. He contended that by a combination of effort between the Aeronautical Manufacturers’ Association and all the Aero Clubs and Aero- nautical Societies in the United States. a gigantic work could be accomplished and a representation of the aero- nautical movement effected in Washington that would cause the United States Government to not only take notice of but to give immediate action toward the advancement of the movement in this country. Hugo C. Gibson complimented the promoters of the aero- nautical show, and John B. Maus presented Mr. Charles E. Spratt, chairman of the executive committee of the International Exposition Company, with a large bouquet of American Beauties as a slight token from the Aeronautical Manufacturers’ Asso- ciation for the good work he had accomplished. Absolute harmony and general good fellowship prevailed to the highest degree during the feast, and the consensus of opinion was that the dinner was not only most opportune but that it had the effect of solidifying all the various factors of and strengthening the general position occupied by the industrial side of aeronautics in America. 114 AIRCRAFT June, tor2 THE AERONAUTICAL SHOW By Walter H. Phipps <7 HEN the first plans of the New York aero- : nautical show were made public some few months ago, we were somewhat skeptical as to ) the success of the venture, and the editor of this magazine pointed out to some of the pro- moters good reasons why it would not be a howling success, so to speak. In the first place it was pointed out that the aeronautical movement as a whole and the aeronautical industry as the foundation, had not yet reached a state of development which would warrant the assumption that an aeronautical show could be made either a financial or an artistic success. To operate an indoor show at the present time in America is like picking the fruit before it is ripe or plucking the flower while yet in the bud, for not only is there no real essence or strength to be absorbed therefrom, but the very vitality of its foundation is sapped prematurely. There is no chance for gain for anyone, but a decided loss is in- curred by everyone who takes part therein. So firstly we contended the show should not have been held at all this year. Secondly: A worse time to hold an aeronautical show could not have been picked. It was pointed out that the month of May was usually the first month of the year when the people could depend upon good weather and plenty of sunshine. During the whole winter they are cooped up in- doors and are longing for the first days when they can go out in the open and enjoy the good fresh air and sunlight, and that these days in May picked for the aeronautic show were just likely to fall upon such weather. Strange to say just as outlined the weather happened, for on the 10th day of May, the second day of the show, the sun came out in all his glory, and the weather remained exceedingly pleasant during the balance of the time set-aside for the exhibition excepting two rainy days. Thirdly: The promoters of the show actually made their arrangements without taking the manufacturers into consid- eration, which was like trying to give a performance of the play “Hamlet” without a Hamlet in the cast. Had the man- ufacturers of aeroplanes and accessories in this country been given a chance to express their opinions regarding the plans of the show at the time they were first considered, there is no question that the show would have been at least 50 to 75 per cent. more successful than it was. However, notwithstanding these drawbacks, the Aero- nautical Show held at the Grand Central Palace, New York, from May 9 to 18, was very well staged, and contained many exceedingly interesting exhibits, and the experience gained by the promoters therefrom will no doubt prove of great value in the organization and operation of the show con- templated for next year. We have nothing but praise to offer the International Expo- sition Company, under whose management the show was conducted, and special mention should be made of the very courteous, efficient and liberal manner in which the exhib- itors were treated at all times by Charles E. Spratt, the general manager of the company, and his extremely able assistant, John Carrington Yates. Likewise the good results ac- complished by Irving W. Twombly, the chairman of the plan and scope committee, was most creditable. In contrast to the Third Paris Show, there were more biplanes than monoplanes exhibited, there being 12 biplanes and 9 monoplanes, as well as one quadruplane. The revelation of the show was the new 100 H. P. Gal- laudet monoplane, an American machine, designed expressly to defend the Gordon Bennett Cup. The Curtiss and Rex companies also exhibited machines which are intended for use in this race. The following is a detailed description of the more im- portant exhibits. Wright. The Wright brothers exhibited a new two-seater biplane, which on account of its fine finish and new fittings attracted considerable attention. As a type it differed little from the regular headless models, the only change being that it was fitted with two long narrow vertical planes in front and a larger vertical rudder in the rear, these changes apparently being the outcome of the experiments conducted by Orville Wright at Kitty Hawk last year with his soaring glider. An additional and very important change was the fitting of a bell crank, instead of the two usual pulleys, to transmit the necessary warping movement to the warping wires, which are now double. The gasoline tank has now been placed behind the pas- senger seat, while the radiator is put in the rear of the engine. On the Wright stand was also to be seen for the first time one of their new 6-cylinder 60 H. P. aeroplane motors, as well as a new three step hydroplane designed expressly for use on their machines. Curtiss. The Curtiss Aeroplane Company occupied a space in the centre front of the hall, where they showed three of their latest biplanes and two motors, while in the balcony was the original Curtiss biplane, which won the first Gordon Bennett Race at Rheims in 1909. The centre of attraction of the Curtiss exhibit was the new small spread headless machine which has been built ex- pressly to defend the Gordon Bennett Cup this year. This machine has a spread of only 21 feet 3 inches and a chord of 4% feet and an overall length of 32 feet. It is equipped with a 75 H. P. 8-cylinder V water-cooled Curtiss motor, and it is figured out that its speed should be at least 85 miles an hour. ‘The Curtiss hydro-aeroplane shown was almost an exact duplicate of the one which was being flown daily on the Hudson River by C. C. Witmer, and for this reason attracted more than ordinary interest. It is likewise one of the three Curtiss hydro-aeroplanes ordered by the Russian Government. The chief dimensions are as follows: Spread, 28 feet 8 inches; chord, 5 feet; overall length, 34 feet 4 inches; motor, 8-cylinder 75 H. P. water-cooled Curtiss. In addition to the hydro and racer the Curtiss Company showed a two-passenger military type machine fitted with a shift control. As a type this machine differs but little from the regular two-passenger Curtiss, with the exception that an improvement has been made for military and cross- country flying. The skid that runs forward under the machine has now been turned sharply up in front and has a two wheel shock absorbing landing gear fitted at the tip instead of the regular forward rigid wheel. An accompany- ing photograph shows clearly the construction and operation of this alighting device. Burgess. The Burgess Company and Curtis showed three biplanes, one a large two-seater military tractor, a regular Burgess- Wright hydro-aeroplane and the “Flying Fish,” the original Burgess, which first made its appearance at the Boston Aero Show in 1910. The military type is a large tractor biplane, having the engine and propeller mounted in front of the fuselage. The seats for the aviator and passenger are arranged tandem fashion behind the gasoline tanks and immediately between the two planes. Near the rear of the fuselage is attached a stationary horizontal stabilizing tail, while at the extreme rear may be found the horizontal rudder, which is a flat surface plane similar to the stationary tail, but in no way attached to it. Immediately between the two is the vertical June, 1912 ATER CIRIAGEY A 115 Gunnias Be SS ; Se < ae Front view of the new 75 H. P. Gordon Bennett Curtiss racer. Note the small spread, only 21 ft. 3 ins., and the position of the ailerons, which pivot on the central uprights, s : SS = & ee See Side view of the new rear propeller 100 H. P. Gnéme driven Gallaudet monoplane, which is built mostly of steel tubing. It has been expressly designed by Mr. Gallaudet, a graduate of both the Wright and Nieuport schools, to defend America in the forthcoming Gordon Bennett race. As will be noticed, all head resistance has been cut down to a minimum, the unusually broad and deep fuselage serving as structure for the landing wheels, as well as an anchorage for both the top and bottom wing wires in addition to housing the fuel tanks, controls and secret mechanism for changing the angle of incidence of the main planes and warping. It is interesting to note that no wires run to the rear spar of the wings as on other machines. The 100 H. P. 14-cylinder Gnéme is mounted in front and drives through a long shaft the 3-bladed Paragon propeller at the extreme rear behind the elevator and rudder. Three-quarter view of the large Farman type hydro-aeroplane designed and built by Paul Schill, of the Max Ams Company, and equipped with an 8-cylinder water-cooled V type 100 H. P. Max Ams motor, which is hand cranked from the seat. A peculiarity of this machine is the way in which the outer sections of the wings slope backward in the form of a large open V. Three-quarter view of the new Rex Gordon Bennett racer, showing the neat covered in fuselage, new type landing gear and reverse curve wings. The rear spars of the wings pivot to a central upright in the fuselage, thus permitting a very powerful warp. As this is one of the few all American built and designed tractor monoplanes, its trials will be awaited with considerable interest. _ View of the Queen Aeroplane Company’s stand showing in the foreground the Loening 50 H. P. Gnome aeroboat and in the rear the 35 H. P. Anzani Gueen Bleriot. aa z Seis ecto oe The new 50 H. P. Christmas headless biplane, which is equipped with a 50 H. P. air cooled revolving Gyro motor. Note the double dihedral angle wings with opening in centre, and also the long flexible trailing edge of the wings. The latest two passenger 35 H. P. Wright biplane. Note the long straight skids extending forward, the vertical fins in front, the large rear vertical rudder and the radiator behind the motor. The gasoline tank has now been placed behind the passenger’s seat, and the necessary operat- ing mechanism grouped nearer together so as to cut down head resistance. Vhe controls are arranged in exact duplicate with the warping levers on the right and the elevator lever on the left. In place of the usual complication of pulleys, chains and wires used heretofore in transmitting the warping motion from the warping lever to the rear warping wires, a simple push rod and bell crank arrangement has been substituted. Another change has been the placing of the skids nearer together, they now being only 4 ft. 4 ins. apart. : x ; Three-quarter view of the Jacobs multiplane. Note the quadruplane main cell and lifting tail with elevator in the rear, the large 42-inch landing wheels and the roomy cabin for passengers. The two propellers, which are mounted on the same axis, are driven separately through belt transmission by two motors, 116 _. Side view of the new Burgess military tractor, showing the main biplane cellule, the fuselage, the landing skids without the wheels attached and the tail and rudders in the rear. rudder, which consists of four small vertical surfaces, two above the fuselage and two below. The landing chassis is a particularly strong and businesslike structure, consisting of two stout skids, which extend well forward to protect the propeller. The wheels, which are of small size, are fitted with very large tires and attach to the skids Wright fashion. The power plant consists of an 8-cylinder V air-cooled 70 H. P. Renault motor, which drives through under gearing a large Chauviere tractor propeller. In addition the machine is equipped with a very complete wireless set for receiving and sending messages, the current being generated by a small dynamo, which is placed under- neath the fuselage and is driven by the engine. The Burgess-Wright shown was of the regular two- passenger type, capable of being started from the seat and fitted with a 6-cylinder 50 H. P. silenced Kirkham motor in place of the usual 35 H. P. Wright. The workmanship on both the two-step hydro-aeroplane and the biplane itself was excellent and called forth favor- able comment. Schill. Paul Schill, of the Max Ams Company, exhibited a large Farman type hydro-aeroplane equipped with a 100 H. P. 8- cylinder Max Ams motor, which could be cranked from the seat. This biplane had a covered in cabin with seats for three persons. The hydro-planes were fitted to the regular skid struts and were of the single step type. The general dimensions are as follows: Spread 50 feet (top). lower plane 36 feet, chord 6 feet 8 inches, length over all 26 feet, pontoons 15 feet long 2 feet wide and 1 foot deep, propeller 1 foot diameter, 8 feet pitch, weight 1,100 pounds. View showing the landing gear fitted to the new Curtiss military biplanes. Note the curved skid and two shock absorbing wheels in front. AGIGRE © RIAG EMD June, 1912 Coffyn. Frank T. Coffyn exhibited the hydro-aeroplane with which he has been making such wonderful flights above the waters of lower New York. As a type this machine is of the regular standard Wright pattern, but fitted with Coffyn’s own hydroplanes. In this respect it is interesting to note that Coffyn was the first man to successfully fit double hydro- planes to an aeroplane. Another improvement which has been made is the fitting of a starting crank to permit starting the motor from the front without having to turn the propellers. Christmas. The Christmas Aeroplane Company showed an intéresting and original biplane which attracted more than usual atten- tion owing to the fact that arrangements had already been made with the United States Government for the transporta- tion of a sack of mail from New York to Washington im- mediately after the Show. The number of this route is officially known as 607,002. It was announced that Paul Peck would be the aerial postman. The wings of this biplane are set at a double dihedral angle with an opening about two feet wide in the centre of the top plane, this is for the relief THE ROBERTS MOTOR COMPANY’S STAND. of air currents, while the rear edges of the wings are ex- tremely flexible. It is claimed that this combination pro- duces practically an automatically balanced machine with, it is stated, a gliding factor of about 18. The seats for the aviator and passenger are placed just in front of the motor, which is situated in the centre between the two main planes. The controlling gear consists of a semi-circular wheel, which by rotating works the ailerons, while a twisting movement of the whole on its axis turns the vertical rudder, and a fore and aft movement operates by warping. the large horizontal rudder in the rear. The motor used is a 7-cylinder 50 H. P. Gyro. Gressier. The Gressier Aviation Company exhibited a well built “Canard” type machine, which was fitted with a 50 H. P. Gnome. This machine has an elevator way out at the front of the fuselage, while the main planes and motor are in the rear. The seats for pilot and passenger are situated just in front of the main biplane cellule. The controlling gear was quite novel and attracted considerable attention. The biplane shown was fitted with three skids and six Farman type shock absorbing wheels, but it is intended to fit three hydroplanes for water use. The chief advantage of this tailless machine lies in the fact that there are no out- riggers in the rear within proximity to the propeller, which would be likely to be carried away in the event of a pro- peller breaking. Another important point is that there is no surface in the rear, depending largely for its support upon June, 1912 the blast of the propeller, and in consequence there is no chance for a tail slide in the event of the propeller stopping. Rex. The Rex Monoplane Company’s stand formed quite a centre of attraction for the reason that there was to be found a new original all-American monoplane. ‘This ma- chine has a long graceful fuselage, which carries at its front end the motor and gasoline tank, the wings and the pilot’s seat. and at its rear, the flat non-lifting tail plane and elevator flaps with the vertical rudder immediately behind them. The landing gear was quite novel, and consisted of a single skid and two shock absorbing wheels. These wheels were attached to the fuselage through telescopic tubes having springs inside them to absorb shocks. The axle was also strapped to the landing skid by rubber bands, the whole forming a very flexible and efficient shock absorbing landing gear. The main planes have a peculiar reverse curve in them, and are pivoted to a centre upright in the fuselage, thus permitting of warping the whole wing instead of only the tips. The controlling gear consists of a wheel and column which by turning operates the warping, while pushing back and forth works the elevator. Steering is by foot yoke. Pica Sa Hoan a . PCa EN TRC HR WAVE aly THE AEROPLANE MOTORS AND EQUIPMENT COMPANY'S STAND. Antoinette. Harry S. Harkness exhibited the Antoinette monoplane with which he carried the first war despatch on February 7th, 1911. This machine was fitted with an 8-cylinder 50 H. P. Antoinette motor and Normale propeller. Baldwin. Captain Thomas §. Baldwin showed the biplane with which he has toured in many parts of the globe. As a type this machine is a cross between an early Farman and a Curtiss, and is one of the few existing machines which retains the use of a double horizontal tail and double elevator in the rear. The power plant consists of a 60 H. P. 8-cylinder Hall-Scott motor. Multiplane Ltd. The Multiplane Limited, of Atchison, Kansas, showed a large quadruplane built under the patents of H. W. Jacobs and R. Emerson, already well known engineers in railroad transportation. Owing to its novel design and large size this machine was the cynosure of all eyes. The machine is of the headless type. having four main planes in front with four lifting tail planes in the rear and an elevator immedi- ately behind. The propellers, of which there are two mount- ed on the same axis, are placed midway behind the main planes and are driven by leather covered flat steel belts from two 8-cylinder 80 H. P.. staggered V type air cooled motors. Owing to its large surface this machine is naturally designed for weight carrying, and for that reason is fitted with a large cabin having a double row of seats, capable of holding five See THE NEW SIX CYLINDER, 60 H. P. WRIGHT MOTOR AND THREE-STEP WRIGH HYDROPLANE. people comfortably. The landing chassis consists of one long centre skid having two large 48 inch wheels in front and a single swivelling wheel in the rear. Contrary to usual practice these wheels are not fitted with pneumatic tires, but instead have a broad flat strip steel rim. Landing shocks are taken care of by spring and pneumatic plungers. The control consists of a wheel mounted on a vertical column, which operates by a rotating motion the ailerons, fore and aft movement the elevator and a twisting of the whole column, wheel and all, round its axis, rudder. The general dimensions are as follows: feet, length 29 feet 8 inches, height 17 feet. Gallaudet. The Gallaudet Engineering Company exhibited a new speed monoplane, which held the attention of the spectators by reason of its peculiar design, which gives the machine the appearance of a flying projectile, and hence it has been named the “Bullet.” The fuselage is torpedo shaped, haing a section four feet square at the point where the aviator sits and tapering sharply to a point in the front and more gradually toward the rear. ‘The nose of the machine is made up of sheet aluminum haing a series of holes stamped in it to permit of efficient cooling of the 14-cylinder Gnome, which it houses. ‘he main planes attach to the centre of the fuselage in a position just behind the engine, while at the rear of the fuselage are the small triangular shaped elevator and the vertical rudder. At the extreme rear is a three bladed Paragon propeller, which is driven through shafting by the motor in the nose. The general dimensions of the machine are as follows: Length over all, 20 feet 6 inches; spread, 32 feet; width of wings, 8 feet wide at the body tapering slightly toward the tips. the vertical Spread 37 — Tvs. Sa THE BABY ENGINE COMPANY’S STAND, SHOWING 1, 2 AND 4-CYLINDER BABY GASOLINE ENGINES AND BABY BIPLANE, 118 _ View of the Goodyear Tire and Rubber Company’s Saad their exhibit, of cloths, tires, springs, etc., and also the 25-foot scale model of the dirigible balloon ‘‘Akron.’ Twombly. Mr. Irving W. Twombly exhibited a Blériot type monoplane which was fitted with one of his 45 H. P. 7-cylinder air- cooled revolving motors. The chief novelties of this mono- plane lie in the use of a wooden spring axle in the front, which supports the main two landing wheels and the fitting of a wooden spring in the rear, which carries the tail wheel. The main planes are covered with transparent celluloid in the vicinity of the body for the purpose of affording the pilot a good view of the ground immediately below and in front of him. Another exhibit of Mr. Twombly’s was a shock absorbing safety harness of his own invention for strapping aviators in their machines. This harness is so constructed as to prevent the aviator from being lurched out of his seat, and yet at the same time permitting him to quickly detach himself from the harness in case of emergency. Nieuport. The Aero Club of America exhibited a 50 H. P. Gnéme Nieuport. As this machine is so well known and was so fully described in the August, 1911, number of Arrcrarr, further description at this time is unnecessary. Queen. The Queen Aeroplane Company exhibited two machines, one an aero boat designed by Grover C. Loening, and the other a Blériot type monoplane equipped with a 30 H. P. Anzani motor. The above picture, which shows a wax figure wearing the Twombly shock absorbing harness, depicts the way in which this is worn, and also shows the manner in which the harness is detached by pulling out the cotter-pin. AVGRI© RAs showing * June, 1912 The aero boat is a distinct and novel departure from usual hydro-aeroplane construction, consisting as it does of a light aluminum covered boat, to which are attached in front on an upright structure the main wings, with the motor and pro- peller just behind them. The boat structure tapers towards the rear and is curved upwards so as to support the com- bination horizontal and vertical rudder. The power plant consists of a 50 H. P. Gnéme, which is placed in the boat proper and drives through a chain the propeller, which is just behind and a little above the main planes. The controlling arrangement is quite novel, and consists of two horizontal levers resembling the tillers of a boat, which the operator grasps one in each hand. Steering upward is accomplished by pulling both the levers upward, while pushing downward on them deflects the machine. Steering to the right and left is accom- plished with the same levers by pulling one forward and pushing the other backwards, or vice versa. A foot lever works the ailerons. National. The National Aero Company exhibited a well constructed Blériot type monoplane, which was equipped with a 4-cylin- der 40 H. P. Rubel “Gray Eagle’ motor and Rubel propeller. The motor was fitted with an acetylene self-starter, which was con- trolled from the seat. In addition this company exhibited a complete line of well made monoplane fittings. American. The American Aeroplane Company exhibited a large mono- plane with a very low centre of gravity. It was fitted with two 50 H. P. 2-cycle air-cooled revolving motors and self starters, and it is designed to fly with either motor and to carry six to ten persons. ACCESSORIES AND MOTOR EXHIBITORS. The B. F. Goodrich Company. “Lumina” aeroplane cloth and Goodrich tires. Captain Baldwin. Captain Thomas Baldwin exhibited two Hall-Scott motors, one a 4-cylinder 40 H. P., the other an 8-cylinder 60 H. P., as well as a complete line of his well known aeroplane and balloon fabrics. Special W. F. Mangels Company. Device for teaching aviation and testing aeroplanes. Mead Engine Company. Exhibited a new type 4-cylinder rotary valve water-cooled motor of 50 H. P., which attracted considerable attention and elicited much favorable comment. Diamond Rubber Company. Aeroplane wheels and special cloths. The White Aeroplane Company. Showed a fine display of scale as well as flying models, together with glider and model supplies. Electric Speedometer Company. Electric tachometers, or engine revolution Hopkins counters. Marburg Brothers Incorporated. Exhibited a complete line of Mea magnetos and S. R. O. ball-bearings. B. F. Sturtevant Company. Exhibited three 6-cylinder 60 H. P. water-cooled motors, one of which was fitted with a large and efficient muffler. They also showed a 4-cylinder 40 H. P. motor, and in addition ex- hibited a complete line of the parts used in their motors. E. J. Willis Company. Showed a very complete exhibit of parts and accessories and also one 8-cylinder V type 80 H. P. Frontier motor and one 4-cylinder 40 H. P. Rotary valve Frontier, as well as 4 and 6-cylinder Elbridge engines. Their exhibit of parts included such things as post sockets, bed rails, turnbuckles, etc., and also complete Farman and Curtiss running gears. J. A. Crayen and Company. American Agents for “Magnalium.” Exhibit showed cylinders, castings and parts of Magnalium June, 1912 used by most of the successful motor builders. A few of the motors using Magnalium being Roberts, Kirkham, Elbridge, Twombly, American Motors and Aviation Co., Parker Motor Co. and Baby Engine Co. Twombiy Motors Company. Showed one 7-cylinder air-cooled rotary motor of 40 H. P. and one of 50 H. P., both having mechanical intake and exhaust valves operated by a unique cam, which does away entirely with all cam gears. The operation of this motor was fully explained by means of a small wooden working model. ° United States Tire Company. Aeroplane tires and fabric varnishes. Frederick C. Lambert. Working model of his Duplex monoplane. Maximotor Makers. Exhibited a new 4-cylinder water-cooled 70 H. P. military type Maximotor haing both mechanical intake and exhaust valves. This motor was fitted with a three bladed Diana “Spiron” propeller and was capable of being started with a hand crank. In addition they showed one of their improved 4-cylinder 40 H. P. 1912 types. Diana Aeroplane Company. Exhibited two and three bladed “Spiron” propellers. H. L. F. Trebert Engine Works, Exhibited one 6-cylinder Trebert “Justrite’ rotary motor of 50 H. P. and one 8-cylinder sliding piston valve motor of 100 H. P. The “Justrite” rotary is a valveless 4-cycle motor, having the cylinders set parallel to the axial shaft. Pennsylvania Rubber Company. Aeroplane wheels, tires and cloths. Newmastic Tire Company. Unpuncturable airless tires. P. B. Porter. Booking stand for Stevens and Beatty (S. & B.) air line. Edward Durant Demonstrated the gyroscope and its influence and appli- cation in aeronautics. Goodyear Tire and Rubber Company. Exhibited aeroplane wheels, tires, cloths, life preservers, Farman, Wright and Blériot rubber springs, 25 foot scale model of the Goodyear dirigible “Akron,” model of the U. S. Scout Balloon, several aeroplane models, as well as a section of the wing fabric which was used by Robert G. Fowler throughout his transcontinental flight. A special feature was an exhibition of scale blue print drawings of dirigible and spherical balloons. A. Leo Stevens. Exhibited a small one-passenger light weight balloon which was named the “Midget,” as well as various balloon baskets and ballooning accessories. The Aeroplane Motors and Equipment Company. Showed a very complete exhibit of imported aeroplane motors, motor parts, accessories, and Astrol varnishes, as well as some exceptionally fine photographs of the latest Morane and Train monoplanes, for which they have the American agency. The motor exhibit comprised two 50 H. P. Gnomes, one 2-cylinder opposed water-cooled Clement Bayard of 30 H. P., one 3-cylinder air cooled 35 H. P. Anzani, and one 4-cylinder V type water-cooled Anzani of 35 Eley Ee Roberts Motor Company. Showed two model 4 X-50 H. P. motors and one model 6 X-75 H. P., as well as a very complete exhibit of the various parts which enter into their construction. A special feature which attracted considerable attention was the mount- ing of one of the model 4 X motors on a stand representing the engine and seating section of a Curtiss biplane, showing the manner in which the engine was controlled by the pilot. AIRCRAFT - GOODRICH COMPANY'S STAND, F. A. O. Schwartz. Showed a complete line of aeroplane models and flying toys. THE 8B. Gibson Propeller Company. Showed an interesting exhibit of their propellers from the first up to the latest improved designs. Baby Engine Company. Exhibited a baby biplane equipped with one of their single cylinder motors, which they state has flown a considerable distance, and also a complete line of miniature gasoline engines of both air and water cooled types, ranging in power from one-half to two H. P. These engines are of the 2-cycle type and are built with either 1, 2 or 4 cylinders, according to H. P. They are used to drive model aeroplanes, boats and small electric lighting outfits. Front view of the new 50 H. P. Twombly rotary motor, which weighs complete only 100 pounds, and has both mechanical intake and exhaust valves operated by the peculiar sliding cam arrangement shown. Lubrica- tion is by force feed, only a small quantity of high grade automobile oil being used. 120 Macomber. Macomber Rotary Engine Sales Company exhibited a 50 H. P. 7-cylinder air-cooled rotary motor having the cylinders running parallel to the axial shaft. Dr. H. W. Walden. Exhibited a collection of photographs showing interesting views of his monoplane in flight and on the ground. Max Ams Machine Company. Exhibited two 8-cylinder V type 100 H. P. water cooled motors. The National Aero Company. One 4-cylinder 40 H. P. air cooled Gray Eagle motor and one 6-cylinder air cooled 60 H. P. Gray Eagle motor. MODELS. AIRCRAFT New York Aero Model Club. Showed a fine collection of models made by the members, and also a glider and a number of cuts and trophies. John Carisi. Exhibited a model monoplane of original design and excel- lent construction. The power plant consisted of single cylinder Baby gasoline engine. ment. June, 1912 THE CARISI MONOPLANE MODEL WHICH IS EQUIPPED WITH A SINGLE CYLINDER IZ H. P. BABY GASOLINE ENGINE. Kalman Leon. Model monoplane equipped with safety parachute attach- Wm. A. Crawford Frost. F. L. Herreshoff and Dr. C. Dederer. Exhibited a monoplane model which recently broke the world’s record for models rising from the ground by flying a distance of 1,184 feet. Julius Brown. Exhibited a very interesting monoplane model designed It is equipped with devices for keeping it auto- for safety. matically stable. three hydreplanes Model, showing special balancing device. Ernest P. Vincent. Showed a model of a staggered triplane equipped with Henry E. Ragot. Exhibited an automatic device for stopping model gasoline engines while in flight by short circuiting them at a prede- termined and set time. A METHOD OF COMPUTING THE EFFICIENCY OF LATERAL CONTROL SYSTEMS The coefficient of efficiency of lateral control systems is represented by the fraction Tipping force (foot pounds) Loss of kinetic energy (per cent). Consider only the reactions which occur on one square foot of surface at the tip of each wing. Assume the span of each machine to be the same, also the weights of the machines, and assume the lift and drift to be concentrated at the tips. With these conditions the only variables will be those due to specific differences in the control systems. Now assume the horizontal component of the thrust to be constant during the operation of tipping then DV square for each tip will be constant when D equals pounds per sq. ft. and V equals m. p. h, Start with the single Wright surface at 6 de- grees, 50 m. p. h., and use the following table taken from Eiffel. Lift. Drift. .. 3.876 0.458 - 4.590 0.510 0.612 9.7075702-10 IGFs 1D) (GP Ale GO) san, fo UID))oo Tog Ven (50m py be) errr) 3.3979400 Log DV? 3.1055102 constant Change the angle of incidence of the right tip from 6 to 8 left tip from 6 to 4. Compute right tip— Log D (8° at 50 m. p, h.)... 9.7867514-10 Ibo WE (SOI Ms WO aocnos 3.3979400 2 3.1846914 Now from our hypothesis the thrust is constant, hence with this change of angle V square must decrease. But D varies as V*, hence D will de- crease at the same rate as V*, and so log V? will decrease one-half the difference between (1) and (2). 3.1846914 3.1055102 2) .0791812 -0395906 3.3979400 Log V?.. Log new V?.. 3.3583494 V.. 47.772 m. p. h. speed of right tip. This means that at 47.772 m. p. h. and 8 degrees the energy consumed should be equal to the energy consumed at 50 m. p. h. and 6 degrees. We prove By Albert Adams Merrill as follows: Log D (8° at 50 m. p. h.) 9.7867514-10 lI Ih Log 47.772* 3.3583494 13.1451008-10 Log 50? = 3.3979400 Log D (8° at 47.772 m. p. h.) = 9.7471608-10 Log 47.772? = 3.3583494 3.1055102 This agrees with the old DV square and proves the work. Do the same with the left tip and we find its speed increases to 51.362 m. p. h. This, of course, happens when there is no offset. Knowing the new speeds and angles of both tips we get the following table: Lift. FR hit py Olpetetetetdetedeledonet-tetatetel tet) 4.59 Right tip 8°..... ae Ba 4.9349 Lea teh) GP coooconssc0dnd 4.0901 Left tip 4° with offset 3.5382 You will note that without the offset the machine tips to the left but turns to the right. This is the fallacy of the positive angle, and to prevent an accident the rudder is used as an offset to retard the left tip. With the offset the machine flies straight and is tipped for a left turn. Now the tipping force is the difference in lift be- tween the tips, which is 4.9349—3.5382—=1.3967 and 50°—47.7727 the loss of energy is =0.08713 50? The coefficient of efficiency therefore is 1.3967 =16.03 0.08713 Now consider the system which I advocate. In this system the ailerons normally rest parallel to the surrounding air stream, are movable only to a negative angle relative to said air stream, and only on one side at a time. Assume a Blériot number 11 surface and two flat ailerons each one- tenth the area of the wing to which it is attached. Proceed as above. Lift and drift at 50 m. p. h. from Eiffel. E Angle. Lift. Drift. Soe IN@, Wilosacocadcscoone 6 4.59 0.51 Flat aileron 1-10 sq. ft....... 16 0.51 0.153 Surface 6° aileron 0° at 50 m. p. h. Log D_ 9.7075702-10 Log 50 3.3979400 3.1055102 this is constant Move the left aileron to a negative angle of 16°. D of surface OE 5p D of aileron =F Olio) Total D 663 Log D = 9.8215135-10 Log 50? = 3.3979400 3.2194535 3.1055102 constant 2) 1139433 -0569716 Log 50° = 3.3979400 Log new V? 3.3409684 V= 46.825 m. p. h. speed of left tip From this we find the lift of the tip to be 4.0257, the downward pressure of the aileron to be 0.4473, the net lift of left tip being 4.0257— 0.4473=3.5784. With my system the machine always tips and turns in the same direction, that is why it is safe. It_never needs an offset, and that is why it is efficient. When resistance is put in on the left tip the machine turns to the left, but there will be a point the speed of which will not change. This point is called the axis of oscillation or center of percussion. If the weight of the ma- chine was equally distributed along the span the axis of oscillation would be one-sixth the span from the center. I have assumed it to be so in a flying machine. Therefore when the speed of the left tip drops to 46.825 the speed of the center of gravity only drops to 49.207 and the speed of the right tip rises to 51.587. Compute the lift of right tip and we _ get 4.8860. Tipping force—=4.8860—3.5784—=1.3076. Toss of energy 50°—49,207* =>—_—__\_——. 0314§ 50? 1.3076 ——-—=41.537 coefficient of efficiency. -03148 As a matter of fact the weights of a flying ma- chine being concentrated, the axis of oscillation will be very much nearer the center than one- sixth the span, hence my system will be more efficient than these figures show. Below I give the ratings of all four systems, the figures representing the coefficients of effi- ciency: Wright June, 1912 What would happen to a cyclist if when he tipped to the left he turned his front wheel + the right? Yet that is just what is done warping wings. To save a boat in a gust, wo sd you turn it back to the wind? Yet that is just what is done by warping wings. Two other interesting facts against the positive angle are that with the positive angle the total lift is less than with the negative angle. ‘This is somewhat of a paradox, but can be proved from the above figures, and it is of course due to the reduction of speed caused by the offset. Another interesting fact is that the positive angle and its GENERAL The Wright Company’s Dividend According to the New York American of May 15th, for the third successive year the executive committee of the Wright Aeroplane Company have voted an annual dividend of about 20 per cent. It is expected the action of the executive committee will be ratified at an early meeting of the Board of Directors, of which Mr. Wilbur Wright is chairman. The Wright Aeroplane Company is a million dollar corporation, and was organized by the Dayton inventors. There are now but sixteen stockholders in the company. If the directors approve of the action of the executive committee a total of almost $600,000 will have been paid to the Wright Company’s stockholders in the past three years. It is also stated that the Wright Company has already sold 14 machines so far this year, and have taken orders for almost twice as many more, of which number only 8 are for the United States Army, and the balance for persons who are taking up flying for recreative and other purposes. Kinloch, Missouri Now that Spring has arrived in earnest the Aero Club of St. Louis flying field at Kinloch has taken on the appearance of feverish activity. All through the winter, practically tne only flying that was being done was by pupils of the Benoist School of Aviation. At the present time the Benoist School has eight or ten students, and are qualifying one a week regularly for pilot license, having qualified Ed Korn week before last, Frank M. Bell last week and have Peter Glazer, of Bil- lings, Montana, ready to try out any time the Aero Club officials are on the field. Wm. H. Bleakley, of Minneapolis, Minnesota, has a new Wright type machine finished, which he has tried out a time or two, but has not as yet made an extended flight. Moran’s Blériot-Antoinette is still in the hangas where it was put last winter, but Moran expects to start experimenting actively within the next week or two. Frank M. Bell and J. W. Eclaire have bought a new tractor type Benoist with a parachute jump- ing outfit, and in connection with Capt. Bert Berry are starting on an extended tour of Europe with the. parachute jump from an aeroplane. C. Ray Benedict, of Binghamton, New York, has ordered a new Benoist tractor on which deliv- ery is promised May 15th, and Ed Korn has also ordered a tractor, delivery May 20th. J. Nick Sparling, who has conducted experi- ments and a school from time to time at Wash- ing Park, across the river from St. Louis, in Illinois, has built a new tractor type machine, but so far it has not been very successful in its pre- liminary tests. The Universal Aerial Navigation Company have about completed their large Heliocopter ¢eroplane. They have just installed two one hundred horse- . power Emerson motors, and they expect to be able to lift several tons with this, and make a success- ful trip to New York or any other place at the first tryout. At the present time, however, their greatest activity has been confined to selling stock. California News By Ernest Ohrt. On April 14th, Farnum T. Fish flew from San Diego to the Dominguez aviation field, making the entire flight, a distance of 130 miles, over the Pacific Ocean at a height of about 7,000 feet. This flight is believed to have established a new over- ocean record. An aviation meet was held at Eureka, Cal., on April 21, an aeroplane mail service being one of its features. S. Doi, the Japanese aviator, has made several flights at Easton, Cal., on a bamboo Curtiss type machine of his own construction. This machine is perhaps one of the lightest known, as it weighs but 500 pounds, including operator and motor. Didier Masson, the French aviator, was suc- cessful in making a flight from San Rafael to Val- lejo, recently, carrying a bag of mail and also a special letter from the Mayor of the former town to that of the latter. Up to the recent date Masson has been making flights in different Californian AIRCRAFT offset reduces the speed quicker than does the veative angle, and the tipping force with the sitive angle is at its maximum at the first in- stant, getting less and less the longer you hold the warp, whereas with the negative angle the tipping force is at its minimum at the outset, getting larger and larger the longer you hold the warp, this inevitably follows from the fact that with the negative angle you slow down the wing you want to lower while with the positive angle you slow down the wing you want to raise, surely a stupid thing to do. It is understood of course that in this system By D. E. Ball towns on Saturdays and Sundays, and is reported to have engagements in the East for the entire summer season. LEED AVIATOR P. STUDENSKY, OF THE NATIONAL AEROPLANE COMPANY, FLYING THE BEECH NATIONAL BIPLANE, 52 FEET SPREAD, AT GALVESTON BEACH. The new aviators who have taken their licenses at the Curtiss Aviation Camp, at San Diego, are M. Kondo, a Japanese, who has the distinction of being the first licensed aviator of his nationality; J. Kaminski, a Poland; Mohan Singh, of Bombay, India, who has spent several weeks at San Diego field, and although there was nothing in his work while a pupil to mark him as a coming air wonder, he showed by his behaviour while in the air dur- ing the various stages of his instruction that his nerve was of the right sort to carry him safely through ordinary contingencies, and was con- 121 that I advocate, ailerons or warping tips can be used, the essential point being that normally they must offer no resistance to flight being called into play solely for the purpose of regaining lateral stability. Only one side should be changed at a time, and that of course the high side, where the aileron should be moved from zero up to a suffi- ciently large angle to get the proper reaction. When stability is regained the aileron is allowed to drop back to a position where it offers nothing but skin friction. In this way we get a mere efficient system than Etrich has. NEWS gratulated by Lieut. Towers on having earned his license, and K. Takeishi, also a Japanese. Miss Julia Clark, of Chicago, who has been a pupil of the Curtiss school at San Diego during the past three months, will try for her license shortly and will no dowbt be successful as she has many ‘times in practice of late, flown in such a maner as to demonstrate her right to recognition as an aviatrice. Already Miss Clark has made flights of fifteen minutes’ duratton, cutting right and left turns and making perfectly balanced landings, taking the course at any altitude, show- ing by her work that she is mistress of her planes. Among other events of interest in aviation is the closing of the United States Naval experi- mental station on North Island, which disap- peared on May 1. ‘The two big tents in which were housed a Wright and Curtiss hydroplane and a Curtiss biplane were taken down by a working party from the cruiser Maryland, in port at the time, and taken to the naval academy at Annapolis. The Aeronautical Society The Aeronautical Society held its first meeting in its new quarters, 304 West 58th street, New York, on Thursday evening, May 9th. This was the annual meeting of members for the election of officers and directors for the ensuing year, The following elections were recorded: Presi- dent, Louis R. Adams; Vice-Presidents, George S. Brandt, Orville Wright, Captain W. Irving Cham- bers, Isaac Guggenheim, Captain Thomas S. Bald- win; General Secretary, Arnold Kruckman; ‘Treas- urer, John E. Sloane; Directors—Lawrence E. Dare, Herman A. Metz, Charles K. Hamilton, Thomas A. Hill, A. Leo Stevens, Lee S. Burridge, J. C. Mars, Ernest V. Lallier, William J. Ham- mer, Charles W. Howell, Wiibur R. Kimball, James M. Beck, C. Azro Stiles, Colonel W. C. Church, Hugo C. Gibson, John J. Maloney, and Admiral Robert E. Peary. A general “house warming” was held on May 23rd, a dinner being served at 8 o’clock in the Reisenweber Cafe in the same building which was reserved for this occasion. The dinner in- cluded the lady friends of the members, and spe- cial music, souvenirs, etc., were provided. New applications for membership are being re- ceived by the secretary continuously. The Coupe Pommery, one of the most important aeroplane contests of the year, has been won by Bedel on a Morane monoplane, for which machine the Aeroplane Motors and Equipment Company are the American agents. The conditions of this contest are the longest flight, in a straight line, betwen sunrise and sunset. Bedel took first place, with 800 kilometres. Prevost was second, flying a Deperdussin and, Hamel third on a_ Bleriot. Among the other contestants was Vedrines, who met with a mishap, his machine being wrecked. flying in America. fiver and good climber. The National Aeroplane Company’s of Chicago Beech biplane, said to be the largest biplane This machine, with a Roberts six, has given good results, so far, as a cross country 122 The new 30 H. P. Caudron monoplane, a remar r It was on a monoplane of this make, but fitted with a been doing some wonderful flying lately. 40 H. P. Anzani, that Ewen recently crossed the English Channel. AX IR CIR ANE I ably fast and efficient little machine which has Mr. George M. Dyott, instructor at the Sloane Aeroplane Company’s school, will fly one of these machines in this country. George M. Dyott, who will take charge of the Sloane School of Aviation, has just returned from Europe. The Aero Club of Great Britain has appointed Mr. Dyott a member of the Gordon Bennett team. He has made arrangements in Paris for a racing monoplane, capable of over 100 miles an hour. This machine will probably be equipped with a 140 H. P. Anzani motor. It will Students at the Milwaukee School and College of Aviati D d Rudolph A. Silverston, the head of the institution, is standing at the extreme right. grounds. be brought over early in the summer, and will probably be seen in several of the meets which will take place this summer. Lincoln Beachey recently returned from Porto Rico, and on Decoration Day intends opening the flying season at Rockingham Park, Salem, N. H. He will continue to operate the Curtiss biplane, a vapid and accurate building of propellers. New machine designed and built in the Curtiss Aeroplane Co.’s plant at Hammondsport for The block in the foreground is a pattern by which the splendid new machine of special construction hav- ing been built for him. In the meantime, Beachey will make flights on a hydro-aeroplane with which he will, no doubt, duplicate other daring aero- plane feats. The Aero Club Italiano U.S. A., who have their headquarters in New York and already n preparing for a flight at their flying boast of 64 active members, gave a ball at the Murray Hill Lyceum, New York, on the evening of April 25th. Among the well known Italians present, who are members of the club, were A. C. Triaca, Ing. G. De Simone, C. Chiantelli, E. Pol- lak, G. Paisolli, A. Leo Stevens, Dott. V. Viggi- ano, Dott G. Di Santi, Alfred Bolognesi, F. Ber- gamini, R. Perretta and S. A. Mascia. propeller on the other side of the machine is being machined. June, 1912 Probably the first dog to enjoy an aeroplane trip was that taken aloft by Robert G. Fowler at Spartanburg, S. C., on April 20. It was a bull- dog belonging to J. P. Gwyn. an attorney of Spartanburg. It was intended at,first by Mr. Fowler to give the dog a ride, fyge x ge, but the business ability of Charles;L. Young,.Powler’s business manager, cropped 94, nd, a.passénger fee of $50 was charged ep te eno ceal ered about 22 minutes. . eet ene ere ane ; ati erice © The delivery of two lectures by Karle re Oying- ton, comprised a very interesting feature of the Aeronautical Show. These lectures were illus- trated by stereopticon views made from_ photo- graphs taken of Mr. Ovington while in flight in various parts of the United States. Mr. Ovington also addressed the entire student body of the Worcester Polytechnic Institute re- cently, including the professors. This institute is doing some real work for the progress of aviation, having a magnificent propeller plant, of which Professor Gallup is in charge, and who will shortly publish data accumulated on propeller tests. This contingent naturally proved a very enthusiastic audience. Harold J. Jane and Louis A. Horn, of 3800 Harrison avenue, Cheviot, Cincinnati, have or- ganized a model aeroplane club for the purpose of experimenting with models and holding model con- tests, and would like to meet with other interested parties in Cincinnati who are desirous of joining the club. A report to the effect that a French officer recently lost his life through his eye-glasses be- coming frosted, has resulted in a rule that United States Army officers who wear glasses for any other purpose than to read, will be barred from the aeronautical division of the signal corps. On May 20th, Arch Freeman, in a Wright_bi- plane, flew over Fort Heath and Fort Banks, Bos- ton, and tien up the harbour over the battleships Rhode Island and New Jersey, dropping toy bombs which consisted of sixteen ounces of flour. Free- man flew at a height of about 500 feet and dropped three bombs, one hitting a range finder, another a gun and the third the embankment. CORRESPONDENCE Sorsocon, Sorsogon, P. I., Jan. 2, 1912. Mr. A. W. Lawson, Editor A1rcRaF’. My prar Mr. Lawson:—I am glad you sent me this timely reminder, as I certainly do not wish to have my subscription lapse. I certainly am_ interested in aeroplanes, and, though I weigh 255 avoirdupois, I still have hopes to make a flight some time. I met Bud Mars at Manila last year during his engagement at the Philippine Carnival, which was the first and only flight I ever saw. His work made~a profound impression upon all Americans, Spaniards and Filipinos. The cause of aviation has thousands of ardent enthusiasts here in the Philippines, and we boast one locally owned machine which is a “red devil” purchased by Mr, Shimming of Capt. Baldwin. Capt. Baldwin and Bud Mars are all to the good and we hope to see them again. Sincerely, Howarp Lone, Division Superintendent. Parts, April 22, 1912. Drar Srr:—I-take the liberty of informing you of the movement which has been created in France to present the army with aeroplanes. Although the French government has already appropriated large sums for their “fourth arm,” it was not considered sufficient, and, first of all, through the influence of the sporting paper, “L Auto” of Paris, and afterwards of all the leading papers, appeals were made to the people and they liberally re- sponded, sending in their contributions to differ- ent committees who had charge to receive them. Besides, aeronautical lectures, aviation meets and theatrical shows were given and are still given for the benefit of this purpose. You will find enclosed a clipping of “Le Matin” of Paris giving you an idea of the daily contribu- tions and the total of these to date, and although this movement has been started only about a month ago, you will notice that the total amounts to quite a sum already. If our government won’t appropriate the neces- sary funds for buying aeroplanes for the army, why can’t the American people imitate the French and raise the necessary funds themselves? ‘The Germans have started doing this with success. Therefore, Mr. Lawson, I beg of you to use your influence through the columns of your honor- able magazine, the “Arrcrart,”’ to try and stir up our people and make the “Arrcrarr’”’ be to the United States what “I/Auto’”’ was to France in creating this movement, which I’m sure will be taken in favor by all our aero clubs, newspapers, etc., who will try their best towards this purpose. Hoping, sir, that vou wil] take this into careful consideration, I remain, Respectfully yours, R. H. Biangute. June, 1912 ZAGTORS Coe NG Ei) 123 Description of the American Aeroplane Supply House’s Single Seater Monoplane and New Dual Control System The American Aeroplane Supply House manu- facture four types of monoplanes, namely, a single seater, a passenger carrier, a racer and a military machine. Below we append a short description of the 50 H. P. single seater, GENERAL DIM\NSIONS. Span, 29 feet 6 inches; length over all, 24 feet 10 inches; chord of wing, 6 feet 10 inches; station- ary stabilizer, 10 feet 6 inches by 2 feet 1 inch; inverse curve elevator flaps (two), 3 feet 10 inches by 1 foot 9 inches; rudder, 3 feet by 2 feet 9 inches; motor, 4-cylinder 50 H. P. water-cooled Roberts; propeller, Gibson; weight complete with water and accessories and 5 gallons of gasoline, 650 pounds; speed, 60 miles an hour. FUSELAGE. The fuselage is of the box girder type, The ash longitudinals are joincd in the centre with square steel tubes eight inches long, which permit the fuselage to be taken apart for transportation. ‘The four members are 114” square at the frozt tapering down to %” at the back. The fuselage is 28 inches wide and 27 inches deep at the front and tapers down by graceful curves to a point at the stern and 12 inches deep at the stern post. Ash struts spaced every 2% feet strengthen the fuselage. THE MAIN PLANES. The main planes have a spread of 29 feet 6 inches; have a cord of 6 feet 10 inches and a camber of 4% inches. Each wing is built up on two ash spars 4”"x2%". The ribs are spaced 13% inches apart and are of I Beam section. THE TAIL. Special attention is directed to the inverse tail, to the use of which the machine owes a great deal of its success. It will be noted that the elevating plane has just the reverse curve to that of the stabilizer. ‘Lhe elevating planes are hinged to the stabilizer. The vertical rudder swings between the two ends of the elevating planes. LANDING CHASSIS. The landing chassis is of the well known Bleriot type and needs no further description. THE CONTROL. The controlling arrangement is of the regular Blériot cléche and foot lever type. The Passenger Carrying and the Military mono- planes are, however, equipped with the double con- trol system illustrated in the accompanying photo- graphs and described below, which enables both the pilot and passenger to operate the machine. DESCRIPTION OF THE DUAL CONTROL The double control system is similar to that suggested in the January Arrcrarr, and is de- signed to allow a comfortable seating arrangement for both the pilot and passenger. — The seats of the passenger carrying monoplanes are so arranged that the passenger sits directly in front of the pilot. There is not enough room be- tween the two seats for the use of the Bell lever controls, which are being used in the single seater monoplanes; and while two of these controls could be used by spacing the seats further apart, it would require the use of a great number of pul- leys for the wires to run over; but as we pointed out, pulleys are unreliable, and realizing this the designer has evolved a dual control, that would have the same movements as the Bell lever con- trol, but which would entirely eliminate the use of pulleys. In this the designer has been successful and has produced a dual control, very simple in construction, consisting of twin steering levers which enables the pilot and the passenger, or both, to retain control of the machine at all times. This dual control consists of two vertical levers spaced 28 inches apart, and each lever is con: structed of oval steel tubing, 54 inch thick by 1% wide by 27 inches long. To the top of each lever is attached at an angle of 30 degrees an eight inch mahogany steering wheel, in which hand holes Have been provided for the convenience of the pilot. These two vertical levers pass through three-inch holes in the wood floor; and thence through 5% inch by 2 inch slots, cut in a two inch steel tube, 34 inches long, that is attached below the floor, being supported from both ends by aluminum brackets, 1n which brackets the two inch steel tube revolves. The two vertical levers project six inches beyond the centre of this two inch steel tubing; which itself is two inches be- low the wood floor. These two levers are each fastened to the two inch steel tube with a '% inch bolt on which the levers pivot, thus permit- ting the levers to be moved forward and tack- ward, which movement operates the eleva‘ors. Directly behind the first vertical lever a twelve inch steel rocker lever is brazed to the two inch steel tubing underneath the floor, to which wires connect with another 12 inch steel rocker lever of the warping gear of the lower pylon, and a movement to either side of either vertical lever forces the two inch steel tube to revolve, and thus warp the main planes. Double wires connect the two vertical levers together, six inches below and above the bolts on which these levers pivot. The vertical rudder is controlled by the feet same as on the single-seater, and the second foot control lever is fastened to the floor beneath the forward seat. These are also connected together with double wires. ee It is surprising that the above control system is considerably lighter than would be supposed, as it weighs but two pounds more than the “Bell Con- trol Tever.” FRONT VIEW OF THE NEW DUAL CONTROL, SHOWING THE WARPING LEVERS AND DOUBLE WIRING. SIDE VIEW OF THE AMERICAN AEROPLANE SUPPLY HOU S NEW DUAL CONTROL, SHOWING THE WORKINGS OF THE DOUBLE CONTROLS. eT THE VCH MILITARY DIRIGIBLE Austria Austria is to hold an international aviation meet- ing at Vienna from June 23 to 30, under the aus- pices of the Imperial and Royal Aero Clubs. The prizes will comprise about 200,000 krones (about $476,000). The time of the meeting is chosen with a view to the congress of the Federation Aeronautique Internationale at Vienna and the finish of the Berlin-Vienna cross-country flight. Belgian Congo The Belgian Colonial Oftice has decided to send the Belgian aviator Lescarts, with a Farman, to the Belgian Congo to see whether flying ima- chines can be used to advantage in the colony and also to study the possibility of establishing an aviation centre and school there. Bavaria Bavaria’s Army has been enriched by an _avia- tion company attached to the Aeronautic and Au- tomobile Troops. The new unit is to be sta- tioned at Oberschleissheim, near Munich where a ground is being laid out for practice. The strength of the company, including officers and non-commissioned officers, amounts to sixty men, who will all be instructed in practical aviation work. ; England The War Office after many months of inaction has now decided to form its ‘Fourth Arm.” More than 25 machines have been ordered from the following firms: Bristol Aeroplane Company, De- perdussin, Howard-Flanders, Farman, Nieuport, several of which will be delivered early in June. In the new programme formed by the War Min- ister, 364 aviators will be needed by, the army, while 40 will be put at the disposition of the navy. The aviators needed by the Government will be trained at the Salisbury Plain aviation school and the Royal Aircraft factory will attend to all repairs. The first handicap aeroplane race at the Brook- lands aerodrome was pulled off on April 13th. Tom Sopwith had the honors of the scratch, giv- ing 39 seconds to E. Fisher on a Flanders mono- plane: 2 mins. 28 secs. to F. Raynham on a Bur- gess Wright biplane; 3 mins. 12 secs. to H. Spenc- er on his Spencer-Farman biplane and 4 mins. 35 secs. to C. Pizey on a Bristol biplane. The start was made without any incident. _Pizey, profiting by his handicap, arrived first, followed closely by Sopwith, Fischer, Raynham and Spencer. The race was cross-country, and the distance both ways was ten kilometres. Mr. Holt Thomas, who has just secured the Eng- lish agency for the Farman biplane, will open a new school of aviation at Hendon. On April 24th, two English aviators, Corbet Wilson and Leslie Allen, started out in an at- tempt to cross the Irish Sea. Wilson started from Fishguard (Wales) and succeeded in reaching El- lisworthy (Ireland) a distance of about 100 kilo- metres. Allen, who started from Holyhead has not since been heard of and the conclusion is that he fell in the sea while crossing. Aviator Hewitt distinguished himself by cross- ing the St. George canal in a monoplane on April 26th. Tle left Holyhead, at Phenix Park and ar- rived at Dublin, making the trip in 1 hr. 15 mins. France A new Deperdussin aviation school has been opened at Bordeaux. Three hangars have been erected and four machines have been sent there for initial use. Marcel Hanriot recently passed the second part of his pilot’s military license by attaining a height of 1,500 metres, his time in the air, being 1 hr. 21 mins. This he accomplished on a Hanriot mono- plane with a 50 H. P. Gnéme motor. _ After visiting several aviation schools, six Turk- ish officers finally chose the R. E, P. where they AIRCRAFT : June, 1912 FOREIGN aes: CAPTAINE FERBER UNDERGOING TRIALS. will start in training immediately with the intention of becoming pilots. Guilaume Busson, chief pilot of the Deperdussin school at Pau, was a candidate for the Pommery Cup and 7,500 francs which finishes at the end of May. Busson chose the course from Pau to St. Cyr, a distance of 735 kilometres, This he covered in one day, making stops at Poitiers and Tours. ‘This gained him second place, Bedel beating him with a flight of 800 kilometres. M. Millerand, Minister of War, passed the first review of the military aeroplanes at Villacoublay where he was received by General Roques and Colonel Hirschauer, inspector general of military aviation. In all there were 26 machines comprising several types. BEING PUSHED INTO ITS ROAD A MILITARY R. E. P. TRANSPORT WAGON. “Captain Ferber,’ one of the army dirigibles, left its hangar at Issy-les-Moulineaux, at 8:15 one morning recently for Toul, where it arrived safely at 2:20 P. M. Lieut. Mailfert won the first part of the Mich- elin Aero Target contest, held at Chalon-sur- Marne, by dropping 2 out of 14 bombs in the tar- get at a height of 250 metres. The duration of his flight was 38 minutes. He was flying a Far- man machine, Gnome-engined. On April 18th, Paulhan flew from Hendaye, where he had been flying for two days, to Saint- Jean-De-Luz on a Curtiss Triad hydroplane. Af- ter he had given several performances there he went to St. Sebastian (Spain), where he thrilled the crowds for two days. PEKIN-PARIS RACE. “Le Matin,” of Paris, which has organized many races and circuits heretofore, has organized another one which will be the longest and most difficult ever before attempted. The conditions made so far are as follows: Engagements: ‘That the race may come off, five aviators shall have regularly enrolled themselves and paid a forfeit of five thousand francs which will be reimbursed if the start shall have taken place from Pekin. Prize: 155,000 francs offered by “Le Matin’’ to which will be added other prizes. _ Date: It will take place next September, as from information gathered from the meteorological sta- tions of Siberia and Russia it has been gathered NEWS ‘BY R. H. BLANQUIE that the rainy season is over by that month in those countries as well as in China. Course: Two courses are being considered; one following the railroad and passing by Mouk- den, Karbin up to Lake Baikal; the other by the desert of Gobi, by which it is possible to reach Lake Baikal more directly. The latter course is favored by Prince Borghese and Cormier, both of whom participated in the Pekin-Paris auto- mobile race. Amongst those already enrolled are Bielovucic and Tetard.. Up to March 14, 1912, the Blériot schools have turned out 200 civil aviators, 61 French Military aviators and 16 foreign military aviators, a total of 277 pilots. They have special methods of teach- ing which enable pupils to master the art in a very short time. Among the civil aviators there are 16 Americans, 11 Englishmen, 17 Italians, 6 Belgians, 6 Swiss, 3 Chilians, 12 Russians, 3 Swedes, 2 Peruvians, 3 Turks, 2 Roumanians, 2 Austrians, 2 Spaniards, 1 Mexican, 1 Greek, 1 Dutchman, etc. Hamel, the English aviator, left Compiegne on his Blériot, taking with him Miss Davies as pass- enger, on his return trip to London, and after successfully re-crossing the Channel landed at Canterbury. It is the intention of this aviator to make a circuit of Paris-Bruxelles-London-Paris, shortly. Baron Shigeno, a Japanese, has constructed a metallic biplane of his own design which he has named the ‘‘Wakori.” It is propelled by a ro- tary wing ‘“Cyrnos’” which measures two metres and turns 1,400 R. P. M. It has a 60 H. P. Anzani motor which gives the little biplane a speed of more than 100 kilometres an hour. The Deutsch Cup, which is open to all aviators, will go to the aviator who-accomplishes in the fastest time the following circuit of 200 kilometres: Saint Germain, Senlis, Meaux, Melus, Saint Ger- main. Tabuteau and Helen recently made attempts for this cup, Tabuteau’s time over the course being 1 hr. 47 mins. 48 4-5 secs. on his Morane mono- plane fitted with 50 H. P. Gnéme, while Helen was successful in covering it in 1 hr. 39 mins. 19 4-5 secs., thus beating Tabuteau by 8 mins. 29 secs. Frey will also make an attempt. Up to April 28th the sum total of the public subscription for the purpose of purchasing aero- planes for the Army, amounted to 300,018 francs ($60,000). Col. Hirschauer, formerly in command of the sapeurs aerostiers at Versailles, has been officially appointed to succeed General Roques, as Inspector General of Military aeronautics. In view of Col. Hirschauer’s knowledge of aviation his appoint- ment bids fair to do a lot of good for French Mil- itary aviation. Owing to the number of accidents which have recently occurred to French military aviators, the Minister of War has issued a special order, which states that officers and men selected for aviation work must be physically fit and in particular have good eyesight. Attention is also called to the necessity of special examinations of machines and parts, while, should the weather conditions entail any risk, no flying is to be attempted. E 2 Henry Farman, who has been experimenting with a monoplane of his own design for some time past, has now got it perfected to his satisfaction, and on April 20th decided to further try its ca- pabilities by taking a trip to his brother’s works at Buc. Accompanied by his foreman, de Rain, who weighs only 200 pounds, and with enough gasoline and oil for a three hours’ flight, he set out from Chalons at 4:30 P. M. and flew the distance of 200 kilometres to Buc in one hour and a half. The motor used was a 50 H. P. Gnome and the speed a little less than 140 kilometres an hour. Tt is interesting to note that both Henry and Maurice Farman are consistently flying | and ex- perimenting on their own machines, which prob- ably accounts for the steady progress made by them and incidentally emphasizes their faith in their own product. June, 1912 ; THE JUVISY MEETING. Contrary to the general belief, exhibition flying and aviation meetings, although generally last- ing but a few days, still continue to draw large crowds in France, and, judging from the success of the recent week-end meeting held at Juvisy, April 21st, they promise to become quite popular during the summer. The meeting was organized by the Syndicate des Aviateurs with the object of initiating a fund for the benefit of the dependants of those who have lost their lives in aviation. A crowd of 25,000 at- tended and saw plenty of flying. The programme consisted of five events: the Championship of the Seine, a ten mile race to Montlery and back, start- ing and landing, gliding, bomb dropping. The morning was taken up with the arrival of several of the competitors in their aeroplanes. Andre Frey on his new Hanriot arrived from Rheims at a terrific speed on one of the new Hanriot mono- planes. He was followed by Verrier who came from Luneville on a Farman, Mahieu on a Voisin from Issy, Legagneux on a Blériot from Corbeau- lieu, Brindejone des Moulinais on a Morane from Waacoublay and Busson on a Deperdussin from ssy. The start of the competitors were somewhat de- layed on account of a tricky wind, but at 3 o’clock Legagneux went up for an exhibition flight. Soon after he landed the wind began to die down a bit and practically all of the aviators ascended. The principal event of the day, the Championship of the Seine, 10 kilometres cross-country and turn, was gained by Frey in 9 mins. 1 sec., Tab- uteau being second in 9 mins. 4 secs., and Brind- ejonc third in 10 mins. 37 secs. This event was a brilliant debut for the new Hanriot and proved a revelation to those present. After this race flying was practically continuous, the aviators taking part being Legagneux (Bléri- ot); Busson (Deperdussin); Lieut. Faucompe (M. Farman); Frey (Hanriot); Tabuteau and Brinde- jonc des Moulinais (Morane); Verrier (M. Far- man); Mahieu (Voisin); Chas. Nieuport (Nieu- port); Pischoff (Pischoff); Demazel (Caudron); Ladougne (Ladougne) and Koenig and Divetain (Goupy). Germany There will be a ‘‘Round About Berlin” flight at the end of August as the Imperial Aero and auto- mobile clubs and the [Berlin Aeronautical Society are joining forces to promote such a flight to be open only to flyers and machines of German ex- traction. The route leads from Johannisthal to Lindenberg, Schulzendorf, Spandan, Potsdam and Teltof. On the first day the aeroplanes will have to pass over a captive balloon stationed at an alti- tude of 500 metres during the circuit; on the second day the route has to be covered twice, with an intermediary landing at Johannisthal. The German War Office has ordered a new Zeppelin airship to be delivered to them by July at the latest. The military authorities demand a speed of sixteen to seventeen metres per second. Apart from this the new vessel is to be built on exactly the same lines as the Zeppelin II. which was taken over recently by the military author- ities. The new_cruiser_will be No. 3 of this series. If the Schutte Lanz airship tests result satisfactorily, this cruiser will be purchased as well. There is great curiosity as to the outcome of these trials as the Schutte Lanz has been coming on for years without having arrived. M. 4. is ex- pected to be ready in the early summer months as well. It will be noticed that the activity in Ger- many is unsurpassed. A number of Frankfort gentlemen have present- ed an aeroplane to the German Emperor for army purposes. This machine is to be known as the “Frankfort.” It is reported that the German Minister of the Navy intends ordering a Zeppelin dirigible for the use of the fleet. The total of the subscription for the purpose of purchasing aeroplanes for the Government, has already reached a million marks. Naval aviation is in full swing at Dantzig. One naval officer made five flights on April 15th on an ibatross biplane carrying passengers on each rip. Following the example set them by Messrs. Henkell of Champagne fame, the Rhenish-West- phalian Electricity Works have placed the sum of 100,000 marks at the disposal of the German War Office for the purchase of aeroplanes. Indo-China Aroused to enthusiasm by the flights of a Blériot recently made at Saigon, an Aero Club has now been formed there to promote interest in and to advance the cause of aeronautics in the French colonies. Italy Cobioni on a Caproni monoplane fitted with a 50 H. P. Anzani recently made a non-stop flight from Somma Lombardo to Adria, a distance of 340 kilometres. _ A new military dirigible, the M.-I. will make its initial flights at Bracciano. This is the largest dirigible yet constructed by the engineering corps of the Italian Army. The Italian Aero Club at Rome, has received 20,000 francs from the City of Venice for the pur- chase of an aeroplane which will be named the “San Marco.” The City of Turin has given an aeroplane and four hangars, while the King has given 100,000 francs and a paper of Milano, 20,000 Tea NIRS CROW Es 125 THE SMALL CAUDRON BIPLANE, FITTED WITH ONLY A 30 H. P. 3-CYLINDER Y-TYPE ANZANI, GETTING OFF THE GROUND QUITE EASILY WITH TWO ABOARD. francs for the same pPUEDOSE, The subscription committee have decided that a part of the money shall be reserved for the construction of dirigibles. India The Gazette of India reports that the Govern. ment of that great territory promulgated on September 30, 1911, “‘An act to control the manu- facture, possession, use, sale, import and export of airships.” The act authorizes the Governor General: in council or the local government, sub- ject to the control of the Governor General in Council, to regulate or prohibit, except in ac- cordance with such licenses as may be granted for the purposes, the manufacture, possession, use, Sale, importation and exportation of all air- ships. If it be deemed expedient or necessary to the public welfare, the Governor General may prohibit absolutely or subject to conditions the importation or exportation of airships of all kinds. For the infraction of the terms of the act the penalty shall be imprisonment for a term of not longer than six months, or a fine of not more than 1,000 rupees ($324) or both, and the airship may be declared forfeited. Lieut. D. D. Haskard, of the Garrison Artillery, stationed at Karachi, India, is said to be import- ing one Bristol biplane and five Bristol mono- planes. Lieut. Haskard is the first officer of the Indian army to take a course in aeroplaning, and it is presumed that these machines are brought either for the Indian army or with a view to inter- esting the Government of India therein, Mexico Consul General Arnold Shanklin of Mexico City reports that aeroplanes imported complete are classified for duty by the Director General of Cus- toms under tariff No. 253 of the customs tariff of Mexico, which reads as ofllows: Articles not specially mentioned of iron, steel or tin plate, tinned, nickeled, covered with copper or brass, painted or galvanized with zinc, wholly or in part, the weight of each article exceeding 10 kilos, duty per kilo, legal weight, 0.12 peso (per pound, $0.028). Should the wings be imported separately, how- ever, duty would be charged under tariff No, 650, as follows: NOTE THE PASSENGER SITTING ON THE PLANE. Articles of all materials not specially mentioned, combined with skins or cloth containing silk, duty per kilo, legal weight, 0.75 peso (per pound, $0,169). Russia The Sporting Committee of the Aero Club de Rusie have fixed a definite programme of the circuit which is to be held this summer in the suburbs of St. Petersburg. The course is as follows: St. Petersburg, Tosno, Gatchino, Kras- noie-Selo, Peterhof, St. Petersburg. ‘The distance is about 160 kilometres and must be covered in 1 hour and a half. Other interesting features have also been planned. The counsel of the aero club have decided to ask the Federation Aeronautique Internationale that the annual congress be held in St. Petersburg in 1913 or 1914. It also decided to send one of its best aviators to Chicago to contest the Gor- don Bennett Cup. The military aviation school at Sebastopol, which is the only one in Russia, actually has in training 102 officers and 200 soldiers and possesses 55 aero- planes. Spain Charles Weymann received five Nieuport mono- planes at Madrid and flew one of them over the city, taking with him Colonel Vived y Vich as passenger. These monoplanes are destined for the Spanish Army. z Switzerland The Swiss pilot Enrice Cobioni who, on his Caproni monoplane lately broke speed records for 250 and 300 kilometres and of three hours, suc- ceeded in crossing Lake Maggiore from Vizola- Ticino to Loccarno in 42 mins. 44 secs. at a speed of more than 110 kilometres an hour. Before a considerable crowd and the Swiss mili- tary commission, Kimmerling flew at Pronefils near Zurich, where his audacity and ability were loudly acclaimed. Switzerland has nominated one balloon only for the Gordon Bennett balloon race at Stuttgart in October—the ‘Helvetia’ with which the late Colonel Schack won the trophy in 1908, accom- panied by Messner and Armbruster. The last- named aeronaut will pilot the balloon this year. JAPANESE BIPLANE CONSTRUCTED BY BARON SHIGENO. THE FRAMEWORK IS BUILT ALMOST ENTIRELY OF STEEL TUBING. 126 SPREAD ROOM AT THE GOODYEAR TIRE AND RUBBER CO. SHOWING THE MAKING OF BALLOON FABRIC, A. Heinrich Brothers, of Baldwin, Long Island, have leased a piece of ground in that locality for the purpose of establishing an aero- plane school and experimenting grounds. The eround leased contains about 20 acres, and there are another 200 acres of clear ground adjoining the property which can be flown over. It is in- tended to open the Heinrich school on or about June Ist. Some good flights have been made re- cently by A. Heinrich in his latest monoplane. The American Propeller Company, have leased for a number of years a fine factory at 243-249 Hamburg street, Baltimore, Md., where it is their intention to manufacture aeroplane propellers on a much larger scale than heretofore. The new factory covers about 10,000 feet of floor space, 5,000 feet of which they are fitting out with ma- chinery now, leaving the rest available as the growth of the business warrants. It, is the in- tention of the American Propeller Company to carry a large enough stock at all times to enable them to furnish propellers of any size upon de- mand. The Elbridge Engine Company state that they have arranged with the leading manufacturers of aeroplanes in this country for inside prices on their products in quantities, and the benefit of close buying they offer to purchasers of the Elbridge Engine, so that they are now offering their engines for sale in combination with entire aeroplane outfits. If further details are wanted it might be well to write to the Elbridge Engine Company, Rochester, N. Y. The Milwaukee School and College of Avia- tion are preparing plans for the erection of a new steel building to be 50 by 200 feet. The in- structor of this school is the well known French pilot, Ignace G. Semeniouk, who will probably represent the Milwaukee School at the Chicago Meet next fall, it being the intention to send two biplanes and a monoplane to participate. Among the promising pupils now at the school are Roy Schnetz, Jack B. Knight, Ralph M. Kibbe, Bruce Foster and Glenn McWilliams. James Means has publicly announced that he will give a cash prize of $1,000 to be competed for by aviators using the James Means control, and anyone who is interested in the matter can obtain further details by opening un correspond- ence with Mr. Means at 196 Beacon street, Boston, Mass. The Roberts Motor Company report that among their usual heavy monthly sale of motors, a 50 H. P. 4-cylinder model X motor has been delivered to Harry N. Atwood to be used in his Burgess-Wright hydro-aeroplane, and upon Mr. Atwood’s recommendation they have sold a 6- cylinder motor to the General Aviation Company of Boston. From the present outlook the Roberts Motor Company anticipate a sale of about 300 of their aeroplane motors during the season of 1912. The Goodyear Tire and Rubber Company, of Akron, Ohio, is going in to manufacture aeroplane and airship goods on even a larger scale than ever before, believing as they do that the develop- ment of the aeronautical movement warrants it. It is their intention to build great American dirigi- bles which will compare favorably with the big airships of France and Germany. One of the dirigibles already built by this concern under the general supervision of Melvin Vaniman is the Akron, which is now being experimented with at Atlantic City, N. J., and later may be used in an attempt to cross the Atlantic Ocean. Mr. F. H. Brauninger states that the Gressier Aviators have been entered in the International Race to be held at Chicago the latter part of the AIRCRAFT = SSR PLANT, AKRON, 0., season. The machines entered are a Morane monoplane, 100 H. EF. Gnéme and a_ Voisin- Canard biplane that will be engined with 75 or 100 H. P. motor. Mr. Brauninger is busy these days attending to the Gressier Aviation School at 3elmont Park. The Clawson-Hamilton Company, of Brattle- boro, Vt., has been organized for the purpose of developing the aeronautical movement in New England. Ofhcers of the corporation are: N. D. Clawson, president and general manager; Irah D. Spaulding, vice-president; R. L. Peltier, treasurer; George D. Wood, secretary. The following horse power curves plotted from tests made upon both the four and six cylinder Sturtevant aeronautical motorsdirect connected to an absorption dynamometer shows the exception- ally high efficiency which these motors develop in operation. £600 700 A comparison of the A. I. A. M. rating for motors of the same bore and stroke with the actual performance of these motors is very interesting. 4 CYLINDER 4%” BORE x 4%” STROKE. A. ly. A. M. rating.. 1332 R. P. M. equals 32 H. P. Actual performance... 1332 R. P. M. equals 50 H. P. 6 CYLINDER 4%” BORE x 4%” STROKE. A. lL. A. M. rating.. 1332 R. P. M. equals 48 H. P. Actual performance.. 1332 R. P. M. equals 76 H. P. It will be seen from the above chart that both motors reach the peak of their curves at about 1700 R. P. M., at which speed they develop 55 H. P. and 86 H. P. respectively. The Diana Aero Company, of Detroit, state that their plant is now in good working order and that they have one machine in operation at their aviation field in Grosse Pointe, while two more machines are in course of construction, one of them being a hydro-aeroplane. The Raub and Longo Balloon and Biplane Company, of Columbus, Ohio, has been organized and will handle aeroplane parts and supplies, this end of the business having been transferred to them by R. O. Rubel, Jr., and Company, of Louisville, Ky. The Sloane Aeroplane Co. has purchased a passenger-carrying Deperdussin monoplane, of the type with which Marcel Provost made the record breaking trip between Paris and London. ‘The machine will be delivered in a few weeks. It will be used in exhibition work and school work. June, 1912 S22 The Sloane Company will represent A. Deper- dussin in America. They will also handle the Smith tachometer, which is the most reliable indi- cator made abroad. Arrangements have been made with Anzani to handle his different types of engines in this country. He is now turning out eight styles of motors. They are two 3-cylinder types. of 35 and 40 H. B. respectively; four 6-cylinder types of 45, 60, 70 and 80 H, P. His newest types are a 10-cylinder, of 100 H. P., and a 14-cylinder motor of 140 H. P. These are all air cooled. Mr. George M. Dyott will manage the Sloane School of Aviation. Several pupils have been en- rolled, and the success of the school seems assured. Mr. Dyott has had a great deal of ex- perience in exhibition and cross-country flying, so that he is competent to instruct. He also was an assistant instructor in the Deperdussin school, near Paris, for several months. Mr. Dyott is a graduate engineer, and well qualified to teach his pupils not only the handling of the machine, but also the construction and up-keep of the motors and aeroplanes. Messrs. Thomas Brothers, of Bath, N. Y., manufacturers of aeroplanes, are the designers of a monoplane of original design, which is now near- ing completion. This monoplane has rounded wings of the Blériot type, but the are or camber of the wings is a trifle less. The ribs are unusually strong without increased weiglit, and attached to the fuselage with improved fastenings and guyed with steel cables of greater strength than the steel bands commonly used in monoplanes. The Thomas monoplane will not depend upon wing warping for stability. Ailerons will be at- tached to the outer rear edge of the wings and a new control system will be used entirely different from those used on any other monoplane. With its flat wings and small head resistance, the Thomas monoplane is expected to prove very speedy, and its first trials will be awaited with interest. While the need of a starting device on an aeroplane has always been noticeable, it is espe- cially necessary in the hydro-aeroplane. Very soon after launching the first Burgess Co. and Curtis hydro last fall this new device for starting was applied. It has been used about six months, and with a number of small changes in construc- tion now represents a most advanced method of starting an aeroplane engine, because of its ex- treme simplicity of operation, small chance to get out of order and also being fool-proof as well. Its operation is simple. The operator is sup- plied with a starting handle, and when ready to start his hydro closes the throttle or retards the spark, and leaving his seat, steps back into the plane and inserts same in a socket attached to the device on the large sprocket. A quick lift of this handle turns a four-cylin- der motor past two compressions and starts the motor under low speed, which hardly moves the hvdro through the water. The operator has plenty of time therefore to resume his seat and grasp his levers before the aeroplane is speeded up with the throttle. The great success with which the E. J. Willis Company has met in the aeronautical supply business indicates that the demand for aeronauti- cal supplies in this country is continually on the increase, and therefore means that more machines are being built now than ever before. This com- pany handles everything from a turnbuckle to a motor, and recently made a sale of one of the Frontier motors to Jack Roolds, who owns a large sheep station at Kootmanda, New South Wales, Australia, the same to be used in a Far- June, 1912 RS CRAG Ey» 127 man type machine. Moreover, the FE. J. Willis Company informs us that they have already sent out over 12,000 copies of their 1912 catalogue. W. E. Boughton, of Washington, D. C., has become associated with the Sloane Aeroplane Company of New York, and will herafter act as their representative in the District of Columbia. construction Cc =~ OF NEW YORK a, 481-483 PARK AVENUE “2, Ives de Villers, who recently went abroad in the interests of the Aeroplane Motors and Equipment Company of New York, has returned after arranging for his company to represent several of the big aeroplane, motor and _ fabric manufacturers of France. One of the leading spirits of this entérprising concern is J. A. D. McCurdy, the celebrated aviator, which in itself augurs well for the future success of the com- pany. Henry C. Cooke, manufacturer of aero- planes, reports that he has already sold two Cooke biplanes (Curtiss 1912 type), and has prospects for several more orders. M. D. Clawson, of Brattleboro, Vt., a recent graduate of the Curtiss school of San Diego, has placed an order with the International Aeronautic Construction Company of Jamaica, New York, for a Curtiss type 26 ft. machine to be equipped with a 75 H. P. Roberts motor, which will be flown by aviator Spaulding. This company placed an order with the Roberts Motor Company, during the Show, for the first 125 H. P. Roberts motor turned out. Designers and Builders of Aeroplanes and Propellers of All Types WRITE US FOR PRICES, ETC. Note Change of Address 481-483 Park Ave., N. Y. City Rubel School of Aviation OFFERS MORE INDUCEMENTS to students than any other aviation school in America. Instructions in flying Monoplanes and Biplanes. Room and board can be had at our dormitory on the Aviation grounds. Our private Aviation Park is at the disposal of amateur and professional avia- tors. Motors and hangars for rent. Write for school booklet and terms. We can guarantee engagements to competent graduates, Visit us before you enroll. R. O. RUBEL, Jr. & CO., Inc. 1600 Floyd St., Louisville, Ky CAPT. BALDWIN has just returned from his SECOND tour around the world with an aeroplane, without any serious accident, during his exhibitions. Aeronautical Books OF ALL DESCRIPTIONS Always using the “Willoughby Patent Double Rudders ” Sg for steering his machine. LAWSON PUBLI SHING CO. The safety of this method of steering (in the vertical plane) has been 3 demonstrated without a doubt. 37 East 28th Street New York A Cash Prize of One Thousand Dollars N A I A D for Something Over Four Hours Flying : InoneraGashibrice omOnenTih aiDollarstob A t 1Cl h Reeeieds Pe oe Busts ane the JAMES. MEANS eronau 1cCa ot CONTROL described on pages viii and ix of Science, N.Y., March 1, 1912; also in Acronautics, N. Y., Feb. 1912, p. 46; Manufactured Especially for Aeroplanes and Used by Nature, London, Feb. 29, 1912, pp. 588-9; Deutsche Luftfahrer- Aviators of Prominence Zeitschrift, Berlin, 1912, No. 5, p. 113, and in other journals. LIGHT, STRONG, AIR-TIGHT Public flying of not less than four hours total will be re- AND quired. This time will be divided; there are to be three MOISTURE-PROOF ON BOTH SIDES flights of not less than half an hour each, one of not less than enous esse iid enatienee eons Ce : one hour, and one of not less than ninety minutes. Sample Books, including Data and Prices, sent on request Certain conditions, not severe, attach to this offer. I will EAS Some ars send copies of these on request. THE C. : E. CONOVER CO. JAMES MEANS, 196 Beacon St., Boston, Mass. 101 Franklin Street - - New York Are used by all discriminating Aviators who want efficiency. They are sold on their merits and backed with a binding guarantee. The Propeller that propels. It’s the propeller you'll eventually use. Write for illustrated catalogue, printed in five colors, telling how they are made. It’s free for the asking. R. O. RUBEL, Jr. & CO., Incorporated 1600 Floyd Street LOUISVILLE, Ky. AEROPLANE RADIATORS IN STOCK OR TO ORDER “Expanding Pitch’’ Propellers SEND FOR PRICELIST EL ARCO RADIATOR CO, 6¢EAsT3ist St., NEW YORK 128 AIRCRAFT June, 1912 CLASSIFIED ADVERTISING 15 CENTS A LINE SEVEN WORDS TO LINE CASH WITH ORDER FOR SALE FOR SALE | MISCELLANEOUS ie you want passenger balloons, dirigibles, cap- tives or aeroplanes; large stock; immediate shipment; any size built to order. Teach pur- chaser to operate. Exhibitions furnished through- out United States and Canada. G. L. Bumbaugh, builder and operator, Indianapolis, Ind., U.S.A. MUST SELL--FINE MONOPLANE P., Arco Radiator, G. & A. anteed first class Route 2 NAUTICAL, suy FOR SALE—Holbrook aeroplane motor, 1911 | model, 35 H. water cooled, weight 200 lbs.; Unisparker and three pr condition. Gladstone, Minn. | NLIMIVED practice and one-sixth interest three machines for $400. Aviators’ Exchange, complete with El] |58 West Washington St., Chicago, Ill. Carburetor, Atwater-Kent | i vee opellers; price $300. Guar-|— a Wm. Schroeder, WANTED—Aviaticn Apprentices to operate lat- | est type racing monoplanes. Instruction —|free. Box 762, AIRCRAFT. four cylinders, four cycle, | yplies. Tverything for th Pat ERC el — ae aoe: 2a J ee 1911, cross country type, two seater, Blériot, 100 A aeroplane he nae Ce See 5 yaaty , aeroplane at lowest prices. Send for price me : = _ ves Sir H. P. engine, full equipment. A. V. Reyburn, Jr.,| list. American Aviation Co., Inc. 2957 N.| W ANTED—M COO) CHARACTER, | IX- PERIENC FLY STANDARD-TYPE 5305 Delmar Boul., St. Louis. Missouri. Lawndale ee Chicago, Ill. ean | BIPLANE, NEW. Address, A. M., 1010 South = es eS oh serneeit ae are ay - A He z ; Used neh ; | Plum St., Pine Bluff, Arkansas. S, ares ~ “AD i | JW control an aeroplane. Jsed by_ the ef a - os es For Sana ese nescmtss Go, Maher [ED Vigest shocls, “the oly book ence ete ee ss : eu ati Peet , 5 ie 5 on this subject. Price 50 cents. Aviators’ Ex- | pueneasey er $50 closes deal. W. Lee Hunt, change, 58 West Washington St., Chicago, III. CO-OPERATION WANTED ss y Lila HIRTY perfect photographs, world-known avia- | | ANTED—Partner tc act as manager durin tors, machines, flights, etc.; interesting, POSITIONS WANTED | coming exhibition eeaconiiiocyalemele pronter authentic, descriptions, $1; six photographs, 25c.| is i _ : Peer: by party who will furnish and operate Curtiss type; Aero Specialty Co., Revere, Mass. | me Vee E 5 must have some experience in business and also SS —__—_—— F,NEPGE PIC, reliable and honest young man,| enough capital to get things started; this is an ex- age 19, weight 11 aviator’s assistant. bition is aviation. For SALE—Three pair Sprockets and 38 feet of Chain, suitable for double propeller aero- plane; all in first class condition; practically new. M. A. Schmitt, 584 Eagle St., Buffalo, N. Y. %200 takes a 36 ft. Curtiss type Biplane (with- out engine), or will exchange for motor | cycle, or what? ‘‘A.,” 1519 East 63rd St., Chica- go, Ill. biplane construction. Eun ing to fly. ERONAUTICAL SUPPLIES—Imported wire strainers, clamps, eye bolts, etc.; pamphlet AMCO on application. Aeromotion Company, Wright Building, St. Louis, Mo.; exclusive agents Societe Des Moteurs Gnéme, Paris, France. (cass latest improved type (Pigeon tail) 1912 | Model. Made over 300 very successful flights 1,000 ft. high, 30 miles cross-country. My construc- tion is strongest in the world. New, complete, ready to fly, tested and guaranteed, including free | lessons to buyer, $2,500. Buy direct from Builder and Aviator of 10 years’ experience. H.C. Cooke, Aviator and Builder, 127 West 64th St., New York City. BE jing to fly. Address L Cc PABLE, 4 years’ practical any offer; moderate UE PRINTS, showing the most economical | - and simple aeroplane running gear ever de- ANTED—Licensed signed. Inexpensive, easy to construct, low head 5 = Ie "yn ome I ntract. resistance and will save you many breakages. ‘Two | ee Stic eat reese eae large sheets showing all details, one dollar. M. S. | &XP' I S 4 Lewis, 830 Isabella St., Oakland, Calif, | Arrcrarr, OW’'S THE. TIME. Flying graduation GUARANTEED. French method in- struction; mechanician course. We positively have the only REAL Aviation School; two aviation fields, three factory buildings, aeroplanes, » Motors, etc., and the LARGEST aviation field in America. Motor, propeller, construction and flying thoroughly taught. Send for a home study course; FREE lesson. STANDARD AVIATION COMPANY 1309 Manhattan Bldg. Chicago, III. “GRESSIER AVIATORS” Now conducting finest equipped School in America FARMAN MORANE' BLERIOT VOISIN-HYDRO Using only Gnome and Anzani Motors LET ME SHOW YOU. GET MY RATES Address F. H. BRAUNINGER, No. 263 W. 69th St., N. Y. The Call 5 Ibs., desires position as Has plenty nerve and his am. give services for expenses with prospects of learn- | 1 Podlaha, Oakdale, Long Island, N. Y. 47th St., New York City. reliable and active young man, | wants a responsible position in aerial navigation; possess a good knowledge of construction work and | controlling devices of the leading machines; make salary Address Locomotion, Box 757 Arrcrart, MISCELLANEOUS Aviation Engine ceptionally good offer to the right man; first class references furnished and required. Box 761 Arr- Has read some good books on | crarr aviation and built models that fly. Possess some| knowledge of gasoline engines, also monoplane and | ——— aS aeSUE TRS URTSas EE Will go anywhere and will | (Ga wanted to patent and build aero- plane that will fly three hundred miles per hour. Will give 49 per cent. of patents. I will guarantee to fly across Atlantic in twelve hours. \ddress A. Hlarbottle, 18 Eldert St., Brooklyn, Jr., Westbrook Farm, | YOUNG MAN, age 18, desires position as an | N aviator’s assistant, with prospects of learn. | — Gaye WANTED—$15,000 to form a new company to build a lately patented, high-speed monoplane that is automatically balanced and acts as a parachute in case the motor stops while in the air. The machine itself acts as the parachute and has absolutely no umbrella-like or auxiliary para- chute attachment. Address: Monoptane, 5 Box 66, Station D, New York City. ouis Fenouillet, 132 West | with experience in locomtion, 26). | =>} = == —— to start; (age LEGAL NOTICE A® I am manufacturing Aeroplanes, I desire to | give notice to all persons that are using my |“Patent Rudders’’ with inverse and simultaneous action, and also my “Patent Semi-automatic engine |control,” that it is my intention in the future to Hugh L. Wil- aviator for Curtiss Biplane State lowest salary, Address Box 763, | ask a small ‘Royalty’ from them. loughby, Sewall’s Point, Florida. OOKE BIPLANES Curtiss Improved 1912 Type (Pigeon Tail) Perfect fliers. No freak construction. Ten years’ experience. Strongest in the world. Amply powered (Roberts Motors.) Anybody can fly these machines. One ready for immediate $2,500 delivery ee oe : : Free Instruction to Buyer H. C. COOKE, 127 West 64th St. CHICAGO AERO WORKS H. S. RENTON 164 North Wabash Avenue NEW YORK CITY Proprietor Hg one MOTO A E R 0 P LAN E S Pst RBTARe PROPELLERS WHEELS ALSO MODELS AND MODEL STOCK First in Chicago and the Middle West Flights Furnished. Send Stamp for Catalog. ESTABLISHED 1909. Aviators Taught. Four Cycle, Water Cooled, Opposed Cylinders THE GREATEST KNOWN THRUST PER RATED HORSEPOWER 1 WRITE FOR CATALOGUE THE AERIAL NAVIGATION Co. OF AMERICA GIRARD, KANSAS June, 1912 | BAMBOO Special Grades of | Bamboo for AERONAUTIC WORK Reed, Rattan and Split Bamboo for Models. All sizes in stock. "Tonka Rattan for Skids, 1 1-4 inch and under, any length. J. DELTOUR, Inc. 804 Jefferson St. Hoboken, N. J. “MANN”? MODEL Holds all ‘Official’? World’s Records Distance 4,200 feet Duration 100 seconds Acknowledged by three nations to be the most wonderful model flyer ever made. We are sole agts. English models, plans, supplies and gasoline engines, omie engines. It will pay you to get free list from the pioneer English firm, A. MELCOMBE & CO. American Branch, 2102 Seventh Ave., Seattle, Wash. PATENTS THAT PROTECT AND PAY PATENT Advice and Books Free. Highest References. WATSON E. COLEMAN, Patent Lawyer 622 F St., N. W., Washington, D. C. Rates Reasonable. Best Services. PATENTS Fecretume Fee Returned Send sketch) for free search of Patent Office Rec- ords. How to Obtain a Patent, and What to Tnvent, with list of Inventions Wanted and Prizes ollered for Inventions sent free. Patents advertised ree. We are experts on AIRSHIPS and all patents and technical matters relating to AERIAL NAVI- GATION. VICTOR J. EVANS & CO. Washington, D. C. WEBSTERS NEW INTERNATIONAL —THE MERRIAH WEBSTER Every day in your talk and reading, on the street car, in the office, shop, and school some new question is sure to come up. You seek quick, accurate, encyclopedic, up-to-date information. This NEW CREATION will answer ai! your questions with final authority. 400,000 Words Defned. 2700 Pages. 6000 Illustrations. Cost $400,000. The only dictionary with the new divided page. A ‘‘Stroke of Genius.’’ Write for spec- imen pages, il- lustrations,ete. J Mention this i publication iu\\ and receive Kh) FREE a set of } i \} pocket maps. 7 AS its i G. & C. MERRIAM co. Springfield, | Mass. U.S.A. UT JA TAR CIR AN IE AP WANTED A good business manager by two avia- tors owning their own machines. Give previous experience, references, etc. Address: F. J. Southard, Atlas Hotel, Dayton, Ohio DETROIT ARO POWER PLANT compLete $300 Reaoy To RUN INCL.PROPELLER-CARBURETOR-BOSH MAGNETO, OIL PUMP-CABLE-SWITCH-MOUNTING BOLTS. ‘Ss GUARANTEED 7° 210 LBS. MIN.STATIONARY THRUST 9 (S8LBS MAX.WEIGHT (COMPLETE) - am 36 HOURS DELIVERY. LIFT AND FLY CURTIS BYPLANES BLERIOT XI MONOPLANES & DEMOISELLE MONOPLANES OR CRAFTS OF SIMILAR MAKE DETROIT AROPLANE CO. ' DETROIT PATENT PROPELLERS for model aeroplanes ; light, smooth alu- minum blades; variable pitch; steel shaft accurately and securcly attached; 35% in. 10c., 6 in. 25c., 8 in. $5c., 10 in. 50c., 12 in. 75¢e. Post-paid. Low quantity prices. Jersey Skeeter Aeroplanes 25c. LINCOLN SQUARE NOVELTY WORKS 1931 Broadway, New York J.C. (BUD) MARS, NOW BOOKING ADDRESS 17 N. La Salle Street, Chicago, Ill. It starts automatically from seat It has a starting handle for emergency Department B LBATROSS Has three distinct new features It can run for miles with- out a drop of gasoline Price COMPLETE $650 Catalog free (Stamps not desired) ALBATROSS COMPANY DETROIT Michigan WY \ 130 AIRCRAFT Aeronaut Leo Stevens Controlling the Greatest Flock of Licensed Aviators in America Operating the Leading and Best Make Machines in the world If you contemplate Flying at your place, communicate direct. Box 181 Madison Square New York, U.S. A. Phone Chelsea 235 “ROOLD” FOR SAFETY HELMETS AVIATION SUITS UNBREAKABLE GLASS GOGGLES “EVERYTHING FOR THE AVIATOR” 50 Avenue de la Grande Armee, PARIS Official Contractors to the French and Russian Armies Apply for Catalogue ‘‘P’’ of the Moteurs Rotatifs ————— (Rotary Motors ) ————— PoE EU X ———— For Aeroplanes —— Works and Offices: 27 Rue Cambronne, Paris, France AGENTS WANTED Agents Wanted in all the Principal Towns of the United States, Canada, Mexico and South America June, 1912 Aeronautical Motor FOUR AND SIX CYLINDER Four Cycle—Water Cooled—Automobile Type An Aeronautical Motor built for service under all conditions and at extreme angles. Heavy enough to be durable—light enough for flying. Lightness secured by refinement in design and in those parts best suited to give lightness. No vital parts weakened to secure light weight. Entire design tends to eliminate trouble-producing parts. There are no push rods—no rocker arms. The valves located in the side are instantly re- movable for re-grinding. No danger from broken valves. The exhaust valves are equipped with lifters to permit coasting in air. All the gears are enclosed and run in oil. The high-tension Mea Magneto permits easy starting with retarded spark. A muffler may be furnished if desired which makes the motor practically noiseless. The normal speed of 1200 R. P. M. may be re- duced by throttle to 300 R. P. M. A Dependable, Durable Motor backed by the STURTEVANT Guarantee. Ask for Catalog 200-1 B. F. STURTEVANT COMPANY HYDE PARK, BOSTON, MASSACHUSETTS. Offices in all Principal Cities. June, 1912 TWO YEARS IN THE LEAD ON AEROPLANE FABRICS A few years ago aviators were wont to experiment with most any kind of aero- plane fabric. But the aviator of 1912 won’t do such experimenting. He won’t endanger him- self, his machine and his success by risking fabric of uncertain performance. He will continue to choose Goodyear Aeroplane Fabric—that fabric which has passed the experimental stage—that is 2 years in the lead of others—fabric which time and thousands of tests have proved will not shrink, stretch, break or rot—in short, fabric which comes mighty close to perfection. (00D: YEAR KRON, OHIO Rubberized Aeroplane Fabric Goodyear Aeroplane Fabric is rubberized, hence its steadfastness. It is soaked and saturated, thru and thru with pure Para rubber. And the fabric used is the costliest kind of cotton and linen. Unlike plain, varnished or treated fabrics, Goodyear won’t shrink when dampened; won’t relax when warm and dry; won’t mildew and rot. That’s why nearly every aviator of note will have none but Goodyear fabric on his machine. Furnished with metallic finish to match aluminum painted machines. OUR OTHER AEROPLANE PRODUCTS Goodyear Aeroplane Tires. used by the world’s most famed bird men, are least apt to puncture, can never be jerked loose and they’ll land your machine lightly and easily—very little jar to the occupant or delicate mechanical parts of the machine. he Goodyear Rubber Shock Absorber, another of our inventions, has won exceptional popularity. We build balloons complete in all types, and guarantee unusually prompt deliveries. Drop us a line to-day, stating which of our products you are interested in. The Goodyear Tire & Rubber Co. AKRON, OHIO Branches and Agencies in 103 Principal Cities MORE SERVICE STATIONS THAN ANY OTHER TIRE HEINRICH Monoplanes and Mono-Biplanes TUITION, $250 On Private Field MADE IN FOUR SIZES Write for Illustrated Booklet HEINRICH BROS., Baldwin, L.I.,N.Y., U.S.A. ERO WIRE WHEEL BUY FROM MANUFACTURER AND SAVE MONEY 20 x 2144” Wheels—6”” Hub—$4.00 with tire $6.00 20 x 3” Wheels—6” Hub— 4.75 with tire 8.25 FARMAN TYPE Gears complete—Price 42.50 Stock size Hubs—6” wide, 3g or 144” knock-out axle or bushed to fit 1” axle—to fit 114 and 11% special HYDRO-FLOATS and 34 inch Float Wheels. Don’t fail to write for complete list of Wheels and Prices. We make any size or type. Deposit required on orders; Balance C. O. D.— examination allowed. J. A. WEAVER, Jr. ‘NewYork cry" FNM IRS [RISO TT AD 131 ENOIST IPLANES TYPE XII. Three Models School Machine Cross Country Machine Military Machine Also operate the Benoist School of Aviation For further particulars address BENOIST AIRCRAFT CO. 6630 Delmar Blvd., St. Louis, Mo. Aviator Wire supplied in 12 sizes with a plate finish, making soldering easy. This wire is specially drawn from extra quality high grade steel. Also Aviator Cord of twisted wire. John A. Roeblings Sons Co. TRENTON, N. J. OR IMMEDIATE DELIVERY, complete wood and metal parts for single surface Curtiss type including 50 yards No. 2C Naiad Aeronautical Cloth, three 20’’x 2” wheels, 6” hubs, 34” knock out axles. PRICE, $175.00. 25 to 30 H. P. Motor, air cooled, with Schebler carburetor. PRICE, $200.00. All of the above for $365.00. Let us tell you about it. Prices on double surface headless, Goodyear fabrics, wheels and supplies. Motor of the two and four cycle type, water cooled, with two or three blade propeller, on request. WOLVERINE AERONAUTIC COMPANY DETROIT, MICH. BALDWIN VULCANIZED PROOF MATERIAL For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. Lightest and strongest material known. Dampness, Heat and Cold have no effect. Any Strength or Color. “RED DEVIL”? AEROPLANES That anyone can fly. Free Demonstrations. HALL-SCOTT MOTORS Eastern distributer. 40h p. 4-cyl.; 60 and 80h. p., 8-cyl., on exhibition at Frank Schumacher’s, 164 W. 46th Street, New York. All motors guaranteed. Immediate delivery. EXPERTING Will install a Hall-Scott free of charge in anyone’s Aeroplane and demonstrate by expert flyer. Expert advice. ’Planes balanced. CAPT. THOMAS S. BALDWIN Box 78 Madison Sq. P. O., New York AEROPLANES 132 AT RIGR AEE June, 1912 My Rotating Vanes balance better than brains, From my Blades are shaken the dews that waken Over seas and the streams ; The rainbows one by one, My Parachute shade’s for the birdmen staid, As I burst thru the shroud of a sunlit cloud, in In their noonday dreams. Oh—the wild race I run! a And laugh I must at the skulking gust (like a wolf) From the air hole under, Who leaps and fouls my rim, then howls on the heels Of the passing thunder— ‘ As Bwyd) go (either fast or slow) thru the depths s an azure sea, JOSEPH E. BISSELL, Box 795, Pittsbur ¥, Pa. Over rocks and the rills and the valleys and hills, Oh, rapture to fly! and be free— Seventy per cent. of record-breaking American flights with American Aeroplanes were made with propellers bearing this name CHARAVAY We will tell you why if you ask us. SLOANE AEROPLANE CO. 1731 Broadway, NEW YORK CITY AGENTS: Eames Tricycle Co., San Francisco and Los Angeles; National Aeroplane Co., Chicago; W. E. Boughton, Washington, D. C. A Postal will bring you leaflet IF YOU WANT 1. Less vibration ) THAN 2. Greater speed range - ANY 3. Better flying efficiency J 2-BLADER Spirons In 2 Grades PLAIN—A No. | whitewood or similar light, tough material; shellaced, waterproofed and varnished, POLISHED—A No.1 walnut or similar hard- wood wrapped in fine silk and brought to high piano finish. Then you are interested in the 3-blader or Tri-S piron irons have been tested at peri- tieralauecds above 347 miles per hour without slightest sign of strain. 3-99 BALDWIN AVE. Let us quote on your machine DETROIT, U.S.A. The New 6 ee 50 Horse Power Gray Eagle Motor Will fly your aeroplane in any kind of weather. It’s built especially for aviators who want a powerful and reliable motor for exhibition flying. Consumes but three gallons of gasoline per hour running at 1050 to 1100 R. P. M. and{develops 325 pounds thrust. Why don’t you ship your plane to our private Aviation Park and try one? Free use of grounds and motor without any obligations on your part is our liberal offer. We'll demonstrate to your own satisfaction that a 6 cylinder 50 H. P. Gray Eagle Motor, selling for $675, will fly your plane as well as any $1500.00 motor on the market. Users of Gray Hagle Motors are satisfied. Why not let us satisfy you? Write for special catalogue on motors. 4 Cylinder 30-40 Horse Power 6 Cylinder 50 Horse Power $485.00 Net $675.00 Net Complete equipment of Bosch Magneto, Schebler Carburetor and Oiler included. Visit our two factories and Aviation Grounds before you purchase a motor. Gray Eagle Motors have flown monoplanes and biplanes in states from New Jersey to California and Oregon. Complete list of all the users gladly furnished. Orders placed now will receive prompt delivery. Every motor is fully guaranteed. R. 0. RUBEL, DRE, 8 CON decreases; 1600 Floyd St., Louisville, Ky. June, 1912 Genuine Brand New Farman Biplane Fitted with 50 H. P. Gnome Motor and Hydro-plane READY FOR WATER OR LAND. IMMEDIATE DELIVERY. For Further Information Apply to CLIFFORD B. HARMON 315 Madison Ave., - - New York, N. Y. —— “THE PASSING OF Marblehead Flying School Re-Opens Hydroaeroplanes used exclusively. You can learn without delay. The Burgess factory adjoins the flying station. Aeroplanes for exhibition, military and sporting use under construction. All leading motors used. Pupils secure not only training, but latest information concerning construction and design. INSTRUCTORS: HOWARD W. GILL PHILIPS W. PAGE CLIFFORD L. WEBSTER All Licensed Aviators New Bocklet just printed will give you full particulars THE BURGESS COMPANY & CURTIS Box A MARBLEHEAD, MASS. PRE Cow AG Eiely 133 THOMAS AEROPLANES Designed To Suit the Requirements of The Conservative Flier The Sportsman The Yachtsman The Exhibition Flier The Speed Fiend Equipped with the following Power Plants: 35 H. P. 50 H. P. 70 H. P. 120 H. P. Write for 1912 Catalog and Learn WHY Thomas ’Planes Are Reliable, Safe And Comfortable Bath, N. Y. School and Training Grounds, Bath, N. Y. THOMAS BROTHERS, Duplex Propellers Lines and curves productive of highest efficiency. Laminated and hand made. Select materials. Duplex Nionoplane Surfaces Type Nieuport. Streamline form entering edge. Flexible trailing edge. Slight dihedral angle built in. Up-to-date warping arrangement. For details and prices apply to FRANK HERBST ENGINEERING WORKS Wilmington, N. C. 134 $1200 to $4800 South Beach, S. I. N.Y. DUPLICATE PARTS at ‘oe «COST “ae AIRCRAFT 50% to 75% on Maintenance. THE REX MONOPLANE CO. June, 1912 Buy a R E x Monoplane and Save | $500 to $1000 on Purchase. $250 Tuition Fee to Learn to Fly. We Supply an Extra Pair of Racing Wings with each REX. We Duplicate Parts at Absolute Cost, a Saving of 50% to 75% in Maintenance. The REX, with its interchangeable wings, makes it possible to enter Speed, slow and pas- senger contests during the same day. WHAT OTHER AEROPLANE CAN DO THIS? Remember, we Guarantee Before delivery to fly the REX at Least 1000 Feet High and 10 Miles across country. South Beach, S. I., N. Y. NATIONAL EROPLANE COMPANY 606 South Michigan Avenue, Chicago Harvester Building Manufacturers Exhibitors School of Aviation REFERENCES: Dun or Bradstreet Corn Exchange National Bank, Chicago = Showing double control school machine built in our Chicago factory. Width 52 feet. MANUFACTURERS OF AEROPLANE PARTS in Brass, Steel and Aluminum Engine Mountings for any Motor Also Copper and Brass Tanks of any Description Steel Tube Frames to Order RELIANCE AUTO PARTS MANUFACTURING CO. 244-250 W. 49th Street New York City Telephone 5135 Bryant Hote. CUMBERLAND NEW YORK Broadway at 54th Street Headquarters for Avi- ators and Automobilists. New and Fireproof Strictly first class. Rates reasonable. $2.50 With Bath and up Send for booklet. Ten Minutes’ Walk to Thirty Theatres H. P. STIMSON Formerly with Hotel Imperial June, 19012 JN TARE AR AN Te) 40 1 ier arsagae ARGAIN DAYS! MR. AEROPLANE BUILDER, ENGINE MAKER and AVIATOR, read De Luxe Motors every word of this advertisement! It puts money in your pocket. Here is Are sold on 30 days’ FREE TRIAL You must be satisfied before you pay. your chance to get the finest Propellers in the world at } regular prices. Practically a give-away to encourage aviation. FOR ONE MONTH from date of issue of this Magazine we will sell you any of our regular Standard Stock Propellers, taken from the racks, tested, guaranteed against all defects, for 4 of the list price, cash in advance; you pay express charges, Not more than three Propellers to one purchaser. There are some as used by: Baldwin, Harmon, Beatty, Moisant, Garros. Aude- mars, Barrier, Stone and the Wright Bros. Any of these notables will testify to this. w wn Write today for catalog and propositions for trial Sizes in stock; Diameters—6 ft., 7 ft., 7 ft. 6 ins., 8 ft., 8 ft. 2 ins., 8 ft. 6 ins. and 9 ft. Pitches—2 ft. 9 ins., 3 Ft., 4 ft., 4 ft. 9 ins. 5 ft., 6 ft., 7 ft., 8 ft. and 11 ft. and many intermediate sizes. The above are suitable for planes or engines of: Baldwin, Gnome, Bleriot, Anzani, Nieuport, Renault, Wright, Hall Scott, Red Devil, Roberts, Gyro, Elbridge, Kirkham, A. A. S. H., Wittemann, Rex, Queen, Frontier, Twombly, Max Ams, Gressier. Send at once or they will all be gone. 120 Propellers ready for delivery, representing value over $7,000 going for $2,000. That ought to help some. It means keeping $66 in your pocket of every hundred you would have spent. GIBSON PROPELLER Co. HUGO C. GIBSON, President and General Manager 197th Street and Amsterdam Avenue FORT GEORGE NEW YORK CITY Telephone 6762 Audubon 60 H. P. Fox De Luxe Motor The DEAN MFG. CO. 225 FRONT STREET “South Cincinnati’’ NEWPORT, KY. ... Lhe Wittemann Biplane... HAS A REPUTATION, NOT ONLY FOR PACE, BUT FOR QUALITY AND SERVICE Write for information of 1912 Biplane with our new auxiliary stabilizer. If you want to build a machine of your own design or parts thereof, we can help you to make it successful. Some parts of your plane can be made cf steel. We rid you of the annoyance of constant repairs and insure absolute safety. Send us your specifications and requirements and secure our quotations. Large stock of steel fittings, laminated ribs and struts of all sizes carried in stock. Own a Wittemann Biplane Glider; the best, the safest, easiest to operate, and enjoy flying in a moderate form. YOUR OPPORTUNITY Two single cover biplanes for immediate delivery; slightly used, perfect condition with 8 Cyl. 60 H. P. Hall Scott power plant. Write for Particulars. Write for Catalogue. C. & A. WITTEMANN Aeronautical Engineers The Oldest aeronautic manufacturing concern in the United States. Established 1906. Works: Ocean Terrace and Little Clove Road. Staten Island New York 136 AIRCRAFT ADVERTISERS’ INDEX AEROPLANE BARGAIN (Oitiiorclsi8} lsleinmomgue dou comouncu da vongnuoosoonGd poeta 133 AEROPLANE MANUFACTURERS Neel Comennnchitomn Compeiiiyssocososacbocogoodo s00b5c00 127 American Aeroplane Supply House..................:.. 107 Bailakyin, Cayueiim Anos Soocecccccdcasansocccaossuor 131 Beno: Nirerae Comnpaimin, Wiss odcseocconsse0007c0006ce 131 Bir sesse Compania CUntISHE esse ec aeticerck 1133 Goole s GAA Che Bera cree es ym es eee ee ered eae deere uar 128 InIGhacO IBRONERS Goooge goa cesnreooveadcggacegnogesoonS 131 National Aeroplane Company, The.....:..55......-...-- 134 Rex Momoplamne Comin, WNC. cccooascsccccsaassabecce 134 Slorine Acronleme Comnpevny, IW@ssc5600000p0005054000 105 Sternceirel Ayiieinion Cormipemmy, WNC, 5ccc0ccaasconacanacace 128 “Maorngis) Jeitoudners, IWIESSTSsccddoccoacogacbaoucsncbo0aees 133 Wiittivernnaimm, Wlesere, (Co 62 Ao opaadaesonncocceddso00000e50 135 NWaricrlnitam Connp anya hil Corea ear ieenn Weienrieat tony teneaiencns 106 AVIATORS VirairSemleek Con GEG) eieectae er sar eaeiy ene ec i tarry nicl ene 129 Grdecier Anyinioins, ING. csascesocconsqoeoe oo conadousdas 128 BALLOONS Goodyear Tire and Rubber Company, The.............. 131 AGronEne, ILEO Gi@veEmSscnsascacoascccaccousaccsdgwobadeou 130 BAMBOO IDakiour, IJ, lneommoreedl.ocuovascosoncocousoq0seuoos000 129 BOOKS Dhewwawsonmeublishincm Copameraerence eerie tec 127 GaeGt Cle Menriannin emer tihsraest cast ied women reenter 129 CLASSIFIED Cllagsiined Aghyentrigements coocccesecobovanscn0b00000gdn 128 DESIGNER rege; Jose Ioposoucsdsdnosedocbuaoncdsapoonececcce 132 EXHIBITION ANGROMEKE ILGO SiEVSDSs ccoosceocpoancceocdnqoccooopcCodS 130 Milwaukee School and College of Aviation, The......... 104 NationalaeNeroplanem Companyeeereene rier ricieitee cr 13 Wein Commer, INMG> scockcaccossps0050000 9000900000 106 FABRICS Baldy, Camiain NnomAs Sicccousnoscasscoscoscoagnense 131 Conover Commer, Ane Cy Woosoasdocssqcusncs0a00cs 000 127 Goodyear Tire and Rubber Company, The............... 131 GLIDERS Witieagrm IBROUNETS ococcsacnescacnuobocounbooopsaobND 105 HELMETS OO (ERE eee ER eree eC eter acer chee ee iect rer en na 130 HOTELS HotelaGumbenlancliseneene raster eer renin er 134 MODELS Lincoln Square Novelty Works, The...................- 129 Lp IMIG ONS 62 COnasccosocoosscasoboggdgqqpo9GObbOOdD 129 MODEL MOTORS TNL CUR stone ote Se Pee Re SL ISI IE Ee EEE RRS 130 MOTORS Aerial Navigation Company of America.............--. 128 Aeroplane Motors and Equipment Company............ 110 INpeteROSS Compemhy coccoanccac00nces700b000090000000000 129 Ciimikg Wioior Company, WNC. cs26cobsncogonlscoccucncGe 137 MOTORS (Continued) Deanw Manthactitrines Conpany aes see eee eee 135 Deron: Aeroplane COscccoasasccuggcdcddvdnoosdosebcgus 129 IMiyadles asiiae Corner ING. o4595000n605c0+0576d0050 105 Prone: Irom Workoy ANNO. cococcscodencecaccasesoue0ons 106 Pemil Ibacrorb: JAttionnoDile COssccsccsvescccs0bod00000000 104 Massimo tore Vidkersmaanneac aa arene reOrCene ner reeerire 107 Robextse Motors Companys sbhenaneer eee neler eee Back Cover RubelsvREs Osea) a Gra COM Ries vee iene ean per SU nae aR 132 SuBvrevanate Cormaperny, Ane I Iso sccoocecckonsocusvonvede 130 Winkedote (Conmnpaimy, INN. cosccoccsorsovscgoaoeuooosbonuen 106 PATENTS Colom, Weasom I cocosncschemosausdousoocoegoocoupous 129 ES Vem StS CLO Man | Perel COP teresa pals cack To ica oe SNe 129 PROPELLERS Amenicanw]ropellere Companye@hheaa seers te nen erne 108 Diana Aeroplane (Company) (Spiron)i)s225-44.52- noe 132 Gibson! Propellen (Companys whhen yeeee eee eee eee 135 Prank ‘Herbst engineering) Wonrksps-spareeseseeeeesee 133 Rubel Ra © Manic Orin ON ey aee tar kt avi Recon ar 127 Sloane Aeroplane Company (Charavay)................ 132 Wolverine Aeronautic Company, The........ Th Gee can tats 131 RADIATORS Jd Ameo IRachetoir Compe ocsaccacconssasecudoonoscns 127 SCHOOLS IISNGIE AMINO TN (COdgaraangucaoddrgatud ase goucodennodE 131 Bursess Conse. Cuntissne arr ccna tae clots eae cae 133 Gressier 2Aviatons) ea era ee aCe MS oan eee Cooter 128 IElercaTiKele. IBROWNSTS cosscoosoddsoossovAce co doudboos40da60 13 Milwaukee School and Co!lege « f Aviation, The....... 134 National School of Aviation) hess s5..006 406.2. soe lod! Rubel Re Osan neu Comaariaan se aie CMO eines 127 Stgmalayral- Anneniion COs cacocccdcosscs0o0so0csocugansan04 128 SloaneeANeroplanesCompanyerne eee err eee ener 105 Wiietelane (Common INNO; ,cnsococdocoduoouvad00g9G000 0600 106 STABILIZERS Jamres) IM ansiaceor aera ee re ere ee rer ies 127 Will @ tigi. ah sce aayronses ara fi tee aerator las Sea a a 127 STEEL TUBING Reliance Auto Parts Manufacturing Company........... 134 SUPPLIES AND ACCESSORIES Aeroplane Motors and Equipment Co................... 110 ChicacomAerom Works ass sic nis saci em aeteie aaa 128 Frank Herbst Engineering Works..............--..---- 133 IPeyetl ILeveroine /Atwiivovanolle (CO. socososcscoupoocosanggsoaaa 104 Reliance Auto Parts Manufacturing Co................. 13¢ ROOT ii ser ies a ainlany Hatch aieuntaseanetole certs aces coke vots mereete ta 130 lili Compaen, Ine 12, Jocccotcassocuucaddngdoboso0000 108 Wolverine Aeronautic Company, The................... 31 TANKS Reliance Auto Parts Manufacturing Company........... 134 TIRES Goodyear Tire and Rubber Company.................... 131 Wallis Comper, Ine 18, Joocuscccosccnc0cvapsecousaeese 108 VARNISH Aeroplane Motors and Equipment Co................... 110 WHEELS Weavers Jitt. Je oA re ge erect ie tera re nontl cep eee re aegeae 131 WIRE Roebling’s Sons Company, The John A.................. 131 June, 1912 They are The requirements have been studied under actual flying conditions ---not merely estimated. The service that you receive is perfect---not temporarily, but always. It exceeds your expectations. Siegmann ian Modern Machinery Siro hove Methods Skilled Workmen The Best of Materials 8 cyl. 75 H. P. 4 cyl. 40 H. P. THE CURTISS MOTOR CO: Hammondsport, N. Y. Curtiss Motors are designed and built solely to meet the requirements of aviation. not a make-shift. There are reasons for this SUPERIORITY. “3 MOTORS Accomplishments are OUR PROOF IMMEDIATE DELIVERIES Catalog X gives full particulars. Get your copy to-day at HINLOCH. : ; oom RO Ne 44 — (GaSe ee Ee Another Big ROBERTS Success ROBERTS POWERED BENOIST TRACTOR PROVES EXCELLENT FLYER (TELEGRAM) The Roberts Motor Co., St. Louis, April 24, 1912. Sandusky, Ohio. Edward Korn, of Sidney, Ohio, qualifies for pilot license in Benoist Biplane powered with 6 X Roberts Motor, to-day. Tony Jannus carried passengers in new 1912 Benoist tractor powered with Roberts 6 X as usual. The motors work perfectly. C. H. WASHAM. EDWARD KORN WRITES: The Roberts Motor Co., St. Louis, Mo., April 27, 1912. Sandusky, Ohio. Gentlemen: This is to advise that I qualified for my pilot’s license, April 24th, in a Benoist Biplane powered with my Roberts Six X. The perfect working of my motor at all times gave me extreme confidence, which assisted me materially in executing the necessary manoeuvers to obtain my license. I have also flown my Curtiss and headless Farman types with your four-cylinder motors very successfully. I am certainly well pleased with your motors in every particular. The workmanship and finish is excellent and I be- lieve that you have the best motor on the market to-day. Yours very truly, (Signed) EDWARD KORN. Our New Catalog is just out. Want a copy? THE ROBERTS MOTOR CO., #3,s0 oes Ta RCTS OTs PRL wa AERP ISae PO. THE ESSEX PRESS, PRINTERS NEWARK AND NEW YORK JULY, ‘Old-fashioned ballooning, popularly known as ‘‘ The Sport of Kings,’’ is still indulged in to a large extent in Ger- many, where not only is the spherical balloon utilized for sporting purposes, but the scientists use it for ascertaining, studying and recording the various causes and effects of air currents, etc., under all atmospheric conditions. BOOKS We have compiled a list of the very best aeronautical books written in the English language and offer them for sale to our readers. Earnest students of Aerial Flight should read every book in this list. Make all Drafts, Express or Post Office Orders payable to THE LAWSON PUBLISHING CO., 37-39 East 28th Street, New York, U. S. A. Art of Aviation, by Robert W. A. Brewer. A hand- book upon aeroplanes and their engines, with notes upon propellers, accompanied by twelve val- uable folding plates illustrating various types of MACHINES) AMVGS MVOC OT Shyepenehe veel Neier oletetol seeds pies Artificial and Natural Flight, by Sir Hiram S. Maxim. Being a description of his: own experi- mental work and the development of flying AA OlubTS fone “Gooscesnaonvo0ccnavunouavouOD Pocketbook of Aeronautics, by H. W. L. Moedebeck. Containing many features of aerial travel; a splendid text-book for the beginner or the aero- MAULLCalleemn Sine CI Meerehelel-uel-ieleien-netelidnatea tients y-h-lis Vehicles of the Air, by Victor Lougheed. One of the very latest aeronautical books, covering al- most every detail of the science of aviation...... Aerial Navigation, by A. F. Zahm. A book written by one of the world’s great scientists who has made an extensive study of the aeronautical sub- JCCUMORAUMC MD Asta Omye alStiereratieielenier-ialdcitcnokelaenelenenel= Airships in Peace and War, by R. P. Hearne, with an introduction by Sir Hiram Maxim. A popular account of the progress made by the different countries of the world in aircraft................ Aerial Navigation To-day, by Chas. C. Turner. A finely illustrated work on the principles of Bal- looning, Aviation, Aerial Law, Military Aero- nauties, the aerial ocean and the industrial side (Ofaeetlil ovale eee Reenter Peat einen heme heii tron nen nen Wai The Problem of Flight, by Herbert Chatley. A most instructive work, written principally for ACTA MeN MC CrSie peat a Ein een tlie rieienen Rech lcctal= The Force of the Wind, by Herbert Chatley. A sci- entific treatise, dealing with the subject of wind pressure in relation to engineering.............. How to Build an Aeroplane, by Robert Petit. Translated from the French by T. O’B Hubbard and J. H. Ledeboer, 8vo. cloth, 131 pp., 93 illus- trations Monoplanes and Biplanes: Their design, construc- tion and operation, by G. C. Loening. This is a very complete and practical work on aeroplanes that fly Principles Aeroplanes, by Herbert latest text book on Aero- many general details and Mana IMNOEWL Cha NHN Gooooucccnb000m000000000DN00 My Airships, by Santos-Dumont. The thrilling story of this intrepid Brazilian’s wonderful suc- eess in aerial navigation, told in an entertaining way, free from technicality. With 55 full-page pictures from photographs. 12mo. 400 pages..... and Design of Chatley. The very planes, containing Handy Man’s Workshop and Laboratory, by A. Rus- sel Bond. A popular work on almost everything pertaining to the every-day life of the mechanic. att) illustrations and two chapters relating to Vil Sete ee eC eR CIC icine ee ieee The Conquest of the Air, by A. Lawrence Rotch. A subject treated by an accepted authority in a manner appreciated by a popular, as well as a Hoiinabie CCIE Sasdccccocg0no000000 0000000000 Airships Past and Present, by A. Hildebrandt. A general sketch of the past and present state of the art, together with its problems, presented in a way that can be understood by everybody...... Charts of the Atmosphere, by A. Lawrence Rotch... 3.50 1.75 wo bo on tw ol — 3.00 3.50 1.50 3.50 to -00 1.00 bo 09 ow oo Aerodynamics, by F. W. Lanchester. Constituting the first volume of a complete work on aerial flight, with appendices on the velocity and mo- mentum of sound waves, on the theory of soar- INE lish wetchnctcas etree Oe eee Aerodoneties, by F. W. Lanchester. Constituting the second volume of a complete work on aerial flight, with appendices on the theory and appli- cation of the gyroscope, on the flight of projec- LANE doh eoioco Gera Soo aa an.o000U 00 ObUd aoe dos All the World’s Airships, by Fred T. Jane. Being the first annual issue, containing photographs of almost every flying machine built up to 1909.... How It Flies, by Richard Ferris, B. S., C. E. The story of man’s endeavors to fly and of the inven- tions by which he has succeeded. Illustrated by over 150 half-tones and line drawings showing the stages of development from the earliest bal- loons to the latest aeroplanes................... Flying Machines, Ww. J. Construction and Operation, by Jackman Aeroplane Patents, by Robert M. Neilson. A work embodying many useful hints and data relating to patents especially adapted to inventors and manufacturers interested in heavier-than-air fly- ing Machines) ey .2j eso a ee eters The Aeroplane, by T. O’B. Hubbard. An elementary text book of the principles of dynamic flight.... Birdflight as the Basis of Aviation, by Otto Lilien- thal. &p LY) SCALE DRAWINGS OF THE SUGGESTED HYDRO-MONOPLANE. in the fuselage, this same drawback applying to all present day types of hydro-aeroplanes using a cov- ered-in fuselage body. It will readily be seen from these facts that a hydro-monoplane must be so designed as to elim: inate the disadvantages of the tractor types and at the same time retain the advantages of the rear propeller biplane types, and it was with this object in view that the writer evolved the accompanyin{ design. For the sake of clearness, each section is de- scribed separately with an explanation of the sug gested changes and functions of each. It is hoped that this method of procedure—like the one adopted in describing the suggested land mono- plane in the January Aircrart—will also lead to discussions and improvements and attract atten- tion to the special requirements of a hydro-mono- plane. SEATING AND ENGINE SECTION. In building a monoplane it is necessary to have a strong and rigid central section to which to at- tach the planes. In tractor screw machines this usually consists of a long fuselage extending back D—jDPHN “GS A AY AUTRE CAROAWE als SAY Sa NA Soy NV: \N 155 Suggested Hydro-Monoplane WUNSSS Vi < SY SCALE OF FEET ° SIDE VIEW to and supporting the tail, but as it is obviously impossible to use a central rear propeller on a machine having a fuselage it becomes necessary in evolving a rear propeller monoplane to substitute some other arrangement for supporting the planes, and this can be done as on the early Curtiss mono- plane and Walden machines by making the landing gear, seating and engine section practically all one rigid unit, to which the planes can be attached and braced. ‘This arrangement, if used on a hydro- monoplane, would tax the strength of the float as well as present difficulties of assembly and dis- sembling for transportation, and for these reasons (as will be noticed in the accompanying drawings) a small rectangular framework supporting the en- gine and seat has been substituted instead. PLANES. Glancing at the accompanying drawings, it will be noticed that the wings are of the Caudron type, having the front part rigid while the rear half is flexible and arched down considerably when the machine is not in flight. This arrange- ment of wing construction, while presenting many 1 2s TOP AND SIDE VIEW AUNTS eR ONG See eg teens: OF THE MACHINE, advantages in land machines, presents even more on a water machine, these being: The down- wardly arched flexible rear edge of the wings aids in getting off the water at a lower speed than would the usual rigid surface, and yet at the same times does not retard its flying speed, as the rear edge flattens out considerably in flight, thus chang- ing the angle without materially affecting the lift. This is the reason that the little Caudron mono- plane with only 90 square feet of surface is capa- ble of getting off and alighfing on the ground at a much slower rate than its flying speed of 85 to 90 miles an hour, this same point, of course, apply- ing to the water monoplane illustrated herewith. In addition, the flexibility of the wings aids in producing increased stability, by reason of the fact that the planes bend upward when struck by head- on gusts, thereby allowing the gusts to pass on without greatly affecting the balance, and also this flexible edge can be warped for preserving lateral balance. The main plane of the suggested hydro-monoplane is designed to be built in three sections, and has a span of 35 feet and a chord of 6 feet, which, allow- ing for the narrowness of the central section, givesa 156 supporting surface of nearly 200 square feet, which should be ample, considering that the weight of the whole machine, including 50 H. P. Gnome or other light but powerful aeronautical motor, should not be over 600 pounds, and per- haps with careful construction even less, The Curtiss 75 H. P. hydro-biplane weighing 850 pounds. BRACING. The wings are braced from above in the usual manner by wires running from a pylon mounted on the engine section to suitable anchorages on the main-spars, but in place of the usual wire braces underneath, small oval steel tubes have been sub- ATR CIR A iBT stituted to give added strength and rigidity to the whole, thereby making wings, floats and all, one solid rigid structure. FLOATS. In the accompanying design the machine is shown fitted with a single main pontoon, for pur- poses of strength and rigidity, but there is abso- lutely no reason why two pontoons could not be substituted, especially when it is taken into con- sideration that they could be braced to the cen- tral section as well as the engine frame. As will be noticed the pontoon is of the single step type with air vent to facilitate quick rising from the water, and has the nose turned up to prevent July, 1912 diving. At the tips of the wings are fitted two auxiliary pontoons to prevent the ends of the wings touching the water. CONTROL, The controlling arrangement consists of flexible warping tips, a warping tail and a split double vertical rudder. These controls could be operated by any of the usual methods, but for simplicity’s sake they are here shown connected up to a Bréguet type three-in-one control, which actuates by a fore and aft movement the elevator, side- ways movement, the wing tips, while turning the wheel, steers the machine. THE NEW “BENOIST’”’ TRACTOR SCREW BIPLANE 1912 TYPE + Line op Flight ROBERTS 5/0. BAIS LAMINATED STL D SPaNG Z SIDE VIEW The new Benoist tractor machine, known as type twelve, is the result of the last several months’ application to the refinement of details. and close attention to accomplishing many small improve- ments over the preceding machines. While these improvements considered separately and_ alone would not have marked a very great difference from the two passenger school machine of 1911-12 style, all of them in an aggregate gives one an impression that the machine is a new type entirely. Like the older machine, it uses steel springs in- stead of rubber shock absorbers. These have not been changed at all, as they have been found to be very successful, in “fact so successful that some of the European manufacturers have copied them with certain variations several times in the last few De‘ail view of the new Benoist tractor biplane, showing the nose of the fuselage, position of the Roberts motor and the nover two-skid and leaf spring landing gear. Passincen Aileron Lever Rudder fleraion \ oO / 2 s 1912 An accompanying photograph shows these SCALE DRAWING months. springs very plainly. The six cylinder Roberts motor is set clear out in front, and with the radi- ator mounted between the tractor and the engine, which makes a very compact assemblage. ‘The ailerons are very large, (each one having twenty square feet of surface. The tail is non-lifting, and like the rudder and ailerons, flexed for control. ‘This machine is a two-passenger, and will carry enough gasoline for a two hours flight with both seats occupied. It is one of the first American machines in which comfort has been considered in the seating of passengers, as both seats are wide and roomy, and the lower part of the passengers’ bodies are protected from the wind because of the depth of the fuselage. There is, however, OF THE BENOIST but very little head-resist- Two views of the new Kenoist tractor. are warped for controlling the machine. =-BENCISTS TRACTOR-#2 FUSELAGE COVERED IN. SCALE OF FLFT — ARCRAET TRACTOR BIPLANE. ance, as the radiator, engine, passenger and avia- tor are all mounted tandem fashion in the stream line body. The standard machine is equipped with twenty by four inch Clincher tires, and covered all over with Goodyear No. 10 cloth, the stand- ard gasoline tank holding fifteen gallons, and being mounted inside of the engine frame carry- ing an air pressure of two pounds. This assem- blage eliminates a great amount of the danger from fire as a result of a smashup, in which the gasoline tank is hung above the engine, thereby breaking the gasoline lead, and setting fire to the wreckage. The general dimensions are as follows: 35 feet; length over all, area of main planes, 26.6 sq. ft. Span, 24 feet; chord, 4 ft. 9 ins.; 240 sq. ft.; area of elevator, Note that the tail, rudder and ailerons are flexible, and July, 1912 FRONT VIEW OF THE AMERICAN HEMPSTEAD, The Fox de Luxe Aero Motor, shown in_the cut, has been designed and built by the Dean Mfg. Co., Newport, Ky., and is the result of nine years of experience in gas engineering. The fol- Jowing detailed description by Mr. A. G, Dean is of interest, showing the recent development of aero motor design, material and construction, and what is to be looked for along this line. PRODUCTION: We will assume that you are familiar with the construction of two-cycle motors of the three-port type, where there is no valve or spring on the motor. The design of the Fox De Luxe aero motor for 1912 has combined the ad- vantages of the three-port motor and the two- cycle two-port motor, by the use of what is known as a rotary valve. DESCRIPTION OF THE ROTARY VALVE: This rotary valve is located on the right hand_ side of the motor, and is in the form of an aluminum manifold, connecting all cylinders. The valve proper is a bronze casting in cylinder torm inside of this manifold. The rotarv valve shaft is a part of this casting with the shaft extend- ing at both ends with long bearings, which are a part of the manifold. The rotary valve shaft is driven by a short shaft at the forward end of the motor through two sets of gears, carefully meshed, with a gear on the rotary shaft and a gear on the crank shaft. MAGNETO: The magneto is located at the forward end of the motor, and is driven through gears by the same short shaft which drives the rotary valve. WATER CIRCULATION. The water circulation on this 60 H. P. model CC is extremely simple. The rotary gear pump is located at the rear end of the rotary valve manifold, and is direct driven by the rotary valve shaft without additional gears. The water circulation passes from the pump along the under side of the rotary valve manifold. Distribution of water is made to each cylinder without additional piping or connection, as it is a part of the rotary valve manifold which is easily connected and can be readily re- moved from the cylinders. The circulation of water passes around the exhaust port of each cylinder and reaches the cylinder head, where it is taken off at the highest point, and returned through a mani- fold across the top of the cylinder heads. A close inspection of the above description and cuts will bring out a number of special features on this new type CC lox de Luxe motor. The location of the rotary valve is in such a position that it is not subject to pressure, either from the crank case or from the cylinders, since the ports at the time of compression in the crank case, and during the power stroke in the cylinder are cov- ered by the piston. On the upward stroke of the piston the rotary valve manifold is uncovered by the ports in the piston, and fuel is drawn into the crank case, when on the downward stroke, the intake port to the cylinder is uncovered, the compressed charge in the crank case passes directly into the cylinder without creating back pressure on the rotary valve, as is done in other designs. It can readilv be seen that there is a marked advantage in having the rotary valve operate freely and not subject to anv back pressure, either from the cvlinder cr the crank case. The use of the Fox fourth port accelerator shown in the phtogranh insures a full crank case charge, even at the bigh speed of 1600 R. P. M., at which speed this motor is guaranteed to run con- tinuously. Messrs. Thomas Brothers, of Bath, New York, report that Walter E. Tohnson made three very successful flights at Middlesboro, Ky., on May 24, AEROPLANE SUPPLY LONG ISLAND. AUTOS aA Lined HOUSES NEW FACTORY Art 25 and 26, flying one of the Thomas Model 10-A biplanes. The B. F. Goodrich Company. of Akron, Ohio, is one more of the large concerns which have already made their success in the automobile industry, to enter the aeronautical field. This company is now making a specialty of aeroplane and balloon cloth. This cloth they are advertising extensively all over the world under the name of “T,umina,’’ claiming that it has a great many special points of excellence not contained in other makes. It might be well for the reader who is interested in the subject to write to the B. F. Goodrich Com- pany for a sample of this cloth, which they offer to send free of charge. Mr. Frederick H. Brauninger states that on Sunday, June 2d, at Belmont Park, the Gressier “Duck” had a successful tryout and created a favorable impression by the easy manner in which it arose from the ground and flew through the air. This is the first machine of the Canard type to fly in America. THE FOX DE LUXE AERO MOTOR. The American Aeroplane Supply House inform us that they are prepared to make im- mediate deliveries of four of their Blériot type monoplanes, two of which are passenger carrying monoplanes and the other two single-seaters. One f each of these machines is now set up in their factory at Hempstead, New York, and they invite prospective purchasers to pay them a visit and examine in detail the design and workmanship of their machines. The National Implement and Vehicle Show, which will hold an exposition at Peoria. Ill., on September 27th to October 5th, have included an aviation programme and would like to hear from all those who are interested in the same. Com- munications can be addressed to Eugene Brown, chairman of the aviation committee. The Mars-Fowler Aviation Company has been organized in Kansas City with two of its members well-known aviators—“Bud”’ Mars and Robert G. Fowler. Fowler recently made some remarkable flights over Kansas City in order to show the inkabitants the capabilities of an aeroplane. The R. O. Rubel, Jr., Co., of Louisville, Ky., owing to a shortage of working capital have made an assignment. The Grey Eagle Motor, which they have been exclusive agents for in the past two vears. they had marketed direct from the Kemp Machine Works of Muncie, Ind., the manufac- tvrers of Grey Eagle Motors. The Kemp Machine Works reports business very brisk, four 6-cylinder motors have been sold in the last two weeks, one 157 Cc en Ep d Out of Racing, Says Orville Wright o te Curtiss Co. ae é i , E ith the advent of Mr. Atwater on his tour ‘We are entirely out of the racing game and are Special Correspondence China and the Philippines, and the people in the now confining our attention exclusively to the By TF. B. Silva-svetto. Far Kast will be given the first opportunity to construction of the regulation machine,” said Or- . witness 2 rdro-aeroplane flicl =e relee ville Wright to-day when asked as to a report that Hongkong, Ist June, 1912. eee PERSE Selene eres We eee teae: he was building a high power biplane for the com- Mr. W. B. Atwater, who failed to launch his birdmen. i f ing international races. “We are teaching a man hydro-aeroplane from the Pacific Mail Steamer From Yokohama, Mr. Atwater will go to Shang- to fly at our training quarters at Simms Sta ion, ‘‘Mongolia,’”” made three successful flights in his hai, possibly Pelainiel ae well. and cer eG Manila but beyond this the reports are unfounded.’ Curtis hydro-aeroplane before a very large crowd reaching there ALOUtEth ou Gronousme ourthen mazes! Mr. Wright also said that tne statements that of spectators who lined the Yokohama Bund, Bluft I Be nee four pictures ilitate tine the intone nave een made to he, Chee! PhataSRe cat pach > and the Pacific Mail reservation on May 11th. attempt to fly from the steamer “Mongolia.” are being constructed for use in the Chicago races Prior to this Mr. Atwater made a few unsuc- ca 2 s fyfieesuase! 5. F have no basis in fact. re : Siow a AS Saba, N suc 1 regret to have to report an accident which ? ‘ we ee cessful attempts. The flights were witnessed also pefell the American aviator, Atwater, whc aaa It is well known that many interested in aviation },,. 4 imedawotmtoncienersttandeamdelesatt en ae Phas O50) oD 0 was unsuccessfully urged the brothers before the death Fy a Re eee Oe e rs and a delegation ‘trom sent to a hospital in Tokio on the 25th ult. In of Wilbur Wright to undertake the building of a the Imperial Japanese Navy Department and from an exhibition flight between Tokio and Yokohama defender for America. Wilbur Wright, however, woe Neve enon at Yokosu oe {\mene, te.) aps the machine got out of order, forcing him to persistently opposed the development of speed in Sea OTA Sie The I Paseo pice Tees glide to the surface about 2% miles from the these contests to the neglect of passenger carrying, Cro CDE senting) bie amperial familys varon coast of Gaishiwara, injuring his right leg and lifting and climbing qualities. aito, Minister of the Navy; \ nee Minister of the arm, I sincerely hope the injuries will not be so Navy Takarabe, Vice Admiral Baron Uryu and cerious as to mar his plans, but will only mean a The Aero Club of America has voted to issue Captain Nagahara, the aerial expert of Japan. slight delay, as Shanghai and Manila are included under special tests certificates to be known as About 3 P. M. Mr. Atwater mounted the seat jy ‘his itinerary. If Mr. Atwater should think of “expert waviators!! certificates” and) the’ Con‘est and with the assistance of his mechanician got apandoning his program keen disappointment. will Committee of the club is now engaged in prepar- the craft into readiness to fly. After running on phe felt, = ing the list of requirements for this test. All the surface of the water for about 250 yards the , : Ieee aviators wishing to obtain this certificate must first hydro-aeroplane ascended into the air arnidst loud P. S.—I shall write about China and India in be brevetted under the rules of the International applause above a flotilla of Japanese torpedo boats my next. PRINCIPLES and DESIGN of AEROPLANES CHICAGO AERO WORKS By HERBERT CHATLEY A Ku ME pees 164 North Wabash Avenue ext book on Aeroplanes, containing many details roprietor eennine ene nnn and drawings. ACCE; Price, 50 Cents AEROPLANES HARDWARE PROPELLERS WHEELS ALSO MODELS AND MODEL STOCK Lawson Roplishing Co. ESTABLISHED 1909. First in Chicago and the Middle West 37-39 East 28th St, -. - “. New York City Aviators Taught. Flights Furnished. Send Stamp for Catalog. =] AN LE i {>> y WE To AS ie mI Ae 7-[) ZT SHUT A Se _D le | LY a a NAVY Complete as Above Farman Running Gears $47°° nM “THE PASSING OF THE YACHT” : Aeronautical Supplies Burgess Fly1 n Ss Everything to buildiany type flying machine New catalogue with working drawings of Curtiss, Farman and Bleriot type machines, now ready for distribution and will be Cc Ooo mailed free upon request to all interested parties. Write for quotations. Hydroaeroplanes used exclusively. You can learn without delay. A FEW IMMEDIATE DELIVERY PRICES The Burgess factory adjoins the flying station. Aeroplanes for Curtiss Seats ~ $5.50 Oval Post Sockets - $0.17 exhibition, military and sporting use under construction. All leading Curtiss Steering Wheels = $9.00 motors used. Pupils secure not only training, but latest information 5 Gallon Tanks - $6.15 Out Rigger Fittings - $0.29 concerning construction and design. Aluminum Pulleys with Brass Bushings 2”-244""-3"—25c., 30c., 40c. INSTRUCTORS: Aton eo ee S125 HOWARD W. GILL PHILLIPS W. PAGE Bee Wheels oA sues complete Eelipse Fup PoeO Ss = LUX LY - - 0.75 xO = - JU UE Con sedge aators meee with every $50.00 order for Aeronautical Supplies New Booklet just printed will give you full particulars FLEECED LINED AVIATOR CAP THE BURGESS COMPANY & CURTIS E J: WILLIS CO 85 CHAMBERS STREET MARBLEHEAD, Box A MASSACHUSETTS ey 67 READE STREET Tel. 3624 Worth NEW YORK CITY 194 AIRCRAFT August, 1912 CLASSIFIED ADVERTISING 15 CENTS A LINE SEVEN WORDS TO LINE CASH WITH ORDER FOR SALE FOR SALE MUST SELL--FINE MONOPLANE 1911, cross country type, two seater, Blériot, 100 | H. P. engine, full equipment. A. V. Reyburn, Jr., 5305 Delmar Boul., St. Louis. Missouri. NEW. Motor, $750; Roberts 4 X motor complete, new, in perfect condition. M. F. H. Gouver- neur, Wilmington, North Carolina. CURTISS latest improved type (Pigeon tail) 1912 Model. Made over 300 very successful flights 1,000 ft. high, 30 miles cross-country. My construc- tion is strongest in the world. New, complete, ready to fly, tested and guaranteed, including free lessons to buyer, $2,500. Buy direct from Builder and Aviator of 10 years’ experience. H. C. Cooke, pusiog and Builder, 127 West 64th St., New York 1ty. F OR SALE—Wm. R. Gordon’s 5 new types, 20 sizes, Monoplanes, Biplanes, Hydro-Mono- planes and Biplanes, Aerial Ships, Boys’ Mono- | plane, sport, torpedo, war and passenger craft, storm proof, 1 or 2 motors, 1, 2, 3 or 4 propel- lers, 3, 5 and 7 sections, speed 5 to 150. Price $1,250 to $100,000. Capacity 100 to 5,000 Ibs. Full course land and water. Regular rates, hydros, $500; small 1 motor craft, $300; Motormen, $250. Factory and 10% acre field. Aerial Ship Yard, Kinloch, Mo. FOR SALE—New eight cylinder Hall Scott sixty H. P. Motor, with propeller; guaranteed erfect; price $1,000. R. Trember, 167 Penn st., rooklyn, N. Y. First ten $500 each. | FOR SALE—Finished woodwork, steel sockets and bedrail clamps, for Curtiss type Aero- plane, ready to assemble; without running gear; | $50, crated. J. I. Wolfe & Son, 251 Connecticut | | Ave., Bridgeport, Conn. URTISS latest improved type (Pigeon tail) 1912 | Model. Made over 300 very successful flights | | 1,000 ft. high, 30 miles cross-country. My construc- | tion is strongest in the world. New, complete, ready to fly, tested and guaranteed, including free | lessons_to buyer, $2,500; without power plant, | | $700. Buy direct from Builder and Aviator of 10 years’ experience. . C. Cooke, Aviator and Builder, 128 West 65th St., New York City. | | | | | | AERONAUTICAL, supplies, Curtiss type ribs, $4.00 per doz., sockets, 10 cents each. Send for complete list of bargains. American Aviation Co., Incorporated, 2957 N. Lawndale, Chicago, IIl. | SEVEN CYLINDER Rotary Motor, built special for monoplanes. Big bargain for some one. Wm. Berry, 1552 Payne Ave., Cleveland, Ohio. 2 FOR SALE—Cheap, pontoons for hydroaero- | planing, 12 feet long, 20 inches wide, 9 inches | high; accommodate any aeroplane; made many suc- | cessful flights with same. Price $80; forty with | order, balance C.O. D. A. J. Taylor, 534 E. 102d St., Cleveland, Ohio. FOR SALE—50 H. P. Bradley Aeroplane Motor; 8 cylinders, Bosch Magneto, Perkins Carbure- tor. Guaranteed. J. O. Eberhard, Jr., Bulletin Building, Philadelphia. | wings, for aeroplanes, which guarantees: | of machines, etc. 1 é |cannot give proper time to development of inven- CO-OPERATION WANTED GAs wanted to patent and build aero- plane that will fly three hundred miles per hour. Will give 49 per cent. of patents. I will guarantee to fly across Atlantic in twelve hours. Rees A. Harbottle, 18 Eldert St., Brooklyn, FE XCEPTIONALLY good opportunity for pro- moter or party with capital to develop United States, French, British, Canadian and other for- eign patents of a stability device (without Warping on- collapsibility, increased lifting power, staying in the air when stopping motor, stronger construction i Inventor and owner of patents tion, but may sell above patent rights; also plans and model of new type dirigible airship to re- sponsible party. Address M. Kalaba, 29 Cottage pl., New Rochelle, N. Y. OUNG Jewish American, having improvement for biplane without infringing Wright or Cur- tiss machines, desires financial assistance to build and patent. M. M. Meizelle, 728 N. 24th St., Camden, N. J. OSITIONS WANTED A YOUNG MAN, age 18, desires position as an aviator’s assistant, with prospects of learn- ing to fly. Address Louis Fenouillet, 132 West 47th St., New York City. ONOPLANE Aviator and Designer—Three years’ experience. Desires position with re- sponsible firm or individual. Box 764, ArrcraFT. P ATENT aS eae OnE Advice and Books Free. Highest References. WATSON E. COLEMAN, Patent Lawyer 622 F St., N. W., Washington, D. C. PATENTS Send sketch for free search of Patent Office Rec- ords. How to Obtain a Patent, and What to Invent, with list of Inventions Wanted and Prizes plored for Inventions sent free. Patents advertised ree. We are experts on AIRSHIPS and all and technical matters relating to AERIAL ATION. Rates Reasonable. Best Services. SECURED or Fee Returned atents AVI- VICTOR J. EVANS & CO. Washington, D. C. LEGAL NOTICE A® I am manufacturing Aeroplanes, I desire to give notice to all persons that are using my “Patent Rudders’”’ with inverse and simultaneous action, and also my “Patent Semi-automatic engine control,” that it is my intention in the future to ask a small “Royalty” from them. Hugh L. Wil- Sewall’s Point, loughby, Florida. J. C. (BUD) MARS, BAMBOO Special Grades of Bamboo for AERONAUTIC WORK Reed, Rattan and Split Bamboo for Models. All sizes in stock. Tonka Rattan for Skids, 1 14 inch and under, any length. J. DELTOUR, Inc. 804 Jefferson St. Hoboken, N. J. BARGAIN SALE BLERIOT TYPE MONOPLANE CAN BE SEEN ASSEMBLED AT 481-483 Park Avenue, New York SLOANE AEROPLANE Eames Tricycle Co., San Francisco and Los Angeles; National Aeroplane Co., Chicago; W. E. Boughton, Washington, D. C. Seventy per cent. of record-breaking American flights with American Aeroplanes were made with propellers bearing this name CHARAVAY WE WILL TELL YOU WHY IF YOU ASK US co. AGENTS : ADDRESS 17 N. La Salle Street, Chicago, 1731 Broadway, NEW YORK CITY NOW BOOKING DETROIT ARO POWER PLANT compete $30QO Rreaoy To RUN INCL.PROPELLER-CARBURETOR-BOSH MAGNETO, OIL PUMP-CABLE-SWITCH -MOUNTING BOLTS 's GUARANTEED 70 210 LBS. MIN.STATIONARY THRUST 158 LBS. MAX.WEIGHT(COMPLETE) 36 HOURS DELIVERY. LIFT AND FLY CURTIS BYPLANES BLERIOT XI MONOPLANES 4& DEMOISELLE MONOPLANES OR CRAFTS OF SIMILAR MAKE DETROIT AROPLANE CO, T August, 1912 ABI REC IRE AWE nals 195 at Prices that make friends. Send 6c. 66 99 for 22 page illus- trated catalogue. ji NEW YORK AERONAUTICAL SUPPLY CO. 50 BROADWAY, NEW YORK OOKE BIPLANES Curtiss Improved 1912 Type (Pigeon Tail) Perfect fliers. No freak construction. Ten years’ experience. Strongest in the world. Amply powered (Roberts Motors.) Anybody can fly these machines. One ready for immediate $2 500 delivery . 9 Curtiss Type Planes, no Power Plant, $650 and up FOR SAFETY HELMETS AVIATION SUITS UNBREAKABLE GLASS GOGGLES “EVERYTHING FOR THE AVIATOR”’ 50 Avenue de la Grande Armee, PARIS Free Instruction to Buyer Official Contractors to the French and Russian Armies H. C. COOKE, 127 West 64th St. NEW YORK CITY BLERIOT MONOPLANES (GENUINE) Winners of ALL the European Contests in 1911 In 1909---The First Aerial Crossing of the Channel. In 1910--The “Circuit de Est.” In 1911---The Paris-Rome Race (lst and 2d.) The European Circuit (Ist and 2d.) The English Circuit (Daily Mail Race.) The Belgian Circuit. The Saint Petersburg, Moscow Race. The Valencia Alicante Race. The London to Paris non-stop Raid, etc., etc. WORKS AND OFFICES: - - 39, Route de la Révolte a Levallois - - PARIS and Belfast Chambers, 156 Regent St., LONDON FRANCE ENGLAND AVIATION SCHOOLS: Etampes, near Paris during Summer Hendon, near London Pau, during Winter ALUMINA AEROPLANE FABRIC ‘secu ss par: Finest Imported Linen, thoroughly Waterproofed, and then coated with Aluminum. Heat and Moisture proof. Strongest and Most Durable Aeroplane Cloth on the Market. Our Prices will surprise you. SEND FOR SAMPLES AND PRICE LIST, AND BE CONVINCED. THE AERIAL NAVIGATION COMPANY OF AMERICA GIRARD, KANSAS AEROPLANE RADIATORS IN STOCK OR TO ORDER SEND FOR PRICELIST EL ARCO RADIATOR CO. 6EAST3ist St. NEW YORK 196 ATRCRAE SD O Joy of creation, to be! Dictator—O’er Land and the Sea— Over ships and the guns of the World, And the sons of men on the Earth, under me. August, 1912 BISSELL FLYING MACHINE JE. BISSELL. PITTS BURG - FA. SCALE R-Fr. BOX 795 Hay 4-/912. O Woe to the despot, as well! As the “‘yahoo’’ below who rebel— 1 shall not leave one trace of the Battleship race, And could blow all the cities to—wel!? Smithereens. A City Hotel at the Seashore HOTEL NASSAU Long Beach, L. I. ON THE FINEST BEACH NORTH OF FLORIDA Electric Trains from Pennsylvania Station, 34th Street ’Phone 100 Long Beach HEINRICH Monoplanes and Mono-Biplanes TUITION, $250 On Private Field MADE IN FOUR SIZES Write for Illustrated Booklet HEINRICH BROS., Baldwin, L.I.,N.Y., U.S.A. ERO WIRE WHEEL BUY FROM MANUFACTURER AND SAVE MONEY 20 x 214” Wheels—6”” Hub—$4.00 with tire $6.00 20 x 3” Wheels—6” Hub— 4.75 with tire 8.25 FARMAN TYPE Gears complete—Price 42.50 Stock size Hubs—6” wide, 3 or 14” knock-out axle or bushed to fit 1” axle—to fit 114 and 1% special HYDRO-FLOATS and 34 inch Float Wheels. Don’t fail to write for complete list of Wheels and Prices. We make any size or type. Deposit required on orders; Balance C. O. D.— examination allowed. J. A. WEAVER, Jr. ‘New‘ore ctv" MERRY & BOOMER, Managers ALBATROSS ENGINES: MADE IN TWO SIZES 50 H. P. 6-cyl. Aircooled Weight 250 lbs. Price $650.00 complete 100 H. P. 6-cyl. Watercooled Weight 300 Ibs. Price $850.00 complete. CATALOG FREE. AGENTS WANTED | ALBATROSS CO., Detroit, Mich. | CO., Detroit, Mich. OW’S THE ree ows THE TIME. | p por be to | ee N Flying graduation \ French method in- struction; mechanician course. We positively have the only REAL Aviation School; two aviation fields, three factory buildings, aeroplanes, ox RGEST aviation field in America. Motor, "propeller, construction and flying thoroughly taught. Send for a home ane course; FREE lesson. STANDARD AVIATION COMPANY Sere I | Ill. motors, etc., and the LA! 1309 Manhattan Bldg. CAPT. BALDWIN has just returned from his SECOND tour around the world with an aeroplane, without any serious accident, during his exhibitions. Always using the “Willoughby Patent Double Rudders ” for steering his machine. The safety of this method of steering (in the vertical plane) has been demonstrated without a doubt. August, 1912 Aeronaut Leo Stevens Controlling the Greatest Flock of Licensed Aviators in America Operating the Leading and Best Make Machines in the world If you contemplate Flying at your place, communicate direct. Box 181 Madison Square New York, U.S. A. Phone Chelsea 235 DIANA SPIRON The 3-blader or tri-Spiron Eliminates Vibration Saves Power- Get the Folder 3-99 Baldwin Ave., Detroit, U. S. A. ACCESSIBLE QUIET ELEGANT For Business Men, Families and Tourists SOUTHERN HOTEL 54th Street, near Broadway NEW YORK FIREPROOF MODERN PERMANENT AND TRANSIENT In the heart of the theatre and shopping district. Cars pass the door for all railroad stations. Parlor, Bedroom and Bath, $3.50, $4 per day and up. Single Room and Bath, $1.50, $2.00 per day and up. Double Room and Bath, $2.50, $3.00 per day and up. Special Rates by the Week Restaurant a’la Carte J. G. VENETOS, Proprietor SEND FOR BOOKLET European Plan JEN, TL TR (CTR JAN TEP AP 197 ENOIST IPLANES TYPE XII. Three Models School Machine Cross Country Machine Military Machine Also operate the Benoist School of Aviation For further particulars address BENOIST AIRCRAFT CO. 6630 Delmar Blvd., St. Louis, Mo, (oop. AKRON, OHIO NO-RIM-CUT AEROPLANE TIRES CAME TO BE THE CHOICE OF MODERN AVIATORS FOR THESE REASONS: They take terrific land-shocks without blowing oul. And no shock can loosen them. Easy to apply. No hooks to rust and freeze into tire. Last much longer than single- 1 Send postal today for fatest catalog of Goodyear Aeronautic supplies. It shows the No-Rim-Cut Aeroplane Tires, the Rein- forced No-Rim-Cut, the Clincher Aero Tire, Good- year Aeroplane Fabric, the Goodyear Bleriot, Farman and Wright Type Shock Absorber; and Goodyear Balloons of all types. Address, 4 The GOODYEAR TIRE & RUBBER CO. AKRON, OHIO Branches and Agencies in 103 Principal Cities We make All kinds of Rubber Tires, Tire Accessories and Repair Outfits Main Canadian Office, Toronto, Ont.; Canadian Factory, Bowmanville, Ont. HE American School of Correspondence makes it easy for you to get the technical knowledge necessary to become an expert aviator. Like all books published by this great technical school, the volumes described below are the most thorough and practical that have ever been printed—right down to the minute—just off the press. Practical Aeronautics By CHAS. B. HAYWARD Member, The Aeronautical Society; Formerly Engineering Editor, ‘‘The Automobile”’ With Introduction by ORVILLE WRIGHT An exhaustive, up-to-date treatise on dirigibles and aeroDl: ines, covering their historical development, analysis of standard types, their design, constriction, and operation, the aeronautical motor, and the theory anc ip ractice of suc eesti flight. 800 pages, 6's x 912; 310 illustrations Price, $3.50 Building and Flying an Aeroplane By CHAS. B. HAYWARD the building of Uitte A practical handbook for the amateur coveri sized gliders and machines. Detailed drawings mettio‘ is of shaping the saul anc gl zp »S, the fo Semel models an the motor and asse Tabi zr of the complete machine. arefully laid down; the method of making a start, the conditions under which fliz | be undertaken, methods of control, banking on the turn, and what to do in case of failure of any part or the stopping of the motor. 160 pages, 5's x 84; fully illustrated Price, $1.00 On Sale at All Leading Book Stores Published by AMERICAN SCHOOL OF CORRESPONDENCE, Chicago 198 $1200 to $4800 South Beach, S. I. N.Y. DUPLICATE PARTS at sf COST AIRCRAFT 50% to 75% on Maintenance. THE REX MONOPLANE CO. August, 1912 Buy a R E xX Monoplane and Save $500 to $1000 on Purchase. $250 Tuition Fee to Learn to Fly. We Supply an Extra Pair of Racing Wings with each REX. We Duplicate Parts at Absolute Cost, a Saving of 50% to 75% in Maintenance. The REX, with its interchangeable wings, makes it possible to enter Speed, slow and pas- senger contests during the same day. WHAT OTHER AEROPLANE CAN DO THIS? Remember, we Guarantee Before delivery to fly the REX at Least 1000 Feet High and 10 Miles across country. South Beach, S. I., N. Y. NATIONAL EROPLANE COMPANY 606 South Michigan Avenue, Chicago Harvester Building Manufacturers Exhibitors School of Aviation REFERENCES: Showing double control school machine built in our Chicago factory. Width 52 feet. Aviator Wire supplied in 12 sizes with a plate finish, making soldering easy. This wire is specially drawn from extra quality high grade steel. Also Aviator Cord of twisted wire. John A. Roeblings Sons Co. TRENTON, N. J. BALDWIN VULCANIZED PROOF MATERIAL For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. Lightest and strongest material known. Dampness, Heat and Cold have no effect. Any Strength or Color. “RED DEVIL’? AEROPLANES That anyone can fly. Free Demonstrations. HALL-SCOTT MOTORS Eastern distributer. 40 h. p. 4-cyl.; 60 and 80h. p., 8-cyl., on exhibition at Frank Schumacher’s, 164 W. 46th Street, New York. All motors guaranteed. Immediate delivery. EXPERTING Will install a Hall-Scott free of charge in anyone’s Aeroplane and demonstrate by expert flyer. Expert advice. ’Planes balanced. CAPT. THOMAS S. BALDWIN Box 78 Madison Sq. P. O., New York AEROPLANES Dun or Bradstreet Corn Exchange National Bank, Chicago Hote. CUMBERLAND NEW YORK Broadway at 54th Street Headquarters for Avi- ators and Automobilists. New and Fireproof Strictly first class. Rates reasonable. $2.50 With Bath and up Send for booklet. Ten Minutes’ Walk to Thirty Theatres H. P. STIMSON Formerly with Hotel Imperial August, 1912 New Weston Hotel Madison Avenue at 49th Street NEW YORK Modern fire-proof and high-class hotel in every respect. A quiet and convenient location, one block from 5th Avenue. Near theatres, clubs and select department stores. Special Summer Transient Rates Large Single Outside Room - - - $1.50 Large Single Outside Room and Bath - 2.00 Large Double Outside Room and Bath - 3.00 Parlor, Bedroom and Bath - - - - 4.00 Restaurant a la Carte, Moderate Prices GEORGE L. SANBORN, Proprietor Formerly Hotel Cumberland and Hotel Navarre. AIRCRAFT 199 NAIAD Aeronautical Cloth Manufactured Especially for Aeroplanes and Used by Aviators of Prominence LIGHT, STRONG, AIR-TIGHT AND MOISTURE-PROOF ON BOTH SIDES Sample Books, including Data and Prices, sent on request THE C. E. CONOVER CO. 101 Franklin Street =- - New York Official Aeronauts for the CHINESE ARMY AND PRACTICAL AVIATORS WE MANUFACTURE AND DEAL IN AEROPLANES, MOTORS AND ALL AERONAUTICAL SUPPLIES Everything an Aeronaut needs and wants we can furnish at lowest prices. We guarantee everything we sell Send 5 cents in stamps for Catalogue WOLVERINE AERONAUTIC CO. Office and Factory : Detroit, Mich. ... Lhe Wittemann Biplane... HAS A REPUTATION, NOT ONLY FOR PACE, BUT FOR QUALITY AND SERVICE Write for information of 1912 Biplane with our new auxiliary stabilizer. If you want to build a machine of your own design or parts thereof, we can help you to make it successful. Some parts of your plane can be made of steel. We rid you of the annoyance of constant repairs and insure absolute safety. Send us your specifications and requirements and secure our quotations. Large stock of steel fittings, laminated ribs and struts of all sizes carried in stock. Own a Wittemann Biplane Glider; the best, the safest, easiest to operate, and enjoy flying in a moderate form. YOUR OPPORTUNITY Two single cover biplanes for immediate delivery; slightly used, perfect condition with 8 Cyl. 60 H. P. Hall Scott power plant. Write for Particulars. Write for Catalogue. C. & A. WITTEMANN Aeronautical Engineers The Oldest aeronautic manufacturing concern in the United States. Established 1906. Works: Ocean Terrace and Little Clove Road. Staten Island New York 200 ATUR CIR A Jee August, 1912 INVESTIGATE FIRST Satisfy yourself you are dealing with a responsible concern before paying your money. WE GUARANTEE our machines, workmanship, materials, etc., superior to those of any other constructed here or abroad regardless of price paid. Immediate and prompt delivery on standard machines. “Nieuport,” ‘“Bleriot,” ‘Farman’ and “Curtiss” types. Hydroplanes; speed, single, passengers, weight-carrying, or specially con- structed to your own design and specifications. “Complete with suitable power plant purchaser selects or prefers, demonstrated in flight.” “Complete without power plant,” or “Complete in the Knockdown.” Will accept orders on specified time delivery under forfeiture. We invite your personal inspection of the best equipped plant in the U.S. All types in course of construction. Unexcelled oppor- tunity to acquire full shop, construction and flying course, on any type Monoplane or Biplane. SEEING IS BELIEVING. CALL IF POSSIBLE OR WRITE. INTERNATIONAL AERONAUTIC CONSTRUCTION CO. Factory, Hollis, L. I. Office, P. O. Bldg. Flying Grounds Main Line L. I. R. R. Jamaica, N. Y. City Nassau Boulevard GRAY EAGLE MOTORS Are in a class to themselves. The air cooled motor is in demand for aviation power plants because it means less weight and less resistance for your plane with the bother left out. The use of pumps, connections, radiator and water not necessary. Let us convince you of the merits. Economy of fuel. Efficient in power. Strength and reliability. Moderate price. Write for particulars. TWO MODELS -¥ Model E-6-50 H. P. Model D-4-35 H. P. $675.00 $485, 00 = - = Muncie, Indiana Duplex Propellers Lines and curves productive of highest efficiency. PROPELLERS If you really want Tone. BoE, Sa GO TO GIBSON He takes the trou- ble to find out what zs best. You can call, ~phone or write him; address GIBSON PROPELLER CO. FORT GEORGE PARK 197th St. and Amsterdam Ave., New York Phone Audubon 6762 Laminated and hand made. Select materials. Duplex Monoplane Surfaces Type Nieuport. Streamline form entering edge. Flexible trailing edge. Slight dihedral angle built in. Up-to-date warping arrangement. For details and prices apply to FRANK HERBST ENGINEERING WORKS Wilmington, N. C. THE CURTISS SUMMER TRAINING SCHOOL AT HAMMONDSPORT, NEW YORK New Hangars, New Equipment, Experi- enced Instructors. Aeroplane and Hydroaeroplane Courses. The Curtiss Schools are the largest in America. Seventeen pupils obtained their pilots’ licenses at our San Diego School be- tween January first and March fifteenth. Summer classes are filling rapidly. ONE OF THE CURTISS TRAINING GROUNDS WRITE OR WIRE YOUR ENROLLMENT TODAY PRICES AND PARTICULARS UPON REQUEST Largest Builders of Complete ALL NATIONALTIES ARE REPRESENTED AT THE CURTISS SCHOOLS (One of the Graduating Classes.) THE CURTISS AEROPLANE CO. HAMMONDSPORT, NEW YORK Licensed Pilot Praises Roberts re ae ALBERT DENDUYVER IN GRAY EAGLE BIPLANE—ROBERTS 4X THE ROBERTS MOTOR CoO., LOUISVILLE, KY., June 19th, 1912. Sandusky, Ohio Gentlemen: Yours of the 17th inst. has been received and it affords me much pleasure to testify to the performance of the Roberts Motor in my recent flight in Louisville. I have flown in Europe since 1910 with the Gnome, Anzani and Argi3 motors, s> that from my past experiences in this line I am well qualified to speak. This flight with the Roberts Motor was my first in the Uaited Stat2s, ari [ waat t> say that I am pleased with its running qualities. After this flight, which was of twenty minutes’ duration, the motor was carefully exan‘a2i, aii it was not on2 whit hotter after this run than it would have been after a three-minute run. In my opinion the Roberts is an ideal motor, and it certainly is a pleasure to fly a machine propelled by such a motor. I am mailing you photographs of the flight. My license is No. 43, issued by the Belgian Federation Internationale. Yours very truly ALBERT DENDUYVER, Licensed Aviator, Louisville, Ky. GET OUR 36-PAGE CATALOG. WRITE TO-DAY THE ROBERTS MOTOR COMPANY 1463 Columbus Avenue Sandusky, O., U. S. A. THE ESSEX PRESS, PRINTERS NEWARK AND NEW YORK Lt Ui I | sig r M\ y , + to oF / Ta ty me \ t oS ftom mt ttm TMT PHOTOGRAPHING THE LAND-CREEPERS BELOW M. Andre Schelcher and M. Debroutelle, pilot, on board a Zodiac biplane, passing over the chateau and Park de Breteuil, France, at a height of 900 feet. This remarkable photograph, which was taken by the aviators themselves, depicts the joys and pleasures of flying in a manner only to be rivaled by the actual accomplishment and gives the layman his first real impression of flying. Monoplane Flyers Are in Demand There are more competent biplane flyers than there are positions for their services. There are less good monoplane flyers than there are positions. This is the time to earn the big money in flying monoplanes. In exhibitions the monoplane commands from 70 to 100 per cent. more compensation than the biplane. In the SLOANE SCHOOL OF AVIATION monoplane flying is taught on a genuine famous Deperdussin Machine. The course is an exact duplicate of the course given by the Deperdussins at Rheims. The tuition fee is Deperdussin Monoplanes Anzani are the safest and Motors Cee hold the unique ing machines in record of giving the world. Hold tremendous 90 per cent. of the world’s re speed, reliability, re world’s re- cords. efficiency and safety. No fatal Caudron accident during Monoplanes the year has oc- . Pred ai © P h an are safe and tre- curred with a mendously Anzani Motor. speedy. Best for exhibitions. 70 H. Pp.” DEPERDUSSIN FOR ONE OR TWO PASSENGERS $300 for the full course. If the pupil completes the course without breakage 10 per cent. of the tuition fee is refunded. A guarantee of $250 for breakage is required. The pupil is made competent to comply with the most rigid license test. No bond of any kind is required when the pupil flies for his license. Of the seven pupils who entered the school during the first month one was certified as proficient after three weeks of the course. He finished without any breakage whatsoever. It is an every-day occurrence for pupils in our school to fly over 15 minutes and at an altitude of 1,000 feet. Visit the school. It is located on the famous Long Island flying field near New York. WIRE ’*PHONE WRITE SLOANE AEROPLANE CO. 1731 BROADWAY, N. Y. CITY "Phone 5421 Columbus Agents Eames Tricycle Co., San Francisco and Los Angeles; W. E. Boughton, Washington, D. C. September, 1912 AIRCRAFT 201 Philips W. Page flying in Burgess-Wright Machine equipped with 40-H. P. Sturtevant Motor The Latest and Best principles of gasoline motor construction, care- fully tested and proved by the fore- most builders of engines in this country and abroad are found in the Sturtevan REG. U. S. PAT. OFF. — seem | AERONAUTICAL Motors A four-cylinder 40-horsepower STURTEVANT motor was used by Page in a Burgess biplane flown by him during the Boston Aviation meet; although used in every event during the entire meet absolutely no repairs or adjustments were made on the motor, which operated perfectly, carrying the plane to altitudes of over 5000 feet. Such absolute reli- ability is due to sound engineering principles in design and superior workmanship in construction. Ask for Catalog 200-P. Ce ais ater <~. SYSTEM CONTINENTAL. | THE B. ie GOODRICH ©O., AKRON. OHIO The first Aeroplane Cloth with the ALUMINUM finish manu- factured in America. Never Shrinks W aterproof Always Tight Bright and Clean B. F. STURTEVANT CO. Hyde Park Boston, Mass. AND PRINCIPAL CITIES OF THE WORLD Send for our New Booklet and Samples of “LUMINA”’ 202 AIRCRAFT September, 1912 Wright Hydro-Aeroplane School Now Open at GLEN HEAD, L. I. 8 Cylinders 50 H. P. Water Cooled Simple Reliable Durable Reliability and durability coupled with minimum weight, consistent with absolute safety, are the import- ant points of superiority combined in the FRONTIER Aero Motor of quality. Our claim for distinction lies in the unique and well balanced design and the mode of fuel supply, giving equal and never-failing power for all altitudes and temperatures. Embodied in its construction are these essentials: Highest grade of workmanship. Best materials. Experienced and capableengineers. Perfect shop equipment for manu- facture. Catalog and Price List on Application E. J. Willis Co. 85 Chambers Street, New York Agents Frontier Iron Works BUFFALO Wright Flyers 1912 MODELS In addition to those features which in the past have made Wright Flyers famous for efficiency and reliability, the new models can be furnished with Automatic Control, Silent Motors, and Hydro- planes. These special features make the 1912 machine unusually attractive to sportsmen. EXHIBITION MACHINES For exhibition work we have other models especially adapted to high winds and small fields. It was with a stock ‘‘EX’’ Model that Rodgers made his wonderful flight from coast to coast. Reliability means dollars to the exhibitor. WRIGHT SCHOOL OF AVIATION Training consists of actual flying, in which the pupil is accom- panied by a competent teacher. No risks and no expense whatever from breakage. The most famous flyers in America are graduates of our school and include such names as Lieut. Arnold Drew Lieut. Rodgers Atwood Elton Parmalee Brookins Lieut. Foulois Page Brindley Fowler Reynolds Bonney Gill Simmons Beatty Lieut. Lahm Turpin Burgess Lieut. Milling Welsh Coffyn Mitchell Webster Capt. Chandler C. P. Rodgers and many others. Our Schools at Dayton and New York arenow open and pupils may begin training at once if they wish. By enrolling now you can re- serve date most convenient toyou fortraining. Write for particulars. THE WRIGHT CO. Dept. ‘‘B”’ DAYTON, OHIO September, 1912 AIRCRAFT 203 © D » YA y é 3 t i | wi Be win : re m1 (Opa Farman Running Gears $47°° Complete as Above HILLERY BEACHEY flying Brooks Biplane at Chicago with both hands off controls. Let us send you our literature fully de- scribing the types of aeroplanes we have Aeronautical Supplies Everything to build any type flying machine New catalogue with working drawings of Curtiss, Farman and Bleriot type machines, now ready for distribution and will be mailed free upon request to all interested parties. Write for quotations. A FEW IMMEDIATE DELIVERY PRICES Curtiss Seats | - $5.50 Oval Post Sockets - $0.17 developed. urtiss Steering Wheels - $9.00 Popular priced machine EiGalloninkei =) $6.15 One River mniiines = GODS HYDRO- Pen aned Aluminum Pulleys with Brass Bushings AEROPLANE 2/'-214""-3"”—25c., 30c., 40c. $ eee BIPLANE 1500.00 Wheels and Tires complete Eclipse Hub : TRACTOR- Immediate delivery; corre- 20x 2144” - - $6.75 ADs SY Ss Ss BNO BIPLANE pondence solicited. Free with every $50.00 order for Aeronautical Supplies Alexander Hamilton, Con- FLEECED LINED AVIATOR CAP MONOPLANE structing Engineer BROOKS AEROPLANE COMPANY 409 Rust Ave., Saginaw, Mich., U. S. A. E. J. WILLIS CO., crreabesteeer Tel. 3624 Worth NEW YORK CITY ONTHS TO on HALF THE PRICE OF A PROVIDED ORDER IS RECEIVED 1912 GAXRTSER, | 2 SEPT. 30. The exhibition men admit 25% with order there is a lack of good 970 aviators with good planes for the great number of county fairs, resort pro- grams and reunions the next few months. We know of a number of good flyers who haven’t quite enough of the ‘‘neces- sary’? in pocket to get a goodengine. And there are others in that position. This is their opportunity. A first-class, reliable en- gine is all they need to “make good.”’ One new man cleared $10,000 with hii MAXIMOTOR in 3 months. WHY CAN’T YOU? MAXIMOTORED CURTISS AT SPOKANE One of many hundreds of MAXIMOTOR flights the world over. CXR. MAKERS DETROIT 52 CRANE AVENUE Dept. 21 25% CO; Ds and 50% in 6 months at 5% interest. Model E, 4 cyl. 50 h.p. $1200 «Re 75 « 1600 Sonn CYA LON oe 1500 Sane EL O moe O Simin 2000 ag TNE) 2500 Complete with Radiator and Propeller FULLY GUARANTEED Get the Motor now. Make your share filling dates this Fall 204 AIRCRAFT September, ro12 NINETEEN HUNDRED TWELVE ‘Aviation Events CHICAGO, U.S. A. Under the Auspices of The Aero Club of Illinois Gordon Bennett World’s Championship Aeroplane Race September 9, Clearing, II. Four Day International Aviation Meet September 12) 13) 145 ls) Cicero ymlyane shield First International Hydroaeroplane Purely Competitive Meet Ever Held Also Duration Aeroplane Flying September 16, 17, 18, 19, 20, 21, Grant Park, Chicago $24,000 in Prizes Guaranteed DIVIDED Hydroaeroplanes, $7,050 Duration, $9,000 Speed, Land, $4,600 Contest, Land, $2,400 Special Prizes, Land, $950 Every flyer paid pro rata for time he is in the air. Open to licensed aviators of the world. Entrance Fee $25. Entries close September 7—Midnight THE AERO CLUB OF ILLINOIS, 4¥P!ToRIUM Chicago, Illinois September, 1912 — GIGI CHa AGE: Six famous American aviators who did air scouting service during the recent army manoeuvers in the vicinity of New York. they watched every movement of the troops below like mammoth hawks and recorded their contesting armies at an aliitude of from 2,500 to 3,000 feet, movements with an accuracy which astonished the war veterans. The work of this small aviation squad proved of inestimable value during the mimic war game. miles of wooded country and winding roads and locate every detachment and every move of the enemy. ambush is a thing cf the past. From left to right are Lieutenants Graham, Foulois, Milling and Gieger, Private Havens and Captain Hennesy. CONTENTS—SEPTEMBER, 1912 Aeroplane Safety For One Dollar $24,000 Cash Prizes at Chicago Meet Editorial. The Gull Versus the Sivan The Advance Toward Aerial Law The National Balloon Race A Suggested Design for an Nerovacnt A Letter From England Foreign News Table of Machines Patered for ine Bririehl Won Office aitials Seale Drawing of the Bristol Monoplane e 5 The Trade . : : ; : : : : 4 General News ALFRED W. LAWSON President and Treasurer ERNEST C. LANDGRAF Secretary TERMS TO SUBSCRIBERS In the United States, Mexico, Puerto Rico, Guam, Philippine Islands, Hawaiian Islands, Cuba (including Postage), $1.50 per year. Fifteen Cents the Copy, of All News Dealers. Foreign Subscriptions, Two Dollars per year. In changing order give old as well as new address. Advertising copy must be in hand by the Ist of month previous to date of publication. Only high-grade advertisements of thoroughly reliable firms are solicited. “second-class matter’ February 18, Entered as AIRCRAFT Published Monthly by The Lawson Publishing Company 37-39 EAST 28th STREET, NEW YORK, U. S.A Telephone, 5017 Madison Square Ladis Lewkowicz 207 S. R. Brustmann 209 ‘ Will Simmons Conmunicated by Denys P. Myers 215 Walter H. Phipps 2 DEB alll R. H. Blanquie NOnNhw Ww We ~~) DO Nw Me Fee NO|“ conan 3 224 AI,FRED W. LAWSON Editor WALTER H. PHIPPS Asst. Editor WHEN YOUR SUBSCRIPTION EXPIRES One month before a subscription expires we enclose a blank on which you will write your order for the renewal. WHEN FIRST NOTIFIED that your subscription will expire, you should send your renewal at ONCE, in order not to miss a number. New subscriptions which are received by us on or before the 15th of any month will begin with the issue of that month. If received after that date they will begin with the following month’s issue. We cannot enter subscriptions to begin with back numbers. One month’s notice is necessary before a change of address can be made. renewal 1910, at the Post Office, at New York, N. Y., under Act of March 3, 1879. Copyright, 1912, by the Lawson Publishing Co. “Aircraft” is registered as a trade-mark by the U. S. Patent Office, under date of August 9th, 1910. Soaring above the They were able to trace their way in the air over In fact they demonstra‘ed that the old-fashioned 206 AIRCRAFT September, 1912 Ne ana Ao re ava Automobile Co,, Miatigy Ip Re Tel. Columbus 1335 bi. Aeroplanes, Motors and Equipment Ss 1780 Broadway, : Pp New York Eat : 63 Avenue Champs Elysees Paris AGENTS FOR NOME 50H.P. 70H.P. 100H.P. 140H.P. IN STOCK IMMEDIATE DELIVERY Our BLERIOT TYPE MONOPLANES are in every way suited to contest and exhibition work, including speed. altitude. distance and duration, cross-country and cross-city flying, AVIA T ION MO T ORS One of our 1912 Passenger-Carrying Monoplanes, duplicate of which is set up at our factory for inspection. WE HAVE THREE OF OUR BLERIOT MONOPLANES ON HAND READY FOR where thorough reliable strength and high efficiency are so vitally important. WE SOLD MORE SUCCESSFUL BLERIOT TYPE MONOPLANES IN 1911 THAN ALL OTHER ANZANI — RENAULT—SALMSON MANUFACTURERS COMBINED DID z ‘ Visit our factory and examine in detail the EXCELLENT immediate Delivery DESIGN and CONSTRUCTION of our Monoplanes a IELUSTRRATED CATALOG FREE. SEND FOR IT TO-DAY AVIATORS’ HELMETS, ASTROL VARNISH American Aeroplane Supply House and Everything Else in Imported Supplies 137-143 Jackson St. Hempstead, L. I., N. Y. Telephone 427 Hempstead WRITE [FOR (CATALOGS: AND PRICES FOX De Luxe Aero Motors “THE PASSING OF THE YACHT” Burgess Flying at Standard Aviation S h ] Field, Chicago, Ills. Cc Ooo 4 cyl —235 lbs.—60 H. P Hydroaeroplanes used exclusively. You can learn without delay. = i arp The Burgess factory adjoins the flying station. Aeroplanes for exhibition, military and sporting use under construction. All leading The result of 10 motors used. Pupils secure not only training, but latest information 60 H. P. Fox Motor in Raiche’s Plane years of concerning construction and design. GAS ENGINE INSTRUCTORS: manufacturing HOWARD W. GILL PHILLIPS W. PAGE All Licensed Aviators : Coe Write for Catalog New Booklet just printed will give you full particulars THE DEAN MFG co THE BURGESS COMPANY & CURTIS a a MARBLEHEAD, Box A MASSACHUSETTS 2536 Front Street Newport, Ky. fee AIRCRAFTI|! New York, SEPTEMBER, 1912 $1.50 A YEAR 15 CENTS A COPY ; : AEROPLANE SAFETY FOR ONE DOLLAR By LADIS LEWKOWICZ | ELEVATOR et AP Cr A — OOR OF FUSELAGE Fig.l Fig. 1—Diagram of the Blériot control showing how the present exe N reading the title of this article one may smile ~ and ask what the small sum of one dollar can do to make aviation safer when thousands of ° dollars are spent continuously in the construc- tion of aeroplanes without any great advance- ment being made toward safety. As an aviator, who has made a study of aeroplanes under all sorts of conditions, it is my intention to state here, with- out fear of contradition from builders of successful machines, that one dollar spent as herein directed will make our pres- ent-day aeroplanes immeasurably safer than they are now. Looking over the list of fatal accidents, I notice the names of a number of my personal friends, and analyzing the cause of their accidents, it is sorrowful to find that although their lives have been sacrificed for a great cause, still several of them should and would have been spared if the constructors of aeroplanes would have spent One Dollar more for safety. In writing this article, my object is to attract the attention of every designer and constructor, and to show him how easily he can make his aeroplane safer. The progress of aviation during the past four years has ay > ele =.|\ ELEVATOR | -4aP ZD Q S (i) FLOOR OF FUSELAGE F 19. Z 2. Fig. 2—Diagram of the Blériot control fitted with block stops mounted on PLDI YELL i gL arrangement permits of excessive movement of the control column. been marvelous, but unfortunately, like all branches of human development along transportation lines, it has paid its debt to martyrdom. ‘The question arises, however, was not this debt paid larger than necessary? Was it not possible to have spared a number of lives? I regret to state that it was possible, but no effort was made in that direction owing to the craze for speed at the expense of safety. Now that gen- eral demand is for safety, the question is put squarely up to the designer and constructor and he is asked to produce safer machines, I am obliged to recall the death of several good friends to explain my point, and to show that their lives could have been spared by the means | advocate here. The accident to my friend, John B. Moisant, on the 3lst of December, 1910, was due to his aeroplane descending at too steep an angle. He was thrown clear out of his The same accident happened to Ely in 1911 and the recent accidents to Welsh at Washington and to Miss Harriet Quimby were due, in each case, entirely to a steep descent which caused the aero- plane to throw the aviators out, or crush them underneath. I am citing here only these accidents because their victims were machine. of the control column. the fuselage floor to prevent excessive movement TOP FUSELAGE BAR CONT AOL JX WARE (EIR AN TE September, 1912 Fig. 3—Diagram of the Neperdussin control showing the excessive range of control permitted by the present arrangement. well known all over the world and caused the general im- pression that flying was too dangerous. Were those acci- dents avoidable? Yes, they were, and so were many others, and so are many similar accidents avoidable providing means are devised to prevent the aeroplane descending at too steep an angle. The means | advocate are very simple indeed—merely a common sense process of having the controls of the aero- plane so arranged as to give freedom to the aviator to take care of his machine under every condition, but no more. I contend that it is fruitless to put an aeroplane in the hands of an aviator, no matter how experienced he may be, with the controls so arranged as to allow the machine to go up at an angle of 45 degrees when the limit of safe flying is an angle of 10 degrees, or to go down at an angle of 80 degrees when the limit of safety is 30 degrees. Every constructor KNOWS OR SHOULD KNOW the safety angle at which his aeroplane will fly, no matter what engine is utilized for motive power, and so construct his con- trols that they cannot be worked farther than SUCH DE- TERMINED SAFETY FLYING ANGLE. ‘This means that ninety-nine per cent. of the aeroplanes flying to-day should have their controlling devices provided with STOPS which will allow a margin of safety in flight and prevent the inex- perienced aviator from putting the controls in a dangerous position and also prevent the experienced but foolhardy air- man from doing stunts instead of flying properly, and, there- fore, these stops will prevent the inexperienced or the reckless pilots from hurting or killing themselves. When taking into consideration other mechanical devices, such as automobiles, street cars, etc., and when it is under- stood how quickly a way was found for the protection against mechanical drawbacks which meant loss of time and money, it seems strange that in such a wonderful creation as flying machines, no such steps have so far been taken. Why? Is it possible that the cost of a mechanical device is more important than human life? In an ordinary street car, which is run by anybody, the de- signer and builder has devised means to start the car easily, and has constructed the controlling devices in such a way that there are a number of stops made to put the motor in full motion, and by so doing prevent mechanical troubles and thereby loss of time and money. In any automobile there METAL oP. $707) G ST . FAS TENE D : Pissia ce \\ are several distinct stops found in the controlling devices, to put the automobile in proper motion, which stops are so de- signed and arranged as to relieve the operator of GUESS- WORK, and after he is acquainted with the controlling de- vices he puts them in position and feels certain that every- thing is in perfect condition. Nothing is left but a simple mechanical positive motion. On the contrary, in the aeroplane EVERYTHING has been left so far entirely to the experience of the aviator. Controlling devices are put in his hands with twice or three times more margin of control than necessary to make flying safe, and his experience and good judgment is relied upon to always work them perfectly. The result is that the aviator gets reckless and uses such controls to a larger extent than advisable either for excitement or exhibition stunts, and thereby meets with accidents. It should be the duty of every aeroplane designer and builder to properly figure the angle at which his aeroplane can go up and come down safely and construct these control- ling devices in such a manner that they could not be used at a greater angel. By doing so every constructor will be work- ing for the safety of aviation. An aeroplane which can safely go up under any conditions at an angle of 10 degrees and come down at an angle of 25 degrees, should not have its controls arranged so that it can go up at an angle of 45 degrees or come down at an angle of 80 degrees. To sum up, therefore, proper stops must be put on the aeroplane to prevent it from ascending or descending at a greater angle than necessary, and these STOPS can be fixed on any aeroplane for the small sum of ONE DOLLAR, the cost of material and labor. The result will be that the inex- perienced aviator will run less chance of getting into trouble through lack of experience, and the experienced aviator will not get into trouble through his over-confidence, and the reckless and foolhardy aviator will not be able to make his aeroplane do fancy stunts for which it was not intended, and so many different kinds of accidents will be avoided. I am willing to help anyone who may desire further infor- mation as to how to make his aeroplane safe through safety stops, and invite criticism from successful designers, as in my STOP FASTENED Fig. 4—The Deperdussin control fitted with metal plate stops on the sides of the fuselage to prevent excessive movement of the control. September, 1912 opinion this will be the only way to bring aviation, as it now exists, in the realm of practicability where it belongs, and put it within the reach of everybody. I further challenge any successful constructor to a full and open discussion of the question, if his views are not in ac- cordance with mine. AIRCRAFT 209 Designer and constructor of the aeroplane, think of it, for one dollar you can make your aeroplane safer by adopting this system. Do it for the aviator’s sake, for your own sake, and for aviation’s sake, thus stimulating progress and estab- lishing reliability, and by so doing put the aeroplane in the hands of the many instead of the few. $24,000 CASH PRIZES AT CHICAGO MEETS International Gordon Bennett Cup Race to Be Staged September 9th By S. R. BRUSTMANN HE Clearing field at Chicago will be the scene of the Fourth International Gordon Bennett Cup Race, to be held September 9. a two and one-half mile course, thirteen of the world’s Here, on greatest pilots representing six countries, will battle for the $15,000 trophy now held by the Aero Club of America. Forty teams and two hundred men have built a course two and one-half miles long and six hundred feet wide, which is considered the safest flying course yet laid out and has cut down the dangers encountered on other cup courses practically 25 per cent. The pilot of the American Cup Defender has not yet (as we go to press) been decided upon. The Aero Club of Illinois has six men under consideration. The name of the chosen pilot for the Club’s 160-horse power Burgess monoplane will not be announced officially until the day before the race. It is rumored, however, that Norman Prince will fly the machine. The second international competitive meet under the auspices of the Aero Club of Illinois will closely follow the Gordon Bennett cup race. These contests wil cover ten days, from September 12 to 21. The program includes four days of flying at Cicero and six days of competitive hydro-aeroplane contests at Grant Park, the first to be held in this country. The cash prizes will aggregate $24,000. This fund is divided as follows: For aeroplanes, $16,950, split up as fol- lows: For purely speed contests, $4,600 on Cicero field; for contests of skill at Cicero, $2,400; for duration, $9,000, of which $4,000 is for Cicero flyers and $5,000 for Grant park aviators; special prizes for reliabilty contests at Cicero, $950. For hydro-aeroplanes, $7,050, divided into $1,000 for duration to assure all aviators a part of the fund if they fly, and $6,050 _ James S. Club of Illinois and General Manager of the 1912 meet. working toward tion in America. Stephens, Vice-President of the Aero Mr. Stephens is one of the most active men the general development of avia- for each of the contests in which aviators vie for duration in single flights, carrying one, two and three passengers. A feature of the Cicero program will be the issuance of master pilot licenses by the Aero Club of America. The tests will be observed by Chicago representatives of that body. The Cicero program is as follows: Sept. 12—Exhibition flying for duration; accurate landing from 1,000 feet without motor for $300 prizes; mail delivery in a net for $300 prizes; twelve and four- tenths miles handicap race for biplanes for $575 prizes; twelve and four-tenths miles race for monoplanes for $575 prizes. Dura- tion, passenger carrying and tests for the superior pilot license- of the national aero club. Sept. 18—Exhibition flying; glide for accurate landing from 1,000 feet level at sudden signal from ground for $300 prizes; quickest get away to five hundred feet with aviators and mechanicians started twenty feet away from their machines at the start- ing gun, for $300; twelve and four-tenths mile race with a passenger, handicapped, for biplanes, $575; similar race for mono- planes, with passenger, same prize; dura- tion, passenger carrying and superior brevet tests. Sept. 14—Exhibition flying; mail delivery and bomb dropping, each for $300 prizes; twelve and four-tenths mile scratch biplane race for $575; similar race for monoplanes for same prize. Sept. 15.— Exhibition flying; accuracy landing from 1,000 feet without motor, for $300; bomb dropping for $300, and the long race of the meet, for twenty- four and cight-tenths miles, a handicap event in which both monoplanes and biplanes will take part, for prizes of $1,150. The following is a list of the foreign entries for the cup for contests. race and who are also entered in the Cicero contests. At A special prize of $200 is offered for the greatest number of the last minute, hovever, there are likely to be some passengers carried 500 feet or more in the air; $250 is given changes made. LIST OF CONTESTANTS FOR GORDON BENNETT CUP RACE SEPTEMBER 9 (SOME CHANGES PROBABLE) Country. Pilot. Name of Machine. Type. Motor. HPs Dnyalapiel soocosoucccaos -Claude Grahame-White.......... INieuportanerrer recente ce Monoplane ............. (Gnomlerytrtac 140 IDoyeadleynl Gopocosscenuedd Gustave Hlameleeryjone creer iri Bilermoteaerinerietec pooSpoOM@MapEINe coavéscooenec Gnome......... 140 yYAEMGl bossaoccesccoda (GeorcemDyottanni cere acorns Deperdussin ............ Monoplane ............. Gnome......... 100 MAN Gemeer aa eect a Jules Vedninesteccn cise coon Deperdussin ............ Monoplaneteses- sects. Gnomeren- cere 140 INPAINIEE Gasccocsc0s 6060000 Miaurice’ (Prevosts.-)- 1--tas oe Deperdussin ............ Monoplane ............. Gnome......... 140 HAN CC paerestetciehtteleiis VAG Calor eV ereritcttervartereieleic bath rere Manno tieriserceeteiecic: Monoplane .............. Gnome... . 2... 140 IGANG Caer etree errs .Alternate—M. Busson............ Deperdussin ............ Monoplane ............. GMOMEsocacs000 100 (not certain) INWOMCA 600060000000 cooNOmmein IAPINERS obcogeocogonsnanon IPH Gocccagueuacob0D Monoplane ........:.... Gnome......... 160 (not certain) Aer C ammeter erie Weymann or Gallaudet.......... INMGUIDORE GoobeosonAd0C ..Monoplane ............. Gnomesas.eeeee 100 lo) andueeeetatayelsstekeretort> allen \WaiellOnonaasopuuo ndonesdce extern thar rie Monoplane ............. Gnomeracne 100 Switzerland .......- Seedmunder And emiarsiyte -rereneier clare aBileriotiere ee ie ene Monoplane! ses «<2 erc ccc cles Waar aniae 100 210 AIRCRAFT September, 19012 NOT EVEN HALF A LOAF. oo HE United States Congress has seen fit )) ABB ® to notice aviation again, thanks to a de- (EC pa voted band of Representatives who have A NEA the interest of the country and the science at heart. If the act printed in this issue of AIRCRAFT stands, the Army and Navy may each assign thirty officers to a permanent aviation service and the officers will be paid in accordance with the! work they are expected to do. So far as the Army is concerned thirty fliers will have $75,000 to spend on equipment, a ridiculously small sum. The aviation service of both arms of the military service should be separately organized, with appropriations adjusted according to the needs of the country and its dignity. Until that arrangement is effected, the United States will be floundering far behind all other military nations so far as aviation is concerned. That is why the action of the House increasing the pay of Army and Navy aviators gives the country not even the proverbial half a loaf, but barely a bit of crust. But we have this little bit of crust, and presumably: we should be grateful. Frankly, we do not envy the officials who are held for results and are given a pos- sible aviation corps of thirty men for each service, with inadequate funds to carry out any reasonable scheme of development. It will not be their fault if results are few—as they must be under the circumstances. The most that can be expected is that a beginning will be made; that a few more machines will be purchased for the Government, that a few more officers will be assigned to aviation, and that those now on that tour of duty be permanently assigned. That is all the law just passed in the United States of America can offer in support of what the French proudly call the Fourth Arm. Congress has deigned to do something more than nothing. There is still pending a bill for a real Fourth Arm. If that bill were substituted for the present successful measure and at the same time broadened to include the Navy and Marine Corps, there would be a proposition worthy of the American Con- gress. Let us hope that was the ultimate purpose of Chairman Hay’s motion to reconsider the bill that went through. Even after that the Government must spend real money on aviation, and it ought to appropriate a million this year for use next spring at the latest. It is time Congress recognized and acted on the fact that > aviation on land and sea is a practical adjunct to a fighting force. PROOF OF THE PUDDING. HE United States has had a notion for some years that aircraft were of use in military operations. Abroad they have put the notion to the acid test of experiment, and it has not only stood the test but surpassed the expectations. In mid-August for the first time in this country, aviation has been called into serv- ice in the annual manoeuvres, giving the Army an opportunity to test the efficiency of the Fourth Arm, “The result has been very satisfactory,” says the Army and Navy Journal, “showing that the aeroplane will be an important factor in future wars.” The state- ment sounds old and stale to airmen, but its signifi- cance lies in the fact that it has at last been demon- strated in America under conditions designed to test both machine and aviator. The Signal Corps men who have been operating in Connecticut will write full reports of their operations; these will be published by the Government; and they will provide proof positive to a doubting Congress that the United States needs a proper aviation corps. At Bridgeport the aerial scouts told General Bliss, in charge of the manoeuvres for the Army, on his return to camp where he had been and what he had been do- ing, much to his surprise. Thus it was driven home to him in a dramatic way that aircraft was a thing to reckon with. Congress needs an object lesson which the General didn’t; and it remains for the official re- ports to force it to take notice. The facts speak for themselves. The audience ought to be held in its seats while the talking is going on. FURTHERMORE. HILE both the newspaper reports and the of- W ficial reports of the success met with in the recent military operations in the vicinity of New York, is all very interesting, still there are some points which ought to be brought to the attention of both the high army officials and congress in connection therewith that should cause them to think more! seriously about this subject than they probably other- wise would. To begin with, in these army manoeuvres, there were but four machines used, and we believe that no well September, 1012 regulated army in real battle would consider a body of four scouts on land, as being sufficient to make any very great showing. They would probably use four hundred scouts on foot, horseback and in automobiles, therefore, to test aeroplane scouting on an equal foot- ing with land scouting, there should be, at least, the same number of aeroplane scouts, that is, of course, if aerial scouting with land scouting in point of efficiency, is to be compared. Moreover, these aeroplane scouts should have as much experience in air scouting as the land scout has in land scouting. In the May number of AIRCRAFT, we pointed out that it takes at least two years to develop an air scout so that he will be actually useful in case of war, and in these army tests our point was substantiated by the fact that Lieutenant Foulois, who has had the most air scout training, did the most efficient work. In fact the work of two or three of the other aviators was almost useless, not because the aeroplane was at fault, nor because the pilot did not know how to operate it, but because they lacked sufficient training in air scouting, and again, we point out that if the UNITED STATES want their aerial forces to be able to combat with the aerial forces of France, Germany, Austria, Russia and England, they must begin now to train a large body of military men to military aerial work. Even with the ridiculously small and little trained force utilized in these army manoeuvers, still the work accomplished astonished, to a large degree, many of the old army officials. At an altitude of from 2,500 to 3,000 feet and out of range of the land batteries, the air scouts were able to locate infantry, cavalry, wagon trains, etc., with the greatest of ease and furnish information concerning the formation of the troops below them to their own headquarters within half an hour after making the observation and when using the wireless signals, which was done with considerable success, their information was given instantaneously. The aviator actually drew a map of everything below him and the General in Command is said to have stated that the information received from the aeroplane scouts, was not only in- valuable at the time, but that they would become absolutely indispensable in any future war operations. Scouting was the only manner in which the aero- plane was brought into play during these army ma- noeuvers, but let us again call attention to some further information the high army officials and congress should be made aware of and that is that these aeroplanes can be used for other purposes besides scouting. In case of real warfare, an opposing army could send their airmen right over the land forces and create tremendous havoc by cutting off their bases of supplies and ammunition; for this purpose special weight carry- ing aeroplanes could be designed and built that would each carry three or four men, a supply of explosives and the necessary implements for foraging purposes; they could land near out-of-the-way bridges and unless PSUlE Re Cue eae 211 these bridges were heavily fortified, they could blow them up; they could land in almost any place along the different railroads not protected and destroy them; they could cut off, by landing in isolated places, the telegraph and telephone wires, or they could even cut off the water supply of a city. In fact had an opposing army been as near New York as the opposing army which attacked New York in the mimic warfare, backed up by five hundred aero- planes and a dozen great Zeppelin type airships, manned by military experts with at least two years special training, the city of New York would have been absolutely helpless to combat them. TIME—HONEST EFFORT—SUCCESS. HE recent successful passing of the Army tests of the Burgess tractor hydroaeroplane, piloted by Phillips W. Page, demonstrates conclusively the fact that American built machines are the equal in construction and efficiency of any built on foreign shores. The Burgess machine is a distinct type evolved from the Wright, Breguet and Avro machines and contains many of the best features of each, together with several original and improved Burgess ideas. The builders of this machine, the Burgess Company and Curtis, deserve a great deal of credit for the per- sistency they have shown in gradually working from the ground up to one of the leading aeroplane con- cerns, not only of this country, but of the entire world. This company began business about three years ago and during the first year met with very little apparent success, although the experience derived from the tests on the early machines while not remunerative, showed them the fallacy of building low-powered small ma- chines and led them to experimenting with larger, more-efficient and higher-power machines, which ulti- mately ended in their present successful type. The great success with which the Burgess Company and Curtis are now meeting with should be an incentive for the newer aeroplane manufacturers in this country and a decided lesson to them in the advantages to be gained from persistent efforts along a given line. There is room in this country for at least fifty more such successful concerns as the Burgess Company and Curtis, but there is no short cut to success; concerns; will have to work their way to the top of the ladder by a long tedious route and an honest performance of hard work. The latest exhibition stunt in Europe for the profes- sional pilot is to illuminate his hydro-aeroplane with different colored electric lights, furnished by a small storage battery, and fly at night about the summer watering resorts. It makes an extra attraction for the visitors at the resorts and the managers are willing to pey handsomely for the attraction. If successful in Europe it should be worth trying in America and Asia. Sua lala Calne Easy September, 1912 THE GULL VERSUS THE WIND By WILL SIMMONS ENN IVN0NENYVVDL TIVE TYVVEL DTV TUUT TUE VT READ an arti- cle by Wil- WILL SIMMONS js an artist who devotes liam Brewster, all his time to the study of animals and especi- ally of birds, He is the son of the well-known mural painter, Edward Simmons. Born in in the “Auk” of Janu- Spain, he has been educated in England and ary, 1912, where he Fran and is of the Harvard class of 1905. S GT ten years Mr, Simmons has spent says that a change in aS , chiefly in the zoological gardens of Pa and London. or in the forests of Fon- tainbleau and Brittany, studying painting and wild nature. He is a pupil of Jules-ILefebore and of Alexander Harrison, and he has ex- hibited with success in the Paris Salons and in the center of gravity may account for the flight of sea gulls Boston. The actual transcribing of the move- Ente . ments of animals by lines instead of by words when sailing straight requires a complete understanding of these ss movements, if only by the subconscious mind. For what the animal does in reality, the artist into the wind, even a must do in imagination; but it remains for hit gale. to translate a second time what he has learned, a into prose. It is from a close study of the I did not know then movements of birds during fifteen years that fs Mr. Simmons today writes of them as the that the flight of original “‘Aircraft."* CC EM ATTA a birds was a problem to scientists; and this article of Brewster’s called to mind the remarks of Darwin on the flight of condors- (Voyage of the Beagle), which I shall quote later, Now I had for some years studied the flight of birds for my painting; so I searched my notes and sketches, and by comparison with photographs, have come to write this abstract. I pray the reader to excuse my unscientific manner and broad , statements; for I have tried to come at the basic causes of flight by eliminating all minor elements ; but I do hope that there will be found in this theory some truth which competent scientists may later amplify. We wonder at the effortless progress of birds, especially of sea gulls when they sail without moving their wings into the teeth of a gale. And the reader may have watched them following a ship, sure and unconcerned in the warfare of the elements. In all ages of the past, men have wondered at their bold flight, and to-day they wonder still. But let us see what this effort and progress is. It is evident that progress, or speed, results from two things, the force of propulsion, and the resistance overcome. It follows that if re- sistance were an- nulled, there might ? be infinite speed, even WD up -te 2 > Fr of 220 degrees, that is to say, from right ahead to 110 degrees on either side; (b) on the right, a green light arranged in such a manner as_ to throw an uninterrupted beam over the whole of a horizontal are of 110 degrees, that is to say, from right ahead to 20 degrees abaft the beam on the right; (c) on the left, a red light arranged in such a manner as to throw an uninterrupted beam over the whole of the horizontal are of 110 degrees, that is to say, from right ahead to 20 degrees abaft the beam on the left; (d) the three lights, white, green and red, must be visible in each vertical plane corresponding to their respective zones in each direction comprised between the vertical downwards and the line as nearly as possible ap- proaching to the vertical and making an angle of at least 30 degrees above the horziontal; (e) the green and red side-lights must also be provided with shields or screens arranged in such a manner that their light cannot be seen on the opposite side; (f) the white light must be visible at a dis- tance of at least 4 kiloms., and the green and red side-lights at a distance of at least 2 kiloms, on a dark night with a clear atmosphere; (g) a dirigi- ble balloon must in addition display a white light permanently arranged at the rear, : Art. 9.—Aeroplanes——The rules relative to lights also apply to aeroplanes, but as a temporary measure of tolerance they are only obliged to carry a single lamp or beacon arranged in such a man- ner as to show the regulation lights. Art. 10.—Free Balloons,—Vree balloons must always carry a white light ready for use, and di: play the same on the approach of another aircraft. Art. 11.—Aundible Signals.—(a) During fog, mist, snow or heavy rains aircraft must, by day as well as by night, make use of powerful discon- tinuous audible signals; (b) in the same circum- stances free balloons must also make use of such signals whenever they are in the neighborhood of motor-driven aircraft, Art. 12.—Rules of the Read.—A motor-driven aircraft must always keep at a distance of at least 100 metres from another aircraft in every direc- tion. Art. 13.—Motor-driven aircraft keep out of the way of free balloons Art. 14.—Any motor-driven aircraft approaching another aircraft, in no matter what direction, must always take to the right unless it is and remains at a distance of at least 300 metres. Art. 15,—Whenever a dirigible balloon stops vol- untarily it must display a conspicuous black ball; in this case it is swbject to the same rules as an aircraft under way. it is no longer under control breakdown of any kind, it must display two con- spicuous black balls, placed vertically one above the other; in this case it shall be treated as a free balloon. At night, in both cases, it shall only display a white light and be treated as a free balloon. Art, 16.—Landing and Distress Signals.—-When a dirigible balloon is about to land it must: By pAy, display a triangular red flag under the nacelle ; by NiGcH?Y, wave a white light, or cause it to, flicker, while burning the regulation lights, Art. 17.—(a) In case of distress when above ground, as well as when above the sea, a dirigible balloon must: By pay, display a triangular red flag under the nacelle and show the two superposed black balls mentioned in Art. 15; by nicu’t, wave a white light, or cause it to flicker, and at the same time extinguish the side-lights. By day as well as by night it must, in addition, make use of an audi- ble signal; (b) A free balloon in distress must—by pay, display a triangular red flag under the nacelle and Wy nicu’t, wave a white light. It may, in addition, by day as well as by night, make use of an audible signal. Art, 18.—Use of Ballast.—It is only permissible to use as ballast, materials which are not likely to cause harm to third parties, such as fine sand or water, must always owing to a THE NATIONAL BALLOON RACE Manned By. | H. E. Honeywell, ; ‘| — R. Donaldson, ai Balloon. | Albert Holz, pil Million Populat’n Club | Eiareands Million Population Club I), Se hE m Duct aes 4 Goodyear ......... Upson, aide Colles aaerriccers: John Watts, pilot G. Gnisenberry, aide | Trautman, aide P. McCullough, pilot G. M. Bumbaugh, pilot E, J. Custer, pilot A. Farrell, aide KANSAS CITY, JULY 27, 1912 Time of Start. | Landed At ie Time of Landing. Dice ue 5 P.M. IMFIMARBAG, Woven cocanan 3 A.M., July 29th.. 885 | 6.01 P.M. |Bellville, Mich......... | 5.34 P.M., July 28th. . 625 ot | 5.45 P.M. |New Berlin, Wis........ 11.20 A.M., July 28th... 425 5.20 P.M. Seen Green, Wis.......|8.30 A.M., July 28th. .|. 370 Avie 5.10 P.M. 'Nord, 1 Ese errcronrert eo ccoio : .|4.00 A.M., July 28th..|.... 355 6.10 P.M. PME, TEs ceagoaes .....| 5 A.M, July 28th..].... 330 5.35 P.M. McGregor, Jowa........ 3.20 A.M., July 28th. icon 325 216 AIRCRAFT September, 1912 THE PROBLEM OF THE FLYING BOAT AND A SUGGESTED DESIGN FOR AN AEROYACHT Judging from the recent performances of the first two successful flying boats, the Donnet- Leveque and the Curtiss, it does not seem unrea- sonable to swppose that before long we will have specially designed aeroboats and aeroyachts, capable of extended trips in almost any kind of weather. While the flying boat will ultimately prove greatly superior to the hydro-aeroplane, it must be admitted that in its present form it is not such a wonderful improvement over existing types, for while it has many advantageous features, it has like- wise many aoaahecker chief and foremost amongst which is the danger of the passengers being en- trapped in the hull, in the event of the machine falling or capsizing, as occurred in the recent narrow escape of that excellent pilot, André Beaumont, who while attempting to fly across the English Channel in his Donnet-Leveque aeroboat, was capsized and narrowly escaped drowning. Another serious drawback of the present day flying boats is the position of the engine high up in the frame, which makes it difficult to get at and start, as well as presenting another and more serious drawback which is described herein. It will readily be seen from the foregoing that the successful flying boat of the future must be so built as to absolutely prevent sinking under practically all conditions, and in order to accom- plish this the weight of the passengers and motors must be so distributed in relation to the airtight compartments that no matter in what position the flying boat strikes the water, the hull proper will right itself in exactly the same manner as the self- righting and non-capsizable life boats now in use at some life saving stations. To accomplish this the hull of the flying boat must be fitted with aritight compartments and the weight of the motor or motors placed low down in-the boat and under no circumstances high up in the plane framework, as on most of the present day machines, At the recent Aero Show at the New Grand Central Palace, New York, there was exhibited a flying boat in which the hull was left almost entirely open, and it was apparent and commented on by many that this arrangement was exceedingly dangerous; for should the machine ever dive or capsize, the open hull would immediately fill with water and the whole front part, which contained the aviator’s seat, become submerged. lt will thus be seen that the problem of evolv- ing a safe flying boat is not altogether an easy one, and calls for a careful consideration and study of the needs of this type of craft. It was with this object in view that the writer drew up the accompanying design for an aeroyacht in the hope of leading others to tackle the problem and make the long distance cruising aeroyacht a reality. THE HULL, Glancing at the accompanying drawings, it will be noticed that the hull continues the whole length of the machine and forms a support for the tail and rudder at the rear. It is of the single-step type and divided into four airtight compartments. The seating and engine section is towards the front and covered by an enclosed cabin, which prevents water from getting in. The whole top of the cabin, which is designed to be built very light, is hinged so that it can be opened for ingress and egress. Two 60 H. P. motors are placed low down in the hull to the rear of the eight passenger seats in such a position that they balance the weight of the pilot and passenger in the two front seats, while the remaining seats are placed approx- imately under the center of pressure so that whether carrying one or all six passengers, the balance of the machine is not seriously disturbed. The two motors and their propelling systems are independent of each other, the one driving through chain transmission, a four-bladed central propeller, SIDE VIEW eStrorerc¢ ENNIO OT TOIT 22 ita ZL RY CULO OLDE LTO V1) 35-0" CARRYING SURFACE S10 So Feck TOE. VIEW AIRCRAFT PLANES. On a machine of this size it is desirable to have considerable lifting surface, and for this reason two sets of planes are shown fitted. These are set staggered fashion to secure a greater amount of fore and aft surface, and so improve longi- tudinal stability. The top plane measures 40 feet by 7 feet, while the lower plane is 35 by 6 feet, which gives a carrying surface, not counting the ailerons, of approximately 500 square feet, which should be ample, and figuring conservatively the lifting pressure at 4% pounds per square foot, EIGHT PASSENGER AER OVYACHT ext WOO BAP ry NY XX \\ V0 7S SIDE VIEW OF THE SUGGESTED AEROYACHT, SHOWING THE ENCLOSED CABIN, STAGGERED PLANES, DOUBLE PROPELLING SYSTEMS AND TAIL AND RUDDER ATTACHED TO REAR OF BOAT. September, 1912 would give the machine a lifting capacity of 2,250 pounds. Assuming the weight of the average pas- senger is 150 pounds, eight passengers would weigh 1,200 pounds, which would leave 1,050 pounds for the weight of the machine and motors, Smaller planes, of course, could be used, but the speed would have to be greater, which is not desirable for water flying. AIRCRAFT Tue top surface is wider than the lower one and carries ailerons at the ends, Vertical fins are attached to the top of the central uprights to counteract the drifting tendency of the hull. CONTROL,. The controlling arrangement consfsts of ailerons, elevator flaps and a single vertical rudder, which 217 bottom of the water. The boat to facilitate e controls could be operated by any of the usual methods, but for simplicity’s sake a Breguet type three-in-one con- trol would be preferable. ‘This control actuates by a fore and aft movement the elevator, side- ways movement, the ailerons, while turning the wheel, steers the machine. extends to the steering on the A LETTER FROM ENGLAND By DAISY E. BALL (Secretary of the Woman’s Aeronautical Society of America) London, July 20, 1912. Dear Mr. Lawsdn: Since my arrival in Eng- land on July 12 I have called on the Royal Aero Club of the United Kingdom, where I had an in- teresting talk with Mr, Harold I. Perrin, the Secretary, and on the Aeronautical Society of Great Britain, where I was kindly received by Mr. rganized meets are held, anc in a talk with Mr. hame-White he informed me that the average attendance was from six to eight thousand per- sons on these days. At the meeting there to-day, programme of which I enclose, about three thou sand only were present, owing to rainy weather. If a comparison may be permitted, there is no doubt but that the British public show more P PYLON NO 2 Feer < 900 Scale ot PLAN OF THE COURSE OF. THE LONDON T. O’B. Hubbard, who, besides being its secre- tary, is well known as an author of aeronautical works. The Aeronautical Society of Great Britain was founded in 1866, and I am informed its member- ship now reaches the four hundred mark. It is more or less a technical instiution, with every facility for students to acquire aeronautical knowl- edge*. This privilege is granted on receipt of a payment of one guinea (five dollars) per year. Members’ fees, however, are one guinea entrance and two guineas dues. An interesting feature of the Society is the memorial fund, now being col- lected in subscriptions, in honor of the late Wilbur Wright. The memorial is to take the form of a premium lecture on aeronautics to be delivered annually and to be known as ‘‘The Wilbur Wright Lecture.’ On looking down the list ot subscrib- ers, which includes the names of many of the nobility, 1 notice the name of Patrick Y. Alexan- der, who is the biggest donor so far, having con- tributed one hundred pounds ($500), and. who paid a visit to ArrcraFr some time ago. (See page 26, Arrcrart, March, 1910). » As well I paid courtesy calls on the various aeronautical publishing houses (Aeronautics, Flight, Aero and The Aeroplane). Mr. John H. Lede- boer, Editor of Aeronautics, was most cordial in his welcome of a representative of ArrcrAFT, and very kindly gave me letters of introduction to officers of the various aeronautical organizations, which proved very useful. The two chief aerodromes here are Brooklands and Hendon. On my brother and I visiting the former, which is at Weybridge, Surrey, an hour’s journey out of “town,” we found there was very little tying going on, althowgh there are a great many hangars and types of machines represented there, chief among which are the Bristol, Sop- with, Deperdussin and Avro schools. Brooklands has achieved its reputation through its motor race track, but as the boundaries are very wooded it is not considered an ideal flying ground. ‘tue London Aerodrome at Hendon, on the other hand, is undoubtedly one of the finest flying grounds extant, and is aaa the scene of great activity. The latter remark applies more especially to Thursdays and Saturdays, the afternoons of which are half-holidays in London. On these days AERODROME AT HENDON. kindly interest in aviation than do their American cousins. At Hendon I again met several of the aeronautic enthusiasts with whom I had come in contact ear- lier in the week, and Mr. Ledeboer and Mr. Hub- bard in particular, although acting in an official capacity, went out of their way to introduce me to representatives of the London press, members of which gave me a hearty welcome as a fellow press representative from across the water, and invited me to do honors in dispensing after oon tea jin the press marquee, a form of diversion popular here and essentially English. In my conversation with Mr, Grahame-White he mentioned that the Hendon tract has been used as a flying ground for the past two years, but that he acquired it a year ago. ‘Chere are about forty hangars containing ffty machines, and ten more hangars are being constructed. In looking around 4 noticed besides those of the Grahame-White Aviation Company, Limited, four of the Aircraft Company, which construct the Maurice Farman, two of the Bblériot School, two of the British weperdussin Company as well as those of Breguet, wen and others. Lhe hangars are substantially built, large and well lighted. ‘Lhe management of the aerodrome in establish- ing popular prices for admission at one shilling (25 cents), and for this small tee providing ample ting accommodation and music into the bar- gain, do much to encourage widespread interest. The programme for this third July meeting con- sisted of a cross-country handicap, total distance out and back of 16 miles, with a prize to the win- ner of silver trophy and 20 sovereigns ($100), and a second prize of 10 sovereigns. ‘This event was open to all types of aeroplanes, and the en- trants were Pierre. Verrier on a Maurice Farman Bee, 70 H. P., Renault, and Jules Nardini (50 HH, Gnome Deperdussin), H. J. D. Astley (S50 HH, Pp. Gnéme Blériot) monoplanes. Astley won this event, Verrier being second. Event number two was a grand speed handicap with same amounts offered in prizes, with an addi- tional third prize of five sovereigns. ‘The en- trants for this race were Nardini, Verrier and Desoutter, the later flying a Blériot 35 H. P. An- zani. Nardini won this, he beating Desoutter (second) by seven seconds, Verrier, although last, made very good time in his biplane. Exhibition and passenger flights were in vogue the whole afternoon, machines being constantly in the air, Mr. Lewis W. F. Turner on a Grahame- White biplane and Mr. Grahame-White himself participating in these events. Passenger flights may be booked on the grounds, the charge being two guineas per head. The foregoing description of the activities at Hendon is but a fair sample of what is to be seen there every Thursday and Saturday, and when such meets are organized flying may also be wit- nessed every day. The thousands of people daily in attendance, all of whom pay a small admission fee, testify more than anything else to the enthusiasm and popular- ity shown in aviation in England, and the gate re- ceipts and sale of programmes, to say nothing of the revenue derived from teas, etc., served on the grounds in no small measure ensure the financial success of the London Aerodrome, which I left with a pervading impression of jovial good fel- lowship, and intermingling sounds of whirring of engines, the clatter of tea cups, clapping of hands and the crescendo and descendo of band music. Sincerely, DD. EF. BALL: purely technical, *A quarterly journal, is pub- lished by the Society. 4 Scene at the London aerodrome, showing part of the crowd which usually attends the very successful week-end meetings. The two machines shown are a Caudron on the left and a Blériot on the right. AIRCRAFT THE OLD AND THE Algeria The Grand Prize of Oran, of a value of 5,000 francs, ($1,000), offered by that city for the first tight obove the immense mountain separating Oran from the Mediterranean Sea, was won by Servies, who, othcially controlled, rose to a height of 2,000 meters on a Deperdussin 50-h. p. Gnome mono- plane. Austria NEW WORLD'S HEIGHT RECORDS ESTAB- LISHED. During the “Vienna International Aviation Meet- ing,’ Ljieutenant-Aviator Blaschke broke two World’s altiture records on a Lohner-Arrow bi- plane, which are as follows: Height alone and with one passenger, 4,360 meters, (14,300 feet), (old record, Prevost, 2,700 meters) ; height with two pas- sengers, 3,580 meters, (old record, Prevost, 2,000 meters). The government has purchased this record-breaking aeroplane for the sum of 35,000 irs, ($7,290), and has ordered ten similar machines. The “aerial fleet’’ is actually composed of four dirigibles and sixteen aeroplanes. A national sub- scription, to provide the Austrian army with an adequate fleet of aeroplanes, has been started. As showing his great interest in aviation the Austrian Emperor recently gave an audience to Lieut. Blachke,-whose record altitude flights were a feature of the Vienna Meeting. His Majesty also inauired into the officer’s circumstances, and hearing that he was engaged, at once added a necessary $5,000 to complete the bride’s dower so that the marriage might not be further delayed. Lieut. Blaschke’s fiancee, Fraulien von Osakay, has made several flights with ner future husband. Belgium Several Henry Farman type biplanes, built for the army, passed successfully the tests imposed upon them, Their tested speed attained was 105 k. 1. m. and they reached a height of 500 meters in 6’ 30’’ with a full load. The national subscription planes to the army has ($1,373). The dirigible “Ville de Bruxelles’? made an hour flight recently over Brussels. Count d’lHespel left Brussels on a Deperdussin- Gnome monoplane, and reached Ostend 54’ later, flying continually at a height of 1,200. meters. nas distance between those two cities is of 124 <1mM. The competition for hvdro-aeroplanes which was to have been held from September Ist to the 9th at Tamise has been postponed to the following week and will be held from the 7th to the 16th. for presenting aero- reached 6,866 francs, Bulgaria The government which sent several officers to the Bleriot schools in France, has received its first monoplane of this make for its army. ‘The machine is a XXI type fitted with a 70-h. p. motor, England The “Aeronautical Society of Great Britain” has opened a subscription to found a memorial to the late Wilbur Wright as an appreciation of his great work and also to some small recognition of the support he gave to the society. The memor- jal is to take the form or a Premium on Aero- nautics to be delivered annually and to be called the “Wirsur Wricur Lecrure.” _Several flights over the fleet at the Naval Re- view at Portsmouth were made by Commander Samson, Lieutenant Spencer Grey and Ljieuten- ant L’Wstrange Malone on Short tractor hydro- aeroplanes. The “Aerial Tours” organized by the ‘Daily Mail” for the purpose of educating public opinion in the importance of flying are being successfully carried out by Messrs. Hucks, Ewen, Hamel, Nar- NEW SCOU’'S OF THE MEXICAN September, 1912 FOREIGN AKMY, dini, Salmet, Lieutenant Parke, who fying throughout the country. The army dirigible “Gamma” recently flew from Aldershot for Chatham, but was unfortunate- ly broght down by a storm at Wormwood Scrubbs and was docked there in the ‘“‘Waily Mail” hangar. The week end meetings at the London Aero- drome (Hendon), organized by the Grahame-White Aviation Co., Ltd., are being noted for their high class of flying and this accounts for their great popularity, On Saturdays specially interesting events are disputed, such as handicap, relay and cross-country races, etc., and Sundays are specially devoted to exhibition and _ passenger-carrying flights. Among the large number of aviators that have been flying here lately are Hamel, Grahame- White, Hucks, Valentine, Verrier, Moineau, Nar- dini, Mrs, Stocks, Desoutter, etc. etc., are A reader of Arrcrarr in Honolulu sent the above picture to us with the following remarks: i “Vhis is a snapshot of Clarence Walker of Cali- fornia flying in his Curtiss type biplane, at Hilo, Territory of Hawaii. This snapshot was taken at sunset. On the following day Mr, Walker gave a very good exhibition, but had a bad smash-up, which wrecked the biplane. Walker escaped with very slight injuries.” Henry Salmet on his Bleriot-Gnome has again crossed the Bristol channel, from Weston to Cardiff, and flew before the King and Queen at the last named city. Verrier, on a Maurice Farman 70-h. p. Renault, recently flew from Hendon, with a passenger, to Brighton and from there to Potsmouth, where he flew over the fleet for over two hours, return- ing late to Hendon. The Central Flying School at Upavon was inau- NEWS: BY R. H. BLANQUIE gurated by the arrival of Captain Fulton, R. F. A., on a Avro biplane. A new hydroaeroplane, officially known as S. 43, has been delivered to the Naval Wing of the Royal Flying Corps at Eastchurch, by the Short Bros. The Military Aeroplane Competitions will be held on Salisbury Plain in August. The official list of entries given out by the War Office read as follows: Name of Firm, No. of Aeroplanes. IFErMEO (Basler) Wich oosaaccucnovcn> Ser take Vickers, Ltd. . 3 ‘ Louis Bleriot A. V. Roe & Co. Breguet Aeroplanes, Ltd. Coventry Ordnance Works, I\td. ..... nee British and Colonial Aeroptane Co., Ltd. L,. Howard-Flanders, Ltd. Martin and Handasyde Aerial Wheel Syndicate, Ltd. Mersey Aeroplane Co. British Deperdussin Aeroplane Co., Aircraft Manufacturing Co., Ltd. €. EB. Kny, Esq. . Jacob Lohner and Co. A. M. Harper Piggott Bros. and Co., Ltd. Handley Page, Ltd. Armand Deperdussin S. F. Cody, Esq. Societe Anonyme 4d Aeroplanes Borel.. A “National Aviation Fund” of One million shillings, ($250,000) has been opened by the Aerial League to provide prizes and awards of all kinds to manufacturers, inventors, and others with a view to fostering aerial navigation through- out Great Britian, and encouraging the develop- ment of a purely British aeronautical industry, and hastening the improvement of existing types of machines, in order to render them safer and more suitable to the conditions peculiar to these islands. The Aero Section of the Society of Motor Manufacturers and ‘Traders decided at their last meeting that an aeronautical show should be held in London in May, 1913. FORBIDS SEA FLYING WITHOUT PON- TOONS. Constructors of marine aeroplanes are much en- couraged by the rapid spread of the use of such craft in Great Britain, where water flying promises to outstrip aviation over land. Further stimula- tion has been given to HHydroaeroplane in the adoption cf a resolution by the Royal Aero Club, forbidding aviators from attempting flights over the sea, beyond the three mile limit, unless suit- able precautions have been taken to render their aircraft capable of flotation. This action has been taken by the Royal Aero Club, so that, in the event of an aviator having to descend on the water, there may be a reasonable chance of his being rescued and thus avoid, so far as possible, a recurrence of the fatal acci- dents which have happened through flights over the sea having been attempted by aviators on machines that are not capable of floating. ‘The Royal Aero Club feels that it is against the best interests of aviation that unnecessary risks should be incurred, and it will be constrained to take such action as may appear necessary or desirable against any aviator neglecting to take suitable precautions. So HPN Det PRE eRe eee ee France A hydroaeroplane school is to be established at Brest by the Savary Aeroplane Co. Barra, on a Triad-Curtiss hydroaeroplane, flew over-water from Juan-les-Pins to Maseilles, a dis- tance of 256 klm. and is thereby the first to make a_city to city over-water flight on a hydroaero- plane in France. Armand Deperdussin, the well-known monoplane constructor, was recently made Chevalier of the Legion of Honor, September, 1012 The race, Paris-Amiens-Paris, was won by Mol- la wom) ake) a) PY USOshy “py. Gnome.) (Lhe dis- tance of 280 kim. was covered in 2 hours 27 manutes, Gastinger on a Clement-Bayard mono- plane hited with a 70-h. p, Gnome was second and Lenard on a Bleriot-Anzani, third. \ hydroaeroplane meeting wall take place from the 26tn to the 28th of August in the Kay of St. Malo, 38,000 franes, ($7,600), will be distributed in prizes. Among the many events will be a race trom the Bay ot St. Malo to tne Isie of Jersey and back. intries were closed on Juiy 27th and those re- ceived are as follows: 1 Robert-Esnault-Pelterie (R. EB. P.) 2. Astra-TPrain, 3. “Societe anonyme des ljstablissements Nieu- 4 Sanshez-Besa 5 Sanchez-Besa, 6 “Societe des aeroplanes Dorel.” 7 Donnet Leveque. 8 Deperdussin. 9 0 1 2 Maurice Farman, Astra “Societe Paulhan’’ (Triad-Curtiss). “Societe Paulhan” (Triad-Curtiss). Beaumont, the winner of the ‘Paris-Rome”’ race and the “Circuit of Mngland,” has re-entered avia- tion after having taken a long rest. Tle is now fiying the new Donnet-leveque hydroaeroplane, which has given astonishing resuls from the beginning, Petty Officer Delage on the 25th of July made several flights from the deck of the cruiser “La Houdre” on a Nieuport hydroaeroplane, with one and two passengers and although he alighted on quite a rough sea, the Nieuport behaved per- tectly. ices A Captain de Filippi, under-chief of the aero- nautical service in Italy, and Captain Seelti, com- mander of the Italian military dirigibles, just returning from ‘Tripoli, arrived on the 6th of July at the Paulhan hydroaeroplane school at Jaun- les-Pins to learn to pilot the Curtiss hydroaero- piane. Enfa Rossi, the Italian sportsman, and Sorando Vrugaben are also learning to master the same machine. The next Aeronautical Show will be held at the Grand Palais from the 26th of October to the 26th of November next. Lieutenant Bousguet while competing for the “Nero Target Michelin’? succeeded in dropping nine out of fiften bombs in the Target, thereby creating a new record, ‘This record has since been beaten by the American Lieutenant Scott, who was declared the winner. Fifty officers have been selected for service in the aviation corps; 4 captains, (one for dirigible service), 26 lieutenants: Cavalry, 6 lieutenants, (one for dirigible service): Artillery, 2 captains, 8 lieutenants: Colonial Infantry, 5 captains. Lieutenant Cayla, on the navy’s Voisin hydro- aeroplane, flew from the deck of the cruiser ‘La Foudre, anchored in the St. Raphaels Road, to Cannes and returned alighting near the cruiser. The World’s sped records up to 150 klm., with one passenger have been broken several times of late by Legagneux, Frey and. lastly again by Le- gagnux, on the new Zens monoplane, fitted with a 80-h. p. Gnome motor. Tis times are as fol- lows: 10 klm. in 2’ 24” 4-5; 20 klm. in 8’ 51” 1-5; 30 klm. in 13’ 18” 3-5; 40 klm. in 17’ 44” 4-5; 50 kim, in 22’ 14”; 100 klm. in 44’ 36” 3-5; 150 klm. in 1 hour 7’ 10”. Tis average speed was 134 kp swe Poumet has created quite a novelty, on his Borel monoplane, by outlining it with small incandescent lamps of different colors, by means of storage bat- teries and flies with it at night. ‘To the specta- tors it offers quite a strange but beautiful sight to see an illuminated artificial bird soaring through the air. Vidart, on a Deperdussin-Gnome, flew over the tomb of the much-lamented Kimmerling at Di- vonne-les Bains, and dropped a floral wreath on it, which had the following words inscribed upon it: ‘From a Bird of France to (the friend) Kim- merling.”’ Among the foreigners actually learning to fly in the French aviation schools are: 6 Turks, 3 Servians, 3 Bulgarians, 2 Norwegians, 1 Siamese, ete. Most of th mentioned have been sent out by their respective governments. A meeting, under the auspices of the Syndicate of the Military Press, was held at Juvisy and ob‘ained a well-deserved suc Many inter ing features were held, such as an 18 klm. er country race, an aeroplane vs. balloon event, The aviators that distinguished themselves most were, Prevost, Gastinger, Champel, Molla, ete. DIRIGIBLES. The Clement-Bayard TII left la Motte Breul at 6.15 p. m., and landed during the same even- ing at Issy-les-Moulineaux at 8.15 p. m. carrying 16 passengers. It also flew in company with the new army dirigible I,’Eclaireur-Conte, over the troops at Longchamps before President Fallieres, the Bay of Tunis, etc., and a crowd of 300,000 peo- ple on the 14th of July. ‘ T/Eclaireur-Conte recently left its hangar at Issy-les-Moulineaux, with 9 passengers at 6.11 p. m., returning the next morning at 10.42 and thereby staying in the air over 16 hours notwith- es Cae Na shed 219 THE AERODROME THE SHEDS SHOWING ARE VIEW AT BROOK VDS THE BEFORE standing the fact that the wind at times, during the night, was blowing very strong. The Clement-Bayard IV, while making trials for its acceptance by the government, also made a flight of 16 howrs, leaving Paris at 8.23 p, m., it flew over Ilonfleur and the Wnglish channel and returned by following the Seine up to Paris, the next day at 12.50 p. m, Tne Zodiacs, ‘Ie Temps” and “Captain Merber”’ have been making daily flights of reconnaissance along the eastern frontier. THE DEATH OF LATHAM. ‘Lue latest reports, and which are no doubt authentic, of the death in French Equatorial africa, of Hubert Latham, the aviator who quit flying about a year ago, state that at seven o'clock in the morning on June 25, Latham, accompanied by a native, was shooting on the right bank of the Chari River, near its junction with the Dahr Delamat, close to Gayes Rapids. He had wounded a rhinoceros and was about to finish off the animal when his heavy calibre rifle burst. Tle seized another gun from a native and fired, killing the rhinoceros. At this moment a buffalo, until then hidden in the tall grass, came into view. J ,atham, kneel- ing, fired again, but only wounded the buffalo, which charged and tossed him three times. ‘The unfortunate young man gave one piercing shriek and fell dead. The body was brought. to Fort Archambault the following day and buried there on June 30. On July 23rd, a novel experiment was carried out by Henry Farman on his new small biplane. Tate in the evening he left Chalons Camp and EN OPENED FOR PILUSTASTIC THE START OF GROUNDS PUBLIC A WEE AT TILE landing on some very rough ground by Noisy-l rand. With the help of a peasant he then dismantled the machine so that the over- all width was only 3 meters, and it was towed by a motor car via the Rue de Rivoli and the Champs flew to Pari Wlysees to the Palais de l’Automobile, where it was garaged. ‘The speed of the new machine is given as 113 k. p. h., and it is said to be able to climb 100 meters in 50 seconds. On July 24th, Granel on an R. Ig. P., made the first test for his superior certificate, on a course along the valley of the Aube, and he completed the tests on the 26th. Waving been compelled by a storm to spend the intervening days at Troye After having successfully transmitted wireless telegraph messages from his Farman aeroplane from St. Cyr to Meaux, Lieut. Mauger-Davarennes is experimenting with a view to sending messages over greater distances, and hopes eventually to be able to send them over distances 150 to 200 kilometres, FINE WORK ON TRAIN MACHINES. Quite some success has heen achieved by the lat Train monoplane at the hands of military officers at Mourmelon, and M. ‘l'rain has_ lately been giving his attention to hydroaeroplaning. The hydromonoplane built for him by the Astra Company made some very satisfactory trial flights at Meulan recently and one of them has been entered for the A, C. EF, Competition at St. Malo. At Mourmelon on the 25th of July, Liewt. T,e- vasseur, on a ‘Train monoplane made a_ two hours’ trip at a very high altitude, passing over the circuit, Chalons, Vitry le Francois, Barleduc and back. $s of an oriental mili and are supplied to the inese n built Maximotors of 4 and 6 cylinde Yamada Americ Japane \ mitt x } -40 to » This dirigible is about to rise for a test flight before army staff officials at the suburbs of Osaka. gibl e patented by the famous constructor governments. All are beings equipped with Nis. ft 220 PVG ana ee lial The new Italian military dirigible M. 1. each. which is equipped with two Fiat motors of 240 H. P. This ship will be stationed on one of the islands in the Adriatic Sea and will be held in readiness to fly over to Turkey and bombard Constantinople. Germany DIRIGIBLES. On a recent flight the ‘Viktoria-Luise,”’ left Hamburg at 6 a. m. and flew over Bremen at 7.55, reaching Hanover at 9.40. Here it de- scended in a race-course before an enthusiastic crowd of 100,000 people and after having landed its nine passengers, took on nine more and left for Hamburg at 10.12, where it arrived safely at 2 p. m. The I,-Z XIII, which is being built exclusively for passenger-carrying, is almost completed. The L,-Z XIV ordered by the navy and the L-Z XV, another dirigible for passenger-carrying, will be built shortly. The military government. has puchased_ the “Siemens-Schuckert,’’ which has a volume of 13,- G00 cubic metres, a length of 120 metres and is engined by four motors of 120 h. p. each. In a trial flight it made 71 k. p. h. The ‘‘Viktoria-Luise’”’ made the trip from Ham- burg to Frankfort, a distance of 400 klm. in seven hours. ; There are actually throughout Germany twenty- seven dirigible hangars and five out of that num- ber can accommodate two Zeppelins at the same time. The Zeppelin iktoria LTjuise”’ recently left Hamburg one morning at 6.15 and made a voyage above the sea, encircling the island of Heligoland and continued its way at 9.15 a. m. towards the south. The military administration has ordered a Par- seval which will be known as the P-4. Like the P-3, now at Koenigsberg, it will have a length of 90 meters and a capacity of 10,000 cubic meters. Leaving Baden-Oos the Z-III made an 18 hour flight, passing over Metz, Baden-Baden and Strasburg. Tne ‘‘Schutte-Lanz’’ left Mannkeim on the of July at 3.20 a. m. and 9.15, a distance of 225 klm. “ 1 26th arrived at Gotha at AVIATOR J. HECTOR WORDEN, WHO IS DOING SCOUT DUTY FOR THE MEXICAN FEDERAL ARMY IN AN AKBROPLANES. Miss Charlotte Boehring, who is only 19 years old, has obtained her pilot’s license at Rotthausen in July. An aeronautical show which is to be Kohn next Spring, is now being organized. A naval aviation meeting, organized by the “Deutche Fliegerbund” will take place in August. The Minister of the Navy has already granted 80,- 000 marks as prizes. The Circuit organized by several sporting clubs, will be held during the latter part of August and comprises the following course: Berlin (Johan- nisthal), Lindenberg, Schulzendorf, Spandan, Pots- dam, Fellow and Johannisthal, a distance of 96 klm. The Russian Princess Tugenie Schakouskaja, has successfully passed the tests required for a pilot’s license, on a Wright biplane at Johannis- thal. The Emperor, in harmony with the Minister of War, has decided to organize a military com- petition which will take place next Spring. ‘The conditions will be as follows: 1, That both aeroplanes and motors must be of German construction. 2. That each aeroplane ana carrying a passenger. 3. That a weight of 200 kgs. must be carried in addition to the passenger. 4. That the pilot must be able to start his machine unaided. 5. That he minimum speed against a wind of 10 meters per second, shall be 70 klm. p. h. (This implies a mean speed of 110 k. p. h. in a perfect calm). Besides each aeroplane must be capable of landing in a ploughed field and rising again without any outside help whatever. s The authorities of Dusseldorf have the inten- tion of building a port for aeroplanes and dirigi- bles that would be, after the studied plans, the | held at must be two-seated AMERICAN MONOPLANE FITTED WITH A CHARAVAY PROPELLER. September, 1912 largest in existence. It is thought that the city of tlanover, who has offered 600,000 marks for the construction of an aerial port, to be chosen as intermediary station of the line of aerial com- munications between Frankfort and Hamburg, Fifteen to twenty aviators will take part in the autumn manoeuvres and will be divided be- tween two adverse armies. The German Minister of War has recently sanc- tioned the formation of a corps of volunteer avia- tors, very much on the lines of the motor volun- teers. The members, who must be of German nationality and possess a German certificate, will places themselves at the disposal of the military authorities in time of war, and will be available for manoeuvres, ete. It is probable that some fifteen to twenty members will take part in the forthcoming manoeuvres. At the recent meeting held at Leipzig, Hirth is said to have created a new world’s height record. Unfortunately he took with him a barograph that did not register altitudes above 4,000 meters. How- ever, it was given for examination to two uni- versity professors, who undertook to study what atmospherical pressure it was submitted to at the highest point of the race: ‘hey found that it answered to an altitude of 4,520 meters and thus informed the German Aero Club. As the Leip- zig aerodrome is 100 meters above the sea, Hirth has then reached an absolute height of 4,420 meters above the ground, which would constitute a new world’s record. ; At the same meeting Schirmeester carried four passengers on a biplane for 33’ 52” and Oelrich took up two for 2 hours 41”. Both of these figures are new records. The Aeronautical Society at Halberstadt and the military authorities will found aviation stations in the Harz region. ‘There is now located at Hal- berstadt an aeroplane factory and an aviation school. The number of certificated pilots in Germany in June, 1911, was 86. On June, 15th, 1912, the number had increased to 245. if Greece Lieutenant Cambreros on a hydroaeroplane, ac- complished, navigating and flying alternatively, the crossing from Phalero to Hldra in 43’, which is a distance of 80 klm. as the crow flies. Holland A British enterprise has opened a hydroaero- plane school at Schevemingen. Exhibitions are to be given all over the country with two W. H. tractor biplanes. Ireland Land has been secured at Baldoyle for flying purposes and it is proposed to use two Blackburn monoplanes, one a single seater fitted with a 50- h. p. motor and the other a double seater Black- burn type fitted with a 60-80-h. p. Green motor. Italy Romolo Manissero, the winner of the Milan- Turin race, will undertake to accomplish a circuit of Italy with a Bleriot-Gnome. At Milan, Deroye, a French aviator, made a flight over the city on a new military aeroplane, invented and built by an Italian engineer. A curious, accident befell Guidioni, who was flying on his hydroaeroplane over the Gulf of Spezia. While flying in the leeway of the cruiser ‘““Dante-Aligtriero,’’ which was undergoing speed trials, the draught completely capsized the machine, which fell into the sea, but fortunately the aviator was not hurt. Brindejone des Moulinais, the well-known French aviator, on a Morane-Gnome monoplane, flew be- fore the military commission and took up success- fully seventeen officers as passengers. The army dirigible M.-I recently made a trip from Bracciano to Rome and back again. Details of the M-1: length, 85 meters; volume, 10,000 cubic meters; power, 2 motors of 240 h. p. each. The Minister of the Navy is to make the fol- lowing seaports hydroaeroplane_ stations: Venice. Tarente, Messina, Naples, Spezzia and Genoa. The station of Venice is now ready and four hydro- aeroplanes have been sent there. fhe govern- ment has sent orders to France for four other ma- chines to be sent to the otker stations. The Treasurers of the Italian National Fund have received a further sum of $5,895, which has been collected in the Italian schools to add to the $10,800 already in hand. The Italian colony at Monte Video in Uruguay has also forwarded $5,- 000 to the fund. ; Japan The Japanese navy will soon be in possession of one of the largest dirigibles in existence. It will have a length of 94 meters with a volume of 16,410 cubic meters. Its motive power will consists of 6 motors of 120 h. p. each and will each drive a propeller which will thus give it a speed* of 68 miles per hour. It will be of the Parseval semi-rigid type and able to lift 42 tons. As soon as it 1s completed it will be placed at the naval station at Yokosuka. September, 1012 Spain Benoit gained the hydroaeroplane trophy and the Royal Nautical Cup, at the Barcelonia Meeting, by his great performances on a Sanchez-Besa hy- droaeroplane. Among the aviators at the meeting held at Pampeluna were Jules Vedrines, on a Deperdussin 50-h, p. Gnome and Mme. Draincourt on a Can- dron biplane. The former won a cross-country race of 250 klm. above the mountains. Switzerland At its last meeting, the Aero Club of Switzer- land has appointed the following pilots to repre- sent Switzerland in the Gordon Bennett Balloon Cup Race for 1912: P. Armbrush (Berne) R. O. Muller (Zurich), and V. de Beauclair (Zurich), Edmond Audemars, will defend the Swiss colors at Chicago. The committee for the Geneva hydroaeroplane meeting has received the following entries: Beau- mont (Donnet-Levegue), Barra or Molliens (Cur- tiss Triad), Rugere (Voisin) and from the Swiss aviator Rene Grandjean who will fly a_ special built Sw hydroaeroplane, to compete for the general prize of 10,000 francs, ($2,000). Roger Sommer, who is conducting his experi- ments at Evian with his new hydroaerobus fitted with a Salmson system Canton-Unne 80-h. p. motor, has organized, after numberless requests, aerial services between Evian and Montreux, Evian and Laussane. Tripoli Signor Sacindote, while making an aerial re- connaissance of the Turkish position in the vicin- AIRCRAFT Troops were sent out and the aeroplane was re- covered absolutely undamaged. A Turkish camp was bombarded by an Italian dirigible. : Turkey The Turkish government had recently purchased two Harlan (German) monoplanes for scouting purposes at the front. Morocco The French army lieutenants Tretarre, Do-Hu and Van der Vaero, on their Bleriot-Gnome mono- planes, flew in “escadrille’” from Rabat to Casa- blanca without any accident. Philippine Islands Lieut. Frank P. Lahm, who as reported last month, was flying the Army Wright biplane at Fort McKinley, has taught two army men to fly it, thus giving Uncle Sam two more accomplished pilots. The first pupil of Lohn’s to pass the examination test, which was identical with the I. Ay test, was Corporal Burge, of the Sig- nal Corps, U. S. Army, who after only a short training, successfully accomplished the mneces- sary flights. Lieut. Moss. E. Love, also of the Signal corps, is the other graduate. Lieut. Lahm is much elated at the success achieved by his two pupils and will soon start in other members of his signal corps detachment in instruction work, Russia Lieutenant Lybovski, who had_ left Sebastopool on the 15th of June last, on a Nieuport 50-h. p. ity of Bu Hamesh, was forced by engine trouble land some distance outside the Italian lines. foot, as rapidly as he was entrenchment. to He made his way on able, toward the nearest Italian llth of planes. July. Leaving Odessa on the Gnome, finally arrived in St. Petersburg on .the He had been obliged to stop over for a few days at Odessa for repairs to his aero- 23rd of June, 221 he arrived at his destination after having made a trip of 3,350 klm. The same feat was accom- plisned by Lieutenant Andreadi on a similar ma- chine a few days later, Trom the 10th of August to the 20th of Sep- tember military competitions will be held at St. Petersburg. The machines entered for the three prizes of 30,000, 15,000 and 10,000 roubles, al- lowed by the War Department, must be entirely built in Russia and must be capable of carrying two passengers, the instruments and the neces- Sary accessories, a provision of fuel and oil for a three hours’ flight; they must be able to attain the height of 500 klm, in at least fifteen minutes, have a speed of 80 k. p. h. and must accomplish, without landing, a flight of 1 hour, 30 minutes. Besides, they must present qualities adequate for the handling of firearms and the dropping of bombs. On July 27th, while continuing his flight from Berlin to St. Petersburg, Abramovitch had a fall at Walk, between Riga and Pleskau. Pilot and passenger escaped injury, but the machine was so damaged that it took quite a time to effect repairs. In spite of the several mishaps en countered by Abramovitch, who is flying a Ger- man Wright, he is sticking to his task and slow- iN but surely making his way toward St. Peters- urg. Scotland A Candron biplane fitted with a 35-h. p. An- zani motor, which has been bought by G. S. Wil- son of the Edinburgh Evening News, has recently been at work at Lanark. South Africa John I,. Weston, of Bradfort, O. F. S., intends shortly to open a school at Bloemfontein where he has obtained very suitable ground. He has been doing some flying lately in Cape Colony. Sse EE Ee eee TABLE OF MACHINES ENTERED IN THE BRITI SH WAR OFFICE TRIALS i (ex | | | | | | Name | : ; Area of Esti- | Make | No. | Naine of Entrant. of | Type. | Name of Pilot. |W ght.) Main | Span. | Length. mated | of | of |H.P.| Type of Drive Machine. Planes | Speed. | Engine. | Cyls. = e = | a cae Mi | . | | arene | Ibs: | sq. ft. | ft. in. | it. in. ara PACHA ti © O pee eee Maurice Farman) Biplane__------ Pp. Werriers————- 1,250 | 380 51 8 39 6 55. Renault 8 70 | Gear reduction | | | | Bleriot, Touwis__=——___------ leBleniottees === | Monoplane ___ | Perreyon ______- 600 194 32 0 o7 4 _. |@nome | 7 70 | Direct | | | | Bleriot, Louis___——____-___ | Bleriot -—-----__ Monoplane --_ | ----------------. 770 269) | 86 4 | 97:0 -- | Gnome | 7 | <70- | Direct Borel Societe des Acroplanes| Borel Geese aees Monoplane _-_ | Chambenois_--- 15 | 196 37 6 | 20 9 65 Gnome | 7 | SO | Direct British and Colonial b | | Aeroplane Co., Ltd.--_ | Bristol -------__ ‘Tractor biplane| C. H. Pixton_- | 1,474 | 387 39 4 31 0 60 Gnome 14 | 100 | Direct British and Colovial | | | Aeroplane Co., Ltd... | Bristol] ----_-___ Tractor biplane) G. England -_-- | 1,650 387 39 4 31 6 57 Daimler- 4 70 | Chain reduction British and Colonial | | | | Mercedes Aeroplane Go., Ltd.___ | Bristol -_---_-__ Monoplane --_ | H. Busteed_____ 792 | 236 40 0 23 0 70 | Gnome | 7 80 | Direet British and Colonial = ; | | | Aeroplane Co., Ltd._-_ | Bristol] _____---_ | Monoplane --_ | J. Valentine---- | 792 | 236 | 40 0 |) 28: 0 70 Gnome | 7 | 80 | Direct British Deperdussin Oo... | Deperdussin —_-- | Monoplane -__ | Lieut. Porte ___ 820 248 | 39 & 227, os Anzani 10 | 100 | Direct | | | British Deperdussin Co.-__ | Deperdussin_---- | Monoplane__-. | M. Prevost_____ 820 248) |) 89 8 22 AT = Gnome 14 | 100 | Direct | | | | | CIC yA GING hk See Codyeea=aaaas | Biplane________ | 3 Pea Oferobys ase || es se eaten eee ig |e Na _. | Austro- | 6 | 120 Chain reduction | | Daimler | Coventry Ordnance Wks.-_ | C. 0. W.------- Tractor biplane) 1'.0.M.Sopwith| 1,100 | 350 | 40 0 | 34 0 60 | Gnome | 14 | 100 | Chain reduction Coventry Ordnance Wks._- | CON Wrees==-— | bractor, ppm | T.O. M. Sopwith | 1,200 | 300 35.0 | 32 0 68 | Chenu | 6 | 100 | Gear reduction Deperdussin (France)__--__ Deperdussin ____ | Monoplane__-- | Vedrines___-___- 1,000 | 256 40 7 2 0 70 Gnome 14 | 100 | Direct | | | | | | | | | | | | | Deperdussin (France)__--__ Deperdussin____ | Monoplane—___ | BUSSODIEss==="=) [1 OOO! 2G ea | ee Olen (aed | ee 2 70 | Gnome | 14 100 Direct | | | | | | Flanders, L. Howard, Ltd.) Flanders __--___ | Tractor biplane | W. R. Raynham | 1,050 | 400. 43 0 30 6 | 60 | A.B. @.| 8 | 100 | Direct | | | Hanriot (England), Ltd.__ | Hanriot ~---_-__ Monoplane ____ | Sidney V. Sippe 8 eet | aan 9a | ee eeneeee | ects 78 | Gnome 14 100 Direet | | | | | | | | 2 A | a Hanriot (England), Ltd._. | Hanriot ________ | Monoplane__-_ | M. Bielovuccie_ | 981 | 221 Ip Seecu race Wa craaes eens Gnome 14 | 100 | Direct | | | | | Kny, ©. EB... - | Marsi=_-- =. | Monoplane--<_*} Lt. Bier_-=-__-- | 1,075 | 430 | 52 6 44 3 80 | Mercedes 6 | 100 | Direct | | | Lohner, Ji, and Co.-_-_—_ Arrowplane __-_ | Tractor biplane) Lt. von Blaschke} 1,584 Se ee 3l 0 73 | Austro- | 6 | 120 | Direct | | | Daimler Martin and Handasyde____ | M. and H._____ | Monoplane____ | Gordon Bell____ | 1,250 310 2 6 38 0 | 7 | Chenu 6 | 75 | Gear reduction | | | Mersey Aeroplane______-___ Me Tse yeeeeeeenae | Monoplane__-_ | R. C. Fenwick_ 795 225 35 0 25) 6 65 | Isaaeson| 7 | 45 | Gear reduction | | | | | | | e Page, Handley, Ltd.______ [cee Pre ae ee | Monoplane ___- | H. Betre sass Sanaa TOO) 40 0 | 29 0 60 | Gnome it 70 | Direct | | | | | | | t Roe, A: V., and Co..2-__- AV MO NE seen aees se Tractor biplane) Lt. W. Parke, | 1,250 | 313% | 36 0 | 30 0 65 | Green | 4 | 50-60 Direct | | R.N. | | | Roc, Ay Vie, and) Oo.2---=— eA 0 eee Tractor biplane| ‘‘Partridge’’____ | 1,250 332% | 36 0 | 30 0 61 PARED ee Oral 85 | Direct GVA CKET:S ens t sees eee es WAG Kens) os | Monoplane____ | L. MeDonald___ | _____ 1a eee eee ee Gnome 14 | 100 | Direct | | | | | | ear | | | September, 1912 (SCHOOL TYPE) AIRCRAFT THE 28 H. P. BRISTOL SINGLE SEATER MONOPLANE \ Pre ry (tle \\ ct Z LL SD IID Ee tj i | | i nt = (a je iene ae ZZ Za SS => THE oa RISO MONOPLANE L Rit Nt Nd September, 1912 AIRCRAFT Mr. B. H. Dreyer in a 6 cyl. 50 H. P. Maximotored biplane, which has aroused great interest among the rich sugar planters of Hawaii. Mr. G. Schaefer, the owner, standing. . the Maximotor through their advertisement in ArrcraF In “Lumina” Aeroplane Cloth, The B. F. Good- rich Company, of Akron, Ohio, have scored another undoubted success. } Tt was only to be expected that the combined experience of the principal European maker of aeroplane fabrics and of the oldest and largest American rubber manufacturing company should produce something out of the ordinary, and the new “‘Tumina’’ cloth at once forced its way into prominence, as is shown by the fact that at the recent New York Aero show, both Wright and Curtiss exhibited ‘‘Iumina” covered aeroplanes, the Curtiss Hydro-Aeroplane purchased for the Rus- sian Navy, and the Burgess Bi-plane ordered for the United States Army, also bearing testimony to the exceptional qualities of the new covering. “Lumina” is a beautiful fabric. It is not, how- ever, on its appearance alcne that “Lumina” claims approval. Made from the finest procurable long staple cotton, coated several times over with high- grade rubber solutions of various consistencies, and on one side again covered with aluminum, it be- comes to all intents and purposes wind and weather proof. s The making of a suitable fabric for aeroplane purposes involves several novel conditions. The scantling of a plane is comparatively so slight that any warping or shrinking of the fabric will infallibly distort the frames, throwing them out of line and utterly upsetting the true direction of flight. In “Tumina’’ all contingencies have been fore- seen and provided for. “QLumina” will neither shrink nor stretch. The rubber coating and alum- inum covering are incorporated with the fabric, making it thoroughly impervious to all climatic influences, with the further advantages that it does not crack nor show dirt, while repairs may be readily executed with ordinary rubber cement and without disfiguring the fabric. The accompanying illustration shows a dainty hanger issued by The B. F. Goodrich Company, a copy of which will be sent to anyone interested. It is beautifully printed in colors. and our repro- duction altogether fails to do it justice. In conclusion we would say that “Lumina” Cloth is made by The B. F. Goodrich Company in their huge factory at Akron, Ohio, by special ar- rangement with the Continental Company of Han- over, Germany, who have a world-wide reputation as makers of this class of goods. “Tumina”’ is thus not an experiment, but a proven success. In addition to “Lumina’’ fabric, the firm is maker of other fabrics and of all rubber aeroplane accessories, including special aero tires. The house of Goodrich is so well known that articles bearing their name are everywhere recognized as setting forth an international standard of quality. The following interesting bulletin has been re- ceived from the enterprising Roberts Motor Com- pany of Sandusky, Ohio: ‘‘Weldon B. Cooke, the famous exhibition flyer, who has been flying in all parts of America and under all sorts of conditions, gives a large part of credit to the Roberts Motor for the great success with which he is meeting. Mr. Joseph Richter is flying a biplane with a Roberts six, and reports that it shows even better power in comparison than the four cylinder. The big Harper monoplane equipped with the Roberts six will probably be flying this month at the Hempstead Plains Aviation field. . The Benoist tractor hydro-aeroplane has_ sur- prised the wise ones by recently flying at Coeur Creve Lake, near St. Louis, as it has often been said that a tractor propeller was not practical in a hydro. R. F. Coleman, of Omaha, Neb., is just com- pleting a tractor which he has equipped with his Roberts four. The Mars-Fowler Combination of Kansas City recently purchased the Benoist biplane from W. S. Adams, of Riverton, Wyo., with which Mr. Adams did considerable flying, with a Roberts 4-X. Mr. Schaefer was attracted to NO tO oS) EE The Benoist Aircraft Co. recently incorporated, expect to start the construction of five of their tractor biplanes with Roberts 6-X motors, in the near future. Mr, Harry W. Powers is doing some excellent work with his hydro-aeroplane equipped with the Roberts six cylinder. This machine was originally equipped with a 4-X and did some excellent flying in spite of his small power. The Brooks Aeroplane Co., of Saginaw, Mich., expect to enter two of their machines in the coming Chicago meet. The Roberts Motor Company are shipping one of their six cylinder motors this week to the Matthewson Aeroplane Co. of Denver, Colo. Sd om vy a =. AEROPLANE €LOTH SYSTEM CONTINENTAL. _THE.B.E GOODRICH CO: AKRON. OHIO The B. F. Goodrich Company, of Akron, Ohio, are doing much to advertise the aeronautical move- ment as well as their aeroplane cloth by distribut- ing broadcast the above illustration printed in colors in the shape of a hanger. Mr. W. F. Semon, president of the Frontier Iron Works, of Buffalo, N. Y., sailed for Europe the 15th of August on the ‘‘America,” for six weeks’ stay in Germany, during which time he will study the latest foreign methods in air navigation. New Britain, Connecticut, with only 34,000 population, is fairly a hotbed of aviation activity. The fourth Maximotor in the town is _ being placed in the tractor biplane of J. P. Thompson. The others went to Krasting, Nelson and Nolan. Charles K. Hamilton, a New Britain native, was the town’s original birdman. Ever since his famous intercity flights even the schoolboys have given up marbles and tops for gliders and model aero- planes. “The important point in propeller design is not thrust, as often supposed. It is ‘advance speed’ combined with ‘pulling’ power or thrust,’ say the Diana Spiron constructors. “A ‘blade’ is no more to be chosen simply be- cause of its high thrust than a horse for a speedy rig on account of his ability to drag a heavy load. ‘he pull is required in getting the machine started. After that, under ordinary conditions, efficiency depends on the ‘advance speed.’ Big thrust alone is useless. Take this instance from the Mineola aviation fields. A certain Farman type plane would do little more than rise off the ground with a propeller that gave 350 Ibs. thrust. Another one designed for the machine was installed. It gave only 235 lbs. thrust, but once in the air, car- ried the plane at a good speed. Almost any pro- fessional aviator knows of such cases in his own experience. “Yhe aerial screw must be designed so that at the normal speed of the plane it will progress with the slightest resistance—like a screw through a nut. Therefore, a screw of 100 per cent. eff- ciency would have no slip in flight, because no air would be thrown back by the blades. But, of course, this is impossible under actual conditions. Slip must be allowed for. “As a matter of fact there is such a decrease of resistance to the blades revolving after flight has begun that the r. p. m. uniformly increases 100 to 200 over the revolutions on the ground. “The desire for abnormal thrust has led to the designing of types of blades with such features as the ‘differential’ or ‘expanding’ pitch. “There is no question that a differential or ex- panding pitch screw can be made to give more ground thrust. But it has never been shown to give flying efficiency equal to the constant pitch type. The contrary has often been demonstrated. “A Curtiss biplane took a speed record with a screw of the general Diana type. Various ‘ex- panding pitch’ screws were tried. The speed dropped down in every case.” Two Japanese Navy officers have. arrived in Hammondsport, N. Y., where they will learn to fly at the Curtiss School of Aviation. They are Lieut. Kono and Naval Engineer Nakajima, and come direct from Tokio. A_ third officer will shortly join them in a course of instruction in the use of the Curtiss machines. The Imperial Japanese Navy has only recently become interested in the hydro-aeroplane, and has purchased three from the Curtiss Aeroplane Co. The three officers who have been designated by the Japanese Minister of Marine. will take a thor- ough course of training under Mr. Glenn H. Cur- tiss’ supervision. The Sloane Aeroplane Co., of New York, is busy these days turning out aviators from their well equinped school at Ilempstead Plains. W. Leonard Bonney, Guy Gilpatrick, W. Irving Twom- bly, W. E. Roberts and Vermilyua Loving are the latest recruits to learn to fly their Deperdussin monoplane. Victor L. Tyler, of Georgetown, Ind., reports that during the past month he has balanced several planes for amateur builders, all of whom were successful in their attempts to fly. The majority of last month’s designs were for planes capable of passing military tests. Owing to the fact that he has been ill since July 1st with tvphoid fever and has just lately recovered therefrom, Mr. Charles Morok, who was chosen by the Aero Club of Belgium as their entrant for the Gordon Bennett Cup Race, at Chicago, on September 9th, will be unable to com- pete, and therefore has withdrawn his entry. Harry Bingham Brown, the aviator, who has been doing considerable flving with a Wright biplane at Hicksville, Long Island, during the past few months, is now wearing one of A. Teo Stevens’ parachute equipments during his flights. Rodman 224 Law, the parachute jumper, recently made a para- chute descent from Brown's aeroplane from a height of over 2,500 feet. Frederick C. Hild, of the American Aeroplane Supply House, has lately learned to fly, and is daily making demonstration flights in one of the American Aeroplane Supply Tlouse single seater monoplanes equipped with a 50 H. P. Roberts motor at Hempstead Plains aviation grounds. Mr. Hild gives free demonstrations to prospective pur- chasers of these machines. GENERAL New England Notes held at Bridge- in The Connecticut manoeuvres, port on Aug. 10-19, were participated by’ a regiment of Regular infantry. one of cavalry, a battalion of artillery, a company of engineers, Field Company clear, concise building instructions, postpaid at the following prices: Wright 3-foot Biplane . . 25c Bleriot 3-foot Monoplane 15c “Cecil Peoli’’ Champion Racer . . 25¢ Curtiss Convertible Hy droaeroplane new) 35c “Ideal” three-foot Racer (new) 15c Complete set of five--$1.00 postpaid! 5 cts. brings our new 40-page fully illustrated Catalog of “‘Ideal’’ Model Aeroplane Supplies. (None free.) IDEAL AEROPLANE & SUPPLY COMPANY 82-B West Broadway, New York Seventy per cent. of record-breaking American flights with American Aeroplanes were made with propellers bearing this name CHARAVAY J.C. (BUD) MARS, NOW BOOKING ADDRESS 17 N. La Salle Street, Chicago, Ill. BAMBOO Special Grades of Bamboo for AERONAUTIC WORK Reed, Rattan and Split Bamboo for Models. All sizes in stock. ‘Tonka Rattan for Skids, 1 1-4 inch and under, any length. J. DELTOUR, Inc. 804 Jefferson St. (j00 Goodyear Balloons loons. ‘Aeroplane Springs, Built complete. Tires, Rubberized Aeroplane Fabric. DYE Hoboken, N. J. YEAR AKRON. OHIO Aeroplane Accessories National headquarters for Spherical and Dirigible Bal- Highest quality Also makers of and the famous Goodyear Write for booklet. THE GOODYEAR TIRE & RUBBER CO. AKRON, OHIO WE WILL TELL YOU WHY IF YOU ASK US SLOANE AEROPLANE CO. 1731 Broadway, NEW YORK CITY AGENTS: Eames Tricycle Co., San Francisco and Los Angeles; National Aeroplane Co., Chicago; W. E. Boughton, Washington, D. C. DETROIT ARO POWER PLANT compcete $300 reaoy To RUN INCL. PROPELLER-CARBURETOR-BOSH MAGNETO. OIL PUMP-CABLE-SWITCH-MOUNTING BOLTS. 's GUARANTEED 7 2IOLBS. MIN.STATIONARY THRUST 158 LBS.MAX.WEIGHT(COMPLETE) PX yam 36 HOURS DELIVERY. LIFT AND FLY CURTIS BYPLANES BLERIOT XI MONOPLANES DEMOISELLE MONOPLANES OR CRAFTS OF SIMILAR MAKE DETROIT AROPLANE CO. DETROIT MICHIGAN 228 ATRCRAHD September, 1or2 THE GYRO-FLY-WHEELI-COP -ARA-CHUTE 1 heard the birdmen call me and t came, Though bid to journey high o’er Land and Seas— Nor questioned of the age, mor why, mor where; \ Perchance to breast the storms ov either Pole, The tides of men I'll boar me—all the same My occupants shall neither capsize, suffocate, nor freeze— i am content to wait—-tiz man's to do and dare? They only needs must guide me, to the goal? ALUMINA AEROPLANE FABRIC “iccentSS os: Finest Imported Linen, thoroughly Waterproofed, and then coated with Aluminum. Heat and Moisture proof. Strongest and Most Durable Aeroplane Cloth on the Market. Our Prices will surprise you. SEND FOR SAMPLES AND PRICE LIST, AND BE CONVINCED. THE AERIAL NAVIGATION COMPANY OF AMERICA GIRARD, KANSAS Iverything appertaining to Aviation Quality and prices UNBEATABLE. Curtiss and Bleriot parts our specialty, also unassembled planes, Roold hel mets in stock, Send 6e for 22 page illustrated catalogue, oOo == Wheels with tires, wide hub, K, O, 20" x 3! $9.25, axle, 20’ x 244" $6.60 NEW YORK AERONAUTICAL SUPPLY CO. OW’'S THE TIME, Flying graduation GUARANTEED. French method in- struction; mechanician course, We positively have the only REAL o Aviation School; two aviation fields, three factory buildings, aeroplanes, SO motors, ete., and the LARGEST aviation field in America. otor, Ne propeller, construction and flying thoroughly taught. Send for a home study course; FREE lesson, STANDARD AVIATION COMPANY 50 BROADWAY, NEW YORK 1309 Manhattan Bldg. Chicago, III. CAPT. BALDWIN has just returned from his SECOND tour around the world with an aeroplane, without any serious accident, during his exhibitions, Curtiss Improved 1912 Type (Pigeon Tail) Always using the Perfect fliers, No freak construction, Ten years’ experience, “ ° ” Sironnert in the wand Amply powered (Roberts Motors,) ‘ Willoughby Patent Double Rudders Any hedy: San fly these machines, One ready ist brinsdiats $2,500 Pontetccrineinistnachinet Curtiss Type Planes, no ‘Power Plant, $650 and up Free Instruction to Buyer H- C. COOKE, 127 Went Gath St. NEW YORK CITY The safety of this method of steering (in the vertical plane) has been demonstrated without a doubt, GIBSON PROPELLERS Did you read our “Bargain Day”’ ads in June? If not you lost one chance to save money. LIST OF SIZES IN STOCK AND PRICES FOR ONE MONTH ONLY A tt aa d : eens te ci ny other sizes to order. But here is another. ia, Pitch Rot, Type Price | Dia. Pitch Rot. Type Price ny, ; NIstieonne aE ni Tlor6n Res. $50.00 | 916” 76” R BGnome $47.50 Pick out your sizes and ot so many now. y 8 Tl, Wlelice N 47.50 | g/6l 4t7H » Farman 45,00 state the rotation de- Gnome gh 45.00 | 82" 4 Reg, 45.00 Q! 45.00 sired. Send the money and 53 in stock. It is up to See ven alc i 45,00 | 7/6” x 40,00 propellers will be shipped the ase i : 4 R e are J . | ” 2c “7 . . you. We are doing our | ( 40.00 | if ve R 35.00 same day if still in stock. Jo, 1 DY I9, best for you and avia- 7 . ‘ 135.00 | 6110" 373 Anzani 32°50 We have proved our standing. tion G'10'" 2/9" g Anzani 32.50) | 6'6!" 46 Reg 30,00 Our propellers are the acme : 6/6" At Reg. 30,00 | : 5 30,00 of accuracy and strength. CASH OR MONEY ORDER GETS YOUR PROPELLER TO YOU QUICKER Gibson Propeller Co. Fort George Park, N. Y. City September, 1912 COMING EVENTS Cast your shadow towards the “KING OF ATTRACTIONS ” HARRY BINGHAM BROWN ENGLISH PILOT ELEVATING FREDERIC RODMAN LAW In his WRIGHT AEROPLANE to a height of 4,500 feet, disposing of his human freight at a dizzy height, who descends by the aid of a para- chute. Every click of the watch a ““ THIRILLER,’’ something worth go- ing miles to see. No other act like it in the WORLD. MANAGERS BOOKING will do well to address A. LEO STEVENS, Box 181 Mad. Sq., N. Y. WHY ¢ THE REMARKABLE EFFICIENCY OF THE Wright & Gnome @ MOTORS One has a The ‘other j isa , Flywheel That means e! _ ination of pro- peller ‘“‘fAlutter ing’? anda great saving of power, But you don’t have to buy a Gnome or carry a 40 lb. flywheel to get that wonderful flying efficiency. DIANA SPIRON will give it 3-99 Baldwin Ave., Detroit, U. S. A. ACCESSIBLE QUIET ELEGANT For Business Men, Families and Tourists SOUTHERN HOTEL 54th Street, near Broadway NEW YORK FIREPROOF MODERN PERMANENT AND TRANSIENT In the heart of the theatre and shopping district. Cars pass the door for all railroad stations. Parlor, Bedroom and Bath, $3.50, $4 per day and up. Single Room and Bath, $1.50, $2.00 per day and up. Double Room and Bath, $2.50, $3.00 per day and up. Special Rates by the Week Restaurant a’la Carte J. G. VENETOS, Proprietor SEND FOR BOOKLET European Plan AAGTORE CARWASH ENOIST [PLANES TYPE XII. Three Models School Machine Cross Country Machine Military Machine Also operate the Benoist School of Aviation For further particulars address BENOIST AIRCRAFT CO. 6630 Delmar Blvd., St. Louis, Mo. ALBATROSS ENGINES MADE TWO SIZES 50 H. P. Cee Aircooled Weight 250 lbs. Price $650.00 complete 100 H. P. 6-cyl. Watercooled Weight 300 Ibs. Price $850.00 complete. CATALOG FREE. AGENTS WANTED ALBATROSS CO., Detroit, Mich. AVIATORS WANTED == Ss TO COMPETENT > GRADUATES WE FURNISH A STAND- ARD-TYPE AERO- PLANE PRACTICAL- LY WITHOUT COST We Are the Real West- ern Pioneers WE TEACH FLYING ON (CURTISS,FARMAN,BLERIOT) MACHINES NO BREAKAGE CHARGED Bona a Se — Ss, We manufacture any type Aeroplane and make a spec ialty of Wydro-Aeroplanes. All our machines are GUARANTEED TO PLY and guaranteed as to material and workmanship. Home Study Course (Theory and Aerodynamics). Con- struction Course (Aerial Engineering), Aero-Motor Course. Flying Course. Our Basic Patents give us protection. Our prices are the lowest. Full and honest value. exhibitions booked for coming season. Send for our Special Offer No. 2 to-day. Milwaukee School & College of Aviation S. E. Cor. Grand Avenue and Fifth Street MILWAUKEE, WIS. School-Shops, Hangars, Flying Field, foot of 64th Ave., West Allis, Wisconsin. Plying 230 AIRCRAFT September, 1912 $1200 to $4800 Buy a R E xX Monoplane and Save $500 to $1000 on Purchase. We Supply an Extra Pair of Racing Wings ith h REX. $250 Tuition Fee to Learn to Fly. We eee PLANE We Duplicate Parts at Absolute Cost, a CO 50% to 75% on Maintenance. Saving of 50% to 75% in Maintenance. The REX, with its interchangeable wings, makes it possible to enter Speed, slow and pas- senger contests during the same day. WHAT OTHER AEROPLANE CAN DO THIS? Remember, we Guarantee Before delivery to fly the REX at Least 1000 Feet High and 10 Miles across country. South Beach, S. I. N.Y. DUPLICATE PARTS © COST ‘°%* THE REX MONOPLANE CO. South Beach, S. L, N.Y. NATIONAL EROPLANE COMPANY 606 South Michigan Avenue, Chicago Harvester Building Manufacturers Exhibitors School of Aviation REFERENCES: Dun or Bradstreet Corn Exchange National Bank, Chicago Showing double control school machine built in our Chicago factory. Width 52 feet. Hote, CUMBERLAND NEW YORK Broadway at 54th Street Aviator Wire supplied in 12 sizes with a plate finish, making soldering easy. This wire is specially drawn from extra quality high grade steel. Also Aviator : Cord of twisted wire. Headquarters for Avi- ators and Automobilists. John A. Roeblings Sons Co. TRENTON, N. J. New and Fireproof Strictly first class. Rates reasonable. $2.50 With Bath and up BALDWIN VULCANIZED PROOF MATERIAL For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. Lightest and strongest material known. Dampness, Heat and Cold have no effect. Any Strength or Color. “RED DEVIL’? AEROPLANES That anyone can fly. Free Demonstrations. HALL-SCOTT MOTORS Eastern distributer. 40h. p. 4-cyl.; 60 and 80h. p., 8-cyl., on exhibition at Frank Schumacher’s, 164 W. 46th Street, New York. All motors guaranteed. Immediate delivery. EXPERTING Will install a Hall-Scott free of charge in anyone’s Aeroplane and demonstrate by expert flyer. Expert advice. ’Planes balanced. CAPT. THOMAS S. BALDWIN Box 78 Madison Sq. P. O., New York AEROPLANES Send for booklet. Ten Minutes’ Walk to Thirty Theatres H. P. STIMSON Formerly with Hotel Imperial September, 1912 AIRCRAFT 231 “ROOLD” NAIAD Aeronautical Cloth FOR SAFETY HELMETS Manufactured Especially for Aeroplanes and Used by AVIATION SUITS Aviators of Prominence UNBREAKABLE GLASS GOGGLES LIGHT, STRONG, AIR-TIGHT AND MOISTURE-PROOF ON BOTH SIDES “EVERYTHING FOR THE AVIATOR”’ 50 Avenue de la Grande Armee, PARIS Official Contractors to the French and Russian Armies Sample Books, including Data and Prices, sent on request THE C. E. CONOVER CO. 101 Franklin Street - - New York New Weston Hotel Official Aeronauts for the CHINESE ARMY MADISON AVENUE AT 49th STREET See EA TAS AN TATORS EVO NS WE MANUFACTURE AND DEAL IN Modern fire-proof and high-class hotel in every respect. A quiet and conven for? Inectiim, Gro Blade from Sih Gaara, Neo Gens, dita ami) odie AEROPLANES, MOTORS AND ALL AERONAUTICAL SUPPLIES department stores. Special Summer Transient Rates : Large Single Outside Room - - - $1.50 4 Large Single Outside Room and Beh z - 2.00 Everything an Aeronaut needs and wants we can furnish Large Double Outside Room and eee : = 3.00 at lowest prices. We guarantee everything we sell Parlor, Bedroom and Bath 5 z Sol Send 5 cents in stamps for Catalogue Restaurant a la Carte Moderate Prices GEORGE L. SANBORN, Proprietor WOLVERINE AERONAUTIC CO. Formerly Hotel Cumberland and Hotel Navarre Office and Factory : Detroit, Mich. ... Lhe Wittemann Biplane .. . HAS A REPUTATION, NOT ONLY FOR PACE, BUT FOR QUALITY AND SERVICE Write for information of 1912 Biplane with our new auxiliary stabilizer. If you want to build a machine of your own design or parts thereof, we can help you to make it successful. Some parts of your plane can be made of steel. We rid you of the annoyance of constant repairs and insure absolute safety. Send us your specifications and requirements and secure our quotations. Large stock of steel fittings, laminated ribs and struts of all sizes carried in stock. Own a Wittemann Biplane Glider; the best, the safest, easiest to operate, and enjoy flying in a moderate form. YOUR OPPORTUNITY Two single cover biplanes for immediate delivery; slightly used, perfect condition with 8 Cyl. 60 H. P. Hall Scott power plant. Write for Particulars. Write for Catalogue. C. & A. WITTEMANN Aeronautical Engineers The Oldest aeronautic manufacturing concern in the United States. Established 1906. Works: Ocean Terrace and Little Clove Road. Staten Island New York tN Ww Ko AIRCRAFT September, ror2 INVESTIGATE FIRST Satisfy yourself you are dealing with a responsible concern before paying your money. . WE GUARANTEE our machines, w orkmanship, materials, etc., superior to those of any other constructed here or abroad regardless of price paid. Immediate and prompt delivery on standard machines. “Nieuport,” “‘Bleriot,” “‘Farman” and “Curtiss” types. Hydroplanes; speed, single, passengers, weight-carrying, or specially con- structed to your own design and specifications. “Complete with suitable power plant purchaser selects or prefers, demonstrated in flight.” ‘Complete without power plant,” or “Complete in the Knockdown.”’ Will accept orders on specified time delivery under forfeiture. We invite your personal inspection of the best equipped plant in the U.S. All types in course of construction. Unexcelled oppor- tunity to acquire full shop, construction and flying course, on any type Monoplane or Biplane. SEEING IS BELIEVING. CALL IF POSSIBLE OR WRITE. INTERNATIONAL AERONAUTIC CONSTRUCTION CO. Factory, Hollis, 1. I. Office, P. O. Bldg. Flying Grounds Main Line L. I. R. R. Jamaica, N. Y. City Nassau Boulevard GRAY EAGLE MOTORS Are in a class to themselves. The air cooled motor is in demand for aviation power plants because it means less weight and less resistance for your plane with the bother left out. The use -of pumps, connections, radiator and water not necessary. Let us convince you of the merits. Economy of fuel. Efficient in power. Strength and reliability. Moderate price. Write for particulars. a TWO MODELS W Model E- 6-50 H. P. Model D-4-35 H. P. $675.00 | $485.00 Muncie, Indiana BLERIOT MONOPLANES (GENUINE) Winners of ALL the European Contests in 1911 Kemp Machine Works In 1909---The First Aerial Crossing of the Channel. In 1910---The “Circuit de lEst.” In 1911---The Paris-Rome Race (lst and 2d.) The European Circuit (Ist and 2d.) The English Circuit (Daily Mail Race.) The Belgian Circuit. The Saint Petersburg, Moscow Race. ‘The Valencia Alicante Race. ‘The London to Paris non-stop Raid, etc., etc. WORKS AND OFFICES: - - 39, Route de la Révolte a Levallois - - PARIS and Belfast Chambers, 156 Regent St., LONDON FRANCE ENGLAND AVIATION SCHOOLS: Etampes, near Paris during Summer Hendon, near London Pau, during Winter THE CURTISS SUMMER TRAINING SCHOOL AT HAMMONDSPORT, NEW YORK New Hangars, New Equipment, Experi- enced Instructors. Aeroplane and Hydroaeroplane Courses. The Curtiss Schools are the largest in America. Seventeen pupils obtained their pilots’ licenses at our San Diego School be- tween January first and March fifteenth. Summer classes are filling rapidly. ONE OF THE CURTISS TRAINING GROUNDS WRITE OR WIRE YOUR ENROLLMENT TODAY PRICES AND PARTICULARS UPON REQUEST Largest Builders of Complete Aeroplanes in the world of Feet. UH Ns ALL NATIONALTIES ARE REPRESENTED AT THE CURTISS SCHOOLS (One of the Graduating Classes.) THE CURTISS AEROPLANE CO. HAMMONDSPORT, NEW YORK FREDERICK C. HILD IN AMERICAN BLERIOT 4-X ROBERTS WHY PURCHASE EXPENSIVE MOTORS? A Roberts 4-X fifty H. P. motor flies this monoplane, and it will fly yours. It weighs no more in flying trim than a revolving motor. Let us give you the figures to prove this. Read what Mr. Hild Says About the Roberts : THE ROBERTS MOTOR COMPANY, August 8th, 1912. Sandusky, Ohio Gentlemen: Having recently installed one of your 50 H. P. Roberts Motors in one of our single seater Bleriot type monoplanes used as a (School Machine, we have found the motor very efficient and satisfactory just as we have other Roberts Motors that we have installed in our cross country type single seaters and passenger carrying monoplanes. We are enclosing several photographs showing our monoplane in flight, the speed of which averages 65 miles per jhour, which is far more than we had expected. Very truly yours, AMERICAN AEROPLANE SUPPLY HOUSE, FCH-K Per (F. C. Hild) SEND FOR OUR HANDSOME 36-PAGE CATALOG TO-DAY THE ROBERTS MOTOR COMPANY 1463 Columbus Avenue Sandusky, O. THE ESSEX PRESS, PRINTERS NEWARK AND NEW YORK OCTOBER, 1912 ONE OF THE LATEST EUROPEAN WATER-BIRDS Weymann and a passenger just alighting ona 100 H. P. Nieuport hydro-aeroplane after winning the St. Malo- Jersey race, in which event he beat his nearest competitor by more than 30 minutes. It will be noticed that the machine has been fitted with two vertical fins in the rear, presumably to steady it while in the water and also to swing it around into the wind when struck by severe side gusts. Monoplane Flyers Are in Demand There are more competent biplane flyers than there are positions for their services. There are less good monoplane flyers than there are positions. This is the time to earn the big money in flying monoplanes. In exhibitions the monoplane commands from 70 to 100 per cent. more compensation than the biplane. In the SLOANE SCHOOL OF AVIATION monoplane flying is taught on a genuine famous Deperdussin Machine. The course is an exact duplicate of the course given by the Deperdussins at Rheims. The tuition fee is c Deperdussin Monoplanes are the safest and Anzani Motors most efficient fly- hold the unique ing machines in the world. Hold 90 per cent. of record of giving tremendous the world’s re- speed, reliability, cords. efficiency and safety. No fatal Caudron accident during Monoplanes the year has oc- are safe and tre- mendously curred with an Anzani Motor speedy. Best for exhibitions. $300 for the full course. If the pupil completes the course without breakage 10 per cent. of the tuition fee is refunded. A guarantee of $250 for breakage is required. The pupil is made competent to comply with the most rigid license test. No bond of any kind is required when the pupil flies for his license. Of the seven pupils who entered the school during the first month one was certified as proficient after three weeks of the course. He finished without any breakage whatsoever. It is an every-day occurrence for pupils in our school to fly over 15 minutes and at an altitude of 1,000 feet. Visit the school. It is located on the famous Long Island flying field near New York. WIRE "PHONE WRITE SLOANE AEROPLANE CO. 1731 BROADWAY, N. Y. CITY ’Phone 5421 Columbus Agents Eames Tricycle Co., San Francisco and Los Angeles; W. E. Boughton, Washington, D. C. October, 1912 “|UMINA AEROPLANE CLOTH (SYSTEM CONTINENTAL) SIGHTLY AND SERVICEABLE HIGHLY PRAISED BY THE CURTISS AEROPLANE CO. Hammondsport, N. Y., Aug. 31, 712 The B. F. Goodrich Co. Akron, O. Gentlemen: We take this opportunity of advising you of the complete satisfaction which we have re- ceived from the use of your ‘“LUMINA”’ cloth. We find the cloth is exceptionally easy to apply to the aeroplane frames and is par- ticularly unaffected by the atmosphere. This cloth has been used on several of our instruc- tion hydro-aeroplanes, and after two or three months of severe service the cloth appears as clean and taut as when new. In fact, the boys at the school have a habit of running the machines out in the rain to wash them off. We heartily recommend it. Yours very truly, THE CURTISS AEROPLANE CO. (Signed) H. C. GENUNG, Vice President and Mer. Send for Booklet and Samples THE B. F. GOODRICH CO. AKRON, OHIO AYER CR Ay dKOo Ow Ten weeks of daily service in a Hydro-Aeroplane at the training school of Burgess Company & Curtis, Marblehead, Mass., is the record of a four-cylinder Wid Wa\ wre =f urievan REG. U. S. PAT. OFF. Aeronautical Motor Although subjected daily to the exceptional strain of use in a school machine, carrying pas- sengers and being handled by novices, this motor is to-day giving the same never-failing service that it did when first installed. All standard Burgess-Wright Biplanes and Hydro-Aeroplanes are NOW EQUIPPED WITH STURTEVANT MOTORS. These motors being fitted with muffler and starting crank for starting the motor from the seat. 4-cylinder 40 H. P. 6-cylinder 60 H. P. Ask us for a catalog 200-P. B. F. STURTEVANT COMPANY Hyde Park Boston, Mass. ww 8 Cylinders V. Type 50 H. P. Water Cooled Simple Reliable Durable Reliability and durability coupled with minimum weight, consistent with absolute safety, are the import- ant points of superiority combined in the FRONTIER Aero Motor of quality. Our claim for distinction lies in the unique and well balanced design and the mode of fuel supply, giving equal and never-failing power for all altitudes and temperatures. Embodied in its construction are these essentials: Highest grade of workmanship. Best materials. Experienced andcapableengineers. Perfect shop equipment for manu- facture. Catalog and Price List on Application E. J. Willis Co. 85 Chambers Street, New York Agents Frontier Iron Works BUFFALO AIRCRAFT October, 1912 Wright Hydro-Aeroplane School Now Open at GLEN HEAD, L. I. ALIS ATTN TTR AT Flyers 1912 MODELS In addition to those features which in the past have made Wright Flyers famous for efficiency and reliability, the new models can be furnished with Automatic Control, Silent Motors, and Hydro- planes. These special features make the 1912 machine unusually attractive to sportsmen. EXHIBITION MACHINES For exhibition work we have other models especially adapted to high winds and small fields. It was with a stock ‘‘EX’’ Model that Rodgers made his wonderful flight from coast to coast. Reliability means dollars to the exhibitor. WRIGHT SCHOOL OF AVIATION Training consists of actual flying, in which the pupil is accom- panied by a competent teacher. No risks and no expense whatever from breakage. The most famous flyers in America are graduates of our school and include such names as Lieut Arnold Drew Lieut. Rodgers Atwood Elton Parmalee Brookins Lieut. Foulois Page Brindley Fowler Reynolds Bonney Gill Simmons Beatty Lieut. Lahm Turpin Burgess Lieut. Milling Welsh Coffyn Mitchell Webster Capt. Chandler C. P. Rodgers and many others. Our Schools at Dayton and New York are now open and pupils may begin training at once if they wish. By enrolling now you can re- serve date most convenient toyou for training. Write for particulars. THE WRIGHT CO. Dept. ‘‘B”’ DAYTON, OHIO October, 1912 Ca BI TB Farman Running Gears Complete as Above $47°° Th es OF Aeronautical Supplies Everything to build any type flying machine New catalogue with working drawings of Curtiss, Farman and Bleriot type machines, now ready for distribution and will be mailed free upon request to all interested parties. Write for quotations. A FEW IMMEDIATE DELIVERY PRICES Curtiss Seats - $5.50 Oval Post Sockets - $0.17 Curtiss Steering Wheels - $9.00 5 Gallon Tanks - $6.15 Out Rigger Fittings - $0.29 Aluminum Pulleys with Brass Bushings 2/-246"-3"—25c., 30c., 40c. Aviator Caps - - $1.25 Wheels and Tires complete Eclipse Hub D0 Da S675) 20; 310 y =) 89°50 Free with every $50.00 order for Aeronautical Supplies FLEECED LINED AVIATOR CAP E. J. WILLIS CO., crreade street Tel. 3624 Worth NEW YORK CITY 4,6 & 8 CYL. 30, 70, 75, 105 & 140 H. P. HALF YEAR Under Our 6 Months’ Credit Plan Get details and Airman’s Catalog NOW 52 CRANE AVENUE DEPT. 22 AIRCRAFT 235 BLERIOT MONOPLANES One§of our 1912 Single Seater Monoplanes, equipped with 50 H. P. Roberts Motor. Price as illustrated, $2,100. IMMEDIATE DELIVERIES Our BLERIOT TYPE MONOPLANES are in every way suited to contest and exhibition work, including speed, altitude, distance and duration, cross-country and cross-city flying, where thorough reliable strength and high efficiency are so vitally important, WE SOLD MORE SUCCESSFUL BLERIOT TYPE MONOPLANES IN 1911 THAN ALL OTHER MANUFACTURERS COMBINED Visit our factory and examine in detail the EXCELLENT DESIGN and CONSTRUCTION of our Monopianes ILLUSTRATED CATALOG FREE. SEND FOR IT TO-DAY American Aeroplane Supply House 137-143 Jackson St. Hempstead, L. I., N. Y. Telephone 427 Hempstead SIDE VIEW OF ENGINE ONLY THESE MEN | Aigcrafi The Greatest Aeronautical Magazine on Earth is comparable. JA MIR (CIR A Te They furnished the bone and sinew of the first three volumes of Aircraft, making them a work of reference of which none other extant This list not only includes the greatest Aeronautical writers in the world, but also the very greatest Aeronautical Scientists, Aeronauts, Aviators and Aeroplane and Balloon Builders as well. | q a= These are the Contributors to AIRCRAFT Hudson Maxim A. Lawrence Rotch Denys P. Myers Sir Hiram Maxim Louis Paulhan Hiram Percy Maxim Israel Ludlow G. F. Campbell Wood Walter H. Phipps Edward H. Young James S. Stephens Hugo C. Gibson C. G. Grey John G. Hanna Louis Bleriot Arthur Wiener Robert Esnault Pelterie Glenn H. Curtiss Augustus Post 3rig.-Gen. James A. William R. Rummler Gustave R. Thompson Charles K. Hamilton R. E. Honeywell Henry L. Cali Hugh L. Willoughby numbers. Price per copy, delivery to any part of the United States, prepaid: Cloth Bound, $3.50 Each Volume. THE LAWSON PUBLISHING COMPANY 37-39 EAST 28th STREET, NEW YORK, U.S. A. Clement Ader Horace Geigh Hopkins Wm. F. Turnbull E. L. Buchanan H. A. Toulman H. La V. Twining John M. Crowley Claude Grahame White D. E. Ball John Jay Ide Henry A. Wise Wood Philip P. Baldwin Major S. Reber Alfred W. Lawson Cortlandt Field Bishop T. R. MacMechen Thomas Preston Brooke Louis Breguet S. H. Paterson Henry Woodhouse James V. Martin R. H. Blanque Ladis Lewkowicz Philip Wakeman Wilcox A. Leo Stevens Allen Bound in book-form and ready for the library table or shelves of individual or association, two volumes of AIRCRAFT are offered as a solid entity of incomparable value to the student of, and to the enthusiast in, matters aeronautic. @As an ornament for any booklover’s delectation, as well as a monument to the birth and to the light- ine-like development of human flight, and as a faithful reflection of its intricate and amazingly-rapid istory, these volumes of America’s great magazine of aerial navigation, valuable as they are now, will in years to’ come, when travel by air has reached as advanced a stage as that by water has to-day, con- stitute an hereditary asset—literary, historical, scien tific—of unique worth. It is “VOL, 1 and 2” of an Aeronautical Encyclopedia. A Reference which any library or club cannot afford to be without; one which every thinking individ-' ual requires for the accuracy and completeness of his information on the latest triumph of the genius of Man. The number of copies available for sale is very limited, owing to the scarcity of one or two of the October, 1912 MADE Hon. George von L. Meyer (Sec’v of U. S. Navy) S. R. Brustmann Will Simmons D. E. Connor Van M. Griffith Baron Ladislas d’Orcy A. Heinrich Theo. H. Gibon A. P. Hert Emil Buergin W. Nicholson Jennings James E. Plew Ernest Ohrt Professor David Todd H. O. Eiane D. W. Starrett Earle L. Ovington A. F. B. Silvanetto Lee S. Burridge Wright Brothers Melvin Vaniman Capt. W. Irving Chambers . (U. S. Navy) Albert Adams Merrill October, 1912 PAWN © Rey Nw to w ™~— The.above picture shows Jules Vedrines and two views of hisl40 H. P. Gnome motored Deper dussin Gordon Bennett International Cup Race, at Clearing, near Chicago, Ill., on September 9th, ) each, or 124.8 miles altogether in 1 hr. 10 mins. 57 secs., or at the average speed of 105.5 miles Vedrines covered thirty laps of 4.14 miles an hour. monoplane in flight while winning the 1912, The left hand picture shows him going straight along the course while the right hand picture shows him turning at one of the pylons. The winning of this race i trophy—the Gordon Bennett Cup—until makes Vedrines the world’s champion and entitles the Aero Club of France to won by some other country next year or after. hold the world’s championship CONTENTS—OCTOBER, 1912 ° Working With Nature . Collisions of the Air k ‘ ‘ Some Leading Types of Hydro-aeroplanes and Aeroboats (Illus.) Editorial ‘ : ; : : : g Structural Requirements for Safety in Ballooning Specific Gravity Tables on Hydrogen and Coal Gas The Chicago Meets Pictures—Chicago Meets Foreign News German News i : b ‘ y Working Drawings of the Nieuport Monoplane Some Facts Concerning the Nieuport Monoplane General News : 4 ! Table of Machines in the Cicero Meet T. R. MacMechen Denys P. Myers Major Samuel Reber S. R. Brustmann R. H. Blanquie Stella Bloch W. H. Phipps D. FE. Ball ALFRED W. LAWSON President and Treasurer ERNEST C. LANDGRAF Secretary TERMS TO SUBSCRIBERS In the United States, Mexico, Puerto Rico, Guam, Philippine Islands, Hawaiian Islands, Cuba (including Postage), $1.50 per year. Fifteen Cents the Copy, of All News Dealers. Foreign Subscriptions, Two Dollars per year. In changing order give old as well as new address. 2 Advertising copy must be in hand by the Ist of month previous to date of publication. e Only high-grade advertisements of thoroughly reliable firms are solicited. Entered as “second-class matter” February 18, 1910, at the Post Office, at New York, N. Y., under Act of March 3, Copyright, 1912, by the Lawson Publishing Co. “Aircraft” is registered as a trade-mark by the U. S. Patent Office, under date of August 9th, 1910. J EE AIRCRAFT Published Monthly by The Lawson Publishing Company 37-39 EAST 28th STREET, NEW YORK, U. S. A. Telephone, 5017 Madison Square ALFRED W. LAWSON Edttor WALTER H. PIIIPPS Asst. Editor WHEN YOUR SUBSCRIPTION EXPIRES One month before a subscription expires we enclose a blank on which you will write your order for the renewal. WHEN FIRST NOTIFIED that your subscription will expire, you should send your renewal at oNCE, in order not to miss a number. New subscriptions which are received by us on or before the 15th of any month will begin with the issue of that month. If received after that date they will begin with the following month’s issue. We cannot enter subscriptions to begin with back numbers. One month's notice is necessary before a change of address can be made. renewal 1879, 238 AIRCRAFT October, 1912 AVIATORS Will You Make Money? USE HOLDS ALL WORLD RECORDS AEROPLANES, MOTORS & EQUIPMENT CO. 1780 Broadway NEW YORK Tel. Columbus 1335 = IMPORTERS RCRA RCRA RCBCRCORCRC ROBO BCI ACRE CEERI RCRA BCI RSE IEE EC BSBA EC BRE CECB EC BORO CECB CBE CEL ACEC Vols 3 Nowe New York, Ocrozer, 1912 GVA YEARGS 3 a3 WORKING WITH NATURE By T. R. MACMECHEN | gay 1 all important feature of commercial air navi- i TS tion has been established during the past year. 7 It is simply the utilizing of Nature’s forces to do SARs most of the motive work of travel as migrating ee : NEA) birds invariably do The migrating bird never starts on a long flight over the ocean except when the sequence of weather changes ensures great carrying winds. This has been proven by rigid investigation made by German naturalists dur- ing the past two years. The plover itself is not strong enough to fly a distance of 2,500 miles over the Atlantic ocean. Over the open sea, it has nothing but sight to guide it, and sight alone is not sufficient; but its sense of smell and feeling en- ables it to remain in the wind with which it started. The winds alone both carry and guide the bird. During storm periods uniform currents of air travel great distances in nearly a straight line. Now, since the bird travels in them; what is to prevent an aircraft from travelling in them, just as a boat drifts down a stream of water. The best students of bird craft now admit that the winds alone explain how the migrating bird covers these great dis- tances in single flights. They do cover distances of thousands of miles because ornithologists—those who study bird craft— are posted all along the lines of the birds’ habitual flights dur- ing the seasons in which they make these flights, and together they have reported that no migrating birds of the species they are watching, have been seen in their localities a few days after the arrival of the birds has been reported at their destination. Now take the season in which the bird makes these flights. Consult meteorology and you will learn that at the same time the birds are making their long flights, the winds are travel- ling at high speed in the directions that the birds take. Navigators of the air and aviators, before beginning their flights over great distances, have begun to watch for the regular sequence of weather situations that invariably bring strong winds. Henri Salmet, during the English coal strike which tied up all the trains and steamers, had a business en- gagement that required his immediate attention in Paris. He could not get there by the regular method of travelling, so he flew to Paris without any reference to weather. Salmet was not an observer of natural conditions. But Salmet acci- dentally happened on a storm situation whose swift current was blowing directly from the British Isles to the interior of France. He arrived in Paris in 2 hours and 57 minutes or at the rate of 222 miles in 177 minutes—ahead of the tele- grams that he sent from London to announce his coming. This was a flight equal to the birds and it was performed in what we call a storm wind. The performance astonished the people in Paris. Scientists began to compare the period of his flight with the meteorological conditions and found that Sal- met had flown during a weather situation in which these storm winds always blow from the British Isles to France. Bindejonc de Moulinais was so impressed with Salmet’s performance, that he decided to fly from Paris to Berlin by deliberately watching for the change in the weather that al- ways brings with it high storm winds blowing from France toward the interior of Germany. They were due on August 8th and arrived early on that morning. In spite of the pro- test of his friends, he soared from the ground in a 29-mile wind and on reaching 3,000 feet, was soon flying in the direc-, tion of Berlin at the rate of 95 miles an hour, and he was do- ing this without extra speed of his machine. He repeated Sal-. met’s methods by remaining in the wind stream which en- abled him to easily steer by compass. Even then he got about 20 miles off his direct course because flying above the clouds he could not reset his compass. If he had not been in the storm current that was moving so directly toward his goal, he would have gotten much farther off his course. As it was, he arrived over Cologne instead of over Bonn, thus traveling over 250 miles in 3 hours and 20 minutes. It is interesting to compare the distance and the speed of Salmet’s performance with that of de Moulinais, both made in exactly similar weather situations. Salmet’s performance was 222 miles in 2 hours and 57 minutes in a southerly direction; de Moulinais’ was 250 miles in 3 hours and 20 minutes in a northerly direc- tion, De Moulinais flew up the Rhine Valley to Bonn and from there continued his travel toward Berlin, but on his way he could not steer to avoid a local thunder storm because he was ignorant of the path it would take. He got tangled up with its currents and was wrecked. Now one month after Salmet’s performance, the War Zep- pelin II, with Count Zeppelin at the helm, left Friedrich- shafen and crossed the entire territory of Germany to Ham- burg, flying all the way in a previously calculated wind cur- rent. The ship covered the distance of 500 miles in 10 hours. This beat the railway time, and in speed and length of journey, almost equalled the birds. ‘The airship had started, as all Zeppelins do, with a well defined weather situation. These bird-like and ship-like performances have become the rule since we have learned that the bird-method of flying points to the only certain method of navigating the airmen hie weather changes about every three days and great air ships of the near future will always start on their voyages at the be- ginning of each favorable change of weather. The speed of the airship has now reached 50 miles an hour and by getting into wind-river going in the right direction, it can cross the ocean so rapidly that we will arrive at our des- 240 tinations just before another weather situation begins to change the winds. From the commercial point of view, aircraft are useless unless we can carry profitable loads for great distances and make better time than steamers. Flying against the wind will not revolutionize present travel because it will be slower than train or steamer; but it is perfectly simple to make our sched- AIRCRAFT October, 1912 ule to fit the frequency of changes in the weather. ‘These weather changes, as already pointed out, are so regular and close together that transportation by air can become as regular throughout the entire year as the sailings of vessels from port to port. In other words, we can fly every two or three days that the winds are favorable and rest in port during the days of unfavorable winds. COLLISIONS IN THE AIR By DENYS P. MYERS SH N September 14th, at Cicero aerodrome, near P Chicago, Howard W. Gill, the well-known American aviator, was killed through a col- lision of his biplane and the monoplane driven by George Mestach, who was also injured, when both machines fell to the ground. It was the seventh recorded collision of aircraft, and the oc- currence makes timely a review of the subject. The first, in 1910, resulted in a lawsuit whose outcome is unknown. One proved fatal to both fliers; another injured a passenger and in another, the second mentioned, an aviator broke a leg. The fourth was a meeting of machines near the ground; in the fifth, one machine got the wash of another in the air, a collision of courses only. Out of sixteen men in the fourteen machines, three were killed and six injured, rather a sur- prisingly small proportion of casualties in a kind of accident deemed extra hazardous in aviation. In September, 1910, Carl and August Warchalovsky were flying at Wiener Neustadt, Austria, August having Archduke Leopold Salvator as passenger. ‘he machines collided and Carl had a leg broken. Neither aviator would accept re- sponsibility for the collision and the affair came before the public prosecutor. Over a year later, September 27, 1911, the late Eugene B. Ely was flying at Canton, O., when a wind squall struck him at a height of a hundred feet and he lost control. Atwood at the moment was getting away in the dusk for a final flight and the machines collided a few feet from the ground, the tip of Ely’s plane striking the other. Both machines went to the ground, Ely was knocked from his seat, cut about the head and received a black eye. On March 13, 1912, at Johannisthal, the machine driven by Schade, who was carrying a passenger named Badowski, struck violently another aeroplane driven by Rettinger. Both the aeroplanes were smashed and fell to the ground, the passenger, Badowski, being injured, while the two airmen escaped unhurt. At Douai, France, on June 19, 1912, Capt. Dubois and Lieut. Albert Peignan, both officers in the French army and trained airmen, met tragic deaths when the biplanes they were piloting round the military flying ground came together with terrific force in mid-air. The two officers, who were close friends, were unable to see each other while flying as the early morning haze was very dense in the vicinity of the aerodrome. As they turned a curve their machines crashed as they were travelling at high speed. The wire stays and canvas wings became interlocked and the two biplanes crashed to the ground, where they were smashed into a mass of wreckage. On August 1, 1912, at Garden City, U. S. A., two mono- planes driven by James Spainour and William Heina crashed together in mid air, one dropping on to the other, and came to the ground. The pilots were bruised and scratched when dragged from the wreckage. France forbids fliers passing each other at less than 100 metres (328 feet) in any direction. Lieut. Buriz flying at 700 feet in a monoplane attempted to pass Lieut. Briey, flying a monoplane at 600 feet, on July 6 at Villacoublay. The higher machine is said to have forced a pocket of air down- ward, causing the Briey machine to lose its equilibrium. It crashed to the ground and Briey sustained slight injuries. It is not without point to note also that contact with things other than aircraft have occurred. The Mexican aviator Fran- cisco Alvarez struck a telegraph wire the other day while flying low along a railroad track. His monoplane turned a complete somersault and was wrecked, though he was not hurt. Last spring Védrines nearly lost his life in a similar mishap, while Beaumont hit a fishing smack on his recent attempted cross- Channel flight from Paris to London. A wing was smashed in this accident. Collision in the air, which these instances show to be a practical problem, will continue an exceptional incident in flying; but as the exception it offers difficulties of adjustment very similar to those which maritime interests have encount- ered and struggled with for years. As one of those events of unusual occurrence that are particularly difficult to cope with when appearing under the terms of a specific case, the necessity for proper regulations in regard to it can be clear- ly seen. It therefore seems worth while to recapitulate the work that has been done in respect to laying down rules: and, furthermore, the subject is introduced here with the hope that discussion will follow and result in definite sug- gestions. Aerial and maritime collision bear a close analogy to each other, and there seems to be no reason why the admiralty rule of average should not be applied to colliding aircraft. Essentially referring to cargo, it divides responsibility for damage on the basis of responsibility for the accident. The further martime collision rule that suit is brought where the ship is registered might be followed though that brings up the greater question of whether aerial law is to follow admir- alty and be administered nationally. The rules to be adopted will probably be international, for the principal countries o¢ the world are convinced that aerial traffic will not long be content with observing boundary lines and the diplomatic conference which ended without result is to be followed by another. That being the case, the international attitude of the rules proposed needs no apology. In that time in the near future when aerial trafic becomes common, the free balloon will be put at a disadvantage, if. in fact, it is not rapidly abandoned. Its safety will lie in keeping out of the way of other craft by the only means available to it, controlling its height. An injunction to this effect was in the mind of the Aero Club de France in 1910 when it proposed a regulation that “free balloons should keep themselves at an altitude sufficient to avoid all collision or scraping (trainage) of a nature to cause damage.” Paul Fauchille elaborated his proposed code of rules in 1902 and for the first time contemplated collision in the air, then a wildly vivid dream. He worked out his statement on the basis of existing law. He knew only balloons, free or di- rigible, at the time, but the provisions refer as well to aero- planes. His basic scheme reads: “In case of collision of aerostats (or aeroplanes) in any part of the atmosphere, the courts and laws for appraising and fixing the responsibility are those of the country of the aerostat (or aeroplane). When the two aerostats (or aero- planes) are of different nationality, it shall be decided which of the two national legislations is competent, the rules being the same as in the case of collision between foreign ships on the high sea.” (Continued on Page 244.) October, 1912 AIRCRAFT 241 SOME LEADING TYPES OF HYDRO-AEROPLANES AND AEROBOATS THE BURGESS-WRIGHT HYDRO-AEROPLANE IN FLIGHT. WEYMANN AT T DONNET-LEVEQUE WITH WHICH BEAUMONT MADE HIS THE NIEUPORT HYDRO-MONOPLANE FLOWN SO SUCCESSFULLY BY RECENT PARIS-TO-BOULOGNE TRIP. THE RECENT ST. MALO MEET. E CONSTRUCTED FOR THE BRITISH THE SHORT TRACTOR HYDRO-BIPLAN NAVAL AUTHORITIES, THE LATEST BOREL HYDRO-MONOPLANE. 242 AIRCRAFT October, 1912 AIRSHIP EVOLUTION. HE great Naval Zeppelin, now being built for the German admiralty will be quite different from all former Zeppelins. It will have no navigating cars; engines and crew will be carried inside the hull along with the gas chambers, giving the airship a perfectly smooth under surface. Of course, this will make the airship much swifter, as the outer hanging cars give some drag. It also greatly increases the airship’s aero- plane effect. In other words, it adds to both the lift and speed of the craft. According to specifications, this ship must make fifty-five miles an hour, but it is confidently expected that it will make sixty. It will be recalled that accord- ing to specifications, War Zeppelins I. and II., were expected to make thirty-eight miles an hour, and they made forty-seven and one-fourth, so it is not too specu- lative to expect a speed of sixty miles an hour from the new naval Zeppelin. The experience gained by the Viktoria Luise on her series of trips over the North Sea and the Baltic Sea, has given the Zeppelin Engineers data necessary to increase the lifting capacity on the naval airship over water, and the data for improvement in its steer- ing device to take advantage of great winds. The tests of the Viktoria Luise and the Hansa over the Baltic Sea have proven these important points: First—That the airship can travel perfectly in com- plete darkness, attaining knowledge of its locality at all times by atmospherical localization. That is to say, it holds its position in the wind of known speed and direction at a fixed height above the water, finds its latitude and longitude by the stars and performs its course by the compass. Second—It has demonstrated that it can descend and scoop the water from the sea, therefore increasing its weight at any time it desires. Third—It has demonstrated that it can take gas and fuel from a ship on the ocean by lowering gas mains or cables for fuel. Fourth—It has been learned that the ship flies much steadier in higher winds over water than in lower winds over land. Fifth—It has been ascertained that the gas is much less affected by fly- ing over water than flying over land, which is perfectly natural when we remember that the heat thrown off by the earth is much greater than that from the water. Sixth—All these demonstrations have corrected theory, in reality they have turned theory into fact and are proving that the ocean is the most suitable for the air- ship’s best performances. It will bring continents and people in closer proximity and relationship than ever before. The rapid development of the airship for over sea transportation is further shown by the colossal naval airship which is now being built by a corporation of financiers in Berlin—a body of hard-headed business men, who have been thoroughly impressed by the demonstrations of the Zeppelins during the past two years. It is quite natural that Count Zeppelin’s suc- cess should lead other engineers to design more elabo- rate airships along the same lines. One of these en- gineers, Herr J. Bornor, of Berlin, has designed this new giant, which will be 787 feet long with a beam of only 80 feet, which is approximately one foot of width to about ten feet of length, or the same scale on which Count Zeppelin has built all his airships. Bornor intends to employ 6,500 horse power, dis- tributed in thirty-two motors, and anticipates a speed of seventy-five miles an hour for his ship. There will be thirty compartments for the gas and each will be encased in a layer of nitrogen, which will protect the hydrogen from any atmospheric changes. This means that the hydrogen will retain its full lifting power in- definitely. ‘ The new ship will carry 300 passengers and its most striking feature is that its engines, passengers and crew will be carried inside the hull, the same as the naval Zeppelin; the same as the steel airship now being built at Kiel. This makes it appear almost certain that the type of ocean crossing airship will be a huge tor, pedo-shaped craft. The fact that the new ship will be 787 feet in length, which is 224 feet longer than the naval Zeppelin, fore- shadows tremendous sized airships during the next few years. In fact an ocean crossing airship approxi- mately 1,000 feet in length and capable of carrying 400 passengers, has already been prophesied by T. R. Mac- Mechen, the American airship authority, to come with- in three years. Another interesting development along the lines of aerial ships is that the airship Hansa, which is only 537 feet in length has two passenger cabins instead of one. This means that the long gangway of Zeppelin ships is gradually developing into one substantial and October, 1912 complete deck as quarters for both passengers and crew. With this development will come the state- room, the dining room, the lavatory and private living quarters for the captain and officers. The engine quar- ters will be distributed at exact distances apart along the bottom of the hull; the bottom of the hull will now become the strongest part of the whole ship, giving it a stiffening stability that will, in connection with the tremendous outer air pressure of the gas above, make the airship, for its purpose, as strong and steady as the greatest steel vessel on the ocean. The plans for these great ships of the near future, indicate that they will be moored on the water in en- closed tanks, but it has been demonstrated on Lake Constance that a Zeppelin can descend and take the water as easy as a bird. From all indications at present the first great lines of ocean crossing airships will undoubtedly be oper- ated by such large steamship companies as the North German Lloyd and the Hamburg-American lines. In fact, the Hamburg-American Steamship Company now manages the Airship Hansa. They recognize their coming rival, and what is more natural than for sea- men to handle airships over the ocean; they best under- stand ocean winds and their methods of navigation are now being used for ships in the air, so the seamen will graduate from the water to the air. Two of the present Zeppelin captains have been former naval captains, and most of the crew of the Zeppelins have been former sailors. In short, airships of the future can be likened to our present ocean going steamships lifted above and pass- ing through the air instead of the water, a good illus- tration of which appeared on the cover of AIRCRAFT in the March 1910 issue. GORDON BENNETT CUP RACE. RANCE, after four conspicuous trials during four F successive years, finally won the Gordon Ben- nett Cup at Clearing, near Chicago, on Septem- ber 9th, 1912. It was a glorious victory, although, strange to relate, there were no competitors. But, competitors or no competitors, the Frenchmen—among themselves— gave the greatest exhibition of speed flying ever seen in America or any other country. It was a marvellous performance and worth going around the entire globe to witness. Therefore, all honor to France and a million thanks to her noble airmen for coming to the United States to show Americans what real speed flying looked like. Some of us Americans were of the opinion that all we had to do was to build a machine a few days before the race, pick out a man to fly it a few minutes before the race and then—WIN. We know better now. This magazine has been repeatedly calling attention of Congress to the fact that if the United States army and navy were to keep pace with the armies and navies of other countries, airmen must be trained for several years before they could be expected to do efficient mili- tary work. What we have been saying in reference to the military end of it also applies to the sporting end ATRCRAFTYT 243 of aeronautics in this country. Flyers must be trained for the purpose. It is just as ridiculous to suppose that a man who has been flying a machine capable of making 60 miles an hour could have been put suddenly into a machine capable of making 110 miles an hour and have oper- ated it successfully, as it would be to expect a coal cart driver to drive a spirited race horse properly with- out any previous training. It could not have been done. Therefore, even if the “large number of cooks who spoiled the American Cup Defender broth” had de- cided the machine was ready to fly, there was not an American flyer trained to pilot it, and it was well for the American movement that the Quixotic perform- ence was not undertaken. And, furthermore, if this country intends to try to win the Cup back again next year, the training of avia- tors for the event must be started at once, as well as the building of, not one, but several machines for the purpose. LOOKING AHEAD. HE Austrian War Department has just given “Er an order for ten Lohner-Daimler biplanes and twenty-four Etrich monoplanes. The Admiralty has also acquired a Lohner-Daimler and a second one has been presented to it by the Bavarian Austrian Colony. The original Lohner-Daimler biplane, which estab- lished the world’s altitude record both with and with- out a passenger, was purchased by the government for $10,300. While we are not yet in receipt of the figures show- ing the full amount for the entire orders, presuming that the government will pay $5,000 for each additional aeroplane, the Lohner-Daimler order would mean $50,- 000 and the Etrich order $120,000. This information should act as a stimulant to the American manufacturer, who can look forward to such plums falling in his direction from the United States government within the next year or two, on condition, of course, that he is capable of making a machine equally as efficient as the foreigner, and it must not be forgotten either that ample preparation and reputa- tion must be made beforehand by those who would catch the plums when they are ready to fall. Through the efforts of Cortlandt Field Bishop, Glenn H. Curtiss went to France in 1909 and won the Gordon Bennett Cup for America and through the efforts of Cortlandt Field Bishop, Charles Terres Wey- mann went to England in 1911 and won the Gordon Bennett Cup for America. In 1910 and 1912 Mr. Bishop gave no attention to these sporting events and America LOST. One of the most promising young aviators in Amer- ica at the present time is De Lloyd Thompson, an instructor of the Lillie-Thompson aviation school at Cicero. He pilots both biplane and monoplane with equal efficiency. 244 (Continued from Page 240.) It was not until 1909 that collision was again considered and then the International Aeronautic Congress, which was held at Nancy, dealt at length with many questions arising out of the budding science of aeronautics. It summarized its work in a series of resolutions, the second of which provides “that with a view to avoiding accidents and collisions, the circulation of aircraft should be the subject of an inter- national regulation passed, as far as possible, upon the inter- national agreement, already long-tried, relative to collisions at sea, and taking account of the rules already practised in aerial navigation.” The Fauchille proposal of 1902 was presented to the In- stitute of International Law, a body including the foremost jurists of their type in the world. In 1910 they again studied the subject, but finished its consideration in 1911. Their decision is important because experience has shown that their scientific and careful scrutiny of a problem has repeatedly resulted in the adoption of their text with slight changes into international codes. They make a practice of studying un- settled questions of importance and for that reason their AIRCRAFT October, 1912 “In case of collision occurring between aircraft of the same nationality in any part of the atmosphere, the courts and the laws competent for determining and fixing the re- sponsibility are those of the country of these aircraft, to the exclusion of those of the subjacent State. When the two aircraft are of different nationalities, the same rules as in the case of collision of two foreign ships on the high sea will be followed to decide which of the two national legisla- tions is applicable. “An international set of regulations, annexed to the present convention, which will come into force at the same time and will remain in force until it has been modified by com- mon agreement, will determine the special provisions intended to prevent collisions and to facilitate communication between aircraft. In establishing these provisions, the practice fol- lowed in maritime navigation will be the guide.” The regulations have not been worked out, but probably will not differ much from those adopted in France and printed in March Arrcrarr. It is evident from the study given the subject that the tendency is to view collision from the pronouncement on collision can be accepted as a good general basis for determining matters of aerial collision. reads: [ammo MAJOR SAMUEL REBER, signal Corps, U. S. Army; spherical balloon pilot, is avice president of the Aero Club of America and chairman of the contest committee. He is one of the leading authorities in this country on aeronautics, not only from the scientific but also from the sporting point of view, and is perhaps better known as an expert on telegraph, tele- phone and cable engineering; a graduate of the United States Military Academy at West Point, and of the John Hopkins University of Balti- more, having served the United States, in Central America, Cuba, Porto Rico and the Philippine {slands, in war and in peace, filling many important positions. Major Reber’s aero- nautical work during the past four years has been one of the most important factors in the development of the sporting end of the move- ment in this country and he shares the honors, to a large extent, with Cortlandt Field Bishop, as the foremost man in the establishment of the Aero Club of America in the predominant position it has held in this country during the past. DEM) | HE experience of the past thirty years has fully proved that spherical ballooning is one of the safest of all known forms of sport. Thousands of ascensions have been made without an accident. One must not, however, imagine that the successful conduct and _ termina- tion of an aerial journey can be accomplished with- out a skillful and experienced pilot and a balloon constructed in accordance with principles based on previous experience and the laws of mechanics governing the correct design of the various parts. Vhe International Aeronautical Federation has prescribed certain conditions, that the materials out of which a balloon is constructed should comply with in order that safety may be insured. Some of the conditions are based on the geometrical form of the balloon, others on its dimensions and nature of the gas filling it, others on the strength of the materials required to resist the various stresses, and again others on experience. ‘These various condi- tions are found in appendices I, V and VI, of the Regulations of the International Aeronautical Fed- eration, 1909. As these regulations have not been translated into English and the values in the tables are based on the metric system, the writer has thought that a summary in English of these con- ditions and the formulae, based on our foot-pound system, will prove of value to our pilots and con- structors, The following in brief are the safety require- ments of the International Aeronautical Fereration: ‘The material of the envelope should be imper- meable and stand, as a proof pressure, double the maximum pressure that the envelope can be sub- jected to in service. All cordage should stand, without rupture, three times the maximum. strain that it can be subjected to in use. Valves in gen- eral should have two separate orifices; one for manoeuver and the other for final deflation, the latter to be so arranged that when once opened it cannot be closed again without being dismounted. The text standpoint of the sea. air will bring the question into the forefront of those already Let us hope that no tragedy of the being encountered by airmen. STRUCTURAL REQUIREMENTS FOR SAFETY IN SPHERICAL BALLOONING By MAJOR SAMUEL REBER, U. S. Lhe area of the orifice for manoeuver should be such as to allow one-thirtieth of the total volume of the gas to escape during the first minute of opening, and the orifice for tinal deflation of such area as to permit the escape of one-fifteenth of the to.al volume during the first minute. If the valve used has but one orifice its area should be that for nnal deflation unless the balloon is supplied with a rip panel in which case the area for manoeuver will be sufficient. Lhe length of the rip panel should be at least one-fifth that of the circumfer- ence of the balloon. ‘he rip cord should be easily aistinguished from the valve cord, colored red and terminate at its lower extremity in a flat strip one inch in width. ‘The appendix should .erminate in a cylinder whose minimum length should be four times its diameter. Orifices opening freely in the pottom part of the envelope are forbidden. Open- ings in this part of the envelope should be closed by short sleeves or valves. ‘The walls of the bas- ket should be of wicker work of a minimum height of thirty-two inches in the clear, the bottom of smooth planks of sufficient strength to resist shocks of landing. Each balloon should carry a guide rope whose minimum weight must be two per cent. of the total ascensional force of the gas and also a strong, well-constructed anchor which may be omitted if the envelope is supplied with a rip panel. The approved dimensions of envelopes, ap- pendices, etc., are indicated by the following tormulae which have been restated and their values for balloons of from fifteen to eighty thousand cubic feet tabulated by the writer. V ==volume of balloon in cubic feet. D = diameter = ‘| = Circumference = | D The following daca is tor hydrogen, sp. gr. 0.12; total ascensional force 0.071V; minimum weight of arag rope 2% of total ascensional force: Area of valve to expend 1/30th of fn total volume in first minute....... 0.000049 D? 5 Wiameterd jel -leeietelstelelelsistelsis -telsy-tel-kors 0.00785 D# Area of valve to expend 1/15th of r total volume in first minute..... 0.000098 D* K IDERIIGIG?, goooncacopcsnu00dR908Q00000 0.0111 D* Appendix: Minimum area in square feet...... 0.000015 D* 8 IDEAS coon dapacces000G00000000 0.0044 D? Minimum length of rectilinear portion of appendix is four times its diameter. The following data is for coal gas, sp. gr. 0.42; total ascensional force .046V’; minimum weight of drag rope 2% of total ascensional force: Area of valve to expend 1/30th of 5 total volume in first minute...... 0.00012 D? Diametermeniiseer eerie iii se 0.0123 Dé Area of valve to expend 1/15th of 5 total volume in first minute........ 0.00024 D? 5 IDEM 6 dc0ccan000Gv0G005G0000000 0.0174 D# Appendix: A. Minimum area in square feet 0.0000235D* Diameter 0.0054 Db! Minimum length of rectilinear portion of appendix is four times its diameter. D=Diameter of balloon. I,=Minimum length of appendix as given in preceding tables. Notrre—The air and the gas are supposed to be at ihe same temperature. HYDROGEN. Maximum difference of pressure between gas and air, in pounds DeTANSquanecwBtOOt aero 0.071(D-+-L,) roof pressure—twice the max- imum difference of pressure. Maximum tension on material, per lineal foot; pounds. 27.202. .: 2: 0.0177(D+1L)D Maximum tensile strength of proof sample of material 2 inches in length, with factor of safety of OME E cea ete eee 0.0295(D+1,)D Increase in tension on material due to one pound increase in press- ure per sq. ft. at appendix...... D/4 Increase in tension on material for an increase of one foot in length of appendix, pounds............ 0. Necessary increase in minimun tensile strength in proof sample of material two inches in length, to withstand an increase of press- ure of one pound per square foot Bie Gioyeoabbescacaocaosndeonooe 0.416 D Increase in tensile strength 2-inch test piece of material re- quired by an increase in length of appendix of one foot........0.0295 D COAL GAS. Maximum difference of pressure between gas and air, in pounds per square foot................ 0.046(D-++L) Proof pressure—twice the maxi- mum difference of pressure. Maximum tension on material, per lineal foot, pounds............. 0.0115(D+1,).D Maximum tensile strength of proof sample of material 2 inches in length, with factor of safety of 0177 D ORAt errr terete tint rie heron 0.0191 (1D)-+-1L,) D Increase in tension on material due to one pound increase in pres- sure per sq. ft. at appendix.... D/4 Increase in tension on material for an increase of one foot in length of appendix............. 0.0115 D Necessary increase in minimum tensile strength in proof sample of material two inches in length, to withstand an increase of pres- sure of one pound per square foot at appendix.............. 0.416 D Increase in tensile strength of 2- inch test piece of material re- quired by an increase in length of appendix of one foot........ 0.0191 D eRe Cage AWE Dy October, 1912 HYDROGEN: SPECIFIC GRAVITY 12 Ba sare rear ane Gtaes i csen ee eal benecthiee pend Suey: fe ov io g ae no a g tieth of total teenth of total APPENDIX. 5 oa ei we ay 5a Ba volume of bal- volume of bal- Ao eo ” che Van eS = loon in firstloon in first * is a Yo Zoe io vg minute. minute. Bs a ae on sraplaes oe g 5 Cpa ee aS 2a. see ae ye ES MEAD de, peeing e ek fi Sine v I a v o & oh wv 5 3.2 < S na eo ence ee Feet ie eek a gre Bu SHEED Exel 3 - % : 0S . © . cee $3 3 3 4S BIg) = (elo o a a a o eS ¢ a Oe 2 co Re ee Ose Me Me, Bi) Pe uae. See = 3 Seer HIMn Ret Slvr S| Ss St oS Onlin Sie es ame eteipe being Sie lnc eb 2 & & Bi 2 8 3 a 3 Go FR Se BR ee eo Cae OM ipmiua ya eIRE eh a Gat mists £8 0 ho Se Seis ican Semin S cag es OI Wee ua ota Se eee eee Hah Ep Bike BR a Us geo se ee fee tee eee EL Meme Gea en OmreIC El miele (ie greet oon Mao btols mene tr: S a ae REN ONS Stns! aS a S038 SG om Sef ess Soe es 15000 30.6 96.13 1065 21 0.25 0.56 0.50 0.80 0.43 0.74 2.96 2.38 4.76 18.05 30.08 65 0.54 19000) 33-1 103:98 1349 27 0.31 0.62 0:62 0:88 0.54 0.84 23.36 2°59 5.18 | 20.19 33.65 8.28 0.59 20000 33.7 105.87 1420 29 0.32 0.63 0.64 0.90 0.57 0.86 3.44 2.63 5.26 22.24 37.07 8.43 0.60 25000 36.3 11404-1775 35 0.40 0.69 0.80 0.99 0.72 0.96 3.84 2.85 5.70 25.77 42.95 9.08 0.64 30000 38.6 121.26 2130 43 0.45 0.75 0.90 1.06 0.86 1.05 4.20 3.04 6.08 29.33 48.88 9.65 0.69 35000 40.6 127.55 2485 49 0.52 0.80 1.02 1.13 1.00 1.13 4.52 3.20 640 32.48 54.13 10.15 0.72 40000 42.4 133.20 2840 57 0.57 0.85 1.14 1.20 1.14 1.21 4.84 3.35 6.70 35.62 59.37 10.60 0.75 45000 44.1 138.54 3195 63 0.63 0.89 1.26 1.26 1.29 1.29 5.16 3.50 7.00 38.28 63.80 11.03 0.78 50000 45.7 143.57 3550 71 0.69 0.93 1.38 1.32 1.43 1.36 5.44 3.63 7.26 41.59 69.32 11.43 0.81 55000 47.2 148.28 3905 78 0.75 0.97 1.50 1.38 1.57 1.42 5.68 3.75 7.50 44.37 73.95 11.80 0.84 COOCOMNAS Cpu l52-68 42601 8d. .O-81 00 até 242) 5 N72 1490 5.96) 3.88) 7-76) 4714 78°57 1 2UtS. 0.86 65000 49.9 156.76 4615 92 0.86 1.04 1.72 148 1.86 1.55 6.20 3.98 7.96 49.40 82.33 12.48 0.89 70000 51.1 160.53 4970 100 0.91 1.07 1.82 1.52 2.00 1.61 644 4.08 8.16 52.12 86.87 12.78 0.91 75000 52.3 164.30 5325 107 0.97 1.10 1.94 1.56 2.15 1.67 6.68 4.19 8.38 54.91 91.52 13.08 0.93 *77696 52.9 166.19 5516 110 1.00 1.12 2.00 1.59 2.22 1.69 6.76 4.24 848 56.07 93.45 13.23 0.94 80000 53.5 168.07 5680 113 1.03 1.14 2.06 1.61 2.29 1.72 6.88 4.29 8.58 57.24 95.40 13.33 0.95 * 2200 cubic meters. COAL GAS: SPECIFIC GRAVITY 42 Valve t = Valve toler z s ay 3 es 2S ahi) es mene nenerniss pend one- ff. ° 8 8 Be S 9 s & tieth of total teenth of total APPENDIX. g sa wu eae Sic: 4% volume of bal- volume of bal- 3 Q fe Cen van 8 = loon in firstloon in first 7% Ss oF wo ao as o minute, minute, a = ae oe Eas so fa a Ea Sees ce ae hater reo ita 2 e ieee oMiee Smee S 2 3 SS leaea sto Cam ¢ < copter GumeiONe ki chrecd S Sa ane ee ee ea cia eer eh ae catorey Gey sul ules tga see nore ee ACM IMC pan aca ne a Ghee ea ee aera CS aan Ses a ” w ~ C) ” a - o 3 ¢ ‘Bo an “ SSA US Ia Myanenek ine Ee PGCE ams ould ain nS Sanne ISR Mune Lola See Carer a aMMon wiley isha healed BSE EAE aE) Ew ON i ie Sn Aca umn ele 3 a 5 5 2 SuLAS Sen GS EDO eg) Ss EeGlo cea i _ 3 3 Ely Be AER AE BE 8 EUNSaEE ec} S i SS yee Olena Scola iaim toa iad e Sys eee eae eee dee cee, Sle ase | See “Se 5 gE See caieny Cone cmc etc penser Cai peu caaariaiie! MOSUN Sh near an i ielare slap eyo a 8 = I A a & oe ce 5 ASR amcaper ° ao air ore ob# > Aa oO a a a = a = a Shee hy eon ere CO Sao Ses US 000 N= 3.06y 96513) B90 13S 10F62 02885 24 125s 0°67) 10:91 376455 1°58) 3.116), 12:09) 20515 7.65 0.35 19000 33.1 103.98 874 17 0.76 0.97 1.52 1.37 0.85 1.03 4.12 1.71 3.42 14.16 23.60 8.28 0.38 20000 33.7 105.87 920 19 0.79 1.00 1.58 1.41 0.90 1.05 4.20 1.74 3.48 14.67 24.45 8.43 0.39 25000 36.3 114.04 1150 23 0.95 1.09 1.90 1.55 1.12 1.18 4.52 1.88 3.76 17.07 28.45 9.08 0.42 30.000) 3'856) 1120°26) 1380) 27-6 AT 8) 2-22) 67. 1635) 1-29 5.16 2°01 4:02) 19:40 «= 3.2.33 9.65 0.44 BS000 OG M755 WSN 320° AG? AS) 2392 alee Te eS) SESS) ABW Ca Tle) 9) 3537/9) ala) lS} 0.47 40000 42.4 133.20 1840 37 1.40 1.33 2.80 1.88 1.79 1.49 5.96 2.22 4.44 23.53 39.22 10.60 0.49 45000 44.1 138.54 2070 41 1.55 1.40 3.10 1.98 2.02 1.58 6.32 2.32 4.64 25.59 42.65 11.03 0.51 50000 45.7 143.57 2300 46 1.70 146 3.40 2.07 2.24 1.67 6.68 241 4.82 27.55 45.92 11.43 0.53 55000 47.2 148.28 2530 51 1.84 1.52 3.68 2.16 2.47 1.75 7.00 2.49 4.98 29.38 48.98 11.80 0.54 COOOOR 4 S26y 152268) e276 0 55s 29.6) vele5i7, 392, 92223)) 2169) W839 7-32) 62257) | 514. 031-23; 52105) 9 112515 0.56 65000 49.9 156.76 2990 60 2.11 1.64 4.22 231 2.92 1.90 7.60 2.65 5.30 33.07 55.12 12.48 0.57 70000! “51-1 160.53 3220) 64 2.24 1:68 4.48 2:38 3.14 1.97 7.88 2.71 5.42 34.63. 57.72 12.78 0.59 75000 52.3 164.30 3450 69 2.37 1.73 4.74 2.45 3.36 2.04 8.16 2.78 5.56 36.36 60.60 13.08 0.60 *77696 52.9 166.19 3574 71 2.44 1.76 4.88 2.49 3.49 2.08 8.32 2.82 5.64 37.31 62.18 13.23 0.61 3000 0Rie 5S -Simn 6S: 07m 565 0m Sasm2-5)lamals 7S O2Mee2-52:0es 5 9ue 2a 8.44 2.840n5 O81 s7/660) 9 65-10) | 913.33 0.61 * 2200 cubic meters. Increase in tensile proof stand pound per strength of Pounds. sample 2 inches in length to with increase in pressure of one | sq. ft. at appendix. | — nN “NI n 13.80 14.05 15.13 16.08 16.91 17.67 18.38 19.05 19.67 20.25 20.80 21.30 21.80 22.05 pound per Pounds. | inches in length to withstand | | increase in pressure of one 2 Increase in tensile strength of proof mple | sq. ft. at appendix. | sa 12.75 22°22 245 Pounds. Increase in tensile strength of 2-inch test piece of material required by increase of one ft. in length of appendix. eS wo oo 1.00 1.07 1.15 1.20 1.25 1.30 1.35 1.40 1.43 1.48 1.52 1.55 1.57 1.58 | strength of 2-inch test | Pounds. | | Increase in tensile tn | piece of material required by increase of | | one ft. in length of appendix. NINNA OD ONnNONNW wo So oo NS 0.85 0.88 0.90 0.93 0.95 0.98 1.00 1.02 1.02 246 AIRCRAFT October, 1912 THE CHICAGO MEETS By S. R. BRUSTMANN Vedrines Wins Gordon Bennett Trophy. &&3 L,THOUGH thirteen entries were expected at Chicago to compete for the Gordon Bennett trophy on September 9, the day of the race found only three machines ready to start and these three represented France. The Ameri- can entries, Paul Peck, Howard Gill and De Lloyd Thompson, who were appointed just before the race, found themselves so outclassed that they did not deem it worth making a try for. It was finally a speed contest be- tween the three Frenchmen, Jules Vedrines, Maurice Prevost and Andre Frey. Vedrines won, Prevost was a close second and Frey finished but twenty-three laps. However, it was the greatest exhibition of speed flying this country has ever seen. The inaccessibility of the Clearing course kept the large crowds away. ‘There were no grandstands; a wire fence sur- rounded the entire 4.14 miles of legitimate landing ground. The judges’ and press stands were located on the north stretch, on both sides of these were enclosed spaces for mem- bers and automobiles and further to the east were the hangars. The verdict was unanimous among the authorities on flying that the course was the very best ever arranged for a flying contest anywhere in the world. At 9:30 Monday morning, with scarcely 500 spectators about the course, Vedrines had his 140 H. P. Deperdussin wheeled to the starting line and a few moments later he was in the air. He made the first lap in 2 minutes and 24 seconds and averaged 103 miles an hour until the sixth lap. He then began to increase his speed. During the last laps he came down the stretches at 115 miles an hour and his best lap, the eighteenth, was made in 2 minutes and 18 seconds. After he was flagged at the end, of the thirtieth lap he made an extra circuit of the course before alighting in front of the hangars. Here he was met by his compatriots and draped in the French flag; he was lifted to their shoulders. His time for the entire 200 kilometres or 124.8 miles was 1 hour 10 minutes and 57 seconds, which is an average of 105.5 miles an hour. This is slightly below his average for the French elimination trials which was 106 miles flat. It now remained for Prevost in his 100 H. P. Deperdussin and Frey in his 100 H. P. Hanriot to make the trials. It was almost noon when Vedrines finished, and as a brisk breeze from the south had blown up, they decided to wait until later in the day. Early in the afternoon Vedrines successfully attempted to lower the world’s record for 20 kilometres. His time was 6 minutes and 56 seconds. A little later, Prevost and Frey had their machines trundled from the hangars and they were started. Prevost’s flying was remarkable, his cutting of the pylons and accurate banking was superior to that of Vedrines. He finished in 1 hour 13 minutes and 11 seconds. Frey unfortunately was forced to land during his twenty-third lap on account of engine trouble. His average speed for the 94 miles he finished was 93 miles an hour. Vedrines left for France the day following the race, after thanking the officials of the Aero Club of Illinois for their courtesies extended to the French team during their stay. With the trophy went the title of World’s Champion Aviator, to which Vedrines is entitled. However, as styled by himself, they were “empty honors” which he acquired in this country. The 160 H. P. Burgess racer, which was to defend the cup, was withdrawn for various reasons at the last moment. After it was declared unsafe it was in the course of rebuilding, which was not completed when racing time came. Chicago’s Second International Meet. September il, the day before the opening of the Cicero contests, was marred, by the unfortunate death of Paul Peck. He was practicing in his Columbia biplane and had reached a height of 1,000 feet when he attempted to descend in a spiral. Evidently the tail surface of his machine was too small to bring him to a level keel and he struck the ground in a vertical position. Howard Gill met death the following Saturday in a col- lision with George Mestach, the Morane-Borel pilot. Mestach was slightly injured. The opening day was blessed by ideal weather. The sun was shining from a cloudless sky and only a slight breeze stirred. At the opening of flying time, Glenn L. Martin, of Los Angeles, was in the air, followed by George Mestach, Antony Jannus, Charles Wiggins and Howard Gill. At 3:30 Max Lillie arrived at the field from Sandwich, Illinois, fifty- six miles distant. After an hour of exhibition flying the accurate landing con- test was held. his was won by Glenn Martin, flying his own Curtiss type machine. Jannus won the mail dropping contest and the 12-mile biplane handicap race which followed. Glenn Martin and Maurice Prevost, who piloted a Deperdussin “50,” were the star attractions. Martin’s handling of his biplane places him in the Lincoln Beachey rank. Friday’s program was similar to that of the day before. Martin again won the accurate landing contest and also the quick start, getting off the ground in 17 seconds after a run of twenty feet to his machine. DeLloyd Thompson won the 20 kilometre one-passenger race. Mestach was the only con- testant in the monoplane event, taking first money. Saturday crowds witnessed the first superior brevet tests, which included a non-stop trip to Aurora, thirty-two miles distant, and return. Glenn Martin and Max Lillie qualified. Thompson started for Aurora but was lost in the fog and landed 10 miles from the field. Farnum Fish and Horace Kearney amused the throngs with their mild dips and glides. The day’s flying ended with a biplane and monoplane race. George Mestach being the only contestant in the monoplane event it was decided to let him fly during the biplane race. It was toward the close of this event that the accident occurred ending with the death of Gill and injury of Mestach. A thirty-five-mile wind blew quite steadily all day Sunday, the closing day at Cicero, and most of the machines kept to the ground. Max Lillie piloted his Wright into the wind late in the afternoon, followed by Fish, Martin and Kearney. Martin again was the star, winning the accurate landing and the bomb-throwing contests. Combating the wind was a contest in itself and the pilots who braved it were forced to their best to keep their machines on a proper keel. Time Gordon Bennett Cup Race Each Lap Start 1 2 3 4 Aviator H.M.S.M.S. M.S. M.S. M.S. Medrines ss hrance stije)eleleletslel=i-t-ie-lel-tel ste 9:38:00 02:24 04:47 07:11 09:34 Prevost mhrancesemnriieerioenionini tects 4:24:20 02:22 04:38 07:83 09:23 Ee yap Esc aT Ce peperelebeleteiehetetstehelstaiedetale tenets 4:22:06 02:43 05:26 08:06 10:47 16 17 18 19 Aviator M.S. M.S. M.S. M.S. WMedrinesSyhrancesnceriierin ieiieiccicenrieisteiete 38:02 40:23 42:40 45:05 IbGevOStbranlce le tacieiieinenierrercer let ere 38:27 40:52 43:18 45:40 IGeyAronan Cee itereietciicr ie tacieireiietetere tier 43:10 45:53 48:35 51:19 Vedrines’ average time for the 124.8 miles—105.5 miles an hour Prevost’s average time in 124.8 miles—100.05 an hour. Fastest lap—0:02:2 Frey’s average speed for 94.3 miles—93 miles an hour. M.S. M.S. M.S. M.S. 15 M.S. 6 7 8 9 M.S. 21:26 21:25 24:13 24 M.S. 56:49 58:02 Out. 10 M.S. 23:49 23:51 26:54 25 M.S. 59:10 60:31 11 M.S. 26:11 26:16 29:36 26 M.S. 61:30 62:59 12 13 M.S. M.S. 28:34 28:42 32:21 27 M.S. 63:51 65:28 14 M.S. 33:17 33:35 37:45 29 M.S. 68:24 70:26 14:19 14:12 16:09 18:51 21 22 M.S. M.S. 49:4® 52:08 50:38 53:06 56:48 59:29 62:13 16:66 16:37 54:28 55:34 Fastest laps Vedrines in sixteenth—0:02:17:95. Fastest lap—0:02:41: ie AVTERACIRGAH a October, 1912 ‘ fhe above pictures show Anthony Jannus piloting a Roberts motored Benoist tractor biplane in two of the many remarkable flights he made at the Chicago meet. The left picture shows him carrying two passengers, while in the right picture three passen- gers can be distinctly seen, R The Benoist tractor biplane is an American product from beginning to end. It is built by the Benoist Aircraft Company of St. Louis, Mo., one of the leading aeroplane manufacturing companies of the United States. The akove picture is that of the 160 H. P. Gn6éme motored monoplane built by the Burgess for the purpose of entering the Gordon-Bennett Cup It never started, for reasons mentioned elsewhere in this issue of Aarcrart, The editor of Arrcrarr asked Orville Wright what was the matter with this machine, and his answer was, “Nothing at all is the matter with it.” The trouble apparently was that there was too much “advice gratis” given from too many sources, while in addition there had been no American aviators trained to fly it. Company and Curtis of Marblehead, Mass., Race at Clearing, under American colors. Jae, is ‘ : RATE SSS ; pan: pCR AE: a 2 fe Rl getn se f Poa This picture shows Vedrines just after alighting in his 140 H. P. Gnéme motored Deperdussin monoplane after winning the Gordon Bennett Cup. The Grant Park Contests A thirty-mile cruise around the southern end of Chicago on Monday, September 16, marked the moving of aviation activities from Cicero to Grant Park. The six pilots who made the journey are Horace Kearney, Max Lillie, De Lloyd Thomp- son, Glenn Martin, Farnum Fish and Antony Jan- nus. Wiggins in a Wright and Montero in a Blériot made the feat from Cicero Tuesday morning. The unsettled weather caused a postponement of the regular contests for the day. In the after- noon, however, Eagle braved the elements and went out over the lake, only to be lost in the fog. Wednesday’s program was also postponed on account of the unfavorable weather conditions. Although a stiff breeze was blowing off shore, part of Thursday’s schedule was carried out. Beck- with Havens, Antony Jannus and Glenn Martin were the contestants in a steeplechase race around the breakwater. Jannus was the winner. Ignace Semeniouk made a trial flight that ended badly. Both Semeniouk and his machine were saved. Very little flying was done on Friday. W. C. Robinson in the Beech-National gave a very good exhibition. , A threatened strike by the aviators having been called off, they were out in force Saturday after- noon for the accumulated duration money. Lin- coln Beachey, who was brought to Chicago for the last two days of the meet, was the star per- former. He gave exhibitions of his wonderful control, and his capers thrilled the crowd the en- tire afternoon. On Sunday, September 22, Havens won the ten-mile steeplechase and Jannus won the four-mile race around the crib. ‘Tournier, Thompson, Lillie, Kearney, Robinson, Wiggins, Fish, Montero and Beachey all took part in the flying. 247 ‘his remarkavle picture shows the extraordinary control which Maurice Prevost exerted over his 100 H. P. Gnéme motored Deperdussin. Prevost during the race at Clearing, while only winning second place, nevertheless showed con- siderable more subtleness in the handling of his machine than did Vedrines, the winner, and it is believed by many of the experts that had Prevost been handling a 140 H. P. motored machine the same as Vedrines that he would have taken first prize. AIRCRAFT October, 1912 FOREIGN. The improved forward car of the dirigible “Schuette Lanz.” Note the wind-shield at the forward end and the size of the pro- peller at the rear. Austria The Austrian War Office has placed an order for ten Lohner-Daimler biplanes and twenty-four Et- rich monoplanes. The Admiralty has also ac- quired a Lohner-Daimler and a second has been presented to it by the Bavarian colony in Austria. We learn also that the pioneer of aviation in Aus- tria, Wilhelm Kress, has been granted an annuity of 2,400 kroners by the municipal authorities of Vienna, this sum being further augmented by a considerable gift on the part of the Austrian Em- peror, who only recently showed his interest in aviation by setting Lieut. von Blaschke in a posi- tion to marry. As is the case in Germany, all off- cers, before receiving permission to marry, must be able to show a certain income, whether coming from them or their fiances. As both Blaschke and his fiance, Fraulein von Czakay (under whose name he flies) are poor it either meant waiting an in- definite number of years till he reached the grade of captain, when his pay would be increased, or of earning the necessary sum by aviation victories, On the Emperor receiving Blaschke after his vic- tories in the Vienna week, his Majesty made inquiry into his private affairs, and on the officer frankly stating his intentions, the Emperor, whose delight in affairs of the heart has been testified to in the Imperial family, informed the overwhelmed young fellow. that he would make up the missing capital out of his own purse. According to the ‘‘Newe Frere Presse” the mili- tary administration has passed on an order for 34 aeroplanes, and the Minister of the Navy has received two hydro-aeroplanes. Australia A military aviation school is being established at Dunkrom on Federal Capital territory. Two mon- oplanes and two biplanes are to arrive shortly and two pilots have been engaged. The principles will be similar to those used at the Central Flying School in England, and as officers—drawn from the militia establishments—qualify, it is proposed to found branches near the various state capitals and at other important points. Belgium H. M. the King has sent 1,000 francs ($200) to the National Committee of propagation in favor of the military aeroplane. Below is a chronological list of officer aviators who have received their pilots’ licenses with the indication of the year, the military corps to which they belong and the aerodrome where the trials were passed: In 1910: Lieut. Mentens, artillery, St. Job; Lieut. Sarteel, artillery, St. Job; Lieut. Nelis, en- gineering corps, Kiewit. In 1911: Tjieut. Lebos, engineering corps, Kiewit; Lieut. Dhanis, cavalry, Kiewit; Lieut. Bronne, cavalry, Kiewit; Lieut. Moulins, engineer- ing corps, Brasschaet; Lieut. Rochet, artillery, Brasschaet; Lieut. Soumoy, infantry, Brasschaet; Lieut. Hellingwerfer, infantry, Genck. In 1912: Ljieut. Dechamps, engineering corps, Brasschaet; Lieut. Yan Loo, infantry, Brasschaet. On the 24th of August, Crombez, on a Depet dussin-Gnodme engined monoplane, flew from Nieu- port-Bains to Middelkerke, where a loving cup was presented to him, Bulgaria Serious work is being undertaken toward fur- nishing the army with the aviators and the aero- planes which it needs. A contest will soon be opened for officers and another for the soldiers who wish to pass into aeronautical service. Several orders for aeroplanes have already been placed. One for a Blériot and a Voisin with France and for a Wright with Germany. Eight officers and 3 non-commissioned officers will be sent to the con- structing firms to familiarize themselves with the machines. A second order for five aeroplanes is being considered. The aeroplanes that have been ordered are expected to take part in the coming manoeuvres. China To commemorate the memory of the first aviator who flew in China and who was killed at Shanghai on the 6th of May, 1911, the name of Rene Vallon was given to one of the pretty streets in Shanghai, and a monument was also erected in his honor. The Army disposes of a military aviation school, which has been transferred from Nankin to Can- ton, where an aerodrome and workshops have been established. The school actually possesses 5 aero- planes and 28 aviators, and the instructor is Mr. Wilcox, an American, who was specially invited over to China by Dr. Sun-Yet-Sen. Most of the Chinese pupils are from Canton, and the majority of them have spent some time in the United States. England Noel, on a Henry Farman biplane type “Circuit d’Anjou,” and engined by a 80 H. P. nome, left Paris with the intention of teaching London on the same day, but due to the severe weather was forced to stop for some time at Boulogne, and on August 7th he crossed the English Channel at an average height of 2,000 meters in 20 minutes and flew directly to London (Hendon), A camp for the Royal Flying Corps is to be opened at Wallingford, where about 30 aeroplanes and 2 dirigibles will be stationed for employment on the Cavalry training division at the Army man- oeuvres. Anzani has presented W. H. Ewen with a small gold medal in recognition of the excellent flight by the latter on a Caudron monoplane fitted with a 45 H. P. Anzani motor, the first of its type. The memorial window placed in ‘All Saints’ Church” at Eastchurch, in memory of the late Hon. C. S. Rolls and Cecil Grace, was unveiled oa the 29th of July by the Archbishop of Canter- ury. Mr. de Havilland has been carrying out experi- ments with a new biplane built by the ‘Royal Air- cratt Factory and fitted with a Maxim gun. The tests have so far proved very satisfactory. S. F. Cody has received from the Lords of the Treasury a sum of $25,000 as payment for the ex- clusive rights in the military use of his man-lifting kites. In exchange he is not to reveal his earlier designs or design kites for or to any foreign gov- ernment. Over three hundred subscriptions from lord mayors, mayors and chairman of council haye already been received by the Aerial League as honorary treasurers of the Million Shilling Avia- tion Fund, and some 4,000 cards have been sent to them on their request. On the 10th of August, F. K. McLean, piloting a Short hydro-aeroplane, flew up the Thames from the Isle of Sheppey to Westminster Bridge, Lon- don, after a flight of two and a half hours through fog and smoke. On approaching London he flew underneath all of the bridges from Tower Bridge on, The next day he attempted a return journey, but failed owing to damage incurred to one of his floats while starting. Robert Slack, the International Correspondence School’s pilot, completed on the 15th of August his 1,000 miles educational tour of England and Scotland on a Blériot-Gnéme by flying from Rugby to Hendon. the poor weather which has been prevailing has not prevented successful week-end meetings at Hendon, which are as popular as ever. The “‘hab- itues’”’ there lately have been Nardini (Deperdus- sin); Astley and Desoutter (Blériot); Ewen and Marty (Caudron); Turner and Gates (Howard- Wright). The Short Brothers have built a twin-engined triple tractor biplane. Apart from these features the machine is similar to their ordinary type. NEWS R. H. BLANQUIE Leaving Hendon at 7:45 A. M., on August 28th, Db, Astley, on a Blériot, with Miss Trehawke avies as passenger, flew across the English Chan- nel and reached Herdelot, 12 miles from Boulogne, in 13%4 hours. The distance, 100 miles, was cov- ered in exactly one-half the time taken by the tastest train and boat service. They left at 12:45 vY. M. and reached Issy-les-Moulineaux in 4 hours. Cody Biplane Defeats Monoplanes in British Army Tests S. F. Cody, a former Amertcan citizen, but now a naturalized British subject, was declared on August 30th, the principal winner of the recent British Army Aeroplane tests which were open to the world, while the Deperdussin machine was second, There were thirty-two entries of which eleven were French, two Austrian, and the remainder British machines. ‘The outcome is the supremacy of the biplane type, though the monoplane is a close second. The test was one of motors as well as of aero- planes and it is significant that first place went to a British flying machine equipped with an Aus- trian-Daimler 120 H. P. vertical water-cooled six cylinder engine, which triumphs over the French Gnome fourteen-cylinder rotary air-cooled type, hitherto everywhere a winner and which was used on nearly all the French machines in the contest. In the difficult climbing test with load the British Cody biplane, with its weight of 2,150 pounds, besides fuel oil, pilot and passenger, ascended one thousand feet in three and one-half minutes, or one and one-half minutes less than the requirement. A few lighter machines in the contest achieved the feat in thirty to forty sec- onds less time. Mr. Cody drove his own biplane in the trials against the most noted pilots in Europe, including Jules Vedrines, speed champion, and Maurice Pre- vost. He made a maximum speed of 72.4 miles an hour, or 17.4 miles in excess of the requirements, while in the range of speed contest he was able to fly successfully at 47 miles an hour, thus show- ing the wonderful range of speed this machine displays. His biplane was the second largest in area with 500 square feet of lifting surface. Speed, however, was only one of the requisites, endurance, weight lifting and other features being included. The first prize, it may be said, went to the big- gest engine, Mr. Cody’s Austrian being rated at 120 H. P. The Deperdussin, second jn the trials, was supplied with a 100 H. P. Gnéme. ‘The test also showed a very low consumption of fuel and lubricating oil for the winner, amounting in gaso- line to six-tenths of a pint an hour for each horse power. Duplicate control and three hours’ con- tinuous flight with full load, including fuel and oil sufficient for four and one-half hours, were other requirements. Result of the Military Aeroplane Competitions The Secretary of the War Office announces that the Army Council have decided, on the recom- mendation of the Judges Committee, to make the following award of prizes in connection with the recent Military Aeroplane Competition: éa) K Prizes open to the world for aeroplanes made in any country: _First prize ($20,000) to S. F. Cody for Cody biplane (British) No. 31. Second prize ($10,000) to A. Deperdussin for Deperdussin monoplane (French) No. 26, (b) Prizes open to British subjects for aero- planes manufactured wholly in the United King- dom) except MEE First prize 000) to S F.C biplane No. 31. Seana October, 1912 As no other British aeroplane completed all the tests, the two second prizes will be withheld, but the three third prizes of $2,500 each are awarded to: The British Deperdussin Company, Limited, for Deperdussin monoplane No, 21. The British and Colomial Aeroplane Company, Limited, for Bristol monoplane No. 14. aue British and Colonial Acruplane Crmpany, Limited, for Bristol monoplane No. 15. The following entrants, whose aeroplanes were submitted to all the tests, will receive $500 in respect of each aeroplane: at Ducrocq for Hanriot monoplane (French) o. 1. Rene Ducrocq for Hanriot monoplane (French) a. 2. The Aircraft Company, I,imited, for Farman biplane (French) No. 22. I. Blériot for Blériot monoplane (French) No. Maurice “Ip Blériot for Blériot monoplane (French) No. Pave Roe & Company, Limited, for Avro biplane (British) No. 7. a : War Office, August 29th, 1912. British Warships to Be Fitted With Overhead Armor Plating The four British armored ships to be begun this year will be fitted not only with overhead armor for protection against aerial attack, but also with guns of high elevation for attacking aircraft. The gun is a combination of an anti-torpedo craft and anti-aircraft weapon. When required for work against surface vessels it has a range of 13,000 yards, with 3l-pound shells. It can be elevated nearly 80 degrees, at which angle its effective height range is 9,000 yards. At a dis- tance of four and a half miles it can send a shell to a height of 13,000 feet. For use against aircraft a new type of shrapnel shell is used. France FOURNEY MAKES NON-STOP FLIGHT OF 628 MILES IN 13 HOURS 18 MINUTES. On September 11th, at Etampes, Fourney, the French aviator, competing for the Criterium Prize offered by the French Aero Club, made a notable flight, but failed to equal the record made by Helen last September. Fourney remained in the air thirteen hours and eighteen minutes, and coy- erea 628 miles. There was a strong wind through- out most of the day and considerable rain, but notwithstanding the unfavorable conditions Four- ney averaged 47 miles an hour. ‘He used a biplane and is winner of the Criterium prize of $2,000. Helen’s record, which was made on a Nieuport while competing for the Michelin Cup, is 776.86 miles in fourteen hours and seven minutes. Fourney’s flight to-day breaks the record for duration and distance without stop over a closed circuit. The previous record under these condi- tions was made by himself September 2, 1911, at Buc, France, when he covered 447.3 miles in 11 hours, 1 minute and 29 seconds, Garros Makes Altitude Record of 16,240 Feet Roland G. Garros, at Houlgate, on September 6th, eclipsed the old world’s record for altitude by about 2,000 feet. Ascending in a monoplane, Garros went up 16,240 feet. At this height the rarified atmosphere caused his engine to stop sud- denly, and the aviator had to make a volplane to che ground. ‘The previous record of 14,300 feet was made at Vienna, June 29th, by the Austrian aviator, Lieut. Blaschke. In his flight the Aus- trian carried a passenger. Legagneux Makes New Altitude |Record of 18,635 Feet Georges Iegagneux, a French monoplane pilot, established a new world’s record for altitude at the Villacoublay Aerodrome on September 17th. His Machine attained a height of 5,680 meters (18,635 feet), or more than three and one-half miles above the hearth. Legagneux ascended the first 1,000 meters (3,280 feet) in two and one-half minutes, and it took him five minutes to make each of the next two mounts of 1,000 ineters. The 4,000 meter mark (13,120 feet) was reached in seventeen and one-half minutes, and the n.achine rose to the 5,000 meter point (16,400 feet) in the nexc fifteen minutes. The full height. of 5,680 meters was attained in a total of forty-five niinutes. It took the aviator just ten minutes to descend. The airman carried a tuwhe of oxygen, which he was obliged to use on reaching an altitude of 15,748 feet. Air Squadron Flies Over City at Night It is stated that a squadron of fifteen aeroplanes furnished with searchlights passed over Chartres, France, on September 16th, and that these ma- chines were employed in the army manoeuvres taking place in that city. PAG TVRNS CAR AE aT 4 Blériot biplanes, in tandem, with a 70 H. P. Gnome, Lefebre, who has been silently working for two years on a new machine of his own design, flew with it for the first time on the 25th of August over the city of Rouen and encircled the spires of the Cathedral. The hydro-aeroplane meeting held at St. Malo, from the 24th to 26th of August, and organized by the Automobile Club of France, was the biggest meeting of its kind ever held. Twelve well-known aviators on nine different types of machines took part. So much time was allowed for each passen: ger carried. The biggest event of the meeting was the race from St. Malo to the Isle of Jersey and back, a distance of 180 kiloms., which was won by Weymann, after a keen and interesting race with de Montjou as passenger, on a Nieuport hydro-monoplane. The official classing of the en- tire meeting is as follows: 1. sabouret (Astra, $5,000 and the prize offered by the Minister of the Navy. 2. Benoist (Sanchez-Besa), $2,000 and medal offered by the Minister of the Navy. 3. Molla (R. E. P.), $1,200. 4, Renaux (Maurice Farman), $800. 5. Weymann (Nieuport), $500. 6. Mesguich (Curtiss-Paulhan), $133. For the Speed Prize of the St. Malo-Jersey race anu back, Weymann won $600. Ensign Delage, on the 29th of July, flew on a Nieuport hydro-aeroplane, with a passenger, for three hours over the fleet anchored in St. Raphaels Road and skimmed over the water around each warship. and each fitted the Sanchez-Besa’s 100 H. P. hydro-aeroplane has carried 5 passengers at one time with the greatest facility and left the water within 100 meters. The “Compagnie ‘Transaerienne”’ has been organizing daily excursions with this machine at Aix-les- Bains, on the Bourget lake, since the 1st of August, being piloted by Dufour. Lieuts. Battim and Varcin, each on a Maurice Farman biplane, have returned to the aerodrome of St. Cyr after an absence of six months, in which time they have accomplished many voyages of reconnoissance with the camp of Mailly as their centre. During that period of time they have covered over 20,000 kiloms. and have taken 600 officer observers as passengers, and all this without the slightest mishap to their machines. On July 3l1st, Lieut. Nicaud, on a M. Farman biplane, inaugurated an aerial postal service be- tween Luneville and Nancy, before several official personages. Two new Breguet war planes fitted with 100 H. P. Gnomes were received on the 30th of July at the Aerodrome of La Brayelle by Captain Des- touches. Their speed over a 40 kilom. course with a full charge of 460 kgs. was 94 kiloms. per hour. On July 24th Lieut. Pierra left Rhiems on a Henry Farman biplane and flew to Crotoy without stopping, then to Dunkerque in the same morning, covering in all a distance of 370 kloms. From there he went successively to Lille, Douai, Bayag, Hirson, Mezieres and then returned to Rheims, 249 after having made reconnoissances along the Bel- gian frontier from Dunkerque to Mezieres. ‘This voyage represents a total distance of 800 kiloms. Marquis de Lareinthy-Tholozan left the aero- drome of Buc at 5 P. M. on August 2nd on a Maurice Farman biplane, and arrived at Trou- ville, his destination, after making two stops on his way, at 7:10 P. M. The Army dirigible ‘‘Eclaireur-Conte,” fitted with a Chenu motor, recently left its hangar at Issy-les-Moulineaux and sailed over Paris for several hours, carrying 14 passengers. Madame Pallier successfully passed all the trials for her pilot’s license on an Astra biplane, on August 3rd. In one of the trials she Hew trom the aerodrome of Villacoublay to Paris and over the Tiffel Tower at a height of 700 metres. Moorhouse, the English pilot, left La Brayelle on August 4th on a Breguet biplane with two passengers and made a beautiful flight across the i§nglish Channel, thus creating a new record. At the Astra Aerodrome of Villacoublay, La- bouret has been experimenting with a new engine silencer which he has adapted to the motor of his Astra biplane. While flying with it at a height of 100 meters no sound of the engine was heard below. On August 4th a very brilliant meeting was held at Brives and the public had the pleasure of wit- nessing wonderful flights by three virtuoses of the air. Garros (Blériot), WVedrines (Deperdussin) and Chambenois (Borel). The profits of this meeting went over to the National Aviation Com- mittee. A new Henry Farman military biplane has been undergoing trials at Buc in the presence of sev- eral military officers. Henry Farman has attained a speed of 100 kiloms, per hour with this little machine, carrying 250 kilogs. When this machine is folded it only has a length of 3 meters, a heigut of 2 meters and a width of 1.35 meters. It was taken apart and packed in 7 minutes and re- assembled in 15 minutes. In 2 minutes 12 sec- onds it reached the height of 300 meters. The Organization Committee for the coming Circuit of France have adopted the following resolutions: 1. That the Circuit of France will be organized in the second half of May, 1913. 2. That the patronage and the auspices of the Aero Club of France will be asked. 3. That the event will be international. 4. That a sum of 150,000—200,000 francs ($30,000—$40,000) shall be distributed in prizes. Two classings will be established. l. To mono-seaters. 2. To multi-seaters. “André Beaumont” attempted a flight from Paris to London on a Donnet-Leveque air-boat, by following the courses of the Seine and the ‘Thames on the 9th of August and succeeded in reaching Boulogne via Le Havre, where a slight accident forced him to await the morrow to con- tinue the voyage. On the next day he met with a serious accident to his machine while starting off. He had just left the water and was flying about “This picture of the passenger cabin of the Zeppelin airship ‘“‘Viktoria Luise” was recently Moulay Hafid, the ex-Sultan of Morocco, on August 19th, at Vichy, witnessed with great inter- est several exhibition flights by Gibert on a Sommer monoplane. On August 22nd, Capt. Sourdean, president of the military commission, took official reception of R. MacMechen from his co-worker, Carl Dienstbach. Mr. Dienstbach and Captain are seen together in the window at the extreme lef The ey ffi ilors irshi in other windows. r. ntlemen are also passengers. Officers and sailors of the airship appear in o 1 ; Freee Re has made aoe trips in the “Viktoria Luise,” notably a voyage in the air during a storm. He has been spending the summer_in Germany, where he As gathering material for several important magazine articles by Messrs. MacMechen and Dienstbach. received by T. 4 ] en £ Hacker, of the ‘‘Viktoria Luise, 250 AIRCRAFT _ The above two pictures show the aeroplane as it is mow used in actual warfare in Mexico. Aviator J. Hector Worden, who is doing scout ey for the Mexican Federal Army, can be seen in vi the top picture all ready to start on one of his dai r hea same picture note the commanding position of the artillery on the mountain in the rear. In the It is reconnaissances from headquarters. the Federal artillery, which has been the undoing of the rebels. The lower picture is an example of the difficult landings necessary in military aviation. This landing, by the way, was made without breakage in delivering a message to a Colonel commanding troops who were firing from the cover of this cactus brush, and the landing had to be made in this place. The monoplane used in this work by Aviator J. Hector Worden, division De Norte—Com- manding Officer Colonel Caransa, vicinity of Torreon, Coah, Mexico, is a Moisant monoplane built by the American Moisant Company of New York and Hempstead Plains, Long Island, and is fitted with an American made Charaway Propeller, which is proof, to a large extent, that the American manufacturers of flying machines are capable of turning out equally as good, if not better, ma- chines for war purposes than any other country in the world. 4 meters over it when a gust brought the machine suddenly down and caused it to hit the water so violently that the floats burst and the craft cap- sized. Apart from a good ducking Beaumont was not hurt, The military aviation commission has taken offi- cial reception of 4 Hanriot-Gnéme engined mono- planes, which are to be used at the next man- oeuvres. In view of popularizing aerial touring, Etienne flew from Pont-Sevoy to Saumua and then to Angers; Baron Pasquier from Etampes to Nevers ana then to Vichy, and Count Lareinthy-Tholozan from ‘Trouville to Patoy ty Etampes. All of these flights were accomplished on Blériot mono- planes. A hydro-glider has been experimented with at Souient by Leyat. A towing speed of 12 meters per second is necessary for it to fly. The results have been so satisfactory that the establishing of a school for this sort of craft is being seriously considered. The municipal authorities of Moulins have voiced a promise that a memorial will be erected in memory of the victims of the catastrophe which befell the army dirigible ‘Republique,’ which burst over Moulins on the 25th of September, 1909, while returning from the manoeuvres. The victims were Capt. Marchal, Lieut. Chaure and the Adjutants Reau and Vincenot. Competing for the second part of the Pommery Cup, Brindejonc des Moulinais on a Morane-Saul- nier monoplane, flew from Villacoublay to Han- over, Germany, on August 8th. It was his inten- tion to fly directly to Berlin, but he cotld not continue owing to engine trouble, but in this flight covered a distance of 800 kiloms, It has been announced that 50 aeroplanes and possibly 4 dirigibles will take part in the grand manoeuvres of 1912. Mlle. Helene Dutrieu on a Henry Farman hydro-aeroplane, gave several excellent exhibition flights over the surf at Trouville on August 10th. Experiments with dictaphones for the purpose of ascertaining their possible value in connection with aerial scouting are now being conducted on several aeroplanes. Audemars Flies from Paris to Berlin Audemars, the Swiss pilot, while qualifying for the Pommery Cup, flew from Paris (Issy-les- Moulineaux) to Berlin (Johannisthal), on a Blé- riot-Gnodme. On_ the 18th of August he flew from Paris to Gelsenkirchen (Westphalia), and on the next day proceeded to Berlin, where he was received with much enthusiasm. German News By Stella Bloch The aeroplane constructed by H. R. H. Prince Siegismund of Prussia, which came to grief dur- ing its first trials, is out again and is proving ex- tremely speedy, developing a speed of 100 kilo- metres an hour. A flower day for the good of the Imperial Aerial Endowment Fund, called into being for the relief of the widows and orphans of deceased German aviators, will take place all through the Empire on October 20th with the exception of Berlin, where it was held on September 1-2. The new naval Zeppelin will be stationed at Berlin-Johannisthal from October 1st, and _ will have as chief pilot Commander Hanne, who has been undergoing instruction since April and has passed his examination as a Zeppelin pilot in front of a commission headed by the Count himself. Three Argentine officers have been ordered to Frankfort by their government to be instructed in the operation of the two Euler biplanes bought by the Argentine. The Gotha tournament ended in a clean sweep for Lindpaintner, whose Ago biplane took a first in all the four competitions, winning close on twenty thousand marks. Bomb throwing formed the nucleus of the whole meeting, and Lindpaint- ner managed to throw nine bombs into the 100 meter square which represented a bivouac. Gor- rissen, who came in second, only hit twice. ‘Y’ne two German pilots who accompanied the Harlan monoplanes purchased by the Turkish War October, 1912 Office, to Constantinople, Rentzel and Lieut. Jah- now, have carried out a number of flights on the 100 H. P, Argus motor planes over Constantino- ple, carrying ‘lurkish officers as passengers. The German War Office has taken over three Rumpler-Doves and an Albatross biplane. All four new acquisitions are stationed at Johannis- thal. Early in August, Denell, a mechanician em- ployed by the Rumpler Works, was killed by a propeller on which he was at work. It is believed that careless manipulation set the motor going and a blade of the propeller caught the unfor- tunate workman and injured him so severely that he died immediately. According to estimates, the Liepsic Aerial week has ended in a loss of 18,000 marks. This sum, however, is covered by a guarantee fund. An extraordinarily interesting sight was wit- nessed at Berlin on one of the last days of August when nine Rumpler-Doves, all manned by ofhcers, arrived simultaneously at the Tempel- hofer Field, coming from TDoeberitz. Unfortun- ately the machines were hindered in landing opera- tions by the over enthusiasm of the huge crowd that had assembled to welcome them. ‘The specta- cle of the nine planes on high was an awe-inspir- ing one. The machines were housed in tents erected on the field to await the Imperial Parade. The national swbscription in Germany for the purchase and furtherance of aeroplanes and avia- tion has now been closed. The sum collected is estimated at six million marks, Lieut. Bier, the former Austrian military pilot, who participated in English events, has resigned from the Army and is now technical director of the Deutsche Flugzeugwerke at Leipzig. “Z II,” one of the military airships that were destined for the Imperial manoeuvres, has experi- enced an accident, which puts it out of the “run- ning’’ protem. Whilst being brought out of ita Cologne hangar the soldiers ordered to hold it lost ground beneath their feet owimg to the greasy, slippery surface caused by a month’s con- tinuous rain, and the vessel was pressed against the side of the shed, thereby causing an injury to the steering apparatus. The vessel mounted in order to effect a landing, and in coming back to earth two gas compartments were severely dam- aged and the propellers strained. The Zeppelin was dragged into the hangar, where repairs are being made. It is reckoned that at least two months will elapse before it can recommence its work, The Inspector.General of the Traffic Troops has decreed that privates to the number of 143 are to be appointed to the various military stations to re- ceive aerial instruction. Seventy-seven go to Doeberitz, twenty-six to Strassburg, twenty-five to Metz and fifteen to Darmstadt. A new altitude record for officer-pilots has been set up by Lieut. Reinhardt, of the Metz Aerial Station, on an Albatross biplane, fitted with a 100 H. P. Argus motor. Accompanied by Lieut. Schefbe, he attained an elevation of 2,250 metres on his journey from Metz to the Bitsch Camp. The German record is 2,470 meters, made on June 19th by Hirth with Lieut. Schoeller as passenger. We learn on the best authority that Director Boris Loutzkoy is preparing for a flight to St. Petersburg with Helmuth Hirth as pilot. The machine with which this dificult undertaking will be commenced is the huge 200 H. P. Rumpler mon- oplane built according to Director Loutzkoy’s de- signs. It may be remembered that Director Loutz- koy constructed the famous motor-boat ‘“‘Zariza’’ of 500 H. P. owned by the Emperor of Russia, which some years ago won the long distance race on the Rhine. DIRIGIBLES. After an interval of nearly three-quarters of a year the Gross airships are to make a reappear- ance in German aeronautics. The semi-rigid ves- sels known in military circles as M J, II, III and IV, are being completely reconstructed and brought up to latest requirements in the shops of the Airship Battalion in Berlin. When finished they will resemble the M III, the fastest vessel of them all, which met with an accident during the manoeuvres last Autumn, when its envelope was consumed by fire. Fitted with a new envelope it will recommence work very shortly. At the coming military manoeuvres the Zeppelin II will be attached to the 4th and 19th corps, and a Parseval to the 3rd and 12th corps. The ‘‘Schuette-Lanz,” on July 29th, left Gotha at 4 A. M. and arrived at Johannesthal after hav- ing passed over Erfurt and Halle. This airship is one of the most important dirigibles which Ger- many possesses at the present day. Built in the shape of a torpedo, it has a length of 130 meters and a diameter of 18 meters. Its volume is of 19,500 cubic meters, and it has a motive power of two 180 H. P. engines. The frame is built en- tirely of wood. On July 31st the new Zeppelin “Hansa” made its first trial flight, piloted by Count Zeppelin. This airship is of the same type as the ‘“‘Viktoria- ljuise,”’ and has a volume of 19,000 cubic meters, a length of 148 meters, a motive power of three motors and encloses 18 small balloons each in separate compartments. On August 5th it left Friedrichshafen at 12 P. M., and at 4:30 A. M. October, 1912 was Sailing over Wurtemburg, where it was saluted by cannon shots. At 8:10 it was over Gettingen (Bavaria), and a little later over Brelefeld (West- phalia). It finally arrived at Hamburg at 1:55 P. M., after having covered the distance of 700 - .oms. without stopping. Its fastest speed during this voyage was 83 kiloms. 600 per hour. A few days later it made a long voyage over the Baltic Sea. Having left its hangar at Fuhnsbuttel at 6:30 A. M. with 18 passengers on board, it arrived at Ilensburg, after having sailed over the bay of Erkelfeld. On its return trip it met a sauadron of cruisers and exchanged many salutes. At 2:36 P. M, it re-entered its hangar, after a flight of 8 hours. On the 19th of August it made a three and a half hours flight from Fuhnbwttel over Cuxhaven and the North Sea, and returned to its starting point by Hamburg. Among the passengers on this trip were General Von Moltke. On the 5th of August the Zeppelin ‘‘Viktoria Luise” left Frankfort and alighted at Oos, near Baden-Baden, after a splendid voyage. AEROPLANES. Lieut. Rastener, with an officer of the staff as passenger, left the aerodrome of Doeberitz on July 31st, at 5 A. M., and alighted at Hildesheim at 9 o’clock. The voyage represents a distance of about 250 kiloms. Prince Henry of Prussia’s recent invention is an aerial rapid firing gun, which can be placed on an aeroplane in such a way that it can be levelled without being lifted and without the use of a levelling instrument. It is placed directly in front of the pilot’s seat and mounted in the chassis of the aeroplane so that the cannon can be turned directly under the front elevator at a determined distance. The shots can be fired at an aimed ob- ject by the pilot above the front elevator. The lateral setting of the gun is executed by the lateral displacement of the aeroplane, according to what direction the pilot displaces his machine. All danger of its causing the aeroplane to capsize is averted by the fact that the gun recoils in the direction that the machine is flying. At the hydro-aeroplane meeting held at Ofer- ligendemn, August 29 to September 5th, 80,000 marks were distributed in prizes, besides the Grand Prize of Honor offered by the Emperor, who is most enthusiastic. An aeroplane construction material contest, with the object of assuring first-class material for all aeroplane building, is being arranged. This con- test, which will be a national one, will commence immediately after the distribution of the National Fund for aviation. Lieuts. Castem and Zimmermann, who had flown from Doeberitz to Hildesheim, left the lat- ter village on August Sth and returned safely to Doeberitz, after having made a stop at Magdel- burg. During the next military manoeuvres an aerial postal service will be organized. According to statistics given by the German press, Germany has actually 45 aviation schools, 27 dirigible sheds and 80 aerodromes. _-t a spherical balloon meeting held on the 14th of August, 35 out of 40 balloons made their de- partures. The Rumpler and the Harlan aeronautical con- struction firms are said to be overloaded with aero- plane orders from the Ministry of War. Greece Besides holding the Greek record with passen- ger, Alexander Caramanlaki, director and founder of the “Athens Independent,’ has also captured the Greek altitude record by ascending to a height of 2,140 meters on a Blériot military type mono- plane. Italy Tjieut. Rossi, of the Italian Navy, on August 4th, with Second Tjieut. Calori as passenger, on a Nieuport 100 H. P. Gnéme monoplane, left Gal- larate at 6:10 A. M., and at a little before 7 o’clock passed over Turin, and at 7 o’clock exactly alighted in a volplane at the aerodrome of Mira- fiori, after having covered a distance of 110 kiloms., which were accomplished in 50 minutes, representing a speed of 132 kiloms. per hour, Morocco Lieut. Do Hu, on August 22nd, flew from Rabat to Casablanca on a Blériot in a single flight. ‘tne French army lieutenants, Van den Vaero and Do-Hu, on Blériot-Gnéme monoplanes, have renewed Bregis’ feat by flying from Rabat to Fez. They left Rabat at 4:15 on the 15th of August and arrived at Fez at 6 o’clock, thus having cov- ered the 200 kiloms. between Rabat and Fez at an average speed of 130 kiloms. per hour. Roumania René Simon, the acrobatic champion of the Blériot, gave several exhibitions during the latter part of July at Costantza. His acrobatic flights above the Black Sea will always be remembered by the Roumanians. Prince Bibesco has taken the initiative of form- ing a national aerial league with the aid of sev- eral high personages, and has placed it under the high direction of the Minister of War. Its pur- AIRCRAFT pose is to train aviators, to buy aeroplanes and to put these to the dispoistion of the army, The military authorities several months since organized a military aviation school and have pur- chased several aeroplanes for its equipment in rance, Russia The Government has passed on an order for an “escadrille’’ of Morane enclosed biplane mono- planes, each to be fitted with an 80 H. P. Gnome cngine. The Committee of the Aero Club will buy, with a part of the national subscription fund, two Far- man biplanes and two Nieuport monoplanes. The naval administration js having an aerodrome constructed on the island of Golodar, near St. Petersburg for the purpose of testing the use of aeroplanes against war ships. The government now owns five other aerodromes on which avia- tion schools have been established. The government has taken possession of a new dirigible, which has been named the ‘Albatross,’ and which has a volume of 10,000 cubic meters and a mean speed of 75 kiloms. per hour. Abramowitsch, who left Berlin on July 15, on a Wright biplane with an 85 H. P. N. A. G. mo- tor, for St. Petersburg, accompanied by Herr Hackstedter, reached the Russian capital on August 6th after a very chequered flight. Abram- owitsch had calculated to land at St. Petersburg within a week at the latest, but a series of acci- dents upset all his plans. At any rate, he has the proud distinction of being the first to fly from Berlin to St. Petersburg, and the fact that he carried a passenger only makes this feat the more laudable. the official test of the automatic parachute sys- tem Kotehukoff took place with astonishing re- sults. A dummy weighing 76 kilogs was attached to the parachute and thrown into space from a height of 150 meters. Twelve meters below it opened and the recorded speed of its descent is 1 meter 65 per second. Capt. Tolmatchov has invented an howitzer capa- ble of hitting a moving object up to the height of 1,000 meters. Experiments with it so far have proved most satisfactory. Scotland Rene Caudron flew on one of his aeroplanes fitted with an Anzani motor from the Naval Gardens over Edinburgh, Fortobello, Leith, and sailed above the sea and the cliffs before 3,000 en- thusiastic spectators on August Ist. Considerable flying with hydro-aeroplanes over the lake at Windermere has been going on of late, and many delighted passengers have been taken up by Stanley Adams on his ‘‘Water Hen.” Com- mander Samson, R. N., with a Deperdussin air- boat, and Grosspelius, with his hydro-monoplane, have also been flying there. Spain Maurice Poumet, on his illuminated Borel mon- oplane, made several night flights over the city of Santiago on August 15. This aeroplane is fitted with a 50 H. P. Gnome motor and adorned with 1,758 incandescent lamps. Kyngineer Lieut. Sant Rernan and Cavalry Lieut. Bornos have successfully passed trials for their pilot’s licenses on British biplanes. 251 Switzerland Beard, a young French aviator, gave several exhibition flights at Friburg on the 28th and 29th of July on a Blériot machine. On the 30th he flew over Berne at a height of 1,000 meters, and 1s consequently by this feat the first to fly over the Swiss capital. There are actually 22 aviators who possess their p lots’ brevet of the Federation Aeronautique In- ternationale in the MHelvetian Republic. This number includes the following well known. air- men: Audemars, Cobioni, Maffer, Grandjean and {ieut. Bianchi. The _hydro-aeroplane meeting held at Geneva on lake Leman, August 19-20, was a marked success. Che participants were Barra (Triad Curtiss-Paul- aan), Beaumont (Donnet-Leveque), Sommer and urandjean (Sommer). Tripoli _ On August 11th an Italian dirigible went scout- ing over the Turkish entrenchments. Sailing for several hours at a high altitude, it went as far as Birtobas, and from there returned safely to its hangar. Turks Capture Italian Aviators and Machine The Turks, who on several occasions have tried vainly to smuggle into Tripoli an aeroplane for scouting purposes, are at last in possession of a machine through a_mishap to Capt. Moizo, of the Italian Army, on September 11th, He was making a flight from Zouara to Tripoh waen the motor of his machine stopped and he was obliged to descend in a hostile country. He was made prisoner. Foreign Goods Imported to America Anew concern, the Aeroplanes, Motors & Equipment Company, has been incorporatedunder the laws of New York State with a capital of $20,000. This company which has been formed from the past Aeroplane Motors & Equipment Co. which was known to everybody in the aviation game, being the importers of the Gnome, An- zani, Renault and Salmson Motors, which con- cern was lately connected with the Paul Lacroix Automobile Co. Aviation Dept. “Yves De Villers, is general Manager of the new “Aeroplanes, Motors & Equipment Com- pany.” Yves De Villers was previously, since 1909, President of the Aerial Equipment Com- pany, and it was this company that imported the first Anzani and the first Gnome Motor in this country, and was lately connected with J. A. D. and A. L. S. McCurdy, with the Aeroplane Motors & Equipment Co., and the Paul Lacroix Automo- bile Co. Aviation Dept. It is presumed that under his general management, the Aeroplanes, Motors & Equipment Co. will do good business and give satisfaction to their customers. They will import Gnome, Anzani, Renault and Salmson Motors, also the T'rain and Morane Mono- planes, and all supplies made for aviation, in France, as Astrol Varnish, that has met with such great success in this country, also the “Le Tek” Aviators Helmets, used exclusively by the U. S. Army. The above picture was taken in Mexico, and it gives a good idea of the line of work from which the officers of the Federal Mexican Army expect the greatest efficiency from the aeroplane. A The air scouts are sent out each morning 25 or 30 miles along the railroad track to see if any bridges or tracks have been destroyed or are being destroyed by the rebels. It can readily be seen how the aviator can witness the work of any foraging parties and return to camp with the information without any danger to himself, unless, of course, the motive power of his machine should fail. 252 AIRCRAFT October, tor2 ONE OF THE MOST SUCCESSFUL AEROPLANES, THE NIEUPORT MONOPLANE ll aR anes op arene ay accek teres [Re Me Ree — ft | ) ; SES WS = =) VW : | | | | I I j i SSS | | | | | ‘ i ‘has i i | | es | Is ! | ‘ é ! = | nD " | © Pele he at “N 7 — == —— Ss i] —, "| " | ! | i I | i j z | q f | 4 | iy IE | as i | ate = oa S “TEs | +i fi EEN | GUY WIRE FASTEN/NGS | a= tI m SEU AWD WAINSPAR SEcriows ape H TI ra cae a een | | | de i SAN ee f | a /; = if \ er Nees = eA — : Meee > a FNL SEAT pet SZ SSE SZ => eS NS] ef JZ { FZ Ly ZS | = ~ 7 W/L A Ne eS | oo e = “I Nt! Sve i $ 2 Sed ae TR To on UA ciao ane hens L . 7 ! SSS = Gaae | | ] nes re qf EN Nee — ee 4 | — — [== =f ——3- = shnice MAIN - SPAR (824 o/52&8 cows TAUCTIOW TawssiNa aes: WAIN PLANE = 3" at fesetaye eae (80°F 7294 7309 ZIOI 7300 7300 7307 7/9 7Id 7306 7Joz 7306 7703 0s" =| 7307 7303 ZIOF 7300 237 7306. 7307, Lot 97 eran £0] 0} ©] 0} 0/6) | 6] 2/00) 0/0) 0)0/ @/ 0] ©] 0/ 2/0] .0) «| | 0/:0/:0| 0 0 0/10) 0] 0) 0] /0/\0/.0] 0/0] io Norristown, Pa., Sept. 9, 1912. Editor Aircraft. Dear Str—In your September number I read an article entitled ‘‘Aeroplane Safety for one dollar,” by Ladis Lewkowicz, in which he challenges the designers and constructors of aeroplanes to a discussion of the question. I am not a designer or a constructor, but I have aone a lot of reading and thinking on the subject of aerial navigation, and it seems to me that my understanding of the control of an aeroplane has been all wrong, or Mr. Lewkowicz is wrong in his statement about putting stops on the controls to keep the aviator within safe angle limits in ascend- ing and descending. As I understand the control of an aeroplane, when an aviator is flying horizontally and wishes to descend, he moves his control in the proper direction according to the type of aeroplane, and when the machine has assumed the desired angle the aviator must return his control to its normal or central position. Therefore, I can’t see how putting stops on the controls would keep the aviator within safe limits, as that would depend more on his returning his control to its central position at the proper instant. I have been a reader of Azrcrarr for some time, and have been in‘erested in the development of the aeroplane since Professor Langley was making his experiments on the Potomac river. Hoping you will pardon my criticism of anything appearing in your paper, I remain, JOS. B. SHAINLINE, Norristown, Pa. 279 CORRESPONDENCE London, August 22nd, 1912. Mr. A. W. Lawson, Editor Arrcrart. Dear Sir—I recently atended a performance at the London Coliseum and there saw Raymond Philips’ wireless controlled airship, which he was demonstrating to the public. In truth it was one of the most wonderful sights I have ever wit- nessed, so I thought it would be of interest to you and your readers to hear a brief account and de- scription of this practical invention. _ The transmitter, by which the dirigible is en- tirely controlled, was installed in the midle of the orchestra and “seemed”? to be an ordinary high: powered one. A few dabs on the key sufficed to start the engine, which theoretically takes the place of the receiver, and set the propellers whirl- ing through the air. The airship then shot grace- fully out from the stage into the auditorium, which it encircled several times, and at the same time went through the manoeuvres of ascending, de- scending, stopping, re-starting, turning to the right and then to the left with the greatest facility and accuracy, thus demonstrating the perfect control exercised over it by the transmitter in the hands of the operator, who, by certain touches on the key, made it go through all of these manoeuvres, The dirigible itself is of no small size. The bag has a regular elliptical shape, and underneath it suspends a fuselage such as found on ordinary dirigibles. Below it, at each extremity almost, is a propeller for both rising and lowering purposes. It has no rudder, and the forward and side direc: tions are obtained by two propellers, each placed at one end of a mobile shaft, which is horizontally atached to the fore part of the fuselage. To set the airship agoing forward both propellers are started, to turn it to the right the left propeller is stopped, which swings the shaft to the right and forces the craft to follow its movement, and to the left vice versa. In the centre of the fuselage, extending outward, are two metallic rods, which catch the electric waves sent from the transmitter. Between these two rods enclosed in a box is the mysterious engine—which is without doubt the secret of the whole invention. Directly behind it is an apparatus in which a programme was placed and was released by a trap door, through means of the transmitter, over the audience. In actual warfare its function is to carry and drop bombs. One can readily see the advantages offered by such an airship, especially in time of war, for it requires no pilot on board and need not be of colossal dimensions as the other types. If de- stroyed it would not incur the loss of life and great expenditure. ‘Of course if used as a scout it would naturally require one or two _ observers. But its chief role in time of war, I think, would be to drop bombs over the enemy’s camp. Whether the transmitter used is an ordinary one, and whether electrical currents emerging from other transmitters would have any effect upon its control, I do not know, for the invention is still kept secret, and is presently undergoing examina- tions and tests by the British government, who would, if these proved satisfacto claim all rights upon the invention and build dirigibles of the sim- ilar type and system for the use of its army and navy. Yours most truly, S. H. BLANQUIE, Delegate of the A. G. A. de France. Clarksville, Tenn., Aug. 31, 1912. Mr. Alfred W. Lawson, care of Arrcrart. Dear Sir—I see in September Arrcrar? an arti- cle, ‘‘Aeroplane Safety for One Dollar.” In this article the Blériot bell drum is shown with a block attachment. Please see my drawing No. 5 in my American patent, 730,107, of June 2, 1903. and you will see that Mr. Blériot got his idea of his bell drum out of my patent, which I had sent to the French at the time the patent was issued. Please see also my article in October, 1911, Atr- craFT, “System of Automatic Balance and Control of the Horizontal Position of Aeroplanes,” and you will see in the second column of that article on the Sth and 11th lines and also in the drawings that the bell drum of my aeroplane finds a rest before it can go too far. Therefore Mr. Ladis iewkowicz’s idea in the article, “Aeroplane Safety for One Dollar,’ where the Blériot bell drum finds a rest on a block is in its principal features already contained in my above named patent. And also in my article of October, 1911, Arrcrarv. Also Mr. Ladis Lewkowicz’s idea of the angle indi- cator in ArrcraFt of July, 1912, page 147, is fashioned after my drawing of the globe valve in my patent 730,107 of June 2, 1903, Fig. 5. Attention ought to be called to this in your paper. Please let me hear from you. Yours truly, THEOD. GIBON. A Compendium of Aviation and_ Aerostation, Balloons, Dirigibles and Flying Machines, by Colonel Hoernes. 175 pages and many illustra- tions, cloth. J. B. Lippincott Co., publishers The purpose of this little book is to place before the reader a simple elementary picture, brieflv sketched, of the main principles and of aviation and aerostation. laws 280 AIRCRAFT November, 1912 CLASSIFIED ADVERTISING 15 CENTS A LINE SEVEN WORDS TO LINE CASH WITH ORDER MUST SELL FINE MONOPLANE CUR TISS latest improved type (Pigeon tail) 1912 | CAPITAL wanted to paren and build aero- a Model. Made over 300 very successful flights plane that will fly three hundred miles per 1,000 ft. high, 30 miles cross-country. My construc-| hour. Will give 49 per cent. of patents. I will 1911, cross country type, two seater, Blériot, 100/ tion is strongest in the world. New, complete, | guarantee to fly across Atlantic in twelve hours. H. P. engine, full equipment. A. V. Reyburn, Jr.,| ready to fly, tested and guaranteed, including free| Address A. Harbottle, 18 Eldert St., Brooklyn, FOR SALE FOR SALE | CO-OPERATION WANTED 5305 Delmar Boul., St. Louis. Missouri. |lessons to buyer, $2,500. Buy direct from Builder | N. Y. | and Aviator of 10 years’ experience. . C. Cooke, Yeti ee Ga and Builder, 127 West 64th st, op “New York | ES ST ABLISHED Panache OW nine maleate al patents covering an indispensable part of all BRING WEALTH: == ——— | aeronautical equipment needs moderate capital to araetthocike-atkias fea. FOR QUICK SALEF—1 50 H. P. Maximo‘or,| extend domestic and foreign trade. Enormous eomlere Rrithieradintorendc one SeMsaa0r00F profits last vear, but must expand to meet growth | Z OE ie Low rates, terms easy. | 1 40 H. P. complete, $350.00. Edward (Miller, | ana changing conditions. Address Amerco, care A, Wedderburn, Pat. t. Atty. Washington DNC: acne unwcods Aver, Deticr cr: Of A IRCRAET ioe ms g a OR SALE—My Curtiss type biplane Se AVIATORS WANTED Rov ARY AEROPLANE engine, 40 H. P., 7) with 30 H. P. Kirkham motor, El Arco Radi- - cylinder, weight 160 lbs. with propeller.| ator and several extras, guaranteed to be in the AVIATOR— eee aviator of the Aero Club Cheap. Landsman Motor Co., 1406 S. 18th St.,| pest of flying conditions, for $700. For further | of France, flying Blériot and Curtiss ma- St. Louis, Mo. particulars write to W. F. Zehler, 341 Swan st.,| chines; constructor of a number of Blériot ma- y ETE 2 ——————— —| Buffalo, N. Y. chines, wishes oer Two year sek pee orice as Viator an mechanic jator OR SALE—Tractor biplane, 8 cylinder, 60 ain as eyiator in i ayiase dress ox lewis Motor; everything in first-class condi- ARtistic 4x5 aeronautical photographs. 6 for | — a ———— tion. Will sell separately or exchange for touring $1; sample photo and complete list, 20c. car. Apply F. Robinson, 191 Caledonia Avenue, Rochester, N. y Chas. I. Durso, 25 Mulberry st., New York City. | LEGAL NOTICE I “desire to give notice to all persons that are ENGINE AND PLANE BARGAINS—We are POSITIONS WANTED | using my “Patent Rudders’” (Serial number sacrificing many hundreds of dollars to close) | 504107 U. S.), also France and England, and out immediately, 30-40 and 40-50 H. P. Exhibition | Ey 3 ~— | my ‘‘Semi-Automatic engine control,” (Serial num- biplanes; 50 H. P. Tractor. All three demon- | ‘YOUNG MAN, age 18, desires position as an | ber 646300 U. S., France and England), that it strated flyers. Absolutely unused passenger Cur- | aviator’s assistant, with prospects of learn-|is my intention in the future to ask a small royalty tiss type with 75 H. P. Maximotor. Buy engines|ing to fly. Address Louis Fenouillet, 132 West | from them. Hugh L. Willoughby, Sewalls Point, or planes separately. Address Box 767, Arrcrart.|47th St., New York City. Florida. CUTS FOR SALE FOR YOUR CATALOGUES AND ADVERTISING LITERATURE Halftones appearing in any previous number of Aircraft, still in stock, for sale at the low rate of S Cents per Square Inch, 75 Cents minimum. Sent Postpaid, for Cash Only. Use This Form SEND TO. gin Aircraft — PAGE... POSITION 32 se eee eee oe LAWSON PUBLISHING COMPANY 37-39 East 28th Street NEW YORK Halftone Appe VOL... ... AN EARLY BLERIOT IN FLIGHT. Albatross Engines Gibsons were ERORE se eon best. WHY? Because of the care taken to make them good. Made in two sizes: SO H. P. 6-cyl. Aircooled, weight We have discovered a wonderful advance in propellers, and we 250 lbs., price $650.00 complete 100 H. P. 6-cyl market them under the title of Worcester, because we made the tests at Y a m9 ny a Worcester Polytechnic Institute. Watercooled, weight 300 Ibs., price $850.00 com- THEREFORE, WE WILL SELL the remainder of our stock of plete. CATALOG FREE. AGENTS WANTED. ordinary style propellers at 14 of our list prices. Get in quickly, only 40 left now. They are the best ordinary pro- Albatross Co. Detroit, Mich. Bellers (ob eaiaable: GIBSON PROPELLER CO. Fort George Park, New York City HEINRICH a SUPPLIES at more than interesting prices. Blériot and Curtiss K. D. outfits our specialty. Imported helmets in stock. Wheels with tires 20’ x 2144" $6.60. 20’’x 3’ $9.25 22-page catalogue AA—describing over 750 parts—sent upon © receipt of 6 cents Monoplanes and Mono-Biplanes NEW YORK AERONAUTICAL SUPPLY CO. 50 BROADWAY, NEW YORK TUITION, $250 cn OOKE BIPLANES MADE IN FOUR SIZES Curtiss Improved 1912 Type (Pigeon Tail) . Perfect fliers. No freak construction. Ten years’ experience. Wzitetforsltustratcd booklet Strongest in the world. Amply powered (Roberts Motors.) Anybody can fly these machines. One ready for immediate $2, 500 delivery Curtiss Type Planes, no Power Plant, $650 and up Free Instruction to Buyer H. C. COOKE, 127 West 64th St. NEW YORK CITY HEINRICH BROS., Baldwin, L.I., N.Y., U.S.A. November, 1912 ANALIR AG TRAN 1S THE GYRO-FLY-WHEELI-COP -ARA-CHUTE Y My UNKNOWN —b»but, my much affected, FRIEND ? No ordinary ““FOUL”’ is THIS y’r homage claims— With honest pride I point from end to end, Tho crave its meed for not unselfish aims. “From lowly train in life’s sequestered scenes” BEHOLD !—Th’ most REFINDEST CUT of all, CONDEMNED By George !—For ‘“‘making good”’ it seems ?— THUS, Progress breeds ‘‘BIG-ASSUS’’ for us all ? CHICAGO AERO WORKS 164 North Wabash Avenue H. S. RENTON Aeronautical Supplies Everything to Build Any Type Flying Machine Proprietor New catalogue with working drawings of Curtiss, Farman and Blériot type AEROPLANES ACCESSORIES MOTORS PARTS machines, now ready for distribution and will be mailed free upon request to HARDWARE PROPELLERS all interested parties. Write for quotations. WHEELS ALSO MODELS AND MODEL STOCK 85 Chambers Street ESTABLISHED 1909. Aviators Taught. Flights Furnished. PATENTS THAT PROTECT AND PAY BOOKS, ADVICE AND SEARCHES FREE Send sketch or model for search. Highest References. Best Results. Promptness Assured. WATSON E. COLEMAN, Patent Lawyer 624 F. Street, N. W. Washington, D.C. PATENTS Send sketch for free search of Patent Office Rec- ords. How to Obtain a Patent, and hat to Invent, with list of Inventions Wanted and Prizes plored for Inventions sent free. Patents advertised ree. We are experts on AIRSHIPS and all patents and technical matters relating to AERIAL NAVI- GATION. VICTOR J. EVANS & CO. SECURED or Fee Returned Washington, D.C. “IDEAL” Plans and Drawings are accurate and are accompanied by clear, concise building instructions, postpaid at the following prices: Wright 3-foot Biplane .. 25c Bleriot 3-foot Monoplane 15c “Cecil Peoli’’ Champion een MH Racer. . . - « « « 25C Curtiss Convertible Hydroaeroplane (new) ~ 35c “Ideal” three-foot Racer (new) - - - + - - IL5c Complete set of five--$1.00 postpaid. 5 cts. brings our new 40-page fully illustrated Catalog of “Ideal”? Model Aeroplane Supplies. (None free.) IDEAL AEROPLANE & SUPPLY COMPANY 82-B West Broadway, New York First in Chicago and the Middle West Send Stamp for Catalog. J.C. (BUD) MARS, NOW BOOKING ADDRESS 17 N. La Salle Street, Chicago, Ill. BAMBOO Special Grades of Bamboo for AERONAUTIC WORK Reed, Rattan and Split Bamboo for Models. All sizes in stock. Tonka Rattan for Skids, 1 14 inch and under, any length. J. DELTOUR, Inc. 804 Jefferson St. Hoboken, N. J. AR AKRON, OM1O Aeroplane Accessories 00D Goodyear Balloons National headquarters for Spherical and Dirigible Bal- loons. Built complete. Highest quality. Also makers of Aeroplane Springs, Tires, and the famous Goodyear Rubberized Aeroplane Fabric. Write for booklet. THE GOODYEAR TIRE & RUBBER CO. AKRON, OHIO. E. J. WILLIS CO., Tel. 3624 Worth 67 Reade Street NEW YORK CITY DETROIT ARO POWER PLANT compcete $300 reaoy To RUN INCL.PROPELLER-CARBURETOR-BOSH MAGNETO. OIL PUMP-CABLE-SWITCH -MOUNTING BOLTS. 's GUARANTEED 7° 210 LBS MIN.STATIONARY THRUST 158 LBS. MAX.WEIGHT(COMPLETE) 979 36 HOURS DELIVERY. LIFT AND FLY CURTIS BYPLANES BLERIOT XI MONOPLANES DEMOISELLE MONOPLANES OR CRAFTS OF SIMILAR MAKE DETROIT AROPLANE CO DETROIT N Seventy per cent. of record-breaking American flights with American Aeroplanes were made with propellers bearing this name CHARAVAY SLOANE AEROPLANE CoO. WE WILL TELL YOU WHY IF YOU ASK US AGENTS : 1731 Broadway, NEW YORK CITY Eames Tricycle Co., San Francisco and Los Angeles; National Aeroplane Co., Chicago; W. E. Boughton, Washington, D. C. 282 AIRCRAFT November, 1012 | | Buy from Manufacturer and Save Money 20x214’ Wheel, 6!” Hub, $4.00, with Tire $ 6.00 20x3’’ Wheel, 6’ Hub, $4.75, with Tire $ 8.25 20x4’’ Wheel, 6’ Hub, $5.50, with Tire $23.50 NMIONOPLANES FARMAN TYPE GEARS, complete - $42.50 AEROPLANE WHEELS HUBS.---Stock, size 6” wide, 34 or 14’’ Knock out Axle or bushed to fit 1” Axle---114---114---114 or 154 Special. TWO AERO BOAT PONTOONS.---Weight 55 lbs.--- each capable of floating 800 lbs.---per pair complete $250. J. A. WEAVER, Jr., 132 W. 50th St., New York Don't tail to get our prices on Wheels and Tires. We make any size. One of our 1912 Single Seater Monoplanes, equipped with 50 H. P. Roberts Motor. Price as illustrated, $2,100. SPECIAL MACHINES BUILT TO ORDER. . SUBMIT DRAWINGS FOR ESTIMATE. VULCANIZED PROOF MATERIAL For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. E E Lightest and strongest material kuown. Dampness, Heat and Cold have no effect. Any Strength or Color. Our BLERIOT TYPE MONOPLANES are in every way suited to contest and exhibition work, including speed. altitude, distance and duration, cross-country and cross-city flying, “RED DEVIL’? AEROPLANES where thorough reliable strength and high efficiency are so vitally important. That anyone can fly. Free Demonstrations. WE SOLD MORE SUCCESSFUL BLERIOT TYPE MONO- HALL-SCOTT MOTORS PLANES IN 1911 THAN ALL OTHER Eastern distributer. 40 h. p. 4-cyl.; 60 and 80 h. p., 8cyl.. on exhibition at MANUFACTURERS COMBINED Eran ae 164 W. 46th Street, New York. All motors guaranteed. ate deliv . Visit our factory and examine in detail the EXCELLENT EXPERTING DESIGN and CONSTRUCTION of our Monoplanes ILLUSTRATED CATALOG FREE. SEND FOR IT TO-DAY expert flyer. Expert advice. ’Planes balanced. American Aeroplane Supply House coe one ewes 137-143 Jackson St. Hempstead, L. I., N. Y. AEROP L ANES Will install a Hall-Scott free of charge in anyone’s Aeroplane and demonstrate by Telephone 427 Hempstead King Edward Hotel IN NEW YORK At Broadway and Long Acre Sq. 145 to 155 West 47th Street “The Very Heart of New York.” Absolutely Fireproof 350 ROOMS 250 PRIVATE BATHS Every Modern Convenience European Plan Exclusively Burgess Flying Pere. School Single rooms, hot and cold water = $1.00-1.50 SST OOMISS private bath = z $2 .00-2.50-3.00 Hydroaeroplanes used exclusively. You can learn without delay. 5 en A E | The Burgess factory adjoins the flying station. Aeroplanes for Suite, parlor, bedroom and bath i $4.00-5.00 exhibition, military and sporting use under construction. All leading “ce parlor, 2 bedrooms and bath = $5 .00-6.00 motors used. Pupils secure not only training, but latest information oe concerning construction and design. Each additional person in same room, $1.00 extra Rooms for:Maids and Valets - - - $1.00 INSTRUCTOR: PHILLIPS W. PAGE Licensed Aviator VICTOR HOTEL COMPANY, Ltd. C. A. HOLLINGSWORTH, President NEW YORK ‘CITY New Booklet just printed will give you full particulars THE BURGESS COMPANY & CURTIS MARBLEHEAD, Box A MASSACHUSETTS November, 1912 AIRCRAFT 283 ENOIST IPLANES TYPE XII. Hote, CuMBERLAND NEW YORK Broadway at 54th Street Three Models School Machine Cross Country Machine Military Machine Headquarters for Avi- ators and Automobilists. New and Fireproof pauckoperetete P Benoist School of Aviation For further particulars addr dress BENOIST AIRCRAFT CO. 6630 Delmar Blvd., St. Louis, Mo. Aviator Wire supplied in 12 sizes with a plate finish, making soldering easy. This wire is specially drawn from extra quality high grade steel. Also Aviator Cord of twisted wire. Strictly first class. Rates reasonable. $2.50 With Bath and up Send for booklet. Ten Minutes’ Walk to Thirty Theatres H. P. STIMSON Formerly with Hotel Imperial John A. Roeblings Sons Co. TRENTON, N. J. C. & A. WITTEMANN Aeronautical Engineers Manufacturers of BIPLANES MONOPLANES HYDRO-AEROPLANES GLIDERS PROPELLERS PARTS SPECIAL MACHINES AND PARTS BUILT TO SPECIFICATIONS HALL-SCOTT MOTORS, 40-60-80 H. P. YOUR OPPORTUNIT Y— One single covered Biplane for immediate delivery. Slightly used, with 8 cyl. 60 H. P. Hall-Scott Power Plant. FLYING AND TRAINING GROUNDS Works: Ocean Terrace and Little Clove Road. STATEN ISLAND, NEW YORK CITY Established 1906 Tel. 717 Tompkinsville 284 AIRCRAFT November, to12 INVESTIGATE FIRST Satisfy yourself you are dealing with a responsible concern before paying your money. : WE GUARANTEE our machines, workmanship, materials, etc., superior to those of any other constructed here or abroad regardless of price paid. Immediate and prompt delivery on standard machines. “Nieuport,” “‘Bleriot,” “Farman” and “Curtiss” types. Hydroplanes; speed, single, passengers, weight-carrying, or specially con- structed to your own design and specifications. “Complete with suitable power plant purchaser selects or prefers, demonstrated in flight.” ‘Complete without power plant,” or “Complete in the Knockdown.” Will accept orders on specified time delivery under forfeiture. We invite your personal inspection of the best equipped plant in the U.S. All types in course of construction. Unexcelled oppor- tunity to acquire full shop, construction and flying course, on any type Monoplane or Biplane. SEEING IS BELIEVING. CALL IF POSSIBLE OR WRITE. INTERNATIONAL AERONAUTIC CONSTRUCTION CO. Factory, Hollis, L. I. Office, P. O. Bldg. Flying Grounds Main Line L. I. R. R. Jamaica, N. Y. City Nassau Boulevard NAIAD “ROOLD” Aeronautical Cloth Manufactured Especially for Aeroplanes and Used by FOR SAFETY HELMETS Aviators of Prominence AVIATION SUITS LIGHT, STRONG, AIR-TIGHT AN UNBREAKABLE GLASS GOGGLES MOISTURE-PROOF ON BOTH SIDES SUN Ne Mine cli a nesta ““EVERYTHING FOR THE AVIATOR” Sample Books, including Data and Prices, sent on request aa THE C. E. CONOVER CO. 50 Avenue de la Grande Armee, PARIS 101 Franklin Street =- = New York Official Contractors to the French and Russian Armies BLERIOT MONOPLANES (GENUINE) Winners of ALL the European Contests in 1911 In 1909---The First Aerial Crossing of the Channel. In 1910—The “Circuit de l’Est.” In 1911---The Paris-Rome Race (lst and 2d.) The European Circuit (1st and 2d.) The English Circuit (Daily Mail Race.) The Belgian Circuit. The Saint Petersburg, Moscow Race. The Valencia Alicante Race. The London to Paris non-stop Raid, etc., etc. WORKS AND OFFICES: - - 39, Route de la Révolte a Levallois - - PARIS and Belfast Chambers, 156 Regent St., LONDON FRANCE ENGLAND AVIATION SCHOOLS: Etampes, near Paris during Summer Hendon, near London Pau, during Winter THE CURTISS SUMMER TRAINING SCHOOL AT HAMMONDSPORT, NEW YORK New Hangars, New Equipment, Experi- enced Instructors. Aeroplane and Hydroaeroplane Courses. The Curtiss Schools are the largest in America. Seventeen pupils obtained their pilots’ licenses at our San Diego School be- tween January first and March fifteenth. ONE OF THE CURTISS TRAINING GROUNDS WRITE OR WIRE YOUR ENROLLMENT TODAY PRICES AND PARTICULARS UPON REQUEST Largest Builders of Complete Aeroplanes | / in the world |= MoUs 15 oe ALL NATIONALITIES ARE REPRESENTED AT THE CURTISS SCHOOLS (One of the Graduating Classes.) THE CURTISS AEROPLANE CO. HAMMONDSPORT, NEW YORK THE KIRKHAM AVIATION MOTOR Again Demonstrates Superiority Model B-G-6 70-H. P. KIRKHAM Aviation Motors are being used by a larger number of those flyers who are actually filling their engagements than any other American motor, and there is a reason for it. Read what Thomas Bros. say about it. Beek BATH, N. Y., September 17, 1912. C. B. Kirkham, ‘ Savona, N. Y. Dear Sir :— You will doubtless be interested in hearing of the latest success we have achieved with your motor which we are using in one of our standard exhibition biplanes. At the Aviation Meet, held at the New York State Fair, at Syracuse, N. Y., Sept. 9th to 14th, our Mr. Walter E. Johnson with one of your 65 h. p. motors made a clean sweep of the speed events, as the following official time indicates: Monday, Sept. 9th—10 MILE RACE. 1st. W. E. Johnson, 65 HP. Thomas, Model 10 AX. Time 10’ 42%” 2nd. B. Havens, 75 HP. Curtiss, Time 12’ 10’ 38rd. W. B. Hemstrought, 60 HP. Curtiss, Time 14’ 15%” Saturday, Sept. 14th—15 MILE RACE Y 000 Purse. Ist. W. E. Johnson, 5 HP. Thomas, Model 10 AX. Time 161114” 2nd. C. H. Niles, 7 HP. Curtiss, Time 16 2614” 3rd. W. B. Hemstrought, 75 HP. Curtiss, API Gg ee 4th. B. Havens, 75 HP. Curtiss, Ain @ ten = eee From the above figures you will see that our machine driven by your engine proved itself second to none. We wish to express our complete satisfaction with the faultless manner in which the engine ran throughout-the races and the regular time with which the machine ticked off each lap of the course. It is worthy of notice that the Model 10 AX above mentioned has been in active use through- out two whole seasons making exhibition flights, and the planes were in poor condition. FACTS ARE TRUER THAN FICTION. Wishing you continued success, we are, Yours very truly, THOMAS BROS., By O. W. Thomas. THE ESSEX PRESS, PRINTERS NEWARK AND NEW YORK Vol. 3 No. 10 DECEMBER. 1912 15 Cents a Copy AMERICAN ENTERPRISE The above picture shows a row of hangars at the Hempstead Plains Aviation Field, and a partial line-up of the Sloane School equipment, consisting of, from left to right, a Caudron monoplane, a passenger carrying Deperdussin, a single-seater Deperdussin, a school Blériot and a Curtiss type biplane. SLOANE OUR CALIFORNIA SCHOOL opens on November 15th at the famous Dominquez Field near Los Angeles. This ideal location for an Aeroplane School is adjacent to splendid living accommodations; a short ride from, the ocean and twenty minutes from the heart of Los Angeles. All the most attractive and romantic points of interest of this storied region are in eye-shot from an Aeroplane over our Field. We are able to secure special rates for the accommodation of our pupils at hotels and in private homes. We will gladly make all reservations. FOUR DEPERDUSSIN MONOPLANES; TWO CAUDRON MONOPLANES; ONE BLERIOT MONOPLANE AND ONE SPEEDY BIPLANE WILL BE CUR SCHOOL EQUIPMENT. W. LEONARD BONNEY, one of the pioneer American Aviators, assisted by two notable flyers will constitute the teaching faculty. We teach exactly according to the meti.ods used on the Plains of Champaign near Rheims, France. We use the same kind of machines with which Vedrines, the Deperdussin Flyer, won the World’s Championship at Chicago. We have the most perfect imported Aeroplanes, use the most perfect Field and Shop teaching methods and are located on the most ideal spot in America. Our faculty and our equipment are sufficient to handle almost any number of pupils with thoroughness and expedition. Our pupils on Long Island have become aviators of notable skill in an average of six weeks. The cost is $300 FOR THE COMPLETE COURSE The puril in our school is not discharged from his class until he has secured his pilot’s certifi- cate. There are no extra charges for anything. The pupil is also obliged to put up a guarantee of $250 for breakage in addition to his tuition fee. This small bond covers his use of the machine when he flies for his certificate. When the pupil is discharged from the school the $250 guarantee is refunded and he is given a rebate of ten per cent. of his tuition fee if he completes without breakage. There is a great demand for real monoplane flyers. We know it because we cannot secure enough efficient aviators for our own purposes. IWe guarantee no person a position because we are not able to judge ability until we have seen the candidate fly. But we aid every efficient pupil to secure profitable employment. This is the time, the place and the school to secure the training that will equip you for the big work to be done next season. A monoplane won the Gordon-Bennett for France this year. A monoplane will win the Gordon-Bennett for America next year. We are going to build the Monoplane and we are looking for the champion who will drive it. Are you that man? We are arranging to carry passengers on a series of Aeroplane Cross-country Tours over California. Bookings are now being made. Make your arrangements for the school and the Cross-country Tours as soon as possible. Only a limited number of persons will be accommodated in order that the work may be done right. SLOANE AEROPLANE CO. Second St. & Broadway, Los Angeles. Calif. New York City J ’*Phone Main 3674 ’Phone Columbus 5421 National Aeroplane Company 606 S. Michigan Ave., Chicago, Ill. W. E. Boughton Washington, D. C. December, 1912 Burgess-Wright equipped with Sturtevant 4-cylinder motor, as used by the U. S. Army Sturtevant RESULTS DETROIT Wm. E. Scripps in his Burgess- Wright Hydro-Aeroplane with Sturtevant 40 H. P. motor equipped with muffler and starting crank has made flights almost daily for the past two months. On Oc- tober 5th, 6th and 9th he took up thirty- one passengers. MARBLEHEAD Four months of daily work in the school machine of the Burgess Company and Curtis. Still giving absolutely satisfac- tory service. WASHINGTON At the Government Flying Grounds, the Sturtevant Motor is giving satisfactory service as attested by the following clip- ping from Washington Post: Interest in the flight by Lieut. Graham | was accentuated by tlie fact that the} €! Burgess-Wright in whieh he was flying! -, Was the old Burgess-Wright waicn Peal - recently been equipped at the army avi- .| ation school with a new Sturdevant “al | gine, a make never used before. The "| engine behaved perfectly, and attained a ~; speed of abovt 55 miles an hour, althouglY a was not pressed by Lieut. Graham. ‘‘Sturtevant motors are built for service. Constant, every day service, and they ful- fill their mission. If you are looking for such a motor, ask for our catalog No. 200. B. F. STURTEVANT COMPANY Hyde Park Boston, Mass. AND ALL PRINCIPAL CITIES OF THE WORLD AIRCRAFT 285 Learn to Fly a Thomas TUITION $250—WRITE FOR BOOKLET No Breakage Charged to Students RELIABILITY SPEED ENDURANCE Result of 4 Years’ Experience Walter Johnson flying his Thomas, in which he gained new American Endurance Record with passenger at Thomas School. Thomas Planes Have proved that their de- sign was correct from the First Popular-Priced Machines THOMAS BROS. BATH, N. Y. BLERIOT MONOPLANES SPECIAL PRICE—Single-Seater Monoplanes, equipped $1 800 with 50H. P. Roberts Motor, as illustrated above .. . 9 Tuition Free to Purchasers IMMEDIATE DELIVERIES Our BLERIOT TYPE MONOPLANES are in every way suited to contest and exhibition work, including speed. altitude, distance and duration, cross-country and cross-city flying, where thorough reliable strength and high efficiency are so vitally important. Visit our factory and examine in detail the EXCELLENT DESIGN and CONSTRUCTION of our Monoplanes Learn to fly. We will teach you how. Tuition fee $300. Free demonstration flights. SPECIAL MACHINES BUILT TO ORDER SUBMIT DRAWINGS FOR ESTIMATE ILLUSTRATED CATALOG FREE. SEND FOR IT TO-DAY American Aeroplane Supply House 137-143 Jackson St. Hempstead, L. I., N. Y. Telephone 427 Hempstead 286 FRONTIER MODEL A 8 Cylinders V. Type 50 H. P. Water Cooled four and three quarter lbs. per actual Horse Power The Logical Aeroplane Motor Mr. Geo. W. Beatty is now making successful flights with our motor in his Wright Machine at Hempstead field and is prepared to demonstrate same upon application. Prospective buyers are invited to write us for appointment for flight and inspection. Purchasers of the “FRONTIER” Motor will be refunded cost of transportation to Hempstead field within radius of 250 miles. If you are in the market for a good motor investigate the “‘FRON- TIER” and give us an opportunity to substantiate all we claim for it. Frontier Iron Works BUFFALO AIRCRAFT Wright Hydro-Aeroplane School Now Open at GLEN HEAD, L. I. December, 1912 1912 MODELS In addition to those features which in the past have made Wright Flyers famous for efficiency and reliability, the new models can be furnished with Automatic Control, Silent Motors, and Hydro- planes. These special features make the 1912 machine unusually attractive to sportsmen. EXHIBITION MACHINES For exhibition work we have other models especially adapted to high winds and small fields. It was with a stock ‘‘EX’’ Model that Rodgers made his wonderful flight from coast to coast. Reliability means dollars to the exhibitor. WRIGHT SCHOOL OF AVIATION Training consists of actual flying, in which the pupil is accom- panied by a competent teacher. No risks and no expense whatever from breakage. The most famous flyers in America are graduates of our school and include such names as Lieut. Arnold Drew Lieut. Rodgers Atwood Elton Parmalee Brookins Lieut. Foulois Page Brindley Fowler Reynolds Bonney Gill Simmons Beatty Lieut. Lahm Turpin Burgess Lieut. Milling Welsh Coffyn Mitchell Webster Capt. Chandler C. P. Rodgers Our Schools at Dayton and New York arenow open and pupils may begin training at once if they wish. By enrolling now you can re- serve date most convenient toyou for training. Write for particulars. THE WRIGHT CO. Dept. ‘‘B”’ DAYTON, OHIO and many others. December, 1912 AVR CIR AG OA) The above picture furnishes to some extent, an illustration of the greatest water sport produced during the history of mankind. motor boating or yachting as champagne is above ginger pop as a beverage. ‘The picture shows two of the new Curtiss flying boats and an hydro-aeroplane in the first race of the kind ever held. ‘This race was arranged for the students and visitors at the Curtiss Aviation School at Hammondsport, New York, on the afternoon of October 28th, and it was the unanimous opinion of all present that the new and meee wonderful of all aquatics must naturally take root in the hearts of great sportsmen until it is put into practise in every body of water throughout the entire world. The sight of these three machines jockeying for a position, truly was inspiring and the remarkably close finish on the return trip while in the air stirred the blood of the sportsmen who witnessed the exhibition in a manner such as it is quite impossible to describe. i While the three machines were fitted with the same engine power, still the flying-boats proved superior in the air and fastest in making the turns on the water, the rule of the contest being that the machines must round the buoy on the water and fly only between the starting and finishing points excepting the third lap which was the final. Tt is as far above the ordinary CONTENTS—DECEMBER, 1912 Practical Military Aviation : ; : Capt. J. H. Worden (Mexican Federal Army) 289 Editorials. : , : ; ; r 292 Aerial Supremacy . ; Charles Faroux 294 Breaking the American Passenger-Carrying Endurance Record Walter E. Johnson 295 Foreign News 4 A : . R. H. Blanquie 296 German News 5 : : : : - Stella Bloch 296 Fourth Paris Aero Salon Walter H. Phipps 298 Criticism of the Nieuport Wing Curve David H. Wilson 302 Table of the Gordon-Bennett Balloon Race. é is Fi 302 General News ; : : : ; ; : : : : ; : 302 AIRCRAFT Published Monthly by The Lawson Publishing Company ALFRED W. LAWSON ALFRED W. LAWSON President and Treasurer Editor A 7 7 37-39 EAST 28th STREET, NEW YORK, U. S. A. rm . re Ps Telephone, 5017 Madison Square Wee ae ES TERMS TO SUBSCRIBERS In the United States, Mexico, Puerto Rico, Guam, Philippine Islands, Hawaiian Islands, Cuba (including Postage), $1.50 per year. Fifteen Cents the Copy, of All News Dealers. Foreign Subscriptions, Two Dollars per year. In changing order give old as well as new address, Advertising copy must be in hand by the ist of month previous to date of publication. Only high-grade advertisements solicited. of thoroughly reliable firms are WHEN YOUR SUBSCRIPTION EXPIRES One month before a subscription expires we enclose a blank on which yow will write your order for the renewal. WuEN FIRST NoviFIED that your subscription will expire, you should send your renewal at ONCE, in order not to miss a number. New subscriptions which are received by us on or before the 15th of any month will begin with the issue of that month. If received after that date ghey will begin with the following month’s issue. We cannot enter subscriptions to begin with back numbers. One month’s notice is necessary before a change of address can be made. renewal Entered as “second-class matter” February 18, 1910, at the Post Office, at New York, N. Y., under Act of March 3, 1879. Copyright, 1912, by the Lawson Publishing Co, “Aircraft is registered as a trade-mark by the U. S Patent Office, under date of August 9th, 1910. 288 AIRCRAFT MOISANT AVIATION SCHOOL WINTER HEADQUARTERS AT U. S. Army Field Augusta, Ga. While our contracts with Foreign Govern- ments may require the entrance of a consid- erable number of Army Officers, we have increased our facilities so as to afford ample accommodation to our regular pupils. En- rollments should, however, be made as promptly as possible. Write for beautiful free booklet and address all communications to The Moisant International Aviators U. S. Rubber Bldg. Broadway and 58th St. King Edward Hotel IN NEW YORK At Broadway and Long Acre Sq. 145 to 155 West 47th Street “The Very Heart of New York.” 350 ROOMS Every Modern Convenience New York Absolutely Fireproof 250 PRIVATE BATHS European Plan Exclusively RATES: $1.00-1.50 $2.00-2.50-3.00 $4.00-5.00 Single rooms, hot and cold water - “ rooms, private bath - - Suite, parlor, bedroom and bath ‘parlor, 2 bedrooms and bath © $5.00-6.00 Each additional person in same room, $1.00 extra Rooms for Maids and Valets = = = $1.00 VICTOR HOTEL COMPANY, Ltd. C. A. HOLLINGSWORTH, President NEW YORK CITY December, 1912 McDowell Rotary Motor PATENTED Operates on the 2-stroke principle, one exhaust port; full charge of gas pumped into head of cylinder at 15 lbs. per sq. inch. Brake test shows 1 H. P. to 5 cubic inches piston displacement at 980 R. P. M. Made in any type motor. Each cylinder complete unit. Rights to manufacture motors for aeroplanes for sale GEO. McDOWELL 350 69th Street Brooklyn, N. Y. Burgess Flying School Hydroaeroplanes used exclusively. You can learn without delay. The Burgess factory adjoins the flying station. Aeroplanes for exhibition, military and sporting use under construction. All leading motors used. Pupils secure not only training, but latest information concerning construction and design. INSTRUCTOR: PHILLIPS W. PAGE Licensed Aviator New Booklet just printed will give you full particulars THE BURGESS COMPANY & CURTIS MARBLEHEAD, Box A MASSACHUSETTS LEDBCRCROBCBCRRCBCROOROBOROH OBC BOAC ACRORCEOACACBC TRC EC BO BCE ESOC B EC TEC EC ECBO BC CECB CECB RCE CBE ECBO ECE ACEC CECB CECI AIRCRAFT Wall, 3. “INo, 10) : : New York, Decemper, 1912 15 CENTS A COPY $1.50 A YEAR PRACTICAL MILITARY AVIATION By CAPT. J. H. WORDEN (Mexican Federal Army) N a recent article published in ‘‘Air- craft” it was the opinion of the writer EDU IIIVUUIVTUUUVEUAVUUUUTUVLUUT TTL CAPTAIN J. H. WORDEN, of the Federal Mexican Army, enjoys the distinction of being the first and only aviator up to the present time to participate in actual warfare in the Western hemisphere. He is a captain on the staff of General Huerta and is assigned to duty with the Division of the North with headquarters at Chi- huahua. In his work he uses the Moisant mili- tary monoplanes, although he is also a biplane pilot. The Moisant machines he now uses are equipped with 50 and 100 H. P. motors, and have been in constant use by him in actual war- fare during the past three months, having met with no serious accidents in the meantime. Cap- tain Worden is a full-fledged American, being of Cherokee-Indian extraction, and was formerly a student of the Carlisle Indian school. He learned to fly at the Bleriot school at Etampes, that the ‘‘ Theorist ”’ in aviation, was as necessary to the de- velopment ofthe science as the practical experimenter. To a certain extent I believe France, but his greatest experience prior to entering the Army was obtained through ex- hibition flying in the United States. Captain Worden has taken up aviation as a life's work, believing that no better channel exists through which both fame and fortune can be acquired by the ambitious, progressive and tenacious young man. EMDHIIVANVUVVIVUTVACVUUUNIVTLVTUIUTLVUTVIUVTVTUU TEU that we all agree with him, but in the fol- lowing article I have tried to completely ignore all the previous- ly advanced theories on the adaptability and limitations of the aeroplane in war, treating only upon the actual accomplishments and the opportunities for their use minus the spectacular features for the benefit of the press. Here in Mexico the towns are very far apart and all railroads are single-track, the numerous rivers and deep mountain streams, though dry most of the year, are raging torrents during the rainy season, therefore requiring many bridges along the route; the rebels have made a practise of burning these bridges and destroying track along the route as shown by the accompanying photos, it only takes a few men scouts. The only thing left for the government to do is just what they have done, that is, to detail a detachment of soldiers (number- ing from twenty-five to one hundred and fifty) at all railroad sta- tions and important points, to send an escort of soldiers with every train to protect the train and passengers. As the stations are at least twenty-five miles apart the officials do not know if the road has been cut till the train actually comes to the damaged. point; to carry repairs and try to make repairs while enroute would be to invite the withering fire of the enemy safely concealed behind the rocks a short distance off; to try to drive them from their posi- tions by a charge would be playing into their hands, as they always try to lead the federal soldiers into the hills so that another party can attack from the rear, leaving the train entirely at their mercy. Therefore the only course left open is for the train to make all haste back to the last station for reinforcements, provided a second bridge has not been burned in their rear, cutting them off entirely. Of course the uninitiated will ask what is the matter with the tele- graph wires; but they are so cleverly handled and easily cut by the rebels that they do not enter into consideration at the place where damage has actually been done, in fact, false messages have assisted the rebels quite a little. The above may seem to be a chronicle of Mexican troubles, and have no bearing upon aviation, but it serves as a demonstration of the practical use of the aeroplane, for what could be more simple or easy than for an aviator to start out ahead of the train and fly over the track and reconnoitre the threatened district, and if damage or danger is ahead, to burn or blow up a bridge and retreat to the mountains (seldom more than a mile dis- tant). To station soldiers all along the road would require more than the standing army of Germany; scouts on foot or horse are im- possible as every non- combatant is a rebel sympathizer by natural instinct regardless of the principles at issue, and would take every opportunity to lead return and report the same in time for the train to turn back and wait for further orders. Special and a suitable number of troops could then be sent after the enemy and have a three or four hour start over the usual method, and possibly arrive in time to pre- vent the contemplated destruction of the road. Besides, an aerial scout would avoid a repeti- tion of a recent catas- trophy when eight troops into ambush or L kill off individual The burning of this bridge five miles from camp was reported by aeroplane and repairmen reached it and|started work while the bridge was still in flames. | hundred men were sent La Guna, State Chihuahua, Mexico. out to apprehend the 290 ASTRA CARe AG, December, 1912 | spring and to have made nightly trips across the border near Laredo with guns and ammuni- tion, and delivered them about three miles in on the Mexican side, it is said that he was able to carry fifty guns to the trip and sometimes made two trips a night, many people reported the matter but the authorities were unable to locate the supply. ; Now taking up the side of the question which has been most thoroughly covered by experts and others,‘‘Dropping bombs from an aeroplane”’ because of the picturesqueness of the subject, sensational writers and even many men of mature judgment have painted great word pictures and Troops in action near Torreon; Aeroplane Scout in rear waiting for orders. rebels who had burned a big bridge, and who were afterwards found to be four in number; later two hundred’men were sent on the same errand and were almost wiped out by a band of a thousand rebels, an aerial scout would have reported the strength of the enemyand this later catastrophy would have been averted and the value of the mili- tary aeroplane forever impressed upon the minds of the Mexican people. The case mentioned happened during October, on the Mexi- can Central Railroad at Escalon, between Chihuahua and Torreon. A great deal of the success of the rebels here has been due to their understanding laid great stress upon the “ Terror of the Air,” “The possible destruction of cities by aerial grenadiers,” etc., etc., but recently the opposite opinion seems to prevail and experts tell us that the size bombs or other explosives that it would be possible to carry in an aeroplane, would, when dropped, have only a local effect, and considering the inaccuracy of our aim, the value of the aeroplane for that purpose is negligable. It is not my purpose to take issue with these experts upon a subject of which they are master and of which I know very little except in a general way; I will concede their claims relative to the physical effect of the explosives, but the effect which they have of the country and their ability to scatter when beaten and per- sued by the federals, They go in groups of two to six men, and later concentrate and reorganize at a pre- viously arranged ren- dezvous. ‘The federal soldiers being mostly from the south do not know this country and dare not break up in small bands to follow the rebels, so the best that can be expected is the capture of five or six men, so that a federal victory and complete rout of the rebels as so often reported in the papers is of little consequence and has little effect; but if the rebels are victorious and the federals are routed it is a very serious affair and usually results in their capture and execution. Now as it is the regular tactics of the rebels to scatter when close pressed, and retreat to the hills, there to reassemble within twenty-four hours, it also serves to illustrate the value of the aeroplane, for the airscout could easily detect the general direction of the reassembling parties and antici- pate the rendevouz, this information would be of inestimable value to the federal commander, for it would provide the means for breaking up the most successful, and in fact the only tactics which make a continuance of this war possible. A recent case here (the details of which I am not at liberty to give) required six men with two cases of dynamite two miles behind the enemy’s line, this would have been practically impossible without the aid of an aeroplane, but the men, unarmed and dressed in civilian clothes easily worked their way through and the sensitive cargo was delivered and the work for which it was intended was executed with every degree of success. as s An aviator with a Farman biplane is reported The Moisant Army Aeroplanes and Equipment at the front. The cross indicates Capt. J. H. Worden. | failed to take into con- sideration is the moral effect upon the troops who are the object of attack. I will leave it to those who have ‘A made a special study of the subject to ex- press the reason for the almost indescrible terror and natural in- stinctive fear the human animal has for dangers from which he has no protection. I speak advisedly and from experience when I say that this applies to the aeroplane in war. I believe that any officer will agree with me that at the critical moment in a battle a well directed attack upon the enemy from a unprotected side would be decisive, and certainly there is no pro- tection from overhead. Also it might be well to remark at this time that while specially trained gunners can hit a target several miles away, an ordinary soldier put behind a big gun would be doing well to hit the side of a mountain only a mile off—the com- parison obviously applies to the present bomb dropping tests. if as L ee —TLin a gig a to have been in the employ of the rebels last Soldiers and camp followers escorting machine to hangar after one hour trip. December, 1912 AIRCRAFT 291 Therefore it is out of all reason to expect an aviator or even an army officer to throw bombs from an aeroplane with any degree of accuracy under present conditions. Neither aviators nor officers have ever been sys- tematically trained for that work, and I very much doubt if any one man has ever dropped more than fifty practise bombs; and most of the trials have been in the nature of a small boy throwing stones at a bird. Give the airman a suitable mechan- ical device, give him the same fantry fighting took place. It is easy to understand the difficul- ties attending the directing of the firing and the consequent small damage done; but add to the moral effect these guns did have, the effect they would have had if the firing had been accurate, as it could have been by the aid of a well trained observer direct- ing the fire from overhead, and the battle would have been quick, decisive, and probably final. In writing the above opinions and experiences, I do not wish time and training that it takes to develop an expert gunner in the navy, and the writer is of the opinion that an equal degree of efficiency will result, and then the aeroplane will have really become a dangerous destructive instrument of war from which magazines and Generals and their staffs will have to be protected. Up to the present time many of the bomb dropping tests have been carried on by the aviator himself or by a passenger who was probably experiencing his first ride in the air. What could be more unfair than to pass judgment upon results so obtained? For the aviator to do his own bomb dropping is as practical as to expect a chauffeur, while driving at highest speed, to handle a gun which has been mounted upon his car. One of the last points which I wish to bring out in favor of the aeroplane for military purposes is its utility as a director and observer of artillery fire. When the artillery fire is directed upon a point directly within sight of the gunners, the aeroplane would be of very little ser- vice, but where there is a mountain intercepting the aeroplane will prove indis- pensible. During the present revolu- tion in Mexico the most decisive battle was fought at Bachimba, between Chihua- hua and Torreon, the rebels were entrenched upon all the really strategic points so that the attacking federal forces were at a disadvantage, the artillery used up over one hundred thousand dol- lars worth of ammunition, yet at the termination of the battle there were less than three hundred men killed, and most of those were vic- tims of close infantry fire. At first thought the reader would form the conclusion that the Mexican gunners were poor marksmen, but that is not the reason, for their average is very creditable, but in the battle in question .the topography of the coun- try made it necessary to place the artillery at a point where a view of the enemy’s batteries was intercepted by a big hill upon which the in- The fate of all prisoners on both sides and the fate especially promised to Capt. J. Hector Worden and his mechanic by the rebels,iffcaught, which proves that therej aregworse |things that canjhappen {than falling out_of an aeroplane. Engine turned over 50 miles from Chihuahua on North Western Railroad. First details of this accident were reported by officer transported by aeroplane. to create the impression that the aeroplane is the greatest factor in a campaign equipment, nor that all a government has to do is to buy a few aeroplanes and engage a few exhibition flyers to handle them and then send them to the front and expect immediate results, such a course would be ex- tremely impractical, for it would take an aviator two or three months to understand and adapt himself to military methods and have his mechanical organization perfected to an up-to-the-minute proposition so that he would be able to get out and deliver the goods without excuses. The above mentioned organization should consist of one chief mechanic and ten soldier helpers, who would each have an assigned place in the raising or lowering of the hangar, in the assembling or dismounting of the machine, in holding the machine for a start, in transporting the machine by hand, and most important, in case of an accident each man should know just what tools he was to carry and what part of the machine he is to disconnect, all this takes time. Also it is very 4s = important to have an officer in command of the detail who is either a pilot himself or has had sufficient experi- ence as a passenger to appreciate the limita- tions of our present- day machines and equipment. If other countries cannot afford to duplicate the French method of organiza- tion and equipment of their aviation division, then certainly they would do well to copy it on a basis propor- tionate to their avail- able finances. The last and proba- bly the most important point of all which I wish to bring to your attention is the advis- ability of detailing offi- cers for military avia- tion of an age to war- rant mature judgment, and self-reliance at crit- R ical moments, men of serious pur- /, pose, not attracted by the tempor- ary glory and publicity of being an aviator. Give a real fair trial under fair conditions) and it is the unqualified opinion of the writer that in the future the aero- plane will not only be anJasset to an army, but an absolute necessity. PAW IRA CARE AGH aly December, 1912 WAR IN THE AIR. ECAUSE a man can fly a machine well does not necessarily mean that he has the power to forecast the future of aviation. Recently a newspaper published the ideas of some English aviators in regard to future military service. Thomas Sopwith was quoted as saying: “T do not want to think of fighting in the air; it means death to every man engaged. Think of going after a chap 2,000 feet in the air. When you get him you get yourself. It is all very well to sit and speculate about battles with guns and bomb throwing and all that sort of thing, but it is only a dream. All that anyone is doing is developing the aeroplane for scouting purposes, and they have a big job on hand in doing that. The aeroplane, for some time at least, is going to be nothing more nor less than the eyes of an army. It is true they are testing guns, but that is all in the experimental stage. And as matters stand the most the scouts can do is to try to keep their armies informed as to what was doing and keep out of one another’s way. Iam confident that the main work is the develop- ment of the aeroplane as a scout.” That is all very well, Tommy, on condition that the other fellow looks at it in the same light that you do, but what are you going to do about it if he is bent on getting rid of you and goes after you with guns? To be plain, suppose that your English army has 500 aeroplane scouts and believed as you do and did not arm, and suppose that the German who does not believe as you do arms the same number of scouts. Naturally the Germans want to give their army in the field as complete information as possible and naturally the Ger- man Army in the field does not want their tactics reported to the English Army. Don’t you think that the first command to the German airscouts will be to clear the air as quickly as possible of the unarmed English airscouts? It surely would, and in order for the English airscouts to stay in the air and do any scout work at all, would lie in their capability of fighting back at their opponents, would it not? If so, why is not that a battle in the air or a skirmish or a fight or whatever you wish to call it? And then isn’t it a fact that the country which had the most efficient fighting air force would defeat and put out of existence its opponent and thereby hold the key to the whole situation? So there will be fighting in the air, Tommy, and there will be fighting just as soon as two such nations as France and Germany or Germany and England, or France and England decide to go to war. Claude Grahame-White seemed to figure out things a little better than Sopwith. He is reported as having said: “The first decisive battle between great powers of the future will be fought in the air. That battle will to a great extent decide the war and it will be won by the combatant that is best equipped with monoplanes and has the best corps of aviators. As to tactics, that will have to be decided by the early battles or after them. We can have all the manoeuvres that we wish, but no manoeuvres will produce the actual conditions of war; all that you might hold from now to doomsday - would not. “As I see it—and I have given the matter a great deal of thought—the aerial fleets will consist of three divisions; first, what might be called the batter type, made up of big craft which shall seek to clear the air; the second class, the smaller but infinitely faster scout machines, which will be protected by slower craft intended to keep their course clear—to act as flankers, as it were. All, I think, will be equipped with wireless. ““When the belligerents come into touch the heavier machines will probably get into action. These will carry five men—two pilots as a matter of precaution. With but one aboard there would be no one to take his place in the event of his being disabled. ‘There will be a mechanician, two gunners and an officer in charge as observer. One of the gunners or the extra pilot or mechanician will work the wireless. ‘““ When one or the other has sufficiently smashed the enemy to make the way reasonably safe the fast scouts will proceed to reconnoitre. These will carry but one passenger, who will act as observer and possible wire- less operator, and in turn will be protected by the small lower powered machines in numbers—flocks, you might say—to keep the machines of the enemy away from the scouts, protect their courses and smother the December, 1912 scouts or the big machines of the enemy should they come within range. “The scout machines will in all probability send their reports by wireless to the cruisers or bigger machines because their wireless radius will probably be much smaller and not large enough to be highly efficient, the larger machines in turn to relay the messages to the General commanding.” That is very interesting as far as it goes, Claude, but you have forgotten apparently one of the most important features of the coming air battle, and that is the airship. A more clear and authoritative statement of what the airship can do in war could not be cited than the article ** Aerial Supremacy ” appearing on page 294 in this issue of AIRCRAFT. The author, Charles Faroux, is a former artillery officer of high rank in the French Army and at present is one of the most famous aeronautical technicians in France. He ranks as an authority on the subject with Eiffel and Alexander See. The remarkable feature of M. Faroux’ startling statement regarding the power of the airship in the next war, is that it almost repeats in many paragraphs, and practically confirms to a large extent, much that has been written by T. R. MacMechen for AIRCRAFT and other leading American magazines during the past three years. AIRCRAFT is glad to be able to present M. Faroux’ clear statement of the exact aerial war status of France and Germany. The fact that it gives to Germany the aerial supremacy both in airships, aeroplanes and pilots, also backs up our editorial on the subject on page 148, AIRCRAFT, July, 1912. GHOULS OME newspapets take fiendish delight in numbering every aviation casualty and in misinforming the public that death rides in every wind. Aviation is not a parlor pastime, but neither is it a juggernaut. In 1909 and 1910 one aviator lost his life for every 10,000 miles traveled in the air, and of the 32 fatal accidents 17 were due to imperfect construction of the machine and three to the imprudence of spectators. Only these out of 400 pilots licensed. About 8 per cent. were martyrs. In 1911,in France, there was but one death for evety 100,000 miles traveled; there were 26 deaths and the licensed pilots numbered about 500 in the country. About 5 per cent. were martyrs that year. On a rough estimate we should say that more than 5,000 people have flown over 3,000- 000 miles since aviation became a fact. Putting the casualties at 200, the martyrs are but 4 per cent. of the total number who have been in the air. The public has been made to forget that Orville Wright, Glenn H. Curtiss, the Farmans, Bleriot, Cody and many other pioneers are alive, that Wil- bur Wright was lost to aviation through terrestrial disease and Charles Voisin through an automobile accident. But the American press reports every AIRCRAFT 293 death of every aviator, experienced or amateur, and persists in considering aviation as news only as its danger is demonstrated by fatality. The public’s memory of aviation has therefore become that of a sport into which one enters when bent only on death. The emphasis is wrong, vicious and destructive. We mourn the heroes sacrificed in the conquest of the air, and we who are a part of the movement particularly have that right. We desire to see them honored as martyrs, not decried as merely foolhardy citizens. We protest against the quoti- dian pessimism of the press which fosters an er- roneous opinion in the public mind, and, by its constant iteration of the dangers of aviation, creates a false and injurious attitude toward the whole science, att and business of aeronautics. PREPARE FOR 1913 HARVEST N short, simple, everyday English, we would point out to the manufacturers of all kinds of aeronautical supplies the mistaken idea they have regarding what ‘they are pleased to term *‘the dead season.’’ There is no dead season in the aeronautical industry. During the Summer months those engaged in aviation and ballooning ate far too active to permit of that period being termed an “off season’ for flying. And in the Fall and advent of Winter, what have we? As with the farmer who, harvesting over, collects his agricultural implements and houses them for general over-hauling and repairs during the Winter, so with the conscientious aviator. He, too, if he intends to lay up until the Spring, subjects his machines and equipment to a thorough over- hauling obtaining from the various manufacturers such parts as require to be replenished. And where is the aviator who, after a season of successful flying does not intend to add to his stock of machines to meet with even greater success in the coming yeat? In such cases the ambitious flyer usually prefers to construct his own aircraft. « The aviator therefore in this Winter season becomes a practical builder. He is an ambitious, progressive man, willing to spend his money to the best advantage. He becomes his own buyer, spending his own money, and a natural sequence is a personal effort on his part to get good value for money. In order to do this, he realizes that he has to make careful selection of products. Now then, Mr. Manufacturer, here is where you can come in. The constructor desiring to get in touch with aeronautical manufacturers, naturally consults the latest advertisements of AIRCRAFT. Without any possible shadow of doubt the Win- ter season is the preparatory season for a successful business year. Manufacturers should now pub- licly proclaim their products. If you cease advertising you are forgotten; you are understood to be either retired or dead! 294 AIRCRAFT December, 1912 AERIAL SUPREMACY By CHARLES FAROUX, Formerly an Officer in the French Artillery Service, and at Present One of France’s Great Aerial Technicians. (Translated by T. R. MacMechen for Aircraft.) \V> SYZERE is the answer, impartial and courageous, to iy) the question: ‘“‘ Is France supreme in the air? ”’ Qy ““NO, France does not actually possess the Aerial Supremacy. Only with great temerity, I dare today, to call public attention to a truth known only to a few initiated persons, a truth which they desire to hide at any price. “The past has taught France nothing. She has suffered suffi- ciently from that moral lassitude, which concealing our own weak- ness, has lulled the nation into treacherous security. Our ears are filled with clamor about our national enthusiasm, an enthusiasm that has only given us three millions of francs in this rich country after three months of collecting. “ The French have been told too frequently that they are, beyond dispute, the masters of the air. Frenchmen have believed it. They have believed that a great subscription was superfluous. Why has no one told them the truth? Not three, not thirty, but one hundred million francs would then have been raised. No less is needed to reconquer Germany’s tremendous lead. And I will prove it. “Let us begin with figures: —The German Empire actually pos- sesses, ready to take the air, 244 war aeroplanes. You have read correctly, two hundred and forty-four. But not that many pilots, you will object. And quickly, some one will again furnish the famous argument that the Teuton is not possessed of individual heroism. Let us look truth squarely in the face, and not play with formulas. The ranks of the German officers can count, as I write these lines, 391 diploma pilots, who when you read this will already have been increased _by a half_dozen units, for they do not sleep at Johannisthal. eae “Thus, not only in numbers of war aeroplanes, but in pilots, Germany—taking only aviation into consideration, is our superior. I admit the value of personality, and I declare with the same strict impartiality, that our admirable military pilots are quite superior to German pilots. But is that enough to satisfy us? “Tt is not from that quarter that comes the greatest danger. In the war of tomorrow, the aeroplane will play its chief part in scout- ing. To attempt to make it an actual, offensive weapon that is really efficient, is pure nonsense. We know that aerial war will be a naval war, simply lifted into the air. ““We have fallen into the gross error of devoting all our efforts to small units. La Fontaine’s fable of the Lion and the Fly conveys its apt moral. Our people like to deceive themselves, for if the Lion had put his huge paw down, we would not have spoken again of the fly. Because we believed that the torpedo boat or the sub- marine would constitute a potent and effective offensive machine, we have relegated our navy to the fourth rank. Now we are franti- cally pouring millions, at last—into dreadnaughts. But how many years will we need to regain the place we once held? “Yet this has happened in a nation where war’s greatest genius made his dream a reality. So, it has been for nothing that Napoleon put into successful practice the method of heavy, powerful, irresis- table masses—so, modern strategists abandon the former German method and return to the unfailing principles of the man who was greater than Caesar or Hannibal. Still, we have seen and under- stood nothing. On the day when the war gong sounds for opening the match between Lion and Fly, we will naively put our money on the insect. “Listen to what France needs to be told, instead of being lulled with flattering phrases. Today, Germany possesses thirteen war dirigibles of formidable value. These are- “‘ aerial armorclads,” equipped with enormous offensive power. ‘They are armed with quick-firing guns of long range, placed above and on the sides of the hull, in positions that command the ground and the air. “While we try, a few hundred feet above ground—a distance at which the vulnerability is great—while we try, I say, to project SES a few timid hand grenades, the Germans, after two years of rigid training, have perfected methods of aiming from safe heights, from these aerial dreadnaughts. On Oct. 27th, 1911, the Zeppelin III, the first of the “‘ armored cruisers of the air,’”’ also the first to be equipped with turrets, has manuevered at 1500 meters high, during twenty hours, without a single landing. “ At a speed of 77 kilometers an hour, it ran for fourteen and a half hours along the whole French frontier; after which exploit, through a dense fog it directed itself towards Baden, and for five hours more, cruised above that city. The following day, while keeping at an altitude of 1800 meters (5,900ft.), where it is practically invulnerable, it shot to pieces, in seventeen minutes, the target, a silhouette of a village, arranged on the manuevering ground, several kilometers out of Baden. The same methods have been equally successful at the artillery grounds at Juterbog and at the aerial school, at Metz. “ Krupp at Essen and Eberhard at Duesseldorf, have equipped the recent German aerial “ armorclads’’ with cannon, weighing 250 kilograms (550 pounds), including their mountings which enable them to be trained in any direction. A silencer deadens the report and makes the flash invisible; the recoil is absorbed by the twenty-two tons of the terrible machine of destruction. In 140 consecutive trips, the dirigible Schwaben, recently destroyed but replaced by another, covered 20,000 kilometers and transported 2,500 passengers, without damage or accident. A load of twenty passengers can, in this new model, be replaced by artillery of a total weight of two tons of warlike equipment. “Does any of us even know of the Schuette-Lanz? ‘The first one launched hardly eight months ago, is 135 meters long and beside being equipped with two big cannon, and launching torpedoes of fifty pounds, is armed with ten machine rifles that allow it to repulse with ease, a sudden attack by aeroplanes. One of our most reputable military critics, who is at the same time, an officer of great value, told me recently: ‘ Against the German dirigibles, the aeroplane that risks itself at a distance less than 500 meters, is an aeroplane destroyed.’ As to the methods of aiming, which are excellent, I refer you to certain articles that have unfortunately remained unnoticed, but which have been published in the Artilleristische Monatshefte. Their descriptions could not find space here, but we shall return to them in case of need. “In addition to thirteen dirigibles belonging to the German General Staff, of which number will be increased to eighteen at the end of 1912, we have still to consider that all of the passenger Zeppelins and Parsevals are receiving or have received a subsidy from the Imperial Government, and will be placed at its disposal, in case of mobilization. “ What will France think of this preparation? We would never have known of it except by surprise and by reason of the most recent international complications. Germany, in precipitating her preparations, has revealed her superiority to attentive eyes. Let us state things as they are; in spite of her great technical advance and her great experience, France is in no way prepared for an aerial war. She has bent her efforts on the study of scouting, and blinded by easy successes, has completely neglected the fighting “ armorclad.’’ We must acknowledge that for attack and even for defense in the air, the aeroplane needs much greater capacity than the actual possibilities grant to it. Our fastest monoplane will be reduced to the part of carrying messages. “Ts it not bitter, to recall that the rigid dirigible is a French creation, because its real inventor, Maurice Spiess, was born in Alsace, before the war. Once more, we are menaced by our own weapons. “Today the proof has been furnished. The German aerial fleet can be above Paris in four hours; and above London in eight hours. With their macarite shells, the new explosive, their cannon will December, 1912 quickly rain a terrible panic on the population. ‘The enormous dreadnaughts, cruising at great altitude, passing invulnerable above all troops and fortifications, will be able to fly for a long time above our territory. “Tt is necessary to act. This admirable France, which has filled the world with astonishment and surprise by the suddenness of her resurrection, is still capable of making the same effort as that in 1896, with an artillery equipment that remains superior to that of AV INRACRIAVE Tt 295 we may not be answered by empty phrases. In the war of tomorrow, fifty aeroplanesfare far from being the same offensive power as a single aerial ‘‘ armorclad.”’ What do we need? First of all, armorclads of the air, but also a far greater number of aeroplanes. Both machines are equally necessary. As far as both are concerned, Germany possesses a superiority in numbers. Let us treble, aye quadruple our army of aeroplanes, but let us build as fast as possible, thirty great aerial German material. “ But it is necessary to reveal the full extent of the danger, that cruisers. and of will. It is not any longer a question of population, but of money We have the former; shall we lack in energy? BREAKING THE AMERICAN PASSENGER-CARRYING ENDURANCE RECORD H. P. automobile motor, 50 H. P. Kirkham motor. EMUVIIAIVAUUIVVUVUUVPUUUUTATVIVUIVULUEUUEU UU WALTER E. JOHNSON began flying with Thomas biplane through the He made a number of notable flights with this machine, and, by June, 1910, started exhibition work during the summer and fall, Thomas Headless, equipped with asi By WALTER E. JOHNSON the top plane, which gave considerable stability and increased lift to the machine as well as aiding side balance by reason of the fact that the ailerons are attached to these over-hanging top planes and are the Thomas Brothers, at Bath, N. Y., in Au- fi = gust, 1909. From February until May, during therefore very effective. s the following year, he flew a low powered In addition this method of using a large top plane I find has a tremendous advantage in landing as it gives the machine considerable parachute surface which comes in very handy in forced landings. The chassis fitted to the machine was of an improved Farman-Wright type built mostly of steel tubing which made it very strong without adding materially to the South, using a 25 weighing 250 poun ith a new ylinder, During the winter of 1911-12, Mr. Johnson instructed a number of pupils at the Thomas Aviation School. The Thomas brothers, in the meantime, had been experimenting and improving their machines. Mr. Johnson flew only in exhibition work from June until October, averaging two exhibitions weight, impossible to rip off the landing gear of this machine unless a very bad fall occurred. It is a noticeable feature that it is almost In all my experience each week; he made 157 flights out of a possible 160---magneto trouble prevented two flights, and weather one during this time. Mr. Johnson's repair bill for the past two years scarcely amounts to eighteen dollars; and, during the past year, he has not even so much as cracked a single strut. At the New York State Fair at which Mr. Johnson won all speed events, he proved himself an aviator of the first rank, FUVMUVVOEUVUTEUTUOUVUUTUTUUEUTUUEUTUU AUTO UTULTTTUUT TT [=] My desire being to break the American passenger- carrying endurance record made by George Beatty at Chicago, August 19, 1911, in which he remained aloft 3 hrs., 42 mins., 2214 secs., I decided to make the attempt on Thursday, October 31, from the field of the Thomas Aviation School at Bath, N. Y. I was successful in accomplishing what I undertook by remaining in the air 3 hrs., 51 mins., 15 secs., beating Mr. Beatty’s record by 6 mins., 5214 secs. I took along with me as passenger Arthur Blasair a mechanic of the Thomas school, who, by the way weighs 165 pounds avoirdupois. The flight was one of endurance, not only for the machine but for myself and passenger as well. A strong cold wind blew con- stantly throughout the entire flight and both my passenger and myself suffered intensely from cold. In fact, so cold was it, that it became necessary for us to be assisted from our seats upon landing. The machine I used was a Thomas Headless biplane, built by the Thomas Bros., of Bath, N. Y., which con- cern, by the way, also constructs tractor biplanes, hydro-aeroplanes and monoplanes. The machine was equipped with a’65}H. P. Kirkham six-cylinder motor, which did not skip an /explosion during the long flight. A special tank, holding thirty gallons of gasoline, was hung from the upper plane, on the opposite side from the passenger. Enough remained in the tank after the landing to have carried us far over the four-hour mark. Two and one-half gallons of oil were used. On the machine used no provision was made for accommodating a passenger with seat, and Blasair was forced to sit on a board, tied to the lower plane. The record was remarkable for the fact that it was made under such unfavorable weather conditions and at such a late time in the season. But for the intense cold there is no doubt but that I would have bettered the record by a full hour. I kept to a level of about 350 feet and travelled in a circle of about two miles in circumference. At no time did I throttle the motor, but travelled at full speed for the entire time, covering a distance of about 235 miles. Shortly after beginning to fly I discovered to my dismay that I was not dressed warm enough, so I did the best I could to keep my blood in circulation by rubbing my legs and sitting on one hand and then the other. The time passed extremely slow and my watch seemed to begrudge the movement to its hands. At the end of an hour, I signalled my mechanician to give the motor an additional gallon of oil he carried in a reserve tank, at his side, on the plane.. The big fire which the spectators had built below appeared tantalizing with warmth and it made me hungry to see the watchers eating apples, etc. The splendid Kirkham motor was running steadily, it had not missed an explosion since we started, I thought my watch had stopped, the hands did not appear to move. The last half hour was excruciatingly tedious. When I started I expected to make it at least four hours, but nothing in the world could have kept me in the air longer arrayed in such light clothing and in such intensely cold weather. Summing up my record flight, a great deal of the credit goes to the efficiency of the new type Thomas machine which I flew. This machine possesses the following advantages: There is a considerable distance between the two main planes which adds materially in lifting efficiency without having to use too large a lifting surface. Another feature which I found very advantageous was the over-hanging extensions to with this machine I have never even broken a strut. The tail on the machine is of rather an unusual type and has the rudders directly connected to the elevator flap. That is to say that the rudder posts themselves act as king posts for the elevator. In place of the usual single rudder found on most machines, the Thomas biplane has four small rudders which,j while giving tremendous steering efficiency do not offerfa¥large surface to side winds and therefore prevent the swing- ing tendency of the average machine today in a strong wind. os The outriggers which support the tail and rudders are of steel tubing re-enforced in the vicinity of the propeller in such a manner that should the propeller break and fly apart while in the air and the broken pieces hit the outriggers, they could do little damage outside of perhaps bending one. If wood is used for the outriggers in the event of a propeller flying apart it is very liable to go through the wood and rip the whole tail off or at any rate cut through the control wires and so cause a very serious accident. Although these outriggers have been strengthened, as mentioned, this Thomas Biplane used by Walter E. Johnson to break the American passenger-carrying endurance record. precaution in this’ particular machine seems hardly necessary because the motor used was one of the latest type Kirkhams which drives a large efficient propeller at reduced speed through gear transmission from the engine crank shaft, thereby greatly lessening the danger of the propeller flying apart as it only turns at one- half the engine speed. Walter E. Johnson and mechanic Arthur Blasair about to start on record flight. ASTRI@ RAGE December, 1912 FOREIGN. The latest Goupy Biplane, fitted with detachable floats for hydro-aeroplane work- \, Argentine The Republic of Argentine has decided to re-organize its military aviation. The Aero Club has put at the disposition of the Minister of War and of the Navy, the grounds of the club, including seven balloons, a hydrogen plant and several scientific instruments. The pilots of the club have placed all other necessary elements as well as themselves at the disposition of the military authorities. A popular subscription fund was opened and several aeroplanes were bought. A military aerodrome was officially inaugurated at Palorma on October 8th. Seven aeroplanes, three of which were Bleriot monoplanes, took part and many successful flights were made, the President riding as a passenger. Austria Captain Odolek of the Austrian Cavalry has demon- strated to a commission of military authorities, a parachute of_his own invention for aeroplanes. The results were so satisfactory that the Minister of War has ordered a large number of these parachutes for for the army. The parachuteis attached to the pilot’s; back and acts automatically at the moment of danger, a pressure on the belt explodes a cartridge placed in the apparatus which causes it to open and lift the aviator from his seat, and then descend slowly towards the earth. E Belgium Lieut. Demanet on a Henry Farman biplane, recently left the aerodrome of Saint-Job and although the weather was unfavorable made a voyage of 180 kilo- metres, passing by Anvers, Maline, Souvain, where he stopped, then to Naure, Ambloux, Namur, Cirres and after a two hours’ journey, he alighted near the roval castle of Augnon. H.R.H. the King, came and greeted heartily the young officer-aviator and invited him to dinner. The next morning it was the aviator’s inten- tion to leave at 5 A. M. and the King was there to see him off and helped him to refill his tank with fuel. The machine on which this voyage was accomplished was a Farman biplane, built in Belgium by the Bolle- kens firms of Anvers. Bulgaria Before the outbreak of the war several Russian aviators placed themselves at the disposition of the Bulgarian army as well as ten Italian aviators. They all pilot French machines, Nieuport, Deperdussin and Bleriot monoplanes and Farman biplanes. An Austrian firm has received an order from the Bulgarian Minister of War for eight aeroplanes to be delivered immediately. Effimoff Drops Call for Surrender Into Besieged Adrianople The Russian Aviator Efimoff, now with the Bulgar- ian armies, writes to his brother in Paris that the other day, when the Bulgarians thought they were on safe ground, with the enemy at some distance, he made a flight and discovered a Turkish force which he placed at 2,000 men. He immediately returned to camp, made a report, and the Bulgarians precipitated a battle and extermi- nated the enemy. Effimoff’s latest flight had nearly a dramatic ending at the siege of Adrianople. He was quartered at Mustapha Pacha, thirty-five kilometres from Adriano- ple. He was ordered to make a reconnaissance, but the wind was up and his aeroplane was antique. He therefore was obliged to take forty minutes to cover the distance, and a high altitude was indispensable. On the trip the motor stopped, but at last by force of will and perseverance he arrived. His mission was to throw manifestoes written in Turkish into the town, praying the population to surrender. He accomplished the task, and then sud- denly discovered a multitude of soldiers firing into the air, but he was not hit. He returned to the camp when he discovered four bullet holes in the wings of his aeroplane. England Hawker Wins English Michelin Duration Flight By a flight of eight hours, twenty-three minutes on a Sopwith-Wright machine, Mr. Harry G. Hawker, an Australian pupil of the Sopwith school, won the first place in the Michelin}Duration Competition by defeat- ing Mr. Raynham, who flew for seven hours, thirty-one and one-half minutes on the Avro enclosed biplane. The important feature of these flights is that neither of the two machines were built specially for the event, both of them being simply standard machines equipped with large gasoline tanks. ‘The plan of forming an aeroplane race from Great Britain to India will probably be postponed on account of the trouble which has arisen in the Balkan States. The idea of the race is being encouraged in India by several native Princes. The Maharadjahs of Fodhpur and Bikanni have offered two prizes of 3,000 and 4,000 rupies each. The following route has been proposed: London, Calais, Brussels, Cologne, Frankfort, then along the Danube to Constantinople. From there to Konich, Cilician, Aadana, Alexandrette, Merken, fol- lowing the Euphrates to Bagdad and along the Tigus to Basia. As the aeroplanes must be fitted with floats the itinerary will be continued by the Persian Gulf to Bushire and finally to Karachi. This event will represent a distance of 8,000 kilometres which is believed will take at least twelve days to accomplish. The new dirigible.“‘ City of Cardiff” is now at Farnborough ready to fly. Its crew will be composed of naval officers and men who are now being trained at the Royal Flying School. This airship which is a little smaller in size that the ‘‘ Beta ’’ will be able to carry four passengers and will be used exclusively for naval reconnaissances. Its mean speed is of about forty miles per hour. The new dirigible ‘‘ Delta’ successfully passed the reception trials on October 2, by making a speed of 64.360 kilometres per hour with seven passengers on board. ‘This airship was completely transformed after its accident during the army manoeuvres and is now the largest English airship. It is reported that the British Government has the intention of fitting most of its latest aeroplanes with rapid-firing guns for use not only against the enemy’s troops but also against hostile aircraft. The Motor Manufacturers and Traders Union has decided to hold an International Aeronautical Show during the month of February. Another new airship the ‘‘ Baby ” passed all the necessary trials at Farnborough. It will be England’s speediest dirigible and in size is half that of the ““ Beta re and one-tenth the size of the late “‘ Mayfly.” James Valentine, the well known aviator who arrived third last year in the Circuit of England, proposes to accomplish by small laps the Circuit of Ireland. Following is a list of the towns in which he expects to stop at and give exhibitions during his trip: Mullin- gan, Cavan, Ennis-Killen, Sligo, Castlebary, Galway, Limerick, Killarney, Cork, Waterford, Wexford and Drogheda. A new naval station has been established at Clee- thorpes by the Admiralty. This base has been created to guard the accesses to the Humber river which it commands by its position. The Short brothers have delivered a new hydro- aeroplane to the navy. It is a monoplane fitted with two 70 H. P. Gnome motors which drive independently two tractor propellers. It was tried by Commander Sampson who obtained very satisfactory results with it. S. F. Cody, on his own biplane, won the English Michelin No. 2 which represents a sum of $3,000 and which is awarded the English aviator on an English built aeroplane, who has succeeded before October 15th to accomplish a cross-country flight of 186 miles in the fastest time. NEWS R. H. BLANQUIE France AHFROPLANES ‘The committee chosen for the memorial to be erected in memory of the late Wilbur Wright recently met and chose the site at Farnohe at the intersection of the road from LeMans to Paris and the one from Anvours to Saint-Calais. M. Millerand, Minister of War, received on October 2,a delegation from the National Subscription Com- mittee for Military Aviation, which came with the purpose of stating the results obtained to date. The total sum of the subscriptions received amounts to 3,223,475 franc 51 ($644,695.10) of which 2,276,425 francs 82 ($455,285.16) were deposited in the National Treasury. The Committee has placed the sum in the hands of the Minister of War which was intended by its donors for the purchase of eighty-nine aero- planes. The Minister of War in behalf of the Nation has accepted an aeroplane fitted with a 60 H. P. R. E. P. motor built and offered by Jacques Balsan, President of the A. G. Ae. of France. In perfect harmony with the municipal authorities who will share in the 800,000 francs ($160,000) ex- penses, the Minister of War has decided to establish an aviation field in the neighborhood of Orleans. The Aero Club of France has decided with the municipal authorities of Sangatte (Pas-de-Calais) to erect a monument commemorative of the daring flights by the much lamented Hubert Latham above the English Channel. On October 4, while competing for the Pommery Cup, Janoir on a 50 H. P. Gnome-Deperdussin mono- plane left Calais at 6.20 A. M. and alighted after two stops at Contis-les-Bains at 5 P. M. On November Ist “‘ Andre Beaumont ”’ on a Donnet- Leveque hydroairboat flew at Beyons before a Swedish and a Danish mission. It is more than probable that the Donnet-Leveque firm will receive an important order from the Swedish government. DIRIGIBLES The Astra dirigible ‘‘ Adjudant Reau ” on October 15th piloted by Captain Hirschauer, accomplished a two and a half hours flight above Issy, Paris, Enghien, Saint-Owen, Isle-d’Adam, Asnieres and Saint-Cloud. The military airship ‘“‘ Adjudant Vincenot ”’ of the aviation station of Toul while reconnoitering near the Eastern frontier sailed over the Rupt-de-Mai valley and then over the Moselle valley. While flying above Arnaville, a German Zeppelin dirigible suddenly appeared on the other side of the border line which had come from the military hangar of Frescaty, near Metz. Both airships then flew for some time following one another’s different manoeuvres and afterward left for their respective centers. German News BY STELLA BLOCH Although a German firm, the Rumpler Company, had entered for the Paris Aero Salon, yet on informa- tion reaching them that a gallery stand had fallen to their lot, the managers very properly withdrew from exhibiting in Paris, as they felt that this position was hardly in keeping with the renown of their machines. Last year both the Albatross and Aviatik companies were represented and received most favorable criticisms on all sides. It is believed that this fact had something to do with the space alotted to the Rumpler-Dove aeroplanes this time. The Balkan hostilities have brought work in plenty for the Aviatik Company at Mulhouse, for not only did the Bulgarian War Ministry order a number of machines in October but Greece sent a wire at the end of October for six planes, a pilot and two mechani- cians to be supplied for each machine. The government offered a salary of 5,000 marks per month for each pilot and 1,000 marks for the mechanicians. The South German Circuit was the event of the Aviatik month in October and went off quite success- December, 1912 fully in spite of the storms and dense fogs the com- petitors had to struggle against. A striking feature of the circuit was the fact that the army pilots all seemed more at ease on biplanes; the first monoplanes in the prize list for the military section is fourth only whilst in the civilian class Helmuth Hirth’s Rumpler topped the list. In fact, taking both categories as one Hirth was by far the best man present. He received the prize given by the Prince-Regent of Bavaria as well as 12,500 marks in cash, whilst his passenger, Lieut. Gravenstein, was awarded the prize of the Royal Bavarian Aero Club. Hirth’s machine was his small 95 H. P. Mercedes motored Rumpler with which he won the Upper Rhenian Circuit and flew from Berlin to Vienna, etc. The fine work done by the Otto biplanes aroused general attention. Their quality is testified to by the list of winners: Military section—1. Lieut. Vierling, 100 H. P. Otto biplane, Argus motor, passen- ger Lieut. Livy; 2. Lieut. Hailer. 100 H. P. Otto biplane, Argus motor, passenger I,ieut. Schmid; 3. Lieut. von Biettlar, 85 H. P. Albatros biplane N. A. G. motor, passenger Lieut. von Freyberg; 4. Lieut. Joly, 100 H. P. Rumpler Dove monoplane, Argus motor, passenger Lieut, Niemoeller; 5. Lieut. Reinhardt, Albatros biplane, 100 H. P. Argus motor, passenger Lieut. Muhlich. Civilian section—1. Helmuth Hirth, 95 H. P. Rumpler monoplane, Mercedes motor, passenger Lieut. Gravenstein; 2. Bayerlein, 100 H. P. Atto biplane, Argus motor, passenger Lieut. Dommel; 3 Lindpaintner, 100 H. P. Otto biplane, Argus motor, passenger Lieut. von Linsinger. A sum of 100,000 marks has been presented pri- vately to the German Emperor for the calling into being of a fund for the assistance of all military per- sons, be they officers, privates, doctors or officials, suffering injuries in connection with aerial work in service. The fund is to be named the Emporer William Aviation Fund and the benefits accruing from it will be extended to the widows and children of military persons meeting with their death in aerial accidents or in consequence thereof. An official report shows that the Viktoria-Luise has covered in a lapse of seven months a total distance of 5,680 kilometres in 183 excursions thus giving it an average of 143 kilometres per excursion. It has carried during this period 3,902 passengers, an average of twenty-one persons per excursion without counting its crew. Its average speed is of 56 kilometres per hour and its greatest speed 90 kilometres per hour. This airship has not yet been subject to a single mishap. Naval authorities find themselves in delicate posi- tion toward German hydro-aeroplane constructors who have accused them of favoring an American con- structor and thus neglecting home industry. The Berliner Tageblatt prints a denial from the Minister of the Navy although having recognized the fact that a Curtiss American hydro-aeroplane was bought at the close of the recent Monaco meeting. This aero- plane was transported at Putzig where it was tried and tested by officer aviators and compatriots of its inven- tor. Lieut. Riley E. Scott, the American inventor of the bomb dropping device which won the ‘‘ Aero-Cible- Michelin ’’ held August last at Mourmelon, is to take an active part in the military contest of bomb dropping which will be held at Berlin and at Doerberitz. Following is the final and general classing of the aviators which took part at the seven day meeting held at Johannisthal: 1. Starting event (Biplanes) 1. 44 meters 73; 2. Lindpaintner (Ago) 3. Briechner (Aviatik). Monoplanes: 1. Stoeffler (Gorrissen) 88.40 metres; 2. Krieger (Harlan). 1. Krieger (M. Rupp (Albatros) 2. Altitude (1,000 metres) Event: Jeannin) 14 minutes 47 seconds; 2. Bier (Mars). 3. Endurance Event: Sedlmayer (Wright) 7 hours 42 minutes; 2. Slohns (Wright); 3. Friedrich (A. F. G.); 4. Hild (Dorner) 5. Grade (Grade). 4. Speed Event (15 kils.). 1. Schmidt (Torpedo) 7 minutes; 2 Krieger; 3 Stoeffler (lL. U. G.). 5. Bomb dropping event—1l. Stoeffler, 4 points; 2. Helen (Albatros) 2 points; 3. Schauenburg (A. F. G.) 2 points. 6. Altitude Event—l. Fokker (Fokker) 3,095 meters; 2. Dunetz (Harlan) 2,400 meters; 3. Stoeffler, 1,075 meters. Greece At the beginning of the hostilities a Farman biplane reconnoitered the Srurkish frontier before the invasion of the Grecian army. As no Turkish troops were visible within a radius of 80 kilometres the invasion was immediately decided and started. Italy A Bulgarian consul recently announced that the Lieuts. Pereda Leopoldo and Amore Ennico, both attached to the aviation school of Somma Lombardo have offered their services to the Bulgarian govern- ment. The national Committee for the benefit of military aviation has decided to spend $400,000 of the National Subscription Fund toward a Military Trial Contest which will be held next April. Two-thirds of this sum will be reserved for the Italian constructors. ‘The committee has also decided to order twenty-eight monoplanes of the Bristol type, from local firms. In the trials the aeroplane which will have covered in determined time, height and speed, the voyage of Twino-Milano-Aviano, will be declared the winner and from its firm will be ordered seven aeroplanes of a similar type. Each competitor who will have finished the trip in a certain time will also receive an indemnity for his expenses. The Military authorities are more than satisfied with the services rendered by the aeroplanes and dirigi- AWIGRECIREAV Ey bles during the war in Tripoli and are consequently having three new airships built in its aircraft factory at Vigna and del Valle—the ‘“ P-5,” the ‘“‘ M-2””’ and the ‘‘G-1."’ The initials denote the size of the airship; “P”’ small; ‘““M.”’ average and ‘‘G” large. For the time being the “ P-1 ” which has returned from Tripoli is now at Bracciano where it is experimenting daily with a new bomb, invented by Lieut. Briontempelli. Japan The Japanese Government does not seem to have the least intention of remaining in the background as regards their ‘‘ fourth arm ’’ as they have recently ordered sixty aeroplanes and three dirigibles from two foreign firms. Madagascar The National Aerial League of France has been informed through its delegate in this colony that the subscription opened in this country in favor of French Military Aviation amounted, to the end of August last, to 68,000 franes ($13,600). Montenegro Four Russian aviators left St. Petersburg on October 29th to enter into the service of the Montenegran Army. Morocco On October 7th, Commander Felix, the new chief of the aviation centre of Casablanca, with Lieuts. Do- Hu and Van der Vaero, left Casablanca for Marrakech by the aerial route, on Bleriot monoplanes. Norway Consul General Charles A. Holder writes from Christiania that a splendid market in Norway for the sale of aeroplanes, especially hydroplanes, is overlooked by American manufacturers. Aeroplanes were intro- duced into Norway only six or eight months ago, when the army officials purchased two Maurice Farman biplanes of the military type, with 70 H. P. Renault motors, and the navy officials bought a “ Rumpler- Taube’ with a 100 H. P. N. A. G. motor. Besides these machines a civil engineer in Christiania has purchased a ‘' Grade” aeroplane and the Norsk Flyveselskab (Norwegian Aero Club) has bought a “ Deperdusin ’’ monoplane with 70 H. P. Gnome motor. The prices paid for these machines have not been an- nounced. No others have been imported or sold. In the near future, it is stated, both the army and navy will be in the market for additional aeroplanes, as their value for war purposes is recognized by the department chiefs of the Norwegian army and navy. The general public also affords a splendid opportunity for the sale of aeroplanes, as their use as a sport par- ticularly appeals to Norwegians, who are a sport- loving people, and with their ‘‘ skiing’ are used to performing feats of balancing and flying through the air. Many people in Christiania can afford the sport of flying aeroplanes and hydroplanes; the latter might supplant, in part at least, the large number of small yachts constantly used on the harbors and fjords around Christiania. Many yachtsmen and others who devote much time to sports state that a reliable hydroplane, not too expensive, would find ready sale here if properly demonstrated. No manufacturer has as yet considered it worth while to demonstrate a machine in Christiania and the first who does so should find an excellent market. Names of members of the local aeroplane club may be obtained by addressing the secretary of the Norsk Flyveselskab, Herr Driftsbestyrer Barth, Christiania Elektriske Sporvei, Christiania. Portugal Poumet, on his illuminated fire-devil Borel-Gnome monoplane, gave a week’s exhibition, meeting at Porto, where he astonished the natives by his daring flights above their city at night. Roumania On October 7th at Bukharest, H. R. H. the King, invited Lieut de Malherbe, chief of the aviation centre The Latest in Aviation. 297 of Etampes (France) to the Army manoeuvres. Dur ing his stay he made many flights on a Bleriot mono- plane before military authorities. The two Maurice Farman biplanes which were ordered by the National Committee of Aviation were successfully tried by the Marquis de Lareinthy- Tholozan at Bukharest, who in fifteen days covered with these two biplanes more than 1,000 kilometres, took up thirty passengers and trained two pupils. Russia The Nieuport monoplane, piloted by Lieut. Boutmy, was the first machine to finish the three most important tests during the Military trials at St. Petersburg. With a useful weight of 300 kilograms it attained a speed of 104 kiloms. per hour and ascended 545 meters in less than seven minutes. The Army has adopted the Nieuport machine and will have 200 of these machines at the close of this year. The National Subscription Fund Committee in its last report announced that up to September 12th, the total sum amounted to 96,915 roubles, 80 kopeks (about $51,365). Naval Lieut. Dibovsky, who has already distinguish- ed himself by accomplishing a flight last year from Sebastopol to St. Petersburg on a Nieuport monoplane, has returned to the last named city with the intention of experimenting before a special military commis- sion, with a new steel monoplane of his own invention. The military trials which lasted six weeks closed on October 16. The Expert Committee, presided over by Colonel Onlianov, provided that it was the results obtained by the foreign machines that were the most satisfactory. The following four aviators took part: Fokker, with a monoplane of his own construction, Ambrovitch, with a Wright biplane, Bier and Erlich with Mars monoplane and biplane respectively. Of the Russian aviators on Russian built aeroplanes Sikovsky obtained first place with 15 points out of 20 to his credit. The second place was captured by Auber-Volinsky on a Henry Farman biplane built by the ‘ Dux”’ firm of Moscow, and the third place was won by Boutny on a Nieuport monoplane also built in Russia. The Minister of War has conceived a new plan for re-organizing the military aviation. It is his intention to create four aviation centres each having an esca- drille of 6-8 aeroplanes, according to the importance of the centre. Each port on the Baltic Sea and the Black Sea will have 4 to 6 hydro-aeroplanes. The entire service will be placed under a general of the engineering corps. Servia Two Henry Farman biplanes were received at Buc (France), by a military commission and members of the Servian legation. Tripoli Lieut. Guagha, with Lieut. Parenti as observer, per- formed a reconnaissance flight of 200 kilometres above Bergasi on a Breguet bi-monoplane. After exploring for one hour and a half above the oasis of Garinires and Gararsia they were suddenly surprised by a gale but managed to alight safely at their port of attack. During this flight Lieut. Parenti was able to gather much valuable information concerning the enemy’s position. Turkey Six lieutenants of the Turkish army left recently for their native country after having followed an aviation course at the Bristol school at Salisbury England. The Turkish government has engaged four French aviators having their military brevets. They will receive $1,000 per month each as salary for a minimum length of three months. Each aviator will have a mechanician who will receive $200 per month, salary. The first air victim of actual warfare was Nicholas Popoff, who was shot by the Turks while making a reconnoissance flight above Adrianople in the service of Bulgaria. Professor Reissner flying his novel tail-first monoplane at the Johannisthal field, Germany, in a high wind. Note the peculiar planes with fins and rudders underneath. ATOR C ik Ale ae December, 1912 THE The Fourth Paris Aero Salon was opened by M. Failleres, the President of France, accompanied by M. Millerand, Minister of War and M. Delcasse, Minister of the Marine at the Grand Palais, on October 26th. While last year’s salon drew tremendous crowds the attendance at this year’s exhibit was even greater, so much so that during the evenings, it was almost impossible to get around and see all the exhibits, which numbered seventy-seven complete machines making an excess of thirty-four over those shown last year. A noticeable feature was the marked improvement in construction and finish of the machines displayed over those of last year. The tremendous growth of the aviation industry in France was shown by the business-like manner in which the machines are turned out and the improved methods employed in their construction. It was noticeable that metal is more and more replac- ing wood, in fact a large number of the aeroplanes had their frame-work almost entirely constructed of steel tubing, while practically every machine shown used considerable metal and aluminum in its construction. The covering of the wings of the modern machines has become an art in itself, as much careand thought being exercised in putting on, tightening, varnishing and pol- ishing the cloth as was formerly employed in the construction of whole machines. The landing chassis have in most cases been still further simplified and perfected, the aim being to cut down head resistance as much as possible without sacrificing good landing qualities. Fuselages have come into almost universal use, even the rear propeller biplanes—which are in the minority—now employ short fuselage cabines, so formed as to offer the maximum of protection to the aviator and passengers with a minimum of head resistance. In the monoplanes and tractor biplanes the fuselages are mostly of torpedo shape and in a great many cases constructed of thin veneer wood strips and cloth glued together over forms, the whole being re-enforced with a wrapping of very strong linen. In the new Bleriot, the torpedo fuselage has been built up of paper, cork and cloth, re-enforced at the nose with sheet steel. In addition all the fuselages have been well padded and fitted with efficient wind and oil screens to ensure absolute comfort and the greatest possible safety for the occupants, while the engines have been fitted in the noses of the fuselages in such a manner that they are encased with as near a perfect streamline hood as possible which at the same time allows of efficient cooling. Another point in connection with the fuselage machines has been the re-designing of the wings by cutting them away as far as possible near the body in such a manner that both aviator and passengers are afforded a perfect view of the ground under all conditions, and to still further aid the pilot and passengers’ vision the very deep fuselages have been fitted with transparent inflamable celluloid windows on the sides and bottoms. In most cases the machines shown were fitted with flat or non-lifting tails while Sommer, who still per- sists in using a lifting rear plane, evidently realizes its danger, for he has made provision for using it as an elevator in case of emergency, which is surely a good evidence of the fact that the constructors of the most successful machines are realizing, that for the time being at any rate, the flat or non-lifting damper tail is the safest, although perhaps not the most efficient, as was pointed out by the writer in the October issue of ‘‘AIRCRAFT.”’ FOURTH PARIS As an instance of the growing popularity of the hydro-aeroplane it was observed there were exhibited this year eleven machines of this type, seven of them biplanes and four monoplanes as against one lonesome Voisin-Canard last year. ‘The large majority of the hydroaeroplanes consisted simply of the standard makes of aeroplanes to which auxiliary floats have been attached and not all of these have proved absolutely satisfactory. In most cases two main floats are used under the main planes with a small float in the rear. In the case of the Borel hydro-monoplane the small rear float has been attached directly to the rear rudder and turns with it, thus greatly increasing the navigability of the machine on the water in starting and alighting and it was this seemingly small point which gave this machine such a tremendous advantage over the others at the recent [Tamise Meet and gained for it the first prize. There were only a few examples of the flying boat type of hydro-aeroplane shown, the Donnet- Leveque being the only tried and proven craft of this type. The Donnet-Leveque which resembles in a great many respects the latest Curtiss air-boat, carries its motor and propeller high up between the two planes the centre of thrust being two-thirds above the lower plane and for this reason the machine suffers the same draw-back that all high thrust aeroplanes encounter, viz.: when the motor is running wide open, the thrust of the propeller which is above the centre of resistance, tends to force the top of the machine forward giving it a tendency to dive which is counter- acted by the tail and elevator. In the event of the motor stopping suddenly the machine is relieved of this diving thrust and the tail immediately sinks and it requires quick action and skill on the part of the pilot to get his elevator flaps down quickly and force the tail up again so as to prevent stalling and tail slipping. This disadvantage could be overcome by fitting a three-or-four-bladed high pitch pro- peller of small diameter which will allow of the motor being placed lower down between the main planes and consequently the propeller thrust will also be lowered into the position it should occupy. Of course placing the motor high up in tne frame counteracts the low centre of gravity trouble of the early Donnet-Leve- que’s, but when the boat body is moved up a bit higher as has been done on the latest machine there should be no centre of gravity trouble caused by the lowering of the engine, especially when it is considered how stable and well the Wright machine flies, carrying all its weight of engine, pilot and passenger on the bottom plane, with blinker panels attached to overcome any swinging tendency. Of the land machines exhibited forty-six were monoplanes, which clearly shows France’s unshaken faith in the single deck type. The greatest care and thought has been expended in building up and bracing the wings of these monoplanes in such a manner as to eliminate as far as possible any more accidents due to wing wires breaking or planes bursting or col- lapsing. As a whole the majority of the machines have not changed much in design the improvyments being chiefly confined to structural details and refinements aiding quick assembly and disassembly, which of course are more pronounced in those machines built especially for military purposes. As an example of what has been accomplished in this line there is the new Hanriot- Pagny monoplane which is without doubt one of the finest pieces of aeronautical engineering work which has up to the present been constructed. This superb monoplane which is shown both in completed and AERO SALON By WALTER H. PHIPPS skeleton form is so designed that the complete 100 H. P. Gnome engine plant can be disassembled from the fuselage in sixty seconds, while the wings can be folded up against the side of the fuselage in five minutes without disturbing the adjustment of the main guy wires so that the machine can be transported on the road on its own wheels or in a small transport wagon in such shape that upon arriving at its base of operation it can be gotten ready for flying in about ten minutes. In addition this machine when in flight carries a tool box which is equipped with a complete set of tools for repairing the motor and making adjustments or repairs on the machine itself, while also the box con- tains a full set of spare parts which it has been found are the most likely to give trouble on the motor. The Farman biplanes of both the Maurice and Henry Farman types while not greatly changed in general appearances have been greatly improved both in construction and finish so that they now represent two of the finest examples of good, strong biplane construction extant. The Nieuport firm since the death of Edouard Nieuport and the loss in addition of Nieuport’s ablest aid, M. Pagny, who has joined the Hanriot firm, have not made as much progress as they should, although they have in Mr. Henri de la Fresnaye acquired a most able designer and engineer who is responsible for the latest 1913 type Nieuport shown which in refinement and general outline is a marked improve- ment over the 1912 type although, it is very weak and dangerous looking as regards the new landing chassis, and it is to be hoped that this landing gear is only temporary. Louis Bleriot has evidently realized that in order to keep up with his ever growing and progressive competi- tors, he would have to change his regular modified cross-channel type which he has been constructing for the last three years and has produced a new mono- plane with torpedo fuselage and single skid landing chassis which looks quite one of the most pleasing and business like machines at the show and should prove very speedy and efficient. Louis Breguet has not changed his tractor biplanes with the exception of modifying the landing chassis and fitting it with four wheels in place of the usual three. Armand Deperdussin seems to intend to build his standard machines with monocoque torpedo fuselages after the order of those fitted to his Gordon Bennett racers, for he exhibits on his stand an 80 H. P. cross- country machine of the monocoque type. Borel, whose monoplanes while being very little heard of in the early part of this year have sprung greatly into prominence through their recent fine performance in the Tamise Meet as well as the Pommery Cup event has also adopted the monocoque torpedo type fuselage on a racing machine exhibited on his stand and which has yet to be tried out. The Caudron brothers in addition to showing an improved machine of their standard monoplane type exhibited a new hydro-biplane of their regular pro- peller in front type. ‘The other exhibitors, Astra, Besson, Bristol, Clement- Bayard, Goupy, Tubavion, R. E. P., Savary, Sommer, Train, Vinet, Voisin and Zodiac machines remain prac- tically the same except for minor changes and struc- tural details. LOUIS BLERIOT Louis Bleriot exhibited three machines, one a 50 H. P. Gnome single seater, another a 70 H. P. Gnome December, 1912 tandem two seater of their standard type”and a new torpedo body machine which has yet to be tried. The new machine has a very racy appearance and alto- gether is a most pleasing design. The fuselage is of blunt torpedo design circular in section and carries the seat for the pilot and passenger in the front side by side. The construction of this fuselage is particu- larly interesting as it is probably the first time paper, cork and cloth have been utilized in forming the body of an aeroplane, This fuselage is built up over a frame in much the same manner as the Deperdussin body is constructed, the method being to apply layers of paper and cork glied together around a form, the whole being strengthened on the outside by a covering of tough cloth which makes a wall only six millimeters in thickness; this is very light but nevertheless amply strong enough for its purpose. The nose of the fuse- lage, however, is re-enforced with steel and is therefi r= able to carry the motor without any strain. The landing chassis as has been stated is something altogether different from that heretofore used by Bleriot and consists of a single skid and two-wheel landing device similar to the Nieuport but carrying the wheels on oleo-pneumatic plunger tubes instead of the single-leaf spring. The tail is of the flat non-lifting type with floating twin elevator flaps and it is not protected by any sort of a skid, the rear extension of the central main skid serving as on the Nieuport to hold the whole rear of the machine clear of the ground. BOREL Borel showed three machines, one a standard 50 H. P. single seater, a racing monocoque type with 80 H. P. Gnome and the other an 80 H. P. Gnome hydro- monoplane of the type which gained first place at the Tamise meeting, piloted by Chemet. The single seater is of the regular standard type and needs no further description while the water machine is prac- tically an enlarged copy of the regular land machine, fitted with two elongated stepless floats in front and the small steerable rear float already referred to. The water machine however, is fitted with a starting arrangement which can be operated by the passenger. AGRA CARGACE VAs The latest Bleriot Monoplane with Single Skid Landing Chassis, Torpedo Fuselage and Flat Non-Lifting Tail. the floor and sides. The fuselage itself is of square section built up in the usual manner but has the top and bottom bellied out with aluminum sheeting to give more of a streamline effect. On the top of the fuselage are two funnel-like streamline uprights which serve as top anchorages for the wings. The landing chassis consists of a double wheel and double skid arrangement which carries at its front extremities two small auxiliary wheels to protect the propeller and prevent capsizing. The wings which have to support in flight ten pounds to the square foot are of extremely strong construction and are braced underneath directly to the fuselage in front and to a small streamline pylon in the rear. The tail consists of a flat semi- A111 tf ty I} Seat S rae = = NY H.FARMAN HYDRO It consists of a drum mounted on a shaft and has a strap witha handle wrapped around the drum in such a manner that by pulling on the handle rotates the shaft, and turns over the motor through a short chain trans- mission. This device is of course fitted with a release so that the drum remains stationary when the engine is running. The new machine is a racer with monocoque fuse- lage built up of three-ply wood which is still further strengthened by longitudinal members inside. At its front end it carries an 80 H. P. Gnome fitted with a streamline dome. The wings are of the racing Deperdussin type, broader at the tips than near the fuselage and have very little curvature and angle of incidence. The Chassis is likewise similar to the Deperdussin being formed of two sets of oval steel tubing arranged “V" shape. It has the further addition of two small skids. The wings are braced in the front to this landing chassis, wires from the right hand wing running clear across to the left hand members of the chassis and vice versa, while the rear warping wires run through a small pylon underneath the fuselage. .The wings on top are guyed to the dash board which is of steel construction built high in the centre to take the guy wires. The tail which is practically flat is of new style having a small stationary plane with flap elevators. A small vertical fin is placed in front of the split rear vertical rudder which is supported when on the ground by a small tail skid. BREGUET—R. E,. P On the Breguet stand was exhibited one of the latest type standard Breguet tractor biplanes and a new R. E. P. monoplane the makers of which have recently joined forces. Outside of being beautifully finished neither of these machines differed much from standard design with the exception that in the case of the Breguet a four-wheeled chassis has been substituted in place of the usual three-wheel type. BRISTOL The British and Colonial Aeroplane Company, makers of the Bristol biplanes and monoplanes, exhi- bited one of their latest military type monoplanes which did so well in the English Army trials at Salis- bury Plain. This monoplane, which is the design of M. Coanda, a clever young engineer, is of unusual size and has a very deep fuselage with windows in = ONSEN WLR circular stationary plane which carries a single elevator flap with a vertical rudder above. CAUDRON The two Caudron brothers, René and Gaston, exhibited two machines, one a Gnome driven monoplane of their regular standard type and the other a biplane fitted with combined floats and wheels. This machine is practically identical with their regular tractor biplane, differing only in that it has two floats and wheels in the front and two small tail floats in the rear. The outriggers are likewise slightly changed and now have nothing to do with the landing gear, being taken direct to the rear main beams of the biplane cellule. The two main floats which are patented by the Caudron brothers are of the single-step type and of such a con- struction that the landing wheels fit in slots cut in their rear in such a position that they do not offer any resistance to the water once the machine is fairly under way because as soon as the floats start to rise the wheels barely touch the water. 299 FARMAN BROTHERS Henry and Maurice Farman showed two biplanes which were of excellent construction and design, one a Maurice Farman biplane of standard type but fitted with an improved passenger cabine having a transparent front, the other a Henry Farman hydro- biplane of the latest type. The hydro-biplane was shown resting on its floats in a shallow tank of water and attracted considerable attention. It is of the latest type with overhanging top planes and carries in the rear a single tail plane with twin elevator flaps and a large vertical rudder immediately between them. The floats are of Tellier make, which are perfectly flat and very long. The engine which is only of 50 H. P. is now situated midway between the main planes, thus considerably shortening the landing struts and thereby making the machine much stronger and better suited for usage in rough seas. The passen- ger cabine has seats for three persons and carries at its nose a rapid firing gun which is operated by the passenger who now sits in front with the pilot behind him. As an example of the perfection already attained by hydro-aeroplanes this machine is intended to be operated at night as well as during the day and carries port and starboard head lights as well as a tail lamp and should the necessity arise could be anchored over night in a harbor. The cabine is fitted with a fine wind shield in front and is as comfortable as an automobile. The seats are upholstered and the floor covered with a thick carpet. The ailerons are now operated on the Curtiss principle, one up and the other down instead of on the drag flap principle used before. MORANE-SAULNIER On the Morane-Saulnier stand were to he seen three monoplanes, one fitted with an 80 H. P. Gnome, the other with a 70 H. P. Renault. The third machine was a light single-seater intended for scouting and despatch work and was fitted with a 50 H. P. Gnome. All three machines were of superb workmanship but differed in general design very little from those of last year. The 80 H. P. two-seater has the wings cut away near the body to allow of a clear vision for both pilot and passenger. The landing chassis consists of two sets of struts arranged “‘V’’ fashion having the two wheels mounted on a single axle stretched between them and fastened down with rubber shock absorbers in place of the rigid fitting employed last year. The tail used on the two double-seaters consists of two balanced elevators without any fixed stabilizing sur- face whatsoever, while the tail on the single-seater is fitted with a flat stationary central plane and_ balanced elevators at each end. The chief improvement how- ever, has been in fitting a start- ing crank to the 80 H. P. Gnome in the double-seater machine so that the motor can now be turned over by the passenger in the front seat. NIEUPORT On the Nieuport stand were be seen two machines, ra to A general view of the Hanriot stand and a detailed view of the Hanriot Landing Chassis and Motor mounting. 300 ATRER ART BOREL MONOPLANE ZODIAC FBACER B/PL AWE ra. TSS one a military two-seater of the standard Nieuport type, the other a new single-seater racer with stream- line fuselage. This machine, has a perfectly round streamline nose in place of the usual blunt front on the standard Nieuports and in addition has a new type landing gear which while essentially the same in prin- ciple as that used on last year’s machines, is consider- ably lighter and much more dangerous owing to the SAVARY BIPLANE tendency of the skid tip catching and capsizing the whole machine in the event of a bad landing. _ The wing wires on the new machine run direct to the fuselage instead of to the landing gear as heretofore. ASTRA The Astra firm, makers of the Wright machines in France, exhibited one of their large hydro-biplanes December, 1912 of the type which gained first place at the St. Malo meet. ‘This machine, which is a 100 H. P. Renault engined tractor biplane, seats three people and is fitted with dual control. The main planes of the biplane cellule are built up along Wright lines and are warped for maintaining lateral balance. Fore and aft control is accomplished through elevator flaps attached to a large stabilizing rear plane. The machine is fitted in front with two large wide floats made by ‘Tellier, the well-known French boat-builder while it carries at the rear a small tail float. The general dimensions are as follows: supporting surface 516 square feet, span 41 feet, length 36 feet, engine 12 cylinder, 100 H. P. under-geared Renault. BESSON On the Besson stand was shown one of the novelties of the exhibit viz: a large tail first monoplane of ori- ginal jdesign, which owing to the peculiar mounting of the main plane in the rear above the fuselage and the box like structure underneath it supporting the motor earned for it the title of the “flying handsom cab.” This machine has a long triangular steel tube fuselage which carries at its front end a small stationary lifting plane with slightly inverse curved elevator flaps attached to its rear edge, the whole front control arrangement resembling the inverse curve tail of the 1911 Bleriot. The fuselage is left uncovered in the vicinity of the front rudder but is covered in at the rear to protect the pilot. The pilot sirs just in front of the main plane as on the Voisin-Canard type. The landing chassis is entirely of steel, the struts used being large size oval tubing. The general dimensions are as follows: Supportin surface 322 square feet; span, 45 feet 4 inches; length, 21 feet; engine 80 H. P. Gnome flying speed 60-62 miles an hour. CLEMENT-BAYARD On the Clement-Bayard stand were to be seen a large all steel tractor biplane and a 50 H. P. all steel monoplane. ‘These machines attracted more than usual attention during the show as M. Guillaux the clever Clement-Bayard pilot mahe numerous trips over the Grand Palais in a monoplane similar to the one exhibited at the stand. The biplane is a large military type of practically all steel tube construction. It is of the tractor type, fitted with a 14 cylinder Gnome which revolves under a cowl which is entirely separated from the fuselage by a partition designed to climinate any possibility o: the machine catching fire. As is now a common practise abroad in biplane construction, the upper plane is of greater spread than the lower one. Perhaps the chief point in the whole machine is the doing away with considerable wire bracing in the main cellule which is accomplished by using steel struts placed diagonally so that they not only support the planes but brace themselves and the whole structure itself without the use of the tremendous number of wires usually employed in the ordinary biplane. General dimensions are: Supporting surface 538 square feet, span, upper plane 52 feet, over-all length of machine, 36 feet, engine H. P. Gnome, speed 58 miles an hour. The Clement-Bayard monoplane in general appear- ance resembles the tractor biplane with the two main planes removed and monoplane wings attached to the fuselage. It has a very deep V section fuselage built up of steel tubes covered in front with metal and in the rear with canvas ‘The landing gear, however, is altogether different from that used on the biplane and consists simply of two sets of struts ranged V fashion with the landing wheels attached to a single axle which is stretched across between them and strapped down by rubber shock absorbers. General dimensions are: supporting surface 172 square feet, span 30 feet, length 24 feet, engine 50 H. P. Gnome, speed 65 miles an hour. D’ARTOIS ‘The d’Artois machines are new comers which attract- ed considerable attention owing to their originality. One is a biplane similar to the Breguet in the construc- tion of the main planes, using single steel uprights and flexible surfaces. The fuselage which is rectangu- lar in section comes to a sharp pointin front and has a place for the operator’s seat immediately in front of the main planes. The engine, a 50 H. P. Gnome, is carried behind the operator’s seat in the fuselage which at this point is left uncovered. ‘The propeller is in the rear of the fuselage behind the tail and rudder as on the Paulhan-Tatin torpille of last year and is driven from the engine direct by a long shaft. Altogether this machine is a most interesting design and its trials will be awaited with interest. In addition to this biplane d’Artois exhibited a hydro-biplane something along the Donnet-Leveque lines but having the Breguet type main planes. The propeller is placed high up between the two planes as on the Donnet-Leveque but the engine a 50 H. P. Gnome is placed in the boat hull and drives the pro- peller which is four-bladed through a chain and sprocket transmission. ‘The general dimensions of the hydro- biplanes are: Surface 280 square feet; length 25 feet; engine 50 H. P. Gnome. The general dimensions are: surface 280 square feet, spread 36 feet, length 24 feet, engine 50 H. P. Gnome, speed estimated 85 miles an hour. MARSEILLAISE The French Navy displayed a weird type of flying boat which it is stated is of Breguet-Tellier construc- tion and while it is of absolutely original design and something quite different from anything heretofore constructed by Louis Breguet it nevertheless bears the ear marks of this famous builder’s handiwork. It consists of a large central boat-shaped hull to each side of which are built auxiliary hydroplane fins. December, 1912 This hull supports at its front end a large single surface elevator immediately behind which is the monoplane main surface while at the rear is a universally jointed tail and rudder arrangement of the regular Breguet style. The body structure resembles somewhat a submarine and carries along its sides a pair of life preservers. ‘The engine, a 120 H. P. Salmson (Canton- Unne) type drives through gearing a large four-bladed tractor screw placed way out in front of the machine and inclined at a considerable angle, very much after the order of the propellers used on his early combina- tion helicopter aeroplanes. DRZIEWICKI M. Ratmanoff, the maker of the famous Normal propellers designed by M. Drziewicki, exhibited an original monoplane constructed to M. Drziewicki’s design. The machine is a monoplane of the tail first type designed primarily to accomplish fore and aft automatic stability by having the front and rear planes inclined dihedrally towards one another, the front plane having considerable greater angle than the rear one. This arrangement which is found to work so well in aeroplanes of the tail first type has been proved by M. Eiffel to give very good stability as well as by Mr. Andrews in this country, who has been working along similar lines and an account of whose experi- ments was given in the November 1912 issue of Air- craft. The Drziewicki monoplane has a long rectangular fuselage, carrying at the front a single plane set at an angle, and at the rear a large plane of somewhat lesser angle of incidence. The pilot and passenger sit immediately in the back of the front plane with the engine a 70 H. P. Labor placed half way along the fuselage and driving through shafting a large two-bladed propeller placed at th very rear of the craft. The rudders are placed at the extreme tips of the main plane while the front plane is divided for securing both lateral and fore and aft stability. DOUTRE M. Doutre showed a Doutre biplane fitted with the Doutre stabilizer which is an arrangement for automati- cally securing fore and aft stability as described in Vol. 2, “‘ Aircraft,”’ page 278. The biplane itself is of modified Maurice Farman type and is fitted with a 70 H. P. Renault motor. GOUPY The Goupy firm exhibited a hydro-biplane with staggered main planes but having a single tail plane and elevator flaps in place of the staggered biplane structure heretofore used as a tail. The machine is of good design and looks very busi- nesslike and from all appearances should be heard of in forth-coming hydro-aeroplane meets. SAVARY M. Savary exhibited a standard double tractor biplane fitted with 70 H. P. Renault engine in front driving the two tractors through his excellent system of single chain transmission. The central skid and two castor wheels landing chassis is still retained as is the biplane tail and elevators in the rear and also the old system of blinker drag rudders at the extremity of the main planes. TUBAVION The Tubavion monoplane exhibited is simply a modi- fication of the machine shown at last year’s show. As its name implies it is constructed almost entirely of steel tubing the makers being Messrs. Ponchet and Primard. It is an all metal monoplane, the wings and body being entirely of aluminum, in fact the only wood in the whole machine is that used in the two skids. Last year it was shown fitted with a water cooled motor mounted in the fuselage and driving a large propeller immediately behind the main plane through a sprocket and chain transmission as on the Pischoff monoplanes. This year’s machine, however, has a Gnome engine and propeller mounted on the long steel tube which forms the backbone of the whole framework. The general dimensions are: surface 193 square feet, span 29 feet, engine 70 H. P. Gnome. VINET The Vinet firm exhibited an interesting monoplane having an underhung body similar to the Train mono- plane. A 50 H. P. Gnome is placed immediately in front of the main plane and drives a two bladed tractor propeller direct. The gasoline tank is mounted on the top of the wings immediately behind the engine while the pilot and passengers sit below and a little to the back of the machine in the same position as on the Train monoplane. The passengers however, are well protected by the body itself which has a dash- board in front and is entirely covered in all the way to the back where it carries the tail and elevator without the use of any auxiliary outriggers as generally employed on the Train, Grade and Demoiselle types. The general dimensions of the Vinet machine are: supporting sur- face 193 square feet; spread 27 feet, length 20 feet, engine 50 H. P. Gnome and speed sixty-eight miles an hour. SOMMER Roger Sommer exhibited a biplane of the regular Sommer type the chief dimensions of which are as follows: surface 581 square feet, length 39 square feet, Engine Renault 75 H. P. and speed fifty-seven miles an hour. In addition he showed one of his standard type lifting tail monoplanes, which has now been fitted with a new safety control. In this machine an attempt has been made to overcome the danger of the lifting tail, which was pointed out by the writer in the October 1912 issue of “ Aircraft,” page 182. ATRCRAFT SANCHEZL~- BESA BIPL ANE It is evident that Sommer has at last, since the death of his splendid pilot Kimmerling, come to realize the exact action of a lifting tail in exaggerating and aiding a steep dive and in order to overcome this he has arranged his rear tail construction so that if the eleva- tor flaps do not make the machine respond to its control properly the whole tail can be used as an ele- vator. When flying under ordinary conditions the control lever operates the flaps only but in the event of a steep dive, should the pilot find himself unable to pull the machine up again with the full movement of the elevator he can by pulling the lever still further back, change the angle of the whole tail. This move- ment is accomplished by the use of a special fitting which is connected to the elevator control by a steel tube. With the exception of this change in the tail and refinement of construction the Sommer monoplane remains practically unchanged from those of last year. General dimensions of the monoplane are: supporting area 172 square feet, span 27 feet, length 23 feet, engine 50 H. P. Gnome speed 66 miles an hour. It was announced that the new Sommer monoplane will be flown by René Simon and it would seem that if Simon is flying anything like he did at Belmont Park, he will need all the control he can get out of the elevators and tail combined, and perhaps a little more in addition. THE FRENCH GOVERNMENT’S EXHIBIT By way of showing the interest and importance the French Government places in aviation, the military authorities by lending their support contributed greatly to the success of this exhibition. Not only did they exhibit most of the types of machinesj,used by the military aviators but they also displayed a great many of the aeroplanes bought by popular subscription so that the people who helped contribute toward their purchase could see for themselves that their money had been well expended. In addition the government had a special stand on which were displayed a group of Delahaye motor trucks with trailer wagons specially equipped for carrying large stocks of spare wings and all other necessary repair parts. There were likewise exhibited complete aero- plane transport wagons and large motor trucks fitted up with every conceivable tool necessary for building and repairing aeroplanes. In fact these trucks con- tained a better equipment for building and repairing aeroplanes than could be found in the complete plants of a large number of the aeroplane firms turning out machines today. The military machines which were exhibited in the galleries made a very impressive showing and still further roused the French people’s enthusiasm and patriotism. In one gallery were two Farmans, three Moranes and three Deperdussins, one of the latter of which was presented to the government by the well known French actress, Madame Sarah Bernhardt. In another gallery were to be seen a Train, three Nieuports and a Savary. One of the Nieuports was bought by a subscription raised by one of the French newspapers, “Te Petit Journal’’ and was christened ‘‘ Captain Camine”’ in honor of the officer of that name who lost his life in the cause of aviation. Nearly all the ma- chines purchased by popular subscription have been given distinctive names in most cases commemorative of some pioneer army aviator. Other military machines shown were R. E. Ps., Hanriots, Caudrons, Maurice Farmans, Breguets Astras, etc. AIRCRAFT CRITICISM OF THE NIEUPORT By DAVID H. WILSON ENIEU PORT WING <——: : Fig.2. PARABOLA MiviOinG Line The wing section of the Nieuport monoplane has the entire stream-line curve below the dotted line A B (fig. 1.) This line represents a parabola which is the foundation on which the wing is designed. On the basis of this line all the curves of the wing section are formed. The idea of so placing the stream-line curve is, as in the unsymmetrical covered-in fuselage of the Nieuport monoplane, to enhance the lifting effect with the aid of the head resistance of the wing itself. Aerodynamical! Raat is not meant. This gepereo ly ular Deke sate te', th. gfe Ze une Puss “& results from the lifting effect of A F (fig. 1), and the vertical component of the air reaction impulse on F B, nullifying a part of the head resistance. But according to Professor Montgomery with refer- ence to an inclined plane in general, ‘‘ A current of air approaching an inclined surface is deflected far in advance of the surface, and approaching it in a grad- ually increased curve, reaches it at a very abrupt angle.” The following is due to an upward motion of the air, arising from the greater air pressure under- neath the wing to the lesser BEESSure on top, causing December, 1912 WING CURVE the approaching stream to rise upward. ‘The action es the air current on a surface is clearly illustrated in ig. 2. In Fig. 1 the rising current is cut into two branches A D and A C, normally going in the same upward direction. But the former stream is restrained by the plane and the latter mounts up at almost its original angle which is greater than that of the top of the plane. Thereby wasteful eddying is caused at E, decreasing the efficiency of the reaction impulse on the rear of the wing section, and thereby counter- balancing the little advantage this peculiar curve is supposed to have over the really logical form of birds’ wings. It is at once evident that at E is a splendid place to move the wing section into, a far better place than the space entirely below the fundamental parabola. But the effect of placing the entire wing section above would be to reduce the lift by the downward com- ponents that the stream-line form possesses. There- fore the one logical thing to do is to divide the intended stream-line form into two parts. The parts are applied to the fundamental parabola as indicated in Fig. 3. I have thus shown that the proper wing section is a parabola forming the dividing line of a stream-line form made so as to receive the reaction impulse as efficiently as possible. This form of wing is approxi- mated in modern aeroplanes but exactly reproduced in birds, this fact being a check. Birds in their race development tend to modify their form by producing less flesh on their bodies and wings where there is greatest pressure, and vice versa. This results in a practically non-resistant body and wings with great efficiency. Thus bird wings are of correct section. If I have failed to make anything clear, I will gladly answer any correspondence: World’s Dit Record Broken in 1912 Gordon Seon Balloon Race Stuttgart, Germany, October 27th, 1912 | Balloon | Country Pilots | Time of Start | Landed | Distance PAS | (miles) Picardie | Maurice Bienaine, pilot..... Oct. 27th, 4.08 P.M..... Nea Moscow, Oct. 29th...................... 1364 \M. Rumpelmayer, aide......| Honeymoon. Neankdebbiranciaws essen Oct. 27th, 4.11 P.M..... Breslau, Germany, Oct. 28th.... 400 Bis eye Capt. Frantz Mannsbarth Oct. 27th, 4.15 P. Near Budapest, Oct. 28th 450 Azurea R. O. Mueller Oct. 27th, 4.20 P. . Lembachshof, L. Franconia, Oct. 28th 140 Hamburg III... ..F. Eimermacher.. . 27th, 4.25 P. 675 NVA bE OS THEE 3 occnnosnoneroonncbol WAM Byoncnco nanosncnnoaen R. N. Suelli......... . 27th, 4.30 P.M.... 680 Graf. Zeppelin Denmark............ Capt. Seidelin . 27th, 4.37 P.M 2959 Ile de France... ranceses os Alfred Le Blanc.. . 27th, 4.39 P.M 1240 Belgica IT Es Belgium............. De Muyder........... . 27th, 4.43 P.M..... Russia 755 Mranlcsfortesenee son0nol VNTESTO AE) oncescobecessos F. H. Lenhart . 27th, 4.45 P.M 600 Zurich... . Switzerland......... Victor de Beauclair.... . 27th, 4.49 P.M 755 Reichsflugverein Germany. Otto Korn . 27th, 4.52 P.M 760 Gi ae eres Ole hone INV sccccosoedecs Nino Piccoli... Oct. 27th, 4.56 P.M. aes Gorzyn, Posen, Oct. 28th..... 425 Million Population Club) America . John Berry...... Oct. 27th, 4.59 P.M.....;\Grambin, Oct. 28th... 430 Beart eee ete ‘France _G. Blanchet. HOSE: ZAIN, 5.08 IOI oso) LUISE). onsscoorosobnanaososccososoaspaeasoogenasacesdsosees 600 Murckelers Belgium..............\.F. Gerard.......... Oct. 27th, 5.10 P.M.....| Near Riga, Russia, Oct. 28th... 775 Astarte tere |Austria................/|C. Von Seemnat .|Oct. 27th, > 13 P.M.....Bielitz, Austria, Oct. 28th.. iS 380 Helvetia. 0... Switzerland........ Lieut. Sorg.. ...(Oct. 27th, 5.16 P.M. _ Dantzig, OYE ASE Nicsecoae cocosops dhonee 533 WincletSaitlee teen eneeee PATTIE Ts Coleen een Less Honeywell. ae eae ae Oct. 27th, 5.21 P.M...... Past Dukchty, Russia, Oct. 29th . 800 Dusseldorf II Loaned by Ger- VOW WANES so ccsccoococcoreaece: | 1000 mans to America |Oct. 27th, 6.30 P.M..... ae Russia.............. ; GENERAL NEWS The Aeronautical Society Holds Second Successful Meet On Election Day, November 5th, the Aeronautical Society held their second meet at the new grounds at Oakwood Heights, Staten Island, which was attended by a large and enthusiastic crowd. Five aviators took part and indulged in some fine flying which was highly appreciated by the spectators. The afternoon’s programme was opened with an exhibition of fancy flying by George Beatty in his Wright biplane, which lasted for about ten minutes. This was followed by several passenger flights by Beatty and Brown. While Beatty was still in flight, Harry Bingham Brown ascended with a passenger for the purpose of giving a demonstration of aeroplane scouting during the course of which messages were dropped by the aid of small parachutes into the enclosure supposed to be military headquarters. After landing, Brown took up Dillon Hoffmann, a sharp-shooter, who endeavored to shoot at small balloons which were released from the field. Brown however, was unable to manoeuvre his machine into good range and very few of the balloons were hit. After watching Brown’s futile attempts at manoeuvre- ing into range of the balloons, George W. Beatty decided to take a marksman along as his passenger andfsee By D. E. BALL what they could do. Beatty was very much more successful in manipulating his machine and was able to get it within close range of the balloons with the result that his passenger shot nine out of ten. Just before the shooting events, Cecil Peoli, who had been having difficulty in getting his 80 H. P. motor to run satisfactorily, finally managed to get it working in good order and made a short test flight. This was followed by a beautiful ascent to a height of two thousand feet at which altitude he cut off his motor and made a very steep descent to within 500 feet of the ground at which height he levelled off and sweeping over the field indulged in an exhibition of fancy flying, alighting after being up about twenty minutes. This flight was immediately followed by Brown with a passenger who released carrier pigeons from the machine. After Brown had landed Miss Law made her appear- ance and carried two ladies for trips, one of them being Miss Dorsey who drew the lucky grandstand ticket entitling her to a flight. Further exhibition flights were made by Cecil Peoli, George Beatty, C. K. Hamilton and Miss Law. The day’s flying was finished up by an altitude flight by Harry B. Brown, carrying as passenger Mrs. Isabelle Patterson, of Vancouver, B. C. in which he rose to a heightjof{5,000 feet before havingjto descend on account of darkness. Peoli also made an attempt at this record, carrying his mother as passenger but was compelled to alight owing to the approaching darkness after rising 2,000 feet. Sandusky to Have Aviation Field The Business Men’s Association of Sandusky, Ohio, who own a large tract of land on the shores of Sandusky Bay immediately on the edge of the city have decided to turn a part of it into an aviation field which will be used for both land and water flying. It is intended toerect hangarsin thenear future and anyone interested should write to Mr. J. C. Hanser, Secretary of the Sandusky Business Men’s Association. One of the first to announce his intention of locating at the field during the winter is Mr. Weldon B. Cooke the well- known California aviator. New Sturtevant Silent Motor Gives Good Account of Itself in Army Biplane The four-cylinder Sturtevant motor installed in the Burgess-Wright Army biplane has been flying the machine well for sometime past and is attracting con- siderable attention in military circles as it makes even the present day aeroplane practically ideal for scout- ing purposes. December, 1912 Hugh Robinson Joins Benoist Hugh Robinson, formerly with the Curtiss Company, has bought an interest in the Benoist Aircraft Company of St. Louis, which Company is now bringing out a new type of flying boat, that will be radically different from anything on the market, as the result of the actual building and flying experience gained by Robin- son and the Benoist Aviators during the past year. The Benoist flying boat will very closely resemble the motor boat by reason of the fact that the motor and entire power plant, together with the passengers and operator, are all placed within the body of the boat itself. Exhaust of the motor will be carried out through an exhaust pipe and muffler, and motor will also be mounted within the boat in exactly the same manner as that of motor boats. Propeller will be driven through sprockets and chains, and will be located in the planes in the same manner as standard aeroplane practice. The passengers will be placed behind the operator directly in the centre of the planes, thesameas on the regular Benoist Tractor Biplanes. The operator and passengers as well as the motor and entire power plant, will be protected from wind, water and cold by a hood, in very much the same manner as that of a racing automobile. The controlling system will be dual, allowing passengers to control machine if it is desired. The machine will have a carrying capacity of three passengers, besides the pilot, the same as the standard Benoist plane, which now holds the American record with three passengers and pilot, made at Chicago during the last International Meet, by Tony Jannus. The flying boat will have perfect manoeuvering ability on the water and a separate rudder working in the water in conjunction with the air rudder in the same manner as that of a motor boat. The Benoist Company expects to have their first flying boat ready for trial in about two weeks, after which it will be taken to Washington for a demonstra- tion before the representatives of the Government, who have expressed themselves as satisfied with the flying boat as the ultimate end of aviation. The Benoist flying boat will also be capable of landing on land and water, it being equipped with wheels, which may be raised or lowered by operator at will, by means of a lever. This will make possible its use under any condition. The total weight of the machine will be approximately one thousand pounds, equipped with a seventy-five horse-power motor. California News Robert G. Fowler, the “ coast-to-coast” aviator, has taken up the Gage headless tractor biplane built by the Gage-McClay Co. of Griffith Aviation Park, Los Angeles, California. Fowler made his initial flight with the ’plane on October 19th, flying from the aviation park to the Cawston Ostrich Farm in South Pasadena and return. This flight was made in thirty-one minutes but was repeated the next day when the time was lowered to 2714 minutes. The design of the machine follows closely to that of the planes manufactured by the same company for aviators Roy Francis, Phil. O. Parmalee and Clifford Turpin—all being of the single tractor type. The upper plane has a spread of forty-one feet while the lower surface measures thirty feet. The five foot extensions can be readily detached thus increasing the speed of the machine. With the exten- sions the ’plane flies at a speed of sixty miles per hour. Power is derived from a sixty horse power motor which drives a seven foot propeller direct. The motor is equipped with an extra oil sump which has a capacity of about five gallons. A twenty-five gallon gasoline tank is located in the fuselage over the center of pressure. The "plane is operated similar to the Farman type with an exceptionally heavy control wiring system. Fowler is greatly pleased with the new machine and has expressed himself as “‘ more than satisfied with the ’plane’s results.” Lieut. Ellyson Successfully Tests New Catapult Launching Device A launching device invented by Captain Washington I. Chambers, chief of the Navy Aviation Corps intended for use on board battle ships, was proven a success at the Washington Navy Yard on November 12th, when Lieut. Theodore G. Ellyson was launched into the air at a speed greater than forty miles an hour. The device includes a slide thirty feet long, three feet wide and flat, mounted on a raft. A Curtiss hydro-aeroplane was placed on a little car, and then by means of a tackle arrangement worked by com- pressed air the aeroplane was hurled from the catapult. Although the slide was only two feet high, the aeroplane rose without touching the water, while the car dropped from the end of the slide. “This device,’’ said Glenn H. Curtiss, who witnessed the tests, “is the most important achievement since wheels were put on land machines. It is now possible and practicable to have the large ships of the navy equipped with aeroplanes. The catapault can be readily set upon top of a turret on board a big battleship and will not be in the way. It can be turned in any direction so that the aeroplane can be shot into the teeth of the wind. “T have never seen anything prettier in my life than the getting away of Lieutenant Ellyson. It was perfect and really undertaken under adverse condi- tions, for there was not a puff of air to assist the machine in rising. “The simplicity of the catapult makes it valuable. It can be taken down and packed in a box eight feet square. On shipboard it would be very easy to fur- nish compressed air, and, although a small car was used, thoroughly greased rails would do just as well.’’ The possibilities of the aeroplane in scouting are AIRCRAFT Anthony Jannus starting his 1,970-mile hydro-aeroplane trip from Omaha, Neb., to New Orleans, La., on a standard 75 H. P. Benoist. At the time of going to press Jannus has reached St. Louis, Mo., a distance of 771 miles from his starting point, having made stops at Nebraska City, Forest City, St. Joseph, Kansas City and Jefferson City. unlimited, according to Captain Chambers. For instance, should the new Pennsylvania be equipped with a hydro-aeroplane it could be shot from the catapult when hundreds of miles from land. The aviator could make a circle of many miles from the ship, sighting vessels which to the war ship itself would be invisible. Captain Chambers, who in addition to inventing this launching device has done much for aviation in America, believes that this country needs a National Aeronautic laboratory and has prepared an elaborate report to Congress on the advisability of immediately establishing one. Hempstead Plains BY W. H. PHIPPS In spite of the approaching cold weather activity at the Hempstead Field still continues, and with the exception of the departure of the Sloane aviators to California, all the others are remaining and good flying is to be seen as usual. The chief centre of interest during the month was the new Beatty-Wright type biplane which was fitted with an eight-cylinder V type Frontier motor. ‘This very excellent machine was recently given its first trials and showed exceptional speed and lifting ability due to its splendid construction and the powerful motor. It was noticeable that Beatty flew this machine most of the time» with the motor half throttled which speaks well for the efficiency of both plane and motor. With the throttle full open the speed attained was fifty-five miles an hour. In speaking of the tests of his new machine, Beatty expressed himself as highly satisfied with the working of the Frontier motor and announced it as his inten- tion to try to set up some new American records as soon as he had installed new chain guides on the machine. Beatty’s new machine is one of the best constructed that has been seen on the field insome time and shows that in addition to his being a fine pilot he is also a constructor of exceptional merit. As a_ practical aviator Beatty realizes the exceptional strains to which aeroplanes are often subjected and for this reason has installed a complete system of double wired controls throughout the whole machine in addition to having greatly strengthened it at all vital points. At the Moisant School, there has been considerable activity going on, instructor Jerwan being kept busy training half a dozen pupils amongst whom is a lady. The three Mexican officers, still at the school, have progressed rapidly during the last two weeks and one of them, Lieut. Horatio Ruiz, passed his license recently in exceptional style and is remaining in order to try for his expert’s license before returning to his country. Lieut. Ruiz intends to fly a Moisant-Gnome from Hempstead to New York and back as his qualifying flight for his superior license. Another pupil at the Moisant School who recently passed his license tests is Anthony Lamkey of Phil- adelphia. Prior to the closing of the Sloane School at Hemp- stead, some fine work was done by Leonard Bonney, the chief instructor, on the small Caudron monoplane and the large two-seater Deperdussin. On October 20th, Bonney was kept busy taking up passengers, amongst whom was Alfred W. Lawson, the editor of ““AIRCRAFT,’’ who expressed himself as delighted with the trip and the manner in which Bonney handled the machine. Young Guy Gilpatrick was also flying the large passenger Deperdussin during the month and carried many passengers. Miss Agnes Firth, the lady pupil has progressed well and was making straight flights on the small machine alone. Just before the removal of the school to California a new single seater Deperdussin, built in the Sloane shops, was brought to the field and given its tests which were very successful in every way and proved the American Alfred W. Lawson about to take a spin in the air in a_passenger-carrying Sloane-Deperdussin monoplane at Hempstead Plains, with Guy Gilpatrick at the wheel. 304 AGRIC REACH Albert Heinrich!starting on a cross-country flight from his private flying grounds at Baldwin, Long Island, in a 35 H. P. Heinrich monoplane. and on one occasion succeeded in carrying a passenger. Mr. Heinrich has made a great number of flights recently with this machine Mr. Heinrich feels exceedingly enthusiastic over the performance of his machine, and hopes shortly to demonstrate superior qualities in this American-made monoplane. built Deperdussin to be if not to the French built machine. Charles Baysdorfer has now joined the Sloane Company and will act as biplane instructor at the new school in California. Frederick C. Hild of the American Aeroplane Supply House, has repaired his Bleriot type and is again out making successful flights some of which have been of over thirty minutes duration. On October 27th he made a half hour flight over part of ,Westbury,'Hemp- stead and Mineola. Progress on the Beckwith Maximotored tractor biplane has been somewhat retarded owing to the difficulty of getting special parts on order for this machine but as these have now come to hand and are being fitted, active tests are expected as we go to press. equal superior William J. Harper, whose large fifty foot spread monoplane has attracted so much attention, com- pletely wrecked his machine on November 5th when, in getting off the ground, his elevator control wire broke and the machine with the motor running full power climbed about forty feet and then dropped tail first to the ground, completely demolishing the rear of the machine and rolling over on its back for- tunately without injuring the pilot. Niles Flies 4 Hours 45 Minutes in Thomas Biplane with Kirkham Motor On November 4th, Charles F. Niles, in a Thomas biplane equipped with a Kirkham motor flew for four hours, forty-five minutes, in an attempt to break the American duration record for aviator alone, at Bath, IN, YW In this flight, Niles used the same machine and Kirk- ham motor in which Walter E. Johnson recently established a new American duration record carrying a passenger. Niles, however, was forced to land from a height of 7,000 feet on account of a burnt-out bearing and notwithstanding that and the fifty mile an hour wind which was blowing, made a pretty fair landing. Concerning his flight, Niles said, ‘I had to fight that wind from the time I left the ground. I was snug and warm back of the wind shield, but became tired sitting in one position. I found the aileron control and rudder system easily managed and effective, but to keep up the slightest movements, in such a wind, would wear on any man. The planes demonstrated their efficiency, and I want to use the same machine in breaking the American Duration Record. I think it a case of hard luck that caused motor trouble. Very likely, a small particle of grit found its way into one of the bearings.” Cortlandt Field Bishop Back Cortland Field Bishop, past master of the Aero Club of America and the man who really made the Club and kept it alive for several years by generously donating both time and money toward its support, and who is also a Vice-President of the International Federation Aeronautique, arrived in America on October 25th after an extended visit to Europe of several months duration. While abroad, Mr. Bishop took an aerial voyage in the ‘‘ Viktoria Luise ’’ one of the Zeppelin passenger carrying air cruisers and was enthusiastic over the remarkable manner in which the ships were handled, and the extraordinary ease with which they pass through the air between their various stations. Mr. Bishop considers Germany the best equipped country in the world, aerially, for war purposes and feels certain that no other country could successfully combat her under present conditions. Rodman Law Explodes Balloon and Descends With Parachute On November 12th, Rodman Law made one of the most daring and spectacular parachute drops that has ever been undertaken. He ascended from the Pali- sades opposite Grant’s Tomb, New York City in a hot air balloon to which two sticks of dynamite had been attached... When at a height’ of 500 feet above the Hudson, he exploded the dynamite and blew the balloon to pieces descending safely by means of his parachute. his feat aside from its spectacular feature however, has a practical value in aeronautics, as it clearly shows the feasibility of aeronauts being able to descend safely by means of the parachute from bursting¥balloons or dirigibles. The Silent Sturtevant Motor The accompanying photographs show the four- cylinder forty horse-power Sturtevant Aeronautical motor installed in a Burgess-Wright biplane and equipped with a muffler and starting crank, and the sa The Silent Sturtevant Motor. motor equipped with muffler before being installed. It will be noticed that the muffler is situated beneath the lower plane, the exhaust pipes passing through the lane. e The crank is similar to the starting crank of an automobile and is arranged so that the motor may be started without the aviator leaving his seat. Sitting beside the engine, the aviator grasps the starting crank with his left hand, pushes it inward against a spring until it engages with the crank-shaft of the motor, then pulls toward him giving the motor a half turn in a clockwise direction and thus starting the motor. The motor starts with much greater ease than an automo- bile engine. This Sturtevant motor, shown in the accompanying photograph is very interesting as it is the first motor to successfully fly a hydro-aeroplane when equipped with muffler and starting crank and carrying a passen- ger besides the aviator. This equipment is used by the Burgess Company and Curtis in their Aviation school at Marblehead, Massachusetts and is flown with a passenger practically every day. December, 1912 When a four-cylinder Sturtevant motor is installed in a Wright type plane, the same size of sprockets are used as with the Wright four-cylinder motor. While the plane is stationary, the motor operates at 1390 R. P. M. and in the air it operates at nearly 1500 R. P. M. At 1400 R. P. M. the motor develops 48 H. P. on the dynamometer without the muffler, and 45 H. P. with the muffler, a reduction of only 6 per cent. in power with the muffler. The muffler completely silences the motor so that the only noise that is heard, when one is near the machine is caused by the propellers and chains. The gasoline consumption of this four- cylinder motor is four and one-half gallons per hour, while less than one-half gallon of lubricating oil is used per hour. There is provision in the sump of the motor for carrying two gallons of lubricating oil which is sufficient for four hours flight and which fulfills the government specifications on oil carrying capacity. The weight of the complete power plant excluding the radiator only, is 248 pounds. The four-cylinder Sturtevant motor, similar to the type described above, is now being used by the Army at College Park Maryland, and another has recently been delivered to the Navy to be installed in'a Wright Hydro-aeroplane. The six-cylinder Sturtevant motor is of the same type as the four-cylinder, being fifty per cent. greater in horsepower and in weight. The same starting crank and muffler arrangement are used with this as with the four-cylinder motor. One of these six-cylinder motors is now®being installed in the new Burgess Hydro-aeroplane under construction for the Army at Marblehead, Massachusetts. New England Notes Several high school model aeroplane clubs have formed the Massachusetts Aeroplane League and will hold inter-school contests during the fall and winter months. ‘The schools represented are Melrose, Wal- tham, Newton and Medford. Others in Greater Boston are being invited to join the league The formation of the league resulted from the activity of the Melrose club. The Melrose organiza- tion has elected Royal Wills, President; Lawrence Flett, Vice-President; and Earle Bean, Secretary and Treasurer. Capt. Matthew A. Batson, formerly in charge of the Springfield (Mass.) army recruiting station has devised a machine which he thinks embodies all the good points of the present ones together with several ideas of his own, which he believes will make the Batson aero-yacht the first practicable flyer ever built. He is so confident that he himself will be the pilot, though he has never been off the ground in an aero- plane. Orders have been placed for most of the parts which will go into the first machine, and with the arrival of the news that the patents have been registered in all the foreign capitals, the secrecy which has surrounded the new craft will come to an end. E. C. Hyde, general manager of the Batson Navigation Company, who has been in Europe entering the patents in the Euro- pean countries, is now back, and the first 90-foot machine is approaching completion. The longest trip yet made by balloon from one point to another in New England ended on October 30, when Jay B. Benton of Boston and William Van Sleet of North Adams landed at Pittston, Me. They ascend- ed from Pittsfield, .ass., at midnight in the balloon Springfield and in seven hours were almost always above the clouds and part of the journey must have been made over the ocean, for the sound of surf was heard by the aeronauts for an hour or more in the early morning. Their ballast would have enabled them to have continued far into the Maine woods had the direction of the wind been right. As it was the balloon penetrated about forty miles farther into Maine than has any other. Burgess Notes W. Starling Burgess arrived in Paris on October 24 to attend the French Aero Show and acquaint himself with the latest development of aeroplanes in Europe. This is a regular annual trip which has enabled Burgess’ construction to represent the last word in the universal development of the flying machine. Lieutenants Ellyson and Cunningham of the United States Navy completed their training last month. Among the men now training at Marblehead are found Lieutenant L. H. Call, C. A. C. of the United States Army, Mr. Frazier Curtis of Los Angeles, Cal., and Mr. H. L. Brownback of Norristown, Pa. Lieu- tenant Ellington of the United States Army is expected immediately on his return from a furlough. The special Burgess Hydro-aeroplane under con- struction for the War Department is about ready for final assembling. It contains many new features in detail construction looking toward quickness in assembling and dissembling, accessibility of all metal parts as well as the exposure of vital members to easy inspection. Detailed description of the machine will be furnished later. The new flying boat type with the Renau't motor for the United States Navy is now in the designing room. Orders for hydroplanes for present machines both for the Army and Navy, as well as a number of private customers are under construction in the boat depart- ment of the plant. The Burgess Military 1912 machine has been entirely rebuilt by the United States Signal Corps and equipped with a Sturtevant motor completely muffled. The Navy has placed an order for a Sturtevant muffled motor to go on their Wright machine, the installation to be done by the Burgess Company. December, 1912 Sloane Aeroplane Co. Arnold Kruckman, former Secretary of the Aeronau- tical Society, who created the Service Bureau of that organization for the purpose of safeguarding pros- pective pupils from fake aviation schools as one of its principal functions, has become affiliated with the Sloane Aeroplane Co., of New York, and was elected Secretary. Mr. Kruckman will be in charge of the Los Angeles activities of the Sloane Aeroplane Co. Harry B. Wise, on the staff of the Sloane Aeroplane Co., has been appointed Superintendent of Equipment and Construction, in connection with the activities of the Company at Los Angeles. Mr. Wise is an expert aeronautical architect, engineer and motor specialist. He was for many years in charge of the activities of the Christy Motor Co. When Charles K. Hamilton began to tour the country with his aeroplane, Wise was in charge of the mechanical end. Later he was in charge of the aeroplanes and motors when the Moisant Company sent the International Statement of the Ownership, Manage- ment, etc., of Aircraft Published monthly at 45th St. and Lexington P. O., required by the Act of August 24, 1912 AIRCRAFT Aviators on their tours around the United States and Mexico. Pennsylvania News J. B. McCalley, the Harrisburg aviator, flew at Hagerstown, Md., on Oct. 20th. McCalley. while flying at Bloomsburg, Pa., on October 20th, was forced to make a volplane by the stopping of his motor and landed on a fence. Grover Bergdoll is flying his Wright machine at the Eagle Aviation Field, near Philadelphia every week. Bergdoll has lately purchased a hot air balloon and weekly ascensions with parachute drops are being made. It is reported that Marshall Earle Reid, the Phil- adelphia aviator, has ordered an Airboat with 80 H. P Gyro motor, to replace his Wright hydro-aeroplane which was wrecked last month while attempting the Cape May, N. J. to Philadelphia trip with a passenger. Mr. Wilbur H. Kimball, one of the founders of the Aeronautical Society of New York, delivered a very =—_ FR EE — Christmas Dinners 305 entertaining and instructive lecture on ‘“‘ Flying Ma- chines, Past and Present,"’ before the Aero Club of Pennsylvania at its,club room in the Bellevue-Stratford, Philadelphia, November Ist. Henry M. Neely delivered an illustrated lecture on Aviation before the Engineer’s Club of Philadelphia, on November 16th. Mr. Neely spent the past summer visiting the leading aviation field and secured many excellent photographs. Elope in Biplane What is probably the first elopment by air occurred on October 26th when Art Smith, the Fort Wayne aviator, flew seventy-five miles with his fiancee, Miss Ami Cour in a Kirkham motored biplane from Fort Wayne, Indiana, to Hillsdale. Michigan, where they were married. omaric|— Name of Editor—Alfred W. Lawson, Post Office address, 37 East 28th St., New York; publisher, The Lawson Publishing Company, 37 East 28th St., New FO York. Owners—(If a corporation, give names and addresses of stockholders holding 1 per cent. or more of total amount of stock)—The Lawson Publishing Company. Incorporated under the Laws of the State of New York. NAMES OF STOCKHOLDERS Mrs. C. W. Crossman, New York. Mary E. Clement, Bala, Pa. Clarence A. England, New York. Edward C. Gough, Mt. Vernon, N. Y. Ida May Gifford, New York. Charles H. Heitman, Forest Park, L,. I. Augusta S. Haviland, Forest Park, L. I. Alfred W. Lawson. New York. Bessie Sinclair, New York. William P. Uhler, Jr., Mt. Vernon, N. Y. George F. Campbell Wood, Paris. Known bondholders, mortgages, and other security holders, holding 1 per cent. or more of total amount of bonds, morgtages or other securities—NONE. (Signed) ALFRED W. LAWSON, President. The Lawson Publishing Company. Sworn to and subscribed before me this first day of October, 1912. (SEAL) Form 3526 5—6012 (Signed) ELSIE C. DUFF, Notary Public 89. (My commission expires March 30, 1914.) HoteEL CUMBERLAND NEW YORK E E f E E Broadway at 54th Street Headquarters for Avi- ators and Automobilists. New and Fireproof Strictly first class. Rates reasonable. $2.50 With Bath Send for booklet. 300.060 POOR PEOPLE Will be supplied by The Salvation Army Throughout the United States Will you help by sending a donation, no matter how small ae | Le | TO COMMANDER MISS BOOTH 118 W. 14th St., New York City Western States, Comm. Estill, 669 S. State St., Chicago 4 | | Cover Lake. and up { GEAR_CILUTCH sé+1/-ayr Fe Bis seu. MB 11s is* REDUCTION The Benoist Hydro-aeroplane Won more prize money than any other competitor at the Chicago meet. If you had one you could do as well. Pupils trained at new Hydro Station at Creve FOR PARTICULARS ADDRESS BENOIST AIRCRAFT CO., 6630 Delmar Blv’d ST. LOUIS, MO. —=W IR E== Aviator Wire supplied in 12 sizes with a plate finish, making soldering easy. This wire is specially drawn from extra quality high grade steel. Also Aviator Cord of twisted wire. Ten Minutes’ Walk to Thirty Theatres H. P. STIMSON Formerly with Hotel Imperial John A. Roeblings Sons Co. | TRENTON, N. J. 306 ATRICRAET December, 1912 CLASSIFIED ADVERTISING 15 CENTS A LINE FOR SALE SEVEN WORDS TO LINE FOR SALE BRING WEALTH; proof—books-advice free. Low rates, terms easy A. Wedderburn, Pat. Atty., Washington, D. C. For SALE—One Roberts 4x50 H. P. motor. New. Guaranteed perfect condition. Very cheap for cash. M. F. H. Gouverneur, Wilmington, North Car- | olina. URTISS latest improved type (Pigeon Tail) 1912, Model. Made over 300 very successful flights 1,000 ft. high, 30 miles cross-country. My construc- tion is strongest in the world. New, complete, ready to fly, tested and guaranteed, including free lessons to buyer, $1.500. Buy direct from Builder and Aviator | of 10 years’ experience. H.C. Cooke, Aviator and Builder, 127 West 64th St., New York City. FoR SALE—Bleriot Monoplane without power | plant in first class condition, would he a bargain | at $600.00 first check for $400.00 takes it. 30 H. P. Detroit Aero Motor guaranteed in first class condition, $125.00. One 61 ft. diameter x 414 ft. pitch Detroit Aero Propeller, $20.00. One 7 ft. diameter x 5 ft. pitch Gibson propeller, $30.00. The above are bargains and you will have to act quickly to get them. J. Horat, 827 Main Street, Lafayette, Ind. ROTARY AEROPLANE engine, 40 H. P., 7 cylin- | der, weight 160 lbs. with propeller. Cheap. Landsman Motor Co., 1406 S. 18th St., St. Louis, Mo. FoR SALE—Tractor biplane, 8-cylinder, 60 H. P. Motor; . everything in first-class condition. Will sell separately or exchange for touring car. Apply F. Robinson, 191 Caledonia Avenue, Rochester, N. Y. POSITIONS WANTED A YOUNG MAN, age 18, desires position as an aviator’s assistant, with prospects of learning to | fly. Address Louis Fenouillet, 132 West 47th St., | New York City. CASH WITH ORDER MISCELLANEOUS W ANTED—A Curtiss type biplane. Must be cheap and in good condition. Write me what you have. George Schemerhorn; Eyota, Minn. AVIATORS WANTED AVIATOR Licensed aviator of the Aero Club of France, flying Bleriot and Curtiss machines; constructor of a number of Bleriot machines, wishes engagement. Two year’s experience as aviator and mechanic avaitor. Address Box 768 Aircraft. LEGAL NOTICE I DESIRE to give notice to all persons that are using my “ Patent Rudders’’ (Serial number 504107 U. S.), also France and England, and my “Semi-Automatic Engine Control,” Serial _ number 646300 U. S., France and England), that it is my intention in the future to ask a small royalty from them. Hugh I. Willoughby, Sewalls Point, Florida. HEINRICH Monoplanes and Mono-Biplanes BUILT IN FOUR SIZES Write for Illustrated Booklet Make arrangements now to learn to fly at our Hydro-aeroplane School in the spring. ; Tuition $250 HEINRICH PROPELLERS $30 UP HEINRICH BROS. Baldwin, L. I., N. Y. OOKE BIPLANES Curtiss Improved 1912 Type (Pigeon Tail) AVIATORS—NOTICE MAXIM ROTARY MOTORS—THE SIX-SHOOTER Introduction Offer For a Short Time Only Maxim Rotary Little Six 36 $1500, for $750 Perfect flyers. No freak construction. Ten years’ experience. Maxim Rotary Medium Six 50 $1750, for $875 Strongest in the world. Amply powered (Roberts Motors.) Maxim Rotary Big Six 75 $2000, for $1000 Anybody can fly these machines. One ready for immediate $2 500 delivery - on yak = S S = 9 One ready for immediate delivery complete Pope Toledo power plant $1 500 guaranteed to fly - S 2 2 aa e 9 Curtiss Type Planes, no Power Plant, $650 and up Free Instruction to Buyer H. C. COOKE, 127 West 64th St. NEW YORK CITY Guaranteed and Demonstrated by MAXIM ROTARY MOTOR COMPANY 379 Golden Gate Avenue San Francisco, Cal. BALDWIN VULCANIZED PROOF MATERIAL For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. Lightest and strongest material known. Dampness, Heat and Cold have no effect. Any Strength or Color. “RED DEVIL’? AEROPLANES That anyone can fy. Free Demonstrations. HALL-SCOTT MOTORS Eastern distributer. 40 h. p. 4-cyl.; 60 and 80h. p., Frank Schumacher’s, 164 W. 4oth Street, New York. Buy from Manufacturer and Save Money 20x214” Wheel, 6’’ Hub, $4.00, with Tire $ 6.00 20x3” Wheel, 6” Hub, $4.75, with Tire $ 8.25 20x4’” Wheel, 6” Hub, $5.50, with Tire $23.50 FARMAN TYPE GEARS, complete - $42.50 AEROPLANE WHEELS 8-cyl., on exhibition at All motors guaranteed. Immediate delivery. ; wee oe HUBS.---Stock, size 6” wide, 34 or 14’ Knock out Axle or Saree free of charge in anyone’s Aeroplane and demonstrate by bushed to fit 1’” Axle---114---114---1}4 or 134 Special. expert flyer. Expert advice. Planes balanced. TWO AERO BOAT PONTOONS.--Weight 55 lbs.--- each capable of floating 800 lbs.---per pair complete $250. J. A. WEAVER, Jr., 132 W. 50th St., New York Don’t fail to get our prices on Wheels and Tires. We make any size. CAPT. THOMAS S. BALDWIN Box 78 Madison Sq. P. O., New York AEROPLANES December, 1912 AIRCRAFT 307 Study This With a Glass Fur FLEW told th’ BELLE at parting way. Th’ madding crowd rusht wildly o’er th’ lea. A BIRDMAN “homeward”’ plods his weary way, And leaves this world for darkness and to me. THE GYRO-FLY-WHEELI-COP -ARA-CHUTE So fades th’ splintering ““STIFF’’ wing on th’ sight, ’Tho all th’ air a solemn stillness holds— He should have had a HELI-COP—that’s RIGHT?— And lowsy tinklings lulled th’ distant folds. H. S. RENTON AEROPLANES *cESS0885 ESTABLISHED 1909. Aviators Taught. Flights Furnished. PATENTS THAT PROTECT AND PAY BOOKS, ADVICE AND SEARCHES FREE Send sketch or model for search. Highest References. Best Results. Promptness Assured. WATSON E. COLEMAN, Patent Lawyer 624 F. Street, N. W. Washington, D.C. PATENTS Send sketch for free search of Patent Office Rec- ords. How to Obtain a Patent, and What to Invent, with list of Inventions Wanted and Prizes elcred for Inventions sent free. Patents advertised ree, We are experts on AIRSHIPS and all patents and technical matters relating to AERIAL NAVI- GATION. SECURED or Fee Returned VICTOR J. EVANS & CO. “IDEAL” Plans and Drawings are accurate and are accompanied by clear, concise building instructions, postpaid at the following prices: Wright 3-foot Biplane . . 25c Bleriot 3-foot Monoplane 15c “Cecil Peoli’’ Champion acer) 72). 25¢ Curtiss Convertible Hydroaeroplane (new) . 35c “Ideal” three-foot Racer (new) . - . + - - 5c Complete set of five--$1.00 postpaid. 5 cts. brings our new 40-page fully illustrated Catalog of ‘Ideal’? Model Aeroplane Supplies. (None free.) IDEAL AEROPLANE & SUPPLY COMPANY 82-B West Broadway, New York CHICAGO AERO WORKS 164 North Wabash Avenue MOTORS ALSO MODELS AND MODEL STOCK First in Chicago and the Middle West Send Stamp for Catalog. (BUD) MARS, NOW BOOKING ADDRESS 17 N. La Salle Street, Chicago, Ill. BAMBOO Special Grades of Washington, D. C. PARTS PROPELLERS J.C. Bamboo for AERONAUTIC WORK Reed, Rattan and Split Bamboo for Models. All sizes in stock. Tonka Rattan for Skids, 1 14 inch and under, any length. J. DELTOUR, Inc. 804 Jefferson St. Hoboken, N.J. (j00D. AKRON, OHIO Goodyear Balloons Aeroplane Accessories National headquarters for Spherical and Dirigible Bal- Joons. Built complete. Highest quality. Also makers of Aeroplane Springs, Tires, and the famous Goodyear Rubberized Aeroplane Fabric. Write for booklet. THE GOODYEAR TIRE & RUBBER CO. AKRON, OHIO. Aeronautical Supplies Everything to Build Any Type. Flying Machine New catalogue with working drawings of Curtiss, Farman and Blériot type machines, now ready for distribution and will be mailed free upon request to all interested parties. Write for quotations. E. J. WILLIS Co., 67 Reade Street Tel. 3624 Worth 8S Chambers Street NEW YORK CITY DETROIT ARO POWER PLANT compcete $300 Reavy To RUN INCL. PROPELLER-CARBURETOR-BOSH MAGNETO. ¥ OIL PUMP-CABLE-SWITCH-MOUNTING BOLTS. ‘Ss GUARANTEED 7° 210 LBS. MIN.STATIONARY THRUST 158 LBS.MAX.WEIGHT(COMPLETE, 36 HOURS DELIVERY. LIFT AND FLY CURTIS BYPLANES BLERIOT XI MONOPLANES & DEMOISELLE MONOPLANES OR CRAFTS OF SIMILAR MAKE DETROIT AROPLANE CO. DETROIT MICHIGAN Seventy per cent. of record-breaking American flights with American Aeroplanes were made with propellers bearing this name CHARAVAY WE WILL TELL YOU WHY IF YOU ASK US SLOANE AEROPLANE CO. 1731 Broadway, NEW YORK CITY AGENTS : Eames Tricycle Co., San Francisco and Los Angeles; National Aeroplane Co., Chicago; W. E. Boughton, Washington, D. C. 308 AIRCRAFT ‘December, 1912 INVESTIGATE FIRST aoe yourself you are dealing with a responsible concern before paying your money. UARANTEE our machines, workmanship, materials, etc., superior to those of any other constructed here or abroad regardless of price Ce Immediate and prompt delivery on standard machines. < “Nieuport,” “Bleriot,” “‘Farman” and “Curtiss” types. Hydroplanes; speed, single, passengers, weight-carrying, or specially con- structed to your own design and specifications. “Complete with suitable power plant purchaser selects or prefers, demonstrated in flight.” ‘Complete without power plant,” or “Complete in the Knockdown.” Will accept orders on specified time delivery under forfeiture. We invite your personal inspection of the best equipped plant in the U.S. All types in course of construction. Unexcelled oppor- tunity to acquire full shop, construction and flying course, on any type Monoplane or Biplane. SEEING IS BELIEVING. CALL IF POSSIBLE OR WRITE. INTERNATIONAL AERONAUTIC CONSTRUCTION CO. Factory, Hollis, L. I. Office, P. O. Bldg. Flying Grounds Main Line L. I. R. R. Jamaica, N. Y. City Nassau Boulevard NAIAD FOR SALE Aeronautical Cloth | | wrigHT MODEL B Manufactured Especially for Aeroplanes and Used by Aviators of Prominence Fally Equipped and in LIGHT, STRONG, AIR-TIGHT ° o,° st First Class Condition MOISTURE-PROOF ON BOTH SIDES ies - Be ; ane a Sample Books, including Data and Prices, sent on ‘request May be inspected in immediate vici ty THE C. E. CON OVER Co. New York by appointment. Address 101 Franklin Street = c New York J. ec COOLEY, 122 East 82nd St., INERYS C. & A. WITTEMANN Aeronautical Engineers Manufacturers of BIPLANES MONOPLANES HYDRO-AEROPLANES GLIDERS PROPELLERS PARTS SPECIAL MACHINES AND PARTS BUILT TO SPECIFICATIONS HALL-SCOTT MOTORS, 40-60-80 H. P. YOUR OPPORTUNIT Y— One single covered Biplane for immediate delivery. Slightly used, with 8 cyl. 60 H. P. Hall-Scott Power Plant. FLYING AND TRAINING GROUNDS Works: Ocean Terrace and Little Clove Road. Established 1906 STATEN ISLAND, NEW YORK CITY Tel. 717 Tompkinsville Free Instruction in the Operation of the CURTISS FLYING BOAT Will be Given to Those Taking a Regular Course of Training at the Curtiss School of Aviation San Diego, Cal. First Hydroaeroplane Races at Hammondsport, N. ¥Y. David McCulloch in his ‘‘Flying Boat’’ leads; he is accompanied by Mr. Curtiss. Lincoln Beachey is second, accompanied by Lansing Callan, while Francis Wildman, instructor at Hammondsport School, is third with. the Standard Hydroaeroplane. Among the men who have learned aviation at Curtiss Schools are: Lieut. T. G. Ellyson, now in charge of the aero- planes of the U. S. Navy; Lieut. J. H. Towers, who just established a new World’s Hydroaeroplane Record of 6 hrs., 10 min., 38 sec.; H. Robinson, who recently introduced the Hydroaeroplane in Europe and is now instructor in a Curtiss School; C. C. Witmer, now in St. Petersburg demonstrating Hydroaeroplanes in the Russian Navy and Army; Lieut. J. W. McClaskey, instructor in a Curtiss School; Lincoln Beachey, ‘‘The World’s Greatest Aviator’; S. C. Lewis, now instructor in the Morane School in France; J. Lansing Callan, now an instructor in a Curtiss School; Francis Wildman, now instructor in a Curtiss School; Beckwith Havens, now a demonstrator; W. B. Atwater, now demonstrating to the Japanese Govern- ment; besides, a score of men who own their own machines and fly in contests and exhibitions, and a dozen others have taken positions with either manufacturers or exhibition concerns. oO”. San Diego (Cal.) Aviation Training Grounds, situated on North Island, in San Diego Harbor, are the finest in America, if not in the world. North Island is leased by us exclusively for aviation purposes, and comprises one thousand acres of flat, level sand, unobstructed by rock, tree or building, thus offering every advantage as a flying course. The Island is entirely private, yet within a few minutes of San Diego, one of the most progressive and attractive cities on the Pacific coast. The First Class Began Instruction December Ist Another Class Will Start January Ist, 1913 A $100.00 deposit will reserve a place for you in this class. Mail or wire it to-day. Our Booklet ““TRAINING” mailed upon request THE CURTISS AEROPLANE CO., Hammondsport, N. Y. KIRKHAM The Dependable Aviation Motor MR. AND MRS. ART SMITH The First Couple to Elope via Aeroplane The accompanying cut shows aviator Art Smith and Miss Aimee Cour just starting on the first elopement via aeroplane, when they flew from Ft. Wayne, Ind., to Hillsdale, Mich., on Oct. 26, 1912, and were married. It goes without saying that any man that will undertake a trip like this with his bride- to-be must have perfect confidence in his machine, and particularly hismotor. But his Kirkham Motor had enabled him to fill 18 exhibitions, so he knew just what it would do. Can you say as much for the other kind? The Kirkham Motor also holds the American Endurance Record for pilot and one passenger of 3 hrs., 51 min., 15 sec., just established by Walter E. Johnson, flying a Kirkham equipped Thomas Biplane, at Bath, N. Y., Oct. 31, 1912, the flight ending only on account of the extreme cold. Also on Nov. 2, 1912, Chas. Niles flew the same machine 2 hrs. 45 min.; and on Nov. 4, flying against the American duration record for pilot alone, he flew for 4 hrs. 15 min., stop- ping on account of burnt-out bearings, caused by stopping of oil-pump. This same motor was used all season by Mr, Johnson, and was the power that made possible his clean sweep of speed prizes at the New York State Fair, mentioned in previous advertisements. There is a reason behind these perform- ances that you ought to know before you purchase that New Motor. Booklet tells about the motor and is yours for the asking. THE NEW RECORD MAN FOR FLIGHT WITH PASSENGER Cc. B. KIRKHAM Savona, N. Y. THE ESSEX PRESS, PRINTERS NEWARK AND NEW YORK JANUARY; 1918 The above picture shows Miss Agnes Firth, the beautiful and talented young Boston society girl, seated in the Caudron monoplane at the Sloane School, where she is learning to fly SLOANE Records Record: 60 H. P. Anzani Deperdussin Holder of the American Passenger Altitude Record—5006 ft. ime, 1 hour, 16 minutes, in use at OUR CALIFORNIA SCHOOL on Dominquez Field, Los Angeles. We use the best field, the best methods and have the finest equipment in America. At our school you are instructed by the most advanced methods and by most capable instructors. Write us for terms. We Sell and Use DEPERDUSSIN MONOPLANES which hold most of the world’s records and are the safest machines built. CAUDRON MONOPLANES are the most efficient and fastest of French Machines. SLOANE MONOPLANES. The best and most successful American Machines. See them in our school. ANZANI MOTORS. The best Aeronautical Motor made. Successful in both French and English Military Trials. Holds American passenger Altitude Record. ; GNOME MOTORS are the best French rotary motors made. PARTS for both motors and aeroplanes we have always in stock. REPAIR WORK on delicate motors a specialty. All our work guaranteed. AEROPLANES and motors built to order in America’s finest shop. WIRE! WRITE! "PHONE! SLOANE AEROPLANE CO. 210 Merchants Trust Building 1731 Broadway LS Broadway & Second St., Los Angeles, Calif. New York City J ’Phone Main 3674 ’*Phone Columbus 5421 National Aeroplane Company, 606 South Michigan Avenue, Chicago, Ill. January, 1913 AIRCRAFT NOISELESS AIRSHIP IN DRAB WAR PAINT \ } | | WASHINGTON, Oct. . ful experimeuts with a noiscless motor are being conducted by the army signal eSepe at the aviation field at College Park, Md. Lieutenant Harry Graham lis directing the tests, which promise to make the aeroplane a much more ef- | fective cngive of destruction and more, j useful for scout duty. The army aviators also are preparihg to experiment with a new color scheme for the machines which, it is expected, will make them practically invisible feither by day ov night at a height of |250 fect. —The above clipping from the New York Globe refers to evan one of the several REG. U. S,. PAT. OFF. Aeronautical Motors x ww in use by the Army and Navy Aeronautical Corps. —The Sturtevant Aeronautical Motors are the first to oper- ate satisfactorily with an effective muffler. —The sane design and sturdy construction commend them to anyone wanting a thoroughly high-grade, dependable Aero- nautical Motor. Catalogue No.2003 gives full information B. F. STURTEVANT COMPANY Hyde Park, Boston, Mass. and all principal cities of the world We have a limited supply of booklets ‘“‘“Flementary Science of Aerial Navigation”’ which have become a triffe soiled and shelf-worn; these regularly sell at 50c. each. We did not care to bring them with us from Kansas City, when we removed our entire plant to Garden City, N. Y., hence they have been left there for quick disposal. This booklet starts at the very beginning of the aerial dis- coveries and inventions, giving the history of man’s first attempts at flights and showing illustrations of the early models and the progress of this wonderful means of transportation, to its present- day perfection. We will send you one, or as many as you want, on receipt of 14 cents a copy in advance, which may be sent in postage stamps. Address T. G. McGurrin, personally, 220 Temple Block, Kansas City, Missouri. MOTOR CAR PUBLISHING COMPANY BLERIOT SPECIAL PRICE—Single-Seater Monoplanes, equipped $1 800 with 50 H. P. Roberts Motor, 9 Tuition Free to Purchasers IMMEDIATE DELIVERIES Learn to fly. We will teach you how. Tuition fee $300. Free demonstration flights. SPECIAL MACHINES BUILT TO ORDER SUBMIT DRAWINGS FOR ESTIMATE ILLUSTRATED CATALOG FREE. SEND FOR IT TO-DAY American Aeroplane Supply House Telephone 427 Hempstead HEMPSTEAD, L. 1., N. Y. Learn to Fly a Thomas RELIABILITY 309 Winter Classes Now Starting TUITION. $250—WRITE FOR BOOKLET No Breakage Charged to Students SPEED ENDURANCE Result of 4 Years’ Experience Walter Johnson flying his Thomas, in which he gained new American Endurance Record with passenger at Thomas School. Thomas Planes Have proved that their de- sign was correct from the First Popular-Priced Machines Thomas Brothers Aeroplane Company BATH, N. Y. The Benoist Hydro-aeroplane Won more prize money than any other competitor at the Chicago meet. If you had one you could do as well. Pupils trained at new Hydro Station at Creve Cover Lake. FOR PARTICULARS ADDRESS BENOIST AIRCRAFT CO., 6630 Delmar Blv’d ST. LOUIS, MO. = =W IR E=— Aviator Wire supplied in 12 sizes with a plate finish, making soldering easy. This wire is specially drawn from extra quality high grade steel. Also Aviator Cord of twisted wire. John A. Roeblings Sons Co. TRENTON, N. J. 310 AIRCRAFT January, 1913 JUST PUBLISHED GASOLINE ENGINES Their Operation, Use and Care BY A. HYATT VERRILL The Simplest, Latest and Most Comprehensive Popular Work Published on Gasoline Engines 320 PAGES 150 ILLUSTRATIONS Describing what the Gasoline Engine is; its construction and operation; how to install it; how to select it; how to use it and how to remedy troubles encountered. Intend- ed for Owners, Operators and Users of Gasoline Motors of all kinds. This work fully describes and illustrates the various types of Gasoline Engines used in Motor Boats, Motor Vehicles, Aeroplanes and Stationary Work. The parts, accessories and appliances are described, with chapters on ignition, fuel, lubrication, operation and engine troubles. Special attention is given to the care, opera- tion and repair of motors with useful hints and sugges- tions on emergency repairs and make-shifts. A complete glossary of technical terms and an alpha- betically arranged table of troubles and their symptoms form most valuable and unique features of this manual. Nearly every illustration in the book is original, having been made by the author. Every page is full of interest and value. A book which you cannot afford to be with- out. PRICE, $1.50 Lawson Publishing Co. 37-39 East 28th St. New York City Hote. CUMBERLAND NEW YORK Broadway at 54th Street Headquarters for Avi- ators and Automobilists. New and Fireproof Strictly first class. Rates reasonable. $2.50 With Bath and up Send for booklet. Ten Minutes’ Walk to Thirty Theatres H. P. STIMSON Formerly with Hotel Imperial Wright Hydro-Aeroplane School Now Open at GLEN HEAD, L. I. Flyers 1912 MODELS In addition to those features which in the past have made Wright Flyers famous for efficiency and reliability, the new models can be furnished with Automatic Control, Silent Motors, and Hydro- planes. These special features make the 1912 machine unusually attractive to sportsmen. EXHIBITION MACHINES For exhibition work we have other models especially adapted to high winds and small fields. It was with a stock ‘‘EX’’ Model that Rodgers made his wonderful flight from coast to coast. Reliability means dollars to the exhibitor. WRIGHT SCHOOL OF AVIATION Training consists of actual flying, in which the pupil is accom- panied by a competent teacher. No risks and no expense whatever from breakage. The most famous flyers in America are graduates of our school and include such names as Lieut Arnold Drew Lieut. Rodgers Atwood Elton Parmalee Brookins Lieut. Foulois Page Brindley Fowler Reynolds Bonney Gill Simmons Beatty Lieut. Lahm Turpin Burgess Lieut. Milling Welsh Coffyn Mitchell Webster Capt. Chandler C. P. Rodgers and many others. Our Schools at Dayton and New York arenow open and pupils may begin training at once if they wish. By enrolling now you can re- serve date most convenient toyou for training. Write for particulars. THE WRIGHT CO. Dept. ‘‘B”’ DAYTON, OHIO January, 1913 AIRCRAFT 311 cee ee Two views of the new 80h. p. Curtiss Engined Tractor Biplane, built to the special order of Lincoln Beachey, at the Curtiss factory, at Hammondsport, N. Y. The machine was recently tried out at San Diego, and proved very speedy. The Schuette Lanz Airship Gyroscopic Force in Aviation Pioneers of Aviation - Correspondence - - Plan Drawings of the Gesa Monoplane Foreign News - - - - - - German News - - = = = = Inherent Stability and how it is Achieved in the Fokker Monoplane - = Seale Drawings of the Fokker Monoplane - World’s Flying Records - - - - American Aviation Records General News - = AIRCRAFT Published Monthly by The Lawson Publishing Company 37-39 EAST 28th STREET, NEW YORK, U. S. A. Telephone, 5017 Madison Square ALFRED W. LAWSON President and Treasurer ERNEST C. 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New subscriptions which are received by us on or before the 15th of any month will begin with the issue of that month. If received after that date they will begin with the following month’s issue. We cannot enter subscriptions to begin with back numbers. One month’s notice is necessary before a change of address can be made. Entered as “second-class matter” February 18, 1910, at the Post Office, at New York, N. Y., under Act of March 3, 1879. Copyright, 1912, by the Lawson Publishing Co. “Aircraft” is registered as a trade-mark by the U. S Patent Office; under date of August 9th, 1910. MOISANT AVIATION SCHOOL WINTER HEADQUARTERS AT U. S. Army Field Augusta, Ga. “/ While our contracts with Foreign Govern- ments may require the entrance of a consid- erable number of Army Officers, we have increased our facilities so as to afford ample i) rollments should, however, be made as promptly as possible. accommodation to our regular pupils. En- Write for beautiful free booklet and address all communications to The Moisant International Aviators U. S. Rubber Bldg. Broadway and 58th St. New York King Edward Hotel IN NEW YORK At Broadway and Long Acre Sq. 145 to 155 West 47th Street “The Very Heart of New York.” 350 ROOMS Every Modern Convenience Absolutely Fireproof 250 PRIVATE BATHS European Plan Exclusively RATES: Single rooms, hot and cold water - $1.00-1.50 “rooms, private bath - - $2.00-2.50-3.00 Suite, parlor, bedroom and bath - $4.00-5.00 “parlor, 2 bedrooms and bath - $5.00-6.00 Each additional person in same room, $1.00 extra Rooms for Maids and Valets = Ss - $1.00 VICTOR HOTEL COMPANY, Ltd. C. A. HOLLINGSWORTH, President NEW YORK CITY AIRCRAFT January, 1913 THE CURTISS AVIATION BOOK By GLENN H. CURTISS and AUGUSTUS POST Describes Curtiss’ great flights; tells just how he planned his machines and what he believes the aeroplane will do in the future. Fully Illustrated, $1.35 The Lawson Publishing Co. 37-39 East 28th Street NEW YORE —S== aes “THE PASSING OF THE YACHT’ Burgess Flying School Hydroaeroplanes used exclusively. You can learn without delay. The Burgess factory adjoins the flying station. Aeroplanes for exhibition, military aud sporting use under construction. All leading motors used. Pupils secure not only training, but latest information concerning construction and design. INSTRUCTOR: PHILLIPS W. PAGE Licensed Aviator New Booklet just printed will give you full particulars THE BURGESS COMPANY & CURTIS MARBLEHEAD, Box A MASSACHUSETTS MAK. oe No. 11 : : viol New York, January, 1913 15 CENTS A COPY $1.50 A YEAR ALR CRAFT ; a THE SCHUETTE-LANZ AIRSHIP. By JOHANN SCHUETTE (This article was written specially for AIRCRAFT by Dr. Johann Schuette in German, and tranSlated into English by Carl Dienstbach.) NE of the first men to put at the disposal of aeronautical pioneers, EMIUIIUUUVNU UNLV IUUUUUT LUTTE ——2[el JOHANN SCHUETTE occupies the chair of Naval construction at the Royal Technical School at Danzig, and ranks in importance with Zeppelin snd Parseval in airship engineering, the latest and no doubt very greatest of all en- gineering methods yet adopted by mankind. i He is the inventor of the Schuette-Ianz wooden money to further their type rigid airship built for German military pur- work, was. Heinrich Lanz, who, on the day of the historic misfor- tune at Echterdingen in August, 1908, came forward with a_ sub- stantial contribution to the National Fund then raised, and during the following year poses, and which will shortly be used for com- mercial purposes as well, through the establish- ment of passenger carrying air lines between various points in Germany, according to ex- tensive plans now being arranged. Heinrich Ianz, who furnished the capital necessary to put into concrete form Schuette's great ideas, is one of the richest men in Germany. He is at the head of the mammoth concern of Heinrich Lanz, at Mannheim, Germany, which for the past 54 years has been building all kinds of agricultural machinery, farm locomoti traction engines, and stationary engines of various kinds, which are exported to alinost every country in the world. That such a practical and successful business man as Heinrich Lanz has gone into airship construction should be good ev idence in a large degree that the airship is here to stay with a bright future in store for it. er through the “Lanz Prize of the Air,” also considerably advanced the development of German aviation. He also decided in the latter part of April, 1909, to take up my plans and construct an airship of the rigid system on the island of Rheinau, near Mannheim, Germany. It was believed that the time neces- sary for the con- struction of the pro- jected airship of } about 20,000 cubic meters displace- ment, together with a'suitable han- gar, would take about nine months to complete, and that’ the first ascen- sion would take place during the latter part of 1909. This hope, how- ever, could not be fulfilled owing to a long series of un- foreseen accidents and furthermore, the airship and the hangar could not be built for the orig- inal estimate,—the cost exceeded it several times over. Our first delays (Picture 7). L The Schuette-Lanz wooden type rigid airship.starting on one of her test trips again strong wind. Attention is called to the position of the cars hanging by a flexible suspension which, contrary to predictions, have shown no sign of straining or buckling the frame but have, in fact, proved remarkably efficient in landing as their flexible attachment relieves their hull of all severe landing strain. ® were caused through the building of the shed for the reason that no construction company had yet accumulated any knowledge or experience in the construction of such buildings, so in consequence of these delays the beginning of putting together the airship frame naturally had to be postponed. The frame itself had been made in the meantime by the Berlin firm of Karl Huber, according to their designs and calculations, so that it was not until the latter part of October, 1909, that the real construction of the airship began. ‘The frame of the hull which was ellipsoidal in form whose greatest diameter was in the centre of the total length, was completely mounted in the shed in January, 1910. The construction consists of wooden parts, many times laminated and glued to be waterproof that have been pressed into the shape of plates and angles. After the scaffolding or cradle was removed, it was shown that the frame was too weak, especially with regard to crosswise strains, necessitating new calculations, the result of which was a series of very considerable strengthenings (shown in pictures No. 1, 2, 3, 4, page 314). Owing to this fact naturally the dead weight of the ship on which the original calculations have been based, also changed, influencing of course very considerably the other parts of the ship The very difficult work of strengthen- ing the original frame after its cra- dle had been re- moved, took an- other year of con- struction. Contrary to many opinions pub- lished, the improv- ed frame still con- sists of laminated wood. For stance, the bracing of the long tunnel in- pieces by ramie- chards had to be replaced by high quality steel wire, and fastening that to the quired special de- ces Ajtalasit. however, these la- bors were finished and very thorough wood re- Picture 1 shows a detailed view of one of the joints of the cross-bracing of the Schuette-Lanz dirigible and illustrates how the framework had to be strengthened by the use of box-girder frame-work pieces in place of the light I-beam structures which it was originally planned to use and which, as can be seen by the distortion of the frame members in picture 3 were not strong enough for the pur- pose. All the wooden framework is constructed of thin laminated wooden strips built up in such a manner as to ensure a maximum of strength with a minimum of weight, and the above picture illustrates how this was accomplished. AX ICIR (GS 1R A 8 40 strength tests proved conclu- sively that there was no more possibil- ity of trouble by any break- ing of the parts of the frame. After this we began mounting the cars, but even with them, for the reasons mentioned, a change was proved mneces- sary. The big single car, planned at first to have engines and living quarters, had to be di- vided into two cars to afford a more favor- able distribu- tion of the weight. These consist (see pictures 5, 6, page 315), principally of seamless tubes of high quality steel auto- geneously welded and riveted into binders, to serve in part as engine beds. Picture 3 shows the original frame work before it had been strengthened with the box-girder pieces sbown in Picture 1 and illustrates how the frame-work was sagging and several of the I-beam pieces buckling under the weight of the heavy covering. After the car ques- tion had likewise been solved, the preliminary experi- ments with the Mer- cedes motors, that lasted nearly two years, had also been completed. The en- gine arrangement originally planned of two four - cylinder motors coupled into a unit had been changed to two eight- cylinder motors each directly driving a propeller. Together these motors are able to give a normal power of 500 and a maximum of 540 brake horse power, giving a thrust to two four-bladed pro- pellers, that drive the ship at 72 kilo- metres (45 miles) an hour. The propelling ar- rangement chosen has proved very satisfac- tory, this wish to January, 1913 Picture 2 illustrates the dirigible nearing com- pletion and shows how the gas chambers are placed inside the framework with an outer covering of strong rubberized weather proof cloth laced on the outside to form the outer covering of the dirigible and pro- tect the inner balloons. As will be noticed the parts of the wooden frame-work are of considerable width and being placed edge up allow of a very efficient air space between the outer covering and the gas chambers. In the fore-ground two men can be seen examining one of the gas chambers while another mounted ona regula- tion German fire ladder is seen adding the final touches to one of the horizontal rudders. emphasize particularly, because there have been repeated criti- cisms of this arrangement which prophesied a tendency to “‘buck”’ and of the flexible suspension of the cars it necessitated, which Picture 4 shows the frame-work being strengthened and illustrates how it had to be trussed and propped up on the inside by the specially constructed wheel braces shown in the inside of the hull. It can readily be seen that airship construction is an engineering feat of no mean magnitude. January, 1913 Picture 5 shows the double car which it was originally planned to suspend under the center of the dirigible. This plan however, had to be abandoned as it taxed the strength of the hull too greatly and it was found necessary to divide the big car into two smaller ones to afford a more favorable distribution of the weight. Note the passenger’s quarters between the two engine sections. would be fatal to the steering and manoeuvering qualities as well as to the speed. In many trips, and even in very bad weather this arrangement has acquitted itself very well, especially in the case of difficult landings. (See picture No. 7, page 313). A spacious forward platform is built in the front engine-car which houses the instruments and apparatus required for navigating the ship, such as steering wheels for the vertical and horizontal rudders, compass, electric recorders of gas temperature, barographs, engine telegraph, patent log and inclinometer, control for ballast and gas valves, etc. This “‘captain’s bridge’’ (see picture No.8, page 315) will generally shelter the men required to navigate the ship. But it is roomy enough to accommodate comfortably five or six more persons. For eventual passenger-carrying trips a further platform can like- wise be built in front of the rear car, in which eight more people may find living and sleeping quarters.. The captain’s car is equipped with a modern wire- less telegraph instrument of the Telefunken type. In its interior the ship carries accommodations for a total of about 2,000 liters of water | al- last distributed at the fcremost bow, in the front part, in the center, in the rear part and at the extreme rear end. In eighteen tanks arranged within the frame, 2,100 liters of benzine can be shipped. These are supplemented by two collecting JX WIR CIR Ae ay sosreaenes Picture 6 shows one of the cars as subsequently adopted. This car, which is the rear one carries simply the engine and propelling mechanism and is not intended to accommodate passengers other than the necessary crew. Note the large 3-bladed propeller and long shaft drive. Note how the car is simply jat- tached by cords to the dirigible, thereby allowing considerable give in the case of bad landings. Attention is also called to the large motor which drives the;three bladed propeller in the rear by a long straight shaft. shoot up in a fraction less than four minutes from 300 to 5,100 feet without suffering any damage and nobody was hurt through the accident. On the home trip of the ship from Berlin to Gotha last September it had to bear very heavy weather for eleven hours and had to be taken into the airship shed at Gotha during the storm, a feat made possible only through the extraordinary solidity of the frame and the holding and enduring devices fastened thereto. It has been acknowledged, that this landing of the Schuette-Lanz airship was the most difficult one an airship has ever made at Gotha. Differing from other airships the vertical as well as horizontal rudders (see pictures 9, 10, page 316) of the Schuette-Lanz are single surfaces, preceded by rigid steadying fins. Due to this fact it is possible not only to considerably simplify the rudders, but also to make them smaller without losing in efficiency. Since the end of October ,1911, the ship has covered about 3,000 miles and carried over 500 peo- ple. It must not be overlooked, however, that from the begin- ning of November, 1911, to the 13th day of April, 1912, and from the 13th of April, 1912, to the end of May, 1912, no trips were made. For the use of the ship inwar, in addition to the wireless equip- ment already mentioned, an armament is planned consisting of machine guns on top and in front of the hull and also on the cars. The hull of the ship is sub- tanks of 200 liters each and two reserve tanks of 260 liters each. As a matter of course all addi- Picture 8. In this picture can be seen the forward car of the dirigible with the captain’s cabin in front and the passengers’ quarters immediately at the back of it while at the extreme rear is the engine room and propelling mechanism. Contrary to predictions the long shaft drive with the three-bladed propeller has divided into single gas chambers made of a double layer of long fibred cotton fabric with a layer tional materials needed in run- ning the engines, a reserve of cooling water, lubricating oil, cotton waste, etc. are carried. As already mentioned (see pictures 9, 10, page 316) the suspension of the cars is non-rigid, that is to say, the cars may yield in a vertical direction if the ground is struck heavily and without intention, but only in a vertical direction, so that the force of the shock is not transmitted to the rigid frame. This arrangement has already served the ship three times. In one case, on April 13th, 1912, the shock of landing was so violent that seven people were spilled over- board and all the ballast and several pieces of equipment were lost. The sudden release of this tremendous weight.caused the vessel to from the hull. proved very satisfactory. As can be noticed this car is also suspended by cords This feature relieves the main frame from landing shocks. of rubber inserted. As the parts of the wooden frame are of con- siderable width and are placed ‘‘edge up,’’ a very efficient air cool- ing space against the sun’s radiation is created between these gas chambers and the outer skin, which chiefly consists of very strong cotton fabric, rubber-coated and stained yellow. Also the wooden frame, being a poor conductor of heat, transmits the radiation much less to the gas cells than a metal frame. Each gas cell of course is provided with a safety valve which relieves the gas bag after it becomes taut during ascension. It was due to this provision that on April, 13,1911, the ship could ascend so very rapidly without suffering any harm, Jn less than four minutes an enormous HAW un Ce Rae eae 316 January, 1913 The picture on the left Pictures 9 and 10 show on the right the Schuette-Lanz airship leaving its hangar, and on the left the same dirigible starting off on a test flight. i i Attention is also shows clearly the position of the under-hanging cars which as can be noticed are not rigidly attached to the hull but simply hang loosely from it. called to the streamline shape of the hull which, in spite of the underhanging cars, allows the airship to attain a speed of 42 miles an,hour. quantity of gas was blown off unintentionally. ivan The Schuette-Lanz enterprise has cost up to date, about two mil- 4 lion marks. This amount, however, has been expended in creating entirely new and original engineering methods dnd Z ad devices for airship building as well as the construction of the airships and hangars. ~ GYROSCOPIC FORCE IN AVIATION By D. W. STARRETT EFORE attempting to point out the fallacy of the be material. And being a material flow, an object placed within dangers and benefits of gyroscopy in aviation, the \ writer will endeavor to clarify the subject with a few preliminary remarks. While gyroscopy is well : understood, the terms by which the knowledge on * the subject is conveyed to the non-scientific mind, are very technical. There are only two forces known to man at the present time. These are gravity or centripetal and centrifugal forces. One may know them under the terms “attraction” and “repulsion”; again they are known under more scientific terms as ‘‘directivity’”’ and “activity.” The Newton law shows that each particle of matter has an attrac- tion for each other particle of matter in the cosmos. Allowing this to be basic, one may readily understand that its opposite law, repulsion, is its own product. To show this in a simple way take three bodies of matter, each having the same number of electrons, and place them in a straight line a certain distance apart; the center body will be in perfect equilibrium, because the attractive force of its neighbors will be equal; yet one knows that there is an opposing strain produced by the attraction acting from opposite directions. The same law shows that matter in motion or at rest will remain in that condition forever unless acted upon by some other force which will cause a change. This means that a wheel revolving about an axis has an inherent tendency to continue revolving in this plane. It also means that if while so revolving it move in a circle or a straight line, it would resist a power which acted to prevent its revolutions or to change, as a body, its direction of motion. This same law acts upon matter in the form of human beings, animals, and plants with identical results. It is known when exhibit- ed by animals and human beings as habit. One may say that when one is attempting to break a habit gyroscopic force is being set up. When one attempts to change the plane of movement of a body there is always attending danger unless one knows how to do so and thereby avoids the dangers. As soon as the change is accom- plished the gyroscopic force is gone because the new plane then becomes its field of action. This shows that the moment of change is the time of greatest danger. One can say with reason that originally there must have been only one object in existence, because every line of reasoning leads to that ultimatum. And that one thing must have been a material object, because every exhibition of that one thing has been a mate- rial one. Hence the flow of centripetal and centrifugal forces must their current will act as, for instance, one placed within an air current. To illustrate: Take a board of any length and width and hold its edge directly against an air current; it will obey the law mentioned by having no tendency to change that position; but allow the board to swerve the least and it will have a tendency to present its greatest plane to the flow of the current. The same principle makes rain drops round, because the greatest plane always presents itself at a right angle to its movement; shot is also made round, through this principle, by falling. Take an ordinary top such as boys use, and note that, after being thrown it strikes the floor at some angle from a perpendicular line. It is revolving when it strikes the floor with as great a velocity as can come to it; yet, although its matter continues to move, under the law mentioned, at the angle with which it struck the floor, its weight is gradually lifted until its broadest surface takes an accurate right angle position to the flow of the forces mentioned. Right here one should see the connection between the illustrations given and a power aeroplane. The aeroplane has a spinning top revolving under conditions similar to that mentioned. Its propeller in front is analogous to the point of the top upon the floor The shaft is identical with the tops’ axis, and all of the revolving parts of the engine are to its shaft what the tops’ weight is to its axis. Hence whenever the engine’s shaft is inclined, the lower point becomes analogous to that of the spinning top. And its upper end, like that of the top, has a tendency to rise. If the propeller is the upper end the engine becomes the top’s point. The propeller with its lighter body revolving in a much greater plane than the engine’s weight, in proportion would have the same tendency. To make it a little plainer:—Again view a top with its axis pivoted at the floor with a ball bearing socket, and extending through and below a sufficient distance to receive another top of like dimensions and weight, pointing upward. The upper top would have the tendency to rise as before shown; the lower top would have a tendency to fall, first, because the upper top would assist it to move in that direction and, secondly, gravity would pull it in that direction and, thirdly, its broadest plane would seek the shortest route to a right angle position from a line drawn to the center of the earth from the center of its socket bearing. One will not say that the boy’s top and the aeroplane top are not identical when in action, as regards support, when one is conscious that the boy’s is pivoted upon an aeroplane, the earth, sailing through gravitorial lines of force at the rate of about eighteen miles per,second. ‘ January, 1913 When the aeroplane has sufficient number of square feet of air passing under its planes, whether by its own speed or that of the wind or both, its ‘‘top’’ has as rigid a support as any object has whilst moving over the surface of the earth. As the machinery is set upon aeroplanes at the present time, the lifting power of the centrifugal force acting ‘‘top like” has a tend- ency to pitch the front end of the aeroplane downward. The danger is less where the propeller is located in front, other condi- tions being equal. When the aeroplane is sailing along and by turning or otherwise encounters a current of wind having approximately the same speed and direction, the supporting surface is suddenly taken from the planes; it is at this instant the aeroplanist should be cognizant of the Newton law, because it resists at first the change, and then his engine in its revolving parts suddenly feels its release and flies, or has a tendency to do so, toward a position, as shown, analogous LIR CRAP T 317 to that of a spinning top after it has assumed its greatest centrifugal lift. And, of course, it must be perfectly plain that where the engine with its revolving parts are located in front of the aeroplane and propeller, the danger is greater the moment it becomes the lower end. It will assist in the downward plunge, as illustrated. All revolving parts of an aeroplane machinery should be set in the position which they try to assume, namely, with their broadest plane of action at a right angle to a “‘spoke’’ of the earth. To summarize:—The Newton law mentioned will cause a resist- ance to the tipping of an aeroplane regardless of the position of the revolving machinery. Gyroscopy, a combination of motions, will neither act as a menace to its safety, or prevent the plunging of the machine. Centrifugal force is the menace when the revolving machinery is placed horizontally upon the machine, and the factor of safety when placed in the position noted. PIONEERS OF AVIATION By LADISLAS d’ORCY Fig. 1—The Le Bris Machine. IV. CAPTAIN LE BRIS (1818-1872) ee aeroplanes which were either proposed or con- \ A ke. 8 structed by the first pioneers of the aviatic move- sd ment, such as Sir George Cayley, Henson and nl) SiR Stringfellow, the brothers Du Temple, were QHa4) all provided with a mechanical motor for their propulsion through the air; and although it seems certain, that the latters’ machine was to utilize also ascending air currents and perform thus the birds’ soaring flight, still none of these forerunners was daring enough to trust their flying machine to the sole motive power of the wind. We have therefore to record an entirely novel feature in the remarkable soaring experiments, that were carried out by Captain Le Bris at Brest in 1857 and in 1868. Captain Jean-Marie Le Bris was a French mariner, who had sailed in his younger days several times around the Cape of Good Hope and Cape Horn; there the continuous and regular soarings of the albatross attracted his attention, so much, that he soon decided to imitate bird flight in a machine copied on nature. Having captured one of these birds, he studied very carefully the structure of its wings and finally came to the conclusion, that he had discovered the secret of animal flight. In his own words, as quoted by M. Gabriel de la Landelle: “T took the wing of the albatross and exposed it to the breeze; and lo! in spite of me it drew forward into the wind; notwithstand- ing my resistance it tended to rise. Thus I had discovered the secret of the bird! I understood the whole mystery of flight.’ So when Le Bris returned to France and had become the cap- tain of a coasting vessel sailing from Douarnenez (Finistere), where he was born in 1818 and where he had married, he designed and built with his own hands an artificial bird, that was shaped much like an albatross. (Fig. 1.) Gabriel de la Landelle, the pioneer of the helicopter, who had seen this apparatus in 1876 at Brest, where it was then stored in, the dépot of the Ponts-et-Chaussées, describes it as follows: It consisted of a body in the shape of a ‘‘sabot’’ or wooden shoe, the front portion being decked over, provided with two flexible wings and a tail. The body was built like a canoe, being 131% ft. long and 4 ft. wide at its broadest point, made of light ash ribs well stayed and covered on the outside-with watertight cloth, so it could float. The wings were each 23 ft. long, so that the total span was 50 ft. and the supporting area about 215 sq. ft. The tail was hinged so as to steer both up and down and sideways and act as a stabilizer; but Le Bris added to this elevation control another very ingenious device, that was to permit at will the variation of the angle of flight. This consisted of two strong levers, that imparted through a transmission of pulleys and cords a rotary motion to the front edge of the wings, so that their incidence could be changed according to the needs. ‘The cords ran over a little mast placed in front of the body, so as to increase the leverage. The whole apparatus, minus its operator weighed only about 92 lbs. In 1857 a first trial was given this machine by Le Bris on a public road at Trefeuntec, near Douarnenez. Realizing the necessity of an initial velocity for leaving the ground, he chose a Sunday morning, when there was a good 10-knot breeze from the right direction and setting his artificial bird on a cart, he started down the road against the wind, the cart being driven by a peasant. Le Bris stood, his hands on the levers, upright in the canoe, that was held down by a rope passing under the rails of the cart and terminating in a slip knot fastened to the airman’s wrist, so that with one jerk he could loosen it and let the rope run. When they came to the right turn in the road, the driver was told to put his horse on a trot and Le Bris, pressing on his levers, slowly raised the front edge of the wings to a slight angle of inci- dence and loosened the fastening rope. Still, the bird did not rise, for the rope had been caught on a concealed nail, although it relieved the cart’s weight so much, that the horse began galloping. Finally the rails of the cart gave away and the artificial bird rose into the air, much to the satisfaction of Le Bris, who said later, that he found himself perfectly balanced, going up to a height of nearly 300 ft. and sailing about twice that distance over the road. Fig. 2—Le}Bris’ Second Machine. 318 But then an incident happened. At the last moment the running rope had whipped and wound around the driver’s body, had lifted him from his seat and carried him up into the air. As soon as Le Bris became aware of this unexpected mitter, he changed the angle of incidence and manoeuvered so well in coming down, that the driver reached the soil entirely unharmed; but the equilib- rium of the machine was no longer the same, because part of the weight had been relieved and Le Bris did not succeed in reascending. He controlled however his machine well enough to descend in a gentle glide and at the landing only slight damage was done to one of the wings, that struck the ground in advance of the other. This daring feat aroused naturally much comment in Douarnenez, where the captain was considered a visionary by most of the people and a hero by others. Aerial locomotion had its enthusiasts even in those remote days. Some time elapsed now, before Le Bris was able to repeat his exploit, after the apparatus had been repaired with the aid of some friends. This time the courageous skipper intended to start from a steam-boat under way, an excellent idea considering that in case of a mishap the machine was capable of floating and he was himself an excellent swimmer. But he was dissuaded by some friends and so he decided to gain his initial velocity by dropping from a height. For this purpose he erected on the brink of a quarry a mast with a swinging yard, which was to drop him; the apparatus was assem- bled on the bottom of the quarry and after Le Bris had mounted it, it was hoisted up aloft to a height of about 100 ft. A fresh breeze was blowing inland and the yard was swung so that the apparatus had to face both the wind and the quarry; and when Le Bris had reached by trial the proper balance, he raised the front edge of the wings, set the tail at a proper angle and tripped the suspending hook. First the machine seemed to glide gently off toward the quarry; but it had scarcely reached the middle of the excavation, when a vertical gust struck it and made it tilt forward; and although the airman tried desperately to right his mount by the action of its tail, after some oscillations the artificial bird went almost vertically down to the bottom, where it was very badly damaged. Le Bris was saved from what seemed a certain death only by his cold blood, for when the machine hit the ground, he suspended himself to the mast and jumped upward, escaping thus with a broken leg only. After this accident Le Bris interrupted his experiments for over ten years, owing to the scarcity of his resources. In 1867, however, a public subscription at Brest enabled him to build a second soaring machine and this is the one shown in Fig. 2. It was much like the first, only somewhat lighter, although a movable counterweight was added to it so as to assure automatic stability. When completed, this apparatus was publicly exhibited and attracted much attention; but the inventor no longer had the daring of youth and as M. de la Landelle relates it, “only once did he make a sort of an ascension from an inclined wagon, that was not in motion. He was on the levee of the port of commerce of Brest, the breeze was light and the gathered public impatient AU RIG RAGED January, 1913 through failure to realize that success depended wholly on the wind intensity. Le Bris was waiting for a gust that was to raise him; he thought it had come, worked his levers and presented his wings at the most favorable angle; but he only ascended a dozen yards, glided hardly twice that distance and after this brief effort came gently to the ground without any jerk.”’ After this third attempt of man flight, Le Bris changed his system of experimenting; following the advices of his friends, he tested his apparatus with ballast, instead of riding in it himself and this at once changed the conditions of equilibrium, as there was no human control over the varying angle of incidence. On one occasion, the breeze being just right, the apparatus rose up some 50 yds., with a light line attached and advanced against the wind as if gliding over it. Very soon the line became slack and the assist- ing sailors were greatly astonished, for the bird proceeded thus without waver some 200 yds.; but at the approach of a rising ground, which altered the direction of the air current, the bird began settling down, without jolt, very gently and alighted so easily that the grass was scarcely bruised. But a repetition of this test ended with a disaster. The bird had hardly risen into the air, when it pitched forward and fell down to its entire destruction. This mishap was probably due to the extremely unfavorable weather conditions on that day. His friends claimed, that had the operator been aboard, he surely would have been killed; but Le Bris maintained, that had he con- trolled the machine, he could have avoided the wreck by altering the angle of incidence. He much blamed himself for having sur- rendered his better judgment and gave way to profound despair. For this was the end. His second apparatus was damaged beyond repair, his means were exhausted and he had to go back to his native village, where after serving with honor in the war of 1870-71, he became a special constable and was killed in March, 1872 by some ruffians whose enmity he had incurred. Octave Chanute, the great investigator and promoter of soar- ing and gliding flight, pays in his “Progress in Flying Machines,” the following tribute to Jean-Marie Le Bris: “Le Bris had made a very earnest and upon the whole a fairly intelligent effort to compass sailing flight by imitating the birds, He finally failed for want of sufficient pecuniary backing and also. perhaps, for lack of scientific methods and knowledge, for even at that day Captain Béléguic, a French naval officer, had called atten- tion to the importance of securing longitudinal equilibrium, the lack of which caused the failure of poor Le Bris.” Truly, Captain Le Bris was the founder of the school of soaring flight; but, as he had not left any account of his experiments—the only narrative relating to them being found in the precited M. de la Landelle’s ‘“‘Dans les Airs’—his influence in aviation was purely ethical: he deserves, however, a great deal of credit for having demonstrated the practicability of soaring flight because of the inspiration he gave thus to the men that were to continue his re- searches, CORRESPONDENCE Editor of Aircraji:— I wish to express to you my appreciation of the courteous manner in which your journal has met a new issue in the history of aviation, and the skill shown by Mr. Myers in giving accurate expression to the views I hold upon the subject. My interest is primarily one of curiosity to know the causes of the air’s support. I am pretty well convinced now that the obstacle to progress has been an inadequate con- ception of the physical processes of the air, and that attention has focussed too much upon effects and too little on causes. We want the physicists in the game as well as the engineers. We want a complete labora- tory of the air to become masters of it. I hope your journal will press this matter. I consider the article the best succinct description of the new scheme that has been written to date and would like to secure a wide distribution for it, abroad as well as at home. I shall be glad of any suggestion from you as to this, or any other phase of the matter that interests you. Thanking you once more and with good wishes to Aircraft, I am Very sincerely yours, ROBERT D. ANDREWS. Mr. Alfred Lawson, Dear Sir: Enclosed you will find two views of Wetzig Bro. of Junction City in flight at Goodland on September 19-20, 1912. They have been making flights at Oakley, Logan and numerous other places as the elevation here is 4000 feet nearly; they have been having splendid results, it is a Benoist single surface. I think views are remarkably clear. They intend build- ing a couple of ’planes this winter, and incorporating some original ideas. I visited Overland Park at Kansas City; Fowler was on road filling dates booked by Young. Andrews was supposed to be down town waiting till he had a break- age repaired. McCallum was building some racing wings for the Bleriot; Floyd Smith was to Sunday with McMillian, who is a Curtiss flyer, while there I saw part of Hogan’s Dream and Calls Aspiration. If persistence counts for much those “ Persistency Twins ”’ may yet be called the ‘‘ Heavenly Doublets.’”’ Our wings were in a shed and destroyed by a fire. The Greer Automatic Stabilizator Patent has been granted; it beats anything I have ever run across, it surely does the buis. Will send a description later. EB. R. CARY, Norton, Kans. By the way when we had Thornwell Andrews out to our Norton Fair he fell into same airhole Jack Frisbie hit and while he had no breakage, he abandoned the attempt. We were disappointed but rather it was that way than like Frisbie incident of last year. The Lawson Pub. Co., Gentlemen :— I have made a study of the anatomy and flight of birds and air currents, their action, etc., for a number of years and would now like to become actively engaged in particularly the engineering part of aviation, but have no capital and would be pleased to know of some good way of doing same. It seems that if each person interested in aviation should give what they could toward a common fund, sufficient amount could be raised to establish an aero- dynamic laboratory, equal to any in Europe at least. I should like to help start a movement of this kind and have a plan by which I think it can be done and would like to have your opinion of the idea. Should also be pleased to hear from any one looking for new ‘plane designs or information on natural flight. Thanking you in advance for your attention, I am Very truly yours, LLOYD D. VAUGHAN, Tifin, O. New Brighton, N. Y., November 27, 1912. Editor of Arrcrart: I have just read over Mr. Phipp’s article on the proper position of the motor in an aeroplane in the November Arrerarr and he surely has got the right idea. It is a wonder to me that this change has not been made long ago by the manufacturers. R.1 January, 1913 The only real objection that could be raised is that such a position for the motor leaves a_ more or less limited field of view for the aviator, This objection could, however, be obviated to a great extent by the use of transparent panels in the plane and shield. The use of the elongated shaft and of the chain which has caused so much criticism is not nearly as bad as has been thought and it will generally be found that breakage in this part of the power plant is rare. I might add that a clutch could be added to considerable advantage. I am in favor of the machine with a front motor and a rear propeller, and look forward to the time when this type shall come in to general use. Yours sincerely, RALPH S. BARNABY. November 26, 1912. Dear Mr. Lawson: I know very little about aviation and less about war, but I would like to know if the remarks which I am going to make might not be practical. Bombardment of a city by aeroplane would be expensive and slow, but if an aeroplane fleet could set a part of a city on fire containing wooden houses on the leeward side; the fire would probably spread. A fleet of aeroplanes would be able to set many houses on fire in one day and get away before a force of armed men could gather against them. Instead of dropping bombs I should think it would be more effective to take a hundred pounds of small lead balls to a height of five or six thousand feet and throw them on the enemy below in hand fulls. A large German airship can carry two tons besides its crew; if these two tons consisted of crushed stone it might be spread over the enemy from a height of five thousand feet. Sixteen airships making three trips a day could thus drop one hundred tons of stone from a height of five thousand feet on an enemy every day. If any lived to tell the tale they would probably say it rained fire and brimstone out of heaven. The stone could easily be spread around; but even if it could not, two tons of crushed stone in bulk land- ing in the midst of an army making a charge would be at least disconcerting. Yours sincerely, T. PITCAIRN. P.S. A great advantage of the stone-dropping plan would be that it would cost next to nothing. m ee GASOLINE ENGINES, Their Operation, Use and Care, by A. Hyatt Verrill, 320 pages, 150 illustrations, cloth. The Norman W. Henley Publishing Company, publishers, This instructive and interesting book describes what the gasoline engine is; its construction and operation; how to install it; how to select it; how to use it and how to remedy all motor troubles. It also gives a complete glossary of technical terms and an alphabetically arranged’ table of troubles and their symptoms. It is intended for owners, operators and users of gasoline motors of all kinds. Eling O. Weeks Delivers Newspapers in Biplane On November 23d Eling O. Weeks in his 60 H. P. Curtiss engined Williams headless biplane, flew from Seranton, Pa., to Carbondale sixteen miles away, where he delivered several bundles of newspapers to carriers who were awaiting him. ‘The flight was accomplished in fifteen minutes. It is stated that Army officers are contemplating the adoption of a special type of flying machine as a means for rescuing persons from a disabled ship at sea. One of the three boards which are examining life-saving devices has been in session at Newport News, Va., and the aeroplane was one of the devices which were submitted for discussion. Other boards have been holding sessions in San Francisco and Manila and_ it is thought that the recent exploit of Silas Christofer- son’s flying out over a wrecked vessel, will have its effect in inducing the boards to pass favorably on the adoption of the aeroplane as an aid to life savers. ‘The Ordnance Department of the Army has installed at Sandy Hook, New York, several 3-inch aeroplane guns of a special type calculated to hurl an explosive shell over three miles high and tests are to be made shortly with different kinds of shells. A carriage has been perfected so that the downward recoil of the gun can be taken up without injury to the gun or carriage and so that the gun will still retain the true alignment. Aero Club of Long Island At the Fifth Annual Meeting of the Aero Club of Long Island, Incorporated, elections were held with results as follows: Chas. Wald, President; Charles D. Spence, Jr., Vice President; William TI. Newell, 2d Vice President; Henry I. Newell, Jr., Treasurer; Joseph K. Post, Secretary and John H. Lisle, Assistant Secretary. Francis C. Wilson, speaker of the evening, gave an interesting and instructive paper on practical con- struction. ‘The work outlined for 1913 includes the construction of several new machines of unique design. War Aeroplane as Christmas Gift Italian residents of Philadelphia, at a Thanksgiving celebration on November 28th, raised a fund for the purchase of a war aeroplane of the latest model which they will present to King Victor Emmanuel III. as a Christmas gift. More than six thousand members of forty-nine Italian societies participated in the cele- bration. AIRCRAFT 319 NSS At / 77, ih eee eee WO A LZ ee ee Ss Lill’ 0. THE GESA HYDRO-MONOPLANE The above drawings show a side, plan and front view of the Gesa hydro-monoplane, an interesting Belgian ma- chine constructed by Messrs. Girard and Salkin. As can be noticed the chief peculiarity of the monoplane is the fuselgge which is yery deep in front thereby giving the machine the appearance of a flying fish. The front of this fuselage is entirely covered in, and is fitted with windows above and below, which allows the pilot to see clearly, and at the same time protects him from wind and rain, while in addition it protects him in the case of a capsizal of the machine either on the ground or in the water. The pilot has access to the cabin through the top, but in the case of an accident, such as a capsizal, he can quickly get out through a door in the floor. The wings of the machine are rigid, lateral stability being attained by ailerons, which arrangement allows of the strongest possible monoplane wing bracing. he landing gear consists of two wheels and two small but wide floats in front, while at the rear the tail is sup- ported by a small skid and tail float. aie The power plant consists of a 50 H. P. 6-cylinder Anzani motor, driving a 2.20 metre propeller. The Vanaral(ciivendiana are: Length, 24 feet; spread, 25 feet; average wing chord, 6 feet. ADR CREE T January, 1913 FOREIGN. The new 6 passenger, 74 foot spread Voisin hydro-aeroplane built to the special order’ of M. Deutsch dela Meucthe. As can be noticed the machine is at best simply a makeshift and is nothing more or less than an enlarged headless biplane structure with a clumsy boat attachment apparently stuck on as an afterthought. Africa GARROS BREAKS HEIGHT-RECORD, RISING 19,032 FEET On December 11th, at Tunis, Roland G. Garros broke the world’s altitude record by rising to a height of 19,032 feet or approximately 3.6 miles in a flight that lasted 1 hour and 11 minutes. we In our French notes of this issue we publish an an- nouncement of Garros’ leaving France for Tunis with the intention of breaking the altitude record and stating that Garros had taken a Blériot machine with him for this flight, so that it seems quite probable this new height record was established on a Blériot monoplane in spite of the fact that Garros has been recently flying a Morane-Saulnier. The best previous height record was that of 17,876 feet established by Georges Legagneux on September 17th, last at Villacoublay, France on a Morane- Saulnier monoplane. It is rumored that Garros intends shortly to attempt to cross the Alps in his monoplane and that his recent altitude flights have been made by way of training for this daring feat. Argentine CORPORAL FELS FLIES FROM BUENOS AYRES TO MONTEVIDEO On December 3d, Corporal Fels flew down the Plate River from Buenos Ayres to Montevideo, a distance of 128 miles. The Argentine Minister had him arrested for breaking the rule which prohibits an officer leaving his country without permission while on duty. He was, however, soon released and congratulated on his fine flight which constitutes a record for South America. Austria WIRE AND TURNBUCKLE TEST COMPETI- TION TO BE HELD IN VIENNA The Oesterreichischen Flugtechnischen Verein has organized a competition to test the strength of wires, turnbuckles, terminals and fastenings, which is open to all nations, and entries may be made up to Febru- ary 15th, 1913. Full information can be obtained by addressing the Secretary, Oesterreischischer Aero Club, Wien 1, Tuchlauben 3, Vienna, Austria. Bulgaria The fate of Dr. Jules Constantin, a French aviator in the Bulgarian service, who was decorated by King Ferdinand for bravery, is described as follows: Dr. Constantin started from Surma village on his last flight over the Chataldja lines with the object of drop- ping bombs on the Turkish troops. His biplane went out of sight rapidly and some hours later was seen to descend near the Bulgarian camp. The aviator was found lying on the ground dead with a wound in his chest. The wings of the biplane had also been pierced by bullets. The instruments showed that he had reached a height of nearly 4,000 feet. He had photographed the Turkish lines and evidently had been shot, but had strength to guide the machine back before he expired. China SPECIAL CORRESPONDENCE The Editor “‘AircRAFT”’ New York. Dear Sir:— After writing you last on the 24th ult., I received news of an aviation fatality in the person of Mr. Fung Yue one of the pioneers of aviation as far as China is concerned. Mr. Fung Yue the much talked of Chinese aviator from America demonstrated his aeroplane on Sunday the 25th August, to the Chinese Officials of the army and the soldiers outside the East Gate. There was a very large gathering and after lecturing on his machine in detail to the officers and the troops that surrounded him he mounted his biplane and made an abrupt rise above the trees but had to land immediately after. He made three attempts in all and in his last ascent to soar high above the trees the aeroplane dashed into a bamboo thicket and was badly damaged and the aviator who fell with his machine heavily to the ground was seriously injured by bamboo sticks piercing his thigh,and other parts of the body andgbecame,insen- sible. He was,bleeding profusely and the wounds were at once attended to by the army surgeons present. He was conveyed in an ambulance to the nearest hos- pital which was somewhat distant from the scene of the disaster and the aviator expired after entering the hospital. The cause of the accident is not exactly known and may be due to lack of aviator’s experience in handling the elevating gear and the depraved motor not working as smoothly as it should. The aviator’s brother who was present at the exhibition was so shocked by the fatal accident that he fell unconscious. The place where the aviator met his death was en- shrined and many admirers of the deceased aviator and believers of the artgfof aviation went there to worship for the repose of the soul of one of their com- patriots who fell for the cause of aviation and his country. Later on services were held in a temple in the Eastern suburb and most of the high officials of the province were present. The remains of the deceased airman were buried) at Wang Fa Hill among the raves of the revolutionary martyrs and the sum of $1,000 mex. !was granted as compensation to the family of the deceased aviator who is being so much lionised. 4 > {am also informed that a pension of $100 per annum is to be paid to his father. There is much enthusiasm in the matter and idea of course is to create an interest in aviation and encourage other mechanics to take to the winged art. The deceased aviator’s assistant Chu Chuk Tsun is I understand taking a great deal of interest in this line and he will no doubt repair the machine and make a few experimental flights which I hope will be successful. I enclose a photo of the deceased airman on his Curtiss type biplane. Yours faithfully, F. B. SILVA-NETTO. Denmark TOURS DENMARK IN BIPLANE In the space of fifteen days, M. Birch, flying a Maurice Farman biplane in Denmark, covered a total distance of about 2,500 kilos. Throughout the trip he was accompanied by his wife who occupied the passenger seat. England An exhibition is to be given at Olympia, London, in February next, devoted exclusively to aviation. It will be held under the auspices of the Society of Motor Manufacturers and Traders (Ltd.) ,Maxwell House, Arundel Street, London, W. C. NEWS In addition to aeroplanes, it is proposed to provide for the exhibition of hydroplanes and hangars, and special arrangements will be made for model flying, cinematograph displays, and other features of interest. Inasmuch as the show will be international, American manufacturers of aeroplanes will begable to exhibit their products. oa aid France On November 16th at Etampes, Fischer was tesung a Henry Farman biplane fitted with one of the new 9-cylinder Rhone rotary motors and made a flight of over an hour’s duration. On November 25th, with the same machine and engine he made a try at the Ae. C. F. Criterium for the longest flight over closed circuit to be made in 1912. He started at 6.45 A. M. but after flying for two hours was forced to land due to some part of the machine loosening up.- He, how- ever, intends to make another trial in the near future. MME. DE LAROCHE FLYING AGAIN Mme. de Laroche, the pioneer woman aviator who was injured at the 1909 Rheims Meet, has now resumed flying and is making some_splendid flights on a new Sommer biplane. GARROS TO TRY FOR HEIGHT RECORD AGAIN On November 27th Garros.taking along a Blériot monoplane left France for Tunis where he intends in the near future to make an attempt to regain the height record and it is also rumored that he will follow this up with a flight from Tunis to Rome and after that with an attempt to fly across the Alps. While testing a Donnet-Leveque biplane ordered by Mr. Jones of the Whitehead Torpedo Works of Fiume, Austria, André Beaumont on November 22d, flew from the Donnet-Leveque’s works at Besson and followed the course of the river to Paris, turning over the Grand Palais he made his way back to Besson. He had as passenger Koening, the Austrian pilot, who is learning to fly the machine as the Austrian Government has ordered two Donnet-Leveques, one a 50 H. P. and the other an 80 H. P. machine. Jules Vedrines has recently been making some extensive flights on a Deperdussin monoplane at Etampes and it is rumored that he is practising for a long cross-country tour which he expects to make shortly. FARMAN BROTHERS EXCHANGE MACHINES AND FLY IN COMPANY A novel scene was recently witnessed at the Buc aerodrome when Maurice Farman flew over and wit- nessed his brother Henry testing out a new machine. After Henry Farman had landed his brother expressed a desire to try the H. Farman biplane so they exchanged machines and the unusual sight was afforded of Maurice’ Fung Yue the first Chinese Aviator to lose his life in China is here shown seated in the bi-plane with which he fell owing to inexperience in handling the controls. January, 1913 Farman flying a headless Henry Farman biplane while his brother was flying the Maurice Farman type. On November 25th, Labarre, a French military aviator, flying a Train military monoplane, completed his tests for a French superior certificate, flying over a course from Mourmelon to Villacoublay and back. The interesting point in connection with this flight is the fact that it was accomplished on a Train mono- plane which is one of the few present day machines heving the pilot sitting way below the main plane as on the Santos-Dumont Demoiselle. While this arrange- ment of placing the seats below the main plane has been admitted to offer observation advantages for military use, it has been severely criticised on account of its giving a machine a low center of gravity and in consequence a poor balance. Train, however, in spite of criticisms and prejudice, has stuck to the under slung type of monoplane and by his persistent efforts has proved his machine to have merits and it seems as if he is about to reap his rewards as, several Train machines have been recently purchased, by the French Government. THE VOISIN AERO-YACHT FLIES On November 23d, with Rugere at the wheel, the hydro-aeroplane built by Voisin for M. Deutsch de la Meurthe was tested at Issy. With six passengers and the pilot on board, it rose from the ground in seventy yards but the landing chassis was somewhat damaged in landing. This mammoth biplane, a picture of which we show in our foreign news heading has a spread of seventy-four feet and is powered with a 200 H. P. Clerget motor. As can be noticed, the machine is far from a pleasing design and appears to be slapped together without taking into consideration the position or resistance of the float car. FREY’S ACCIDENT On November 21st, Andre Frey, the well-known French monoplane pilot, while flying at Rheims in a Hanriot monoplane sustained a fall and was so ser- iously injured that he died before reaching the hospi- tal. Frey was one of France’s ablest pilots having attained his license on a Sommer biplane in 1910. He afterwards flew various types of both monoplanes and biplanes. In 1911 he was third in the Paris to Rome to Turin race and was the only competitor to attempt the stage from Rome to Turin during which he met with an accident while crossing the Appenines at Ronciglione, when he sustained very serious injuries which kept him out of actual flying for some time. This year he qualified as one of the three representa- tives of France in the Gordon Bennett Competition and in the course of his eliminating trials beat the speed records with one passenger. _ Frey had recently been undergoing a period of instruction as a sapper in the reserve and each day had flown over to the military aerodrome at Rheims from the Hanriot school on the 100 H. P. Hanriot monoplane on which Bielovicic had made some 250 flights. In the afternoon of November 21st, he started for a trip on the machine against the advice of his friends as the air was in a very disturbed condition. He was at a height of perhaps 200 feet when the machine ran into a very bad gust and dived. Frey evidently thought the machine would recover itself and probably hesitated too long before attempting to pull it up with the result that it crashed nose on to the ground and fatally injured the pilot. A military commission immediately examined the debris of the machine and found all the controls etc. intact, so that there appears to be no doubt it was the causes mentioned above that caused the accident and not a wing breakage as generally reported. France FRANCE TO SPEND $5,000,000 ON AVIATION IN 1913 A recent dispatch states that France has appro- priated $5,000,000 to be spent on aviation in 1913 as against $4,000,000 in 1912. Four hundred additional aircraft of all descriptions are to be purchased. There are to be thirty-eight squadrons of scouting aeroplanes, each squadron comprising eight aeroplanes “in commission’’ with a spare one always kept in re- serve. Twenty-seven of these squadrons will be field and eleven fortress squadrons and one will be attached to each army headquarters and to each army corps. Each cavalry division will be accompanied by three aeroplanes. There will also be twenty dirigibles principally attached to the frontier fortresses and four armoured ygun-carrying aeroplanes. Germany AIR FLEET FOR GERMANY TWENTY ZEPPELINS ABLE TO REMAIN IN THE AIR FOUR DAYS TO BE BUILT In the lobbies of the Reichstag on November 28th a discussion centred on what is now regarded as the certain appearances of Germany's first aerial navy ill. It is stated, on reliable authority, that the recom- mendations of the War Office and Admiralty include a provision for building, as the beginning of a German air fleet, twenty Zeppelin airships, each of about 926,000 cubic feet capacity, capable of travelling fifty- one miles an hour, and remaining aloft four days and four nights without an intermediate landing, and capable of carrying and discharging a ton of explo- sives. German Notes By Stella Bloch Ellery von Gorrissen set up a new passenger world’s record on November 7th by taking up five passengers with him on his new Ago-Otto biplane with a 100 H. P. Argus motor. This is the same apparatus with which he took part at the Putzig hydroplane meet ATRECRAFT 321 THE FRENCH RIGID AIRSHIP “SPIESS” Diagramatic drawings of the new French dirigible ‘‘Spiess’’ which is now ready for its trials. As will"be noticed the ship is similar in general lines to the Zeppelin although it is not a copy of the Zeppelin, as its main features were patented in 1873. The total length of the airship is 341 feet, its greatest diameter 49 feet. The frame work of practically the whole dirigible is constructed of hollow wood spars, cloth wrapped, which con- struction makes the airship very light, strong and flexible and more capable of standing schocks than a rigid metal frame. and separate gas chambers. The hull is divided by twelve vertical divisions which divide the airship into thirteen distinct The two cars of the Spiess are built right into the keel and are not hung below the hull as on the Zeppelin, this arrangement greatly cutting down head resistance as well as adding to the sym- metry of the design. shaft transmission. Each car carries a 250 H. P. Chenu engine which drives propellers through gear and The letters on the drawings show as follows: T—a diagonal brace; B—one of the gas chambers; E—horizontal stabilizing plane; SS—elevator controls; MM—motors; G—rudder, HH—propellers; RR—reservoirs for water ballast; A—armament. but without success. of fifty metres and stayed up twenty-three minutes. The total weight of the six persons and fuel amounted to 430 kilograms. Melli Beese has commenced to build monoplanes on the Dove system which probably will go to swell the considerable ‘number of machines belonging to the Army. The framework has been inspected already by a military commission. Two views 01 the lrainework ol Che rigid dirigpie Spiess on top a view of the keel and nacelle Construction and below a view of the hull in a partially completed stafe. Gorrissen attained an elevation There will be no Vienna to Berlin flight in 1913 as owing to the unsettled political conditions the Aus- trian committee cannot see its way to commence arrangements for this event. In its place an inter- national meeting,is_to take place in June on the Vienna- Aspern_ground. Lieut. Geyer of the Strassburg military station has set up an excellent score for cross-country work with 1,400 kilometres within a period of four weeks, without the slightest mishap either to plane or motor. His best accomplishment was from Strassburg to Mull- house, back to Strassburg and on to Metz. On the return journey he encountered dense fogs in the Vosges mountains, but covered the distance, one of 150 kilometres, in 1 hour 30 minutes on his Aviatik biplane. Four more officers have taken their brevets at Berlin-Johannisthal, three on Albatross biplanes and one on a Rumpler. By the way, the military have acquired two more Doves which are now stationed at Doeberitz. A new world’s altitude record for women was set up on November 22d, at Berlin-Johannisthal by Mlle. Galantschikoff the Russian aviatress whom Abramo- witsch taught to fly on a Wright biplane. Steering a military type Fokker monoplane, 100 H. P. Argus motor, the aviatress reached the very respectable elevation of 2,200 metres, landing in a fine glide. The Berlin Albatross Works are now about to build monoplanes as Hirth has entered the firm as a partner and will pay special attention to his own favorite type of machine. The War Office is said to have placed a considerable order with the works for monoplanes. Lieut. Joly beat Hirth’s cross-country record of 320 kilometres (Breslau-Vienna) on November 26th, when he flew a distance of 355 kilometres from Jueter- bog to Rogowo, in 2 hours 50 minutes on a Rumpler- Dove with a 100 H. P. Argus motor. The German duration record stands at 4 hours and is in the posses- sion of Lieut. Kastner. The first hydro-aeroplane built by Count Zeppelin’s old assistant, Engineer Kober, in the former Zeppelin . hangar at Manzell near Friedrichshafen, is now under- going a series of tests over Lake Constance. The first trial flight, carried out by the Swiss pilot Gsell, lasted 50 minutes and was most favorable. An order for fifty new monoplanes and biplanes has been placed by the German War Office with domestic firms. This large number is to replace the machines that show manifold signs of wear and tear at the various flying stations in Metz, Strassburg, Cologne, Doeberitz and Jueterbog where officers are trained in aviation work and breakages, therefore, are ordinary occurrences. India Consul Edwin S. Cunningham of Bombay writes that, anticipating the advent into India of airships, the Indian airship act was passed in 1911. Under that act the Governor General in council is authorized to prescribe certain rules. A draft of the proposed rules has now been published. Invitations have been extended that objections and suggestions concerning the amendment of these rules will be received no later than October 15, 1912. The proposed rules forbid anyone to possess or use an airship without a license, which may be obtained from certain designated officials. Before a license is issued particulars are to be filed giving the name, occupation, and residence of the applicant and a description of the airship; that is to say, in the case of dirigibles, the type, the capacity of the envelope, over-all length, diameter, material of which the envelope is made and the name of the maker, carrying capacity 322 PAWS Ra Ca Ray waaay The Borel hydro-monoplane being pushed into the water preparatory to making an over water trip. By its performances at the Tamise meet and more recently the winning of the Pommery Cup, the latest type Borel monoplane has sprung into a position second to none. in weight and number of persons. In the case of aero- planes the description shall include the type, whether tractor or propellor driven, span, total length fore and aft, height, total carrying capacity in weight in live load, including pilot, the disposal of seating accom- modation, position of driver’s seat, and whether fitted | with dual control. The applicant shall also describe ithe engine, giving its cylinder and horsepower, whence the airship was obtained, where it will be kept, and Inherent Stability and One of the really novel and successful machines brought out during the year is the new Fokker mono- plane constructed by Fokker a young Dutch engineer who has devoted considerable time in an endeavor to produce an automatically stable aeroplane and judg- ing from the success of his latest machine it would seem that he has at any rate gone a long way toward achieving his aim. As will be noticed from the accompanying drawings, the chief peculiarities of the Fokker monoplane are the main planes which are set at a very pronounced V angle and also slope backward. The fuselage sets up high above the wings thereby bringing the centre of gravity very high and itjis this arrangement of plac- ing the fuselage high with the wings below and at a very pronounced dihedral angle which was}found to give the monoplane such a splendid inherent lateral balance that no movable control is provided for main- taining the side balance. Another advantage which it was found the high center of gravity produced, was that it aided auto- matic longitudinal stability by reason of the fact that the momentum of the high body and the drag of the low set planes produced an equalizing effect which tended to keep the machine on an even keel and what is still more important and has been proven by actual tests this arrangement in the event of the motor stopping causes the machine to automatically assume a good gliding position. The explanation of this being that when the machine is flying level the thrust of the motor equalizes the drag on the main planes but in the event of the motor stopping this thrust is removed and the drag of the main planes causes the lower part of the machine to slow up, so to speak, while the momentum of the fuselage and motor con- ' tinues forward, thus automatically forcing the nose of the machine down and putting it into a gliding posi- tion This is just the reverse of what happens with biplanes having a high center of thrust as on the Donnet-Leveque and Sanchez-Besa, etc. flying boats which exhibit a tendency to tail slide when the motor stops for the reason that when the thrust ceases the pressure drag on the top plane causes the top of the machine to slow up, while the boat and lower planes advance owing to momentum thereby producing just the opposite effect to that which occurs on the Fokker monoplane. Longitudinal stability is still further aided by the backwardly sloping wings similar to those used on the Dunne, Lohner-Pfeil, Mars, Albatross ‘“‘Arrow Plane,” etc., which produce considerable fore and aft stability owing to the fact that the weight of the machine is carried over a considerable fore and aft distance and at the same time the center of pressure is distributed over a greater distance and this checks the quick shifting of the center of pressure which is so detri- mental to some present day machines. For these reasons the writer predicts that it won’t be very long, in fact the tendency is already apparent, before the whether or not the applicant has obtained a license elsewhere. The proposed rules prohibit carrying arms, explo- sives, ammunition, wireless telegraphic apparatus, carrier birds or photographic apparatus, though the local Government may grant permission to a licensee to carry carrier birds and photographic apparatus. They also provide for the inspection and search of airships by designated officials. January, 1913 Italy DIRIGIBLE LOCATES AMERICAN FRIGATE SUNK OFF TRIPOLI IN WAR OF 1804 On November 27th, an Italian dirigible, while mak- ing observations above Tripoli, located the aged wreck of the American frigate ‘‘Philadelphia,” which was sunk in the war of 1804. __ Upon being informed of the discovery of the relic, Captain White Military Attache of the American Embassy in Rome, left immediately for Tripoli. Morocco A splendid flight was recently achieved by Lieut Do-Hu when he flew from Casablanca to Marrakech in two days in his Blériot. In making the return journey he was forced to stop for sometime at Ben Guerir on account of the weather. Philippines Lieut. Frank P. Lahm has recently been making some excellent flights on one of the new Wright ma- chines sent to the signal station at Camp McKinley, Manila. ‘Thus far, no extensive flights have been made, but Lieut. Lahm, who is really the dean of the flying soldiers of the army, is regaining his familiarity with the machine, and some lengthy flights will soon be made. Lieut..lahm will act as instructor for the junior officers in the islands. Roumania The military aerodrome at Cotroceni, Bucharest has been abandoned in favor of the Prince Bibesco’s Grounds. Lieut. Zorileans recently broke the Rou- manian height record by climbing 2,500 meters. Lieut. Protopopescu has been doing some excellent flying on the military Bristol monoplane and has car- ried several generals as passengers. Sicily Roland Garros on December 16th, flew from Tunis to Sicily, a distance of 160 miles. He expects to fly on to Rome and probably across the Alps into France. How it is Achieved in the Fokker Monoplane By WALTER H. PHIPPS. large majority of machines will be fitted with back- wardly sloping wings. Another advantage that this style wing presents is that it likewise aids lateral sta- bility for since the wings slope backwardly their ribs slope dihedrally toward one another, and in the event of a sideslip the wing on the low side presents a positive angle tothe direction of descent while the high wing pre- sents a negative angle, so that the motion of the machine sliding causes a lift on the low wing and a depression on the high one which thus automatically restores the balance and accounts for the fact that the Fokker monoplane is not provided for any means of controlling the side balance. As an instance of Fokker’s faith in his monoplane it is interesting to note that he has repeatedly flown it in winds of over thirty miles an hour and quite recently broke the German altitude record by rising over 11,000 feet. Turning now to a description of the machine itself the general dimensions are as follows: length 8 meters, spread 11 meters, chord 2.3 meters, motor 100 H. P. 4-cylinder water cooled Argus driving a Garuda pro- peller of 2.7 meters diameter. MAIN PLANES The Main planes which are quickly detachable are attached at a very pronounced dihedral angle and are single surfaced of a similar construction to the early Farman planes having the spars and ribs fitting into pockets sewed in the cloth. The ribs themselves are remarkable in that they are perfectly flat with the exception of a slight curve near the leading edge. The Fokker automatically balanced monoplane which has been making such wonderful flights in Ger- The total span of the wing is 11 meters but there is a space of a meter left open in the center directly under the fuselage. The wings are braced underneath to the running gear and above to a single V pylon mounted above the fuselage. THE FUSELAGE The fuselage contrary to usual monoplane practise does not extend all the way to the rear nor is it built up in box form. It is in reality simply an aluminum cabin mounted on two strong beams which extend forward and support the engine in front. The large flexing tail attaches to the rear of this cabin and is braced rigidly by a mast and wires leaving just the outer part flexible to be warped up and down to act as an elevator. The pilot sits in the rear with the passenger in front. RUNNING GEAR The running gear consists of a double skid and two wheel arrangement of the usual type but its chief novelty lies in the fact that an extra central skid is attached at its rear so as to support the tail and relieve it from severe shocks in landing. For this reason it is hinged and its rear strut fitted with shock absorbers, as can be seen in the side view plan of the machine. CONTROLS The Controls simply consist of a lever which works the elevator while the steering is done by a foot yoke. The transversal stability is automatic and is produced by the form of the wings. many and Russia during the past year and which has also put up several German height records, and just recently a world’s altitude record for women of over 7,000 feet made by Mlle. Galantschikoff the Russian aviatress on November 22d, at Berlin-Johannisthal, on a 100 H. P. Argus motored Fokker monoplane. January, 1913 AT/RCRAFT 323 THE FOKKER MONOPLANE Pe "YEP WW it ia Ku ive NL ; GGG YW), yy, LL NAL, Wy) Lye y Y YGLING 1, Yj Vie Vif 7} WNL kg LEP ae, 2 . Wy 7) he eA Lees WY YY YY j Yi Ui, Ye Y Z v7 7 yy Uy Wy, PILOTS SEAT N a “| FOKKER +— MONO PLANE DIMEWS/0/V 5 (TRC) Liam LET? Lig GI IO Ay lateral stability 324 (In Closed Circuit without stops) AIR CIR Ae ar WORLD’S FLYING RECORDS A.—SPEED 1.—Time on a Given Distance (a) Aviator Alone January, 1913 (Checked to December 15, 1912, by D. E. Ball) Distance ; Kiloms. Mules Holder Place Date Machine Motor Time 5 3.107 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin mono 140 h. p. Gnédme 1’ 44 1-5” 10 6.214 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin mono 140 h. p. Gnéme STC a od 20 12.427 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin mono 140 h. p. Gnéme 6’ 56 30 18.641 J. Védrines Betheny, France July 13, 1912 Deperdussin mono 140 h. p. Gnédme 10’ 33 4-5/” 40 24.855 J. Védrines Betheny, France July 13,1912 Deperdussin mono 140 h. p. Gnéme WAG Baa” 50 31.068 J. Védrines Betheny, France July 13, 1912 Deperdussin mono 140 h. p. Gnéme 17’ 37 3-5” 100 62.137 J. Védrines Betheny, France July 13, 1912 Deperdussin mono 140 h. p. Gnéme 35’ 17 3-5” 150 93.205 J. Védrines Betheny, France July 13, 1912 Deperdussin mono 140 h. p. Gnéme 52’ 52 4-5’’ 200 124.274 J. Védrines Betheny, France July 13, 1912 Deperdussin mono 140 h. p. Gnéme lh. 10’ bow 250 155.342 M. Tabuteau Pau, France Mar. 1, 1912 Morane-Saulnier mono 50h. p. Gnéme 2h. 07’ 54 1-5” 300 186.411 E. Cobiono Somma, Italy Mar. 28, 1912 Caproni mono 50h. p. Anzani 2h. 49’ 350 217.479 P.M. Bournique Buc, France Dec. 31, 1910 R. E. P. mono 45h. p. R. E. P. 4h. 17’ 26 1-5" 400 248.548 P.M. Bournique Buc, France Dec. 31, 1910 R. E. P. mono 45 h. p. R. E. P. 4h. 54’ 06 4-5” 450 279.616 P.M. Bournique Buc, France Dec. 31, 1910 R.E. P. mono 45h. p. R. E. P. 5h. 30’ 35 3-5” 500 310.685 P.M. Bournique Buc, France Dec. 31, 1910 R. E. P. mono 45h. p. R. E. P. 6h. 07’ 07 4-5” 1010 627.584 G. Fourny Etampes, FranceSept. 11, 1912 M. Farman Bi 80h. p. Renault 13h. 18’ (b) Aviator and One Passenger 5 3.107 Lieut. H. Bier W.-Neustadt Oct. 1, 1911 Etrich mono 50 h. p. Gnéme 25 Saeenee 10 6.214 G. Legagneux Corbeaulieu, Fr. July 20, 1912 Zens mono 80h. p. Gnéme 4’ 24 4-5” 20 12.427 G. Legagneux Corbeaulieu, Fr. July 20, 1912 Zens mono 80 h. p. Gnéme 8 30 18.641 G. Legagneux Corbeaulieu, Fr. July 20, 1912 Zens mono 80 h. p. Gnéme 13’ 18 3-5/” 40 24.855 G. Legagneux Corbeaulieu, Fr. July 20, 1912 Zens mono 80 h. p. Gnome 17’ 44 4-5” 50 31.068 G. Legagneux Corbeaulieu, Fr. July 20, 1912 Zens mono 80 h. p. Gnome DE NB” 100 62.137 G. Legagneux Corbeaulieu, Fr. July 20, 1912 Zens mono 80 h. p. Gnéme 44! 36 3-5” 150 93.205 G. Legagneux Corbeaulieu, Fr. July 20, 1912 Zens mono 80 h. p. Gnome in, 7 io” 200 124.274 Lieut. H. Bier W.-Neustadt Oct. 1, 1911 Etrich mono 100 h. p. Daimler 2h. 03’ 49” 250 155.342 Lieut. H. Bier W.-Neustadt Oct. 1, 1911 Etrich mono 100 h. p. Daimler 2h. 39’ 37” (c) Aviator and Two Passengers 10 6.214 E. Nieuport Mourmelon Mar. 9, 1911 Nieuport mono 50 h. p. Gnéme 6’ 20 12.427 E. Nieuport Mourmelon Mar. 9, 1911 Nieuport mono 50 h. p. Daimler 11’ 59 2-5” 30 18.641 E. Nieuport Mourmelon Mar. 9, 1911 Nieuport mono 50h. p. Daimler NaS =O 40 24.855 E. Nieuport Mourmelon Mar. 9, 1911 Nieuport mono 50h. p. Daimler 22’ 44 2-5” 50 31.068 E. Nieuport Mourmelon Mar. 9, 1911 Nieuport mono 50 h. p. Daimler 29! 377 2-5 100 62.137 E. Nieuport Mourmelon Mar. 9, 1911 Nieuport mono 50 h. p. Daimler 59’ 08” (d) Aviator and Three Passengers 10 6.214 G. Busson Rheims Mar. 10, 1911 Deperdussin mono 100 h. p. Gnéme 6’ 16 3-5” 20 12.427 G. Busson Rheims Mar. 10, 1911 Deperdussin mono 100 h. p. Gnome 12’ 34 1-5” 30 18.641 G. Busson Rheims Mar. 10, 1911 Deperdussin mono 100 h. p. Gnéme 18’ 48’ 40 24.855 G. Busson Rheims Mar. 10, 1911 Deperdussin mono 100 h. p. Gnéme 25’ 05 3-5’ 50 31.068 G. Busson Rheims Mar. 10, 1911 Deperdussin mono 100 h. p. Gnéme 31’ 23 1-5/7 (e) Aviaior and Four Passengers 5 3.107. G. Busson Rheims Mar. 10, 1911 Deperdussin mono 100 h. p. Gnéme 3/ 34"" 10 6.214 G. Busson Rheims Mar. 10, 1911 Deperdussin mono 100 h. p. Gnéme 7’ 08" 20 12.427 G. Busson Rheims Mar. 10, 1911 Deperdussin mono 100 h. p. Gnome 14’ 00 3-5’ 2.—Distance in a Given Time (a) Aviator Alone Distance Kiloms. Miles Holder Place Date Machine Motor Time 45.664 28.233 J. Védrines Betheny, France July 13, 1912 Deperdussin mono 140 h. p. Gnéme 15’ 84.665 52.378 J. Védrines Betheny, France July 13, 1912 Deperdussin mono 140 h. p. Gnome 30’ 168.244 104.374 J. Védrines Betheny, France July 13, 1912 Deperdussin mono 140 h. p. Gnéme © 1 hr. 227.454 141.333 M. Tabuteau Pau, France Feb. 23, 1912 Morane-Saulnier mono 50-+h. p. Gnéme 2 hrs. 310.287 192.803 M. Tabuteau Pau, France Jan. 24, 1912 Morane-Saulnier mono 50h. p. Gnoéme 3 hrs. 325.905 202.508 P.M. Bournique Buc, France Dec. 31, 1910 R. E. P. mono 45h. p. R. E. P. 4 hrs. 407.675 253.317 P. M. Bournique Buc, France Dec. 31, 1910 R. E. P. mono 45h. p. R. E. P. 5 hrs. 490. 304.471 P.M. Bournique Buc, France Dec. 31, 1910 R. E. P. mono 45h. p. R. E. P. 6hrs. 522.935 324.936 M. Tabuteau Buc, France Dec. 30, 1910 M. Farman bi 60h. p. Renault 7 hrs. 510. 316.899 G. Fourny Buc, France Sept. 1, 1911 M. Farman bi 60h. p. Renault 8 hrs. 580. 360.395 G. Fourny Buc, France Sept. 1, 1911 M. Farman bi 60h. p. Renault 9 hrs. 650. 403.89 G. Fourny Buc, France Sept. 1, 1911 M. Farman bi 60h. p. Renault 10.hrs. 710. 441.173 G. Fourny Buc, France Sept. 1, 1911 M. Farman bi 60h. p. Renault 11 hrs. | (b) Aviator and One Passenger 24.805 16.413 Lieut. H. Bier W.-Neustadt Oct. 1, 1911 Etrich mono 100 h. p. Daimler 15’ 66.639 41.406 G. Legagneux Corbeaulieu, Fr. July 20, 1912 Zens mono 80 h. p. Gnéme 30’ 133.469 82.579 G. Legagneux Corbeaulieu, Fr. July 20, 1912 Zens mono 80h. p. Gndme 1 hr. 190.858 118.593 Lieut. H. Bier W.-Neustadt Oct. IF 1911 Etrich mono 100 h. p. Daimler 2 hrs. 224.85 139.715 R. Level Chartres July 30, 1911 Savary bi 60h. p. Labor- 3 hrs. Aviation 3.—Greatest Speed, Whatever the Length of the Flight (a) Aviator Alone Speed per Hour Holder Place Date Machine Motor» Kilom. Miles J. Védrines Betheny, France July 13, 1912 Deperdussin mono 140h. p. Gnome 170.77. 106.069 (b) Aviator and One Passenger G. Legagneux Corbeaulieu, France July 20, 1911 Zens mono 80 h. p. Gnéme 135.952 84.296 (c) Aviater and Two Passengers E. Nieuport Mourmelon, France Mar. 9, 1911 Nieuport mono 50 h. p. Gnome 102.855 63.911 (d) Aviator and Three Passengers G. Busson Rheims, France Mar. 10, 1911 Deperdussin mono 100h. p. Gnéme 96.308 59.843 (e) Aviator and Four Passengers G. Busson Rheims, France Mar. 10, 1911 Deperdussin mono 100h. p. Gnéme 87.251 54,215 January, 1913 ANIC IRAN ID ab 325 B.—GREATEST DISTANCE (a) Aviator Alone Distance Covered Holder Place Date Machine Motor Kilom. Miles G. Fourny Etampes, France Sept. 11, 1912 M. Farman bi 80h. p. Renault 1010.668 628 (b) Aviator and One Passenger Lieut. H. B. Barring- Salisbury Plain, Eng. Feb. 14, 1912 Nieuport mono 70 h. p. Gnéme 401.495 249.477 ton-Kennett (c) Aviator and Two Passengers Lieut. H. Bier Wiener-Neustadt, Austria Oct. 4, 1911 Etrich mono 100 h. p. Daimler 12" 69.593 (d) Aviaior and Three Passengers G. Busson Rheims, Betheny, France Mar. 10, 1911 Deperdussin mono 100 h. p. Gnéme 50. 31.068 (e) Aviator and Four Passengers G. Busson Rheims, Betheny, France Mar. 10, 1911 Deperdussin mono 100 h. p. Gnome 25.74 15.994 C.—GREATEST DURATION (a) Aviator Alone Holder Place Date Machine Motor Duration of Flight G. Fourny Etampes, France Sept. 11, 1912 M. Farman bi 80 h. p. Renault 13 hrs. 18’ (b) Aviator and One Passenger i J. Suvelack Johannisthal, Germany Dec. 8, 1911 Rumpler-Etrich mono 50 h. p. Rumpler 4 hrs. 34’ (c) Aviator and Two Passengers J. Pietschker Johannisthal, Germany Oct. 1, 1911 Albatros bi 100 h. p. Argus 2 hrs. 19’ (d) Aviator and Three Passengers K. Griilich Johannistha!l, Germany Jan. 25, 1912 Harlan mono 100 h. p. Argus Whrs5h (e) Aviator and Four Passengers : Abramovitch St. Petersburg, Russia September 24, 1912. Wright bi 100 h. p. N. A. G. 45’ 54” (f) Aviator and Five Passengers H. Molla Douzy, France Jan. 26, 1912 Somner bi 70 bh. p. Gnéme 1 h. 05’ 48 1-5” D.—ALTITUDE 1.—Greatest Altitude (a) Aviator Alone Altitude Attained Holder Place Date Machine Motor Meters Feet *Legagneux Issy-Villacoublay, France Sept. 17, 1912 Morane Saulnier 80 h. p. Gnéme 5,450 17,881 (b) Aviator and One Passenger Lieut. Blaschke Vienna, Austria June 29, 1912 Lohner-Arrow bi 120 h. p. Aus.-Daimler 4,360 14,300 (c) Aviator and Two Passengers Lieut. Blaschke Vienna, Austria June 23, 1912 Lohner-Arrow bi 120h. p. Aus.-Daimler 3,580 11,756 (d) Aviator and Three Passengers Sablatnig Berlin-Teltow, Germany Sept. 27, 1912 Bomhard-Pfeil bi 125h. p. Aus.-Daimler 1,120 3,673 (f) Aviator and Five Passengers Ellery von Gorrissen, Johannisthal, Germany Nov. 7th, 1912 Ago-Otto Bi 100 h. p. Argus 50 1,640 2.—Climbing (Upward Vertical Speed (a) Aviator Alone Altitude Meters Time R. Simon Chicago, U.S. A. Aug. 19, 1911 Blériot mono 50 h. p. Gnéme / 500 P35 T. O. Sopwith Chicago, U.S. A. Aug. 19, 1911 Blériot mono 70h. p. Gnome | 500 Sues Sin (b) Aviator and One Passenger C. Grahame-White Nassau Boulevard, U.S. A. Sept. 30, 1911 Nieuport mono 70 h. p. Gméme 1,000 9’ 3 (3,280 ft.) E—CROSS COUNTRY 1.—Greatest Total Distance C. P. Rodgers New York to Pasadena, Cal. Sept. 17-Nov. 8, 1911 Wright bi 35 h. p. Wright motor 4,017 miles 2 Greatest Distance in a Single Day Pierre Daucourt Valenciennes to Biarritz, France October 6, 1912 Borel mono Gnome 570 miles F.—HYDRO-AEROPLANE 1.—Continuous Flight Lieut. John H. Towers Annapolis, Md., U.S. A. Oct. 6, 1912 Curtiss Hydro-aero 75 h. p. Curtiss motor 6h. 10/ 2.—Greatest Total Distance (With Passenger) Anthony Jannus, Omaha to New Orleans, U.S. A. Nov. 5th-Dec. 15, 1912. Benoist hydro-aero 75h. p. Roberts 1,970 miles These *As AIRCRAFT goes to press a cablegram states that Roland Garros on December 11, 1912, at Hans, Africa, attained an altitude of 19,032 feet. figures, however, may undergo some change before being officially recognized. z The student of aeronautical statistics, who desires a complete line of accurate records from the beginning of aviation should have in his library bound volumes of AIRCRAFT, Vol. I, Vol. II, Vol. IIT. All the great aeronautical statisticians of the world rely upon AIRCRAFT records for their information, and as a foundation upon which to build their own compilations. These volumes can be purchased from The Lawson Publishing Company, 37 East 28th Street, New York, for the sum of $3.50 each. complete history of the movement from its inception, will become priceless owing to their scarcity. A few years from now, these volumes, which also contain a 326 AIRCRAFT January, 1913 (In Closed Circuit, Without Stops) (Checked to December 15, 1912) A.—SPEED 1.—Time on a Given Distance (a) Aviator Alone Distance Kilom. Miles Holder Place Date Machine Motor Time 5 3.107 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140 h. p. Gnéme 1? 44 1-5 10 6.214 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140 h. p. Gnéme SES =o 20 12.427 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140 h. p. Gnome 6’ 56” 30 18.641 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140 h. p. Gnédme 10’ 45 4-5” 40 24,855 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140 h. p. Gnéme 14’ 19 1-5” 50 31,068 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140 h. p. Gnéme 17’ 51 4-5” 100 62.137 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140 h. p. Gnome 35/ 40 1-5” 150 93.205 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140 h. p. Gnéme 53’ 18 4-5”” 200 124.274 J. Védrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140 h. p. Gnédme ITT Oar 250 155.342 St. C. Johnstone Mineola, N. Y. July 27, 1911 Moisant 50 h. p. Gnome 3h. 32’ 56 2-5” (b) Aviator and One Passenger 10 6.214 C. Grahame-White Nassau B’lev’d, N. Y. Sept. 30, 1911 Nieuport 70 h. p. Gnome 6/ 13 2-5/7 20 - 12.427 C. Grahame-White Nassau B’lev’d, N. Y. Sept. 30, 1911 Nieuport 70 h. p. Gnéme 12’ 26 3-5” 30 18.641 C. Grahame-White Nassau B’lev’d, N. Y. Sept. 30, 1911 Nieuport 70 h. p. Gnome 18’ 42” 40 24.855 C.Grahame-White Nassau B’lev’d, N. Y. Sept. 30, 1911 Nieuport 70 h. p. Gnéme 24! 49 4-5" 50 31.068 C.Grahame-White Nassau B’lev’d, N. Y. Sept. 30,1911 Nieuport 70 h. p. Gnome 31’ O01 3-5” (c) Aviator and Two Passengers 5 3.107 ‘T. O. M. Sopwith Chicago, Ill. Aug. 15,1911 Wright 30 h. p. Wright 6’ 56 2-5’" 2.—Distance in a Given Time (a) Aviator Alone 168.244 104.374 J. Vedrines Clearing, Ill. Sept. 9, 1912 Deperdussin 140H. P. Gnome 1 hr. 141.97 88.216 St. C. Johnstone Mineola, N. Y. July 27, 1911 Moisant 50 h. p. Gnome 2 hrs 214.57 133.327 St. C. Johnstone Mineola, N. Y. July 27,1911 Mboisant 50h. p. Gnéme ‘3 hrs. 283.628 176.238 St. C. Johnstone Mineola, N. Y. July 27, 1911 Moisant 50h. p. Gnome 4 hrs. (b) Aviator and One Passenger 24.14 15 C. Grahame-White Squantum, Mass. Sept. 4, 1911 Nieuport 70 h. p. Gnéme 15’ 48.28 30 C. Grahame-White Nassau B’lev’d, N. Y. Sept. 30, 1911 Nieuport 70 h. p. Gnéme 30’ 3.—Greatest Speed Obtained, Whatever the Length of the Flight (a) Aviator Alone Speed per Hour Holder Place Date Machine Motor Kilom. Miles Jules Védrines Clearing, Ill Sept. 9, 1912 Deperdussin 140 h. p. Gnome 169.785 105.5 (6) Aviator and One Passenger C. Grahame-White Squantum, Mass. Sept. 4, 1911 Nieuport 70 h. p. Gnome 101.762 63.232 (c) Aviator and Two Passengers T. O. M. Sopwith Chicago, III. Aug. 15, 1911 Wright 30h. p. Wright 56.263 34.96 B.—GREATEST DISTANCE Aviator Alone Mineola, N. Y. July 27, 1911 Moisant C.—GREATEST DURATION (a) Aviator Alone St. C. Johnstone Lieut. John H. Towers, Annapolis, Md. Oct. 6, 1912 Curtiss hydro-aero (b) Aviator and One Passenger Walter E. Johnson Bath, N. Y. Oct. 31, 1912 Thomas (c) Aviator and Two Passengers Sept. 26,1911 Burgess-Wright (d) Aviator and Three Passengers Sept. 14, 1912 Bénoist D.—ALTITUDE 1.—Greatest Altitude (a) Aviator Alone T. de W. Milling Nassau B’lev'd, N. Y. Anthony Jannus Cicero, Ill. L. Beachy Chicago, Ill. Aug. 20, 1911 Curtiss (b) Aviator and One Passenger Harry Bingham Brown, Oakwood Heights, N. Y. Nov. 5, 1912. Wright 2.—Climbing ( Upward Vertical Speed (a) Avzator Alone : Aug. 19, 1911 Blériot Aug. 19, 1911 Blériot Aviator and One Passenger Sept. 30, 1911 Nieuport Chicago, II. Chicago, Ill. R. Simon T. O. M. Sopwith i) C. Grahame-White Nassau B’lev’d, N. Y. G.— CROSS-COUNTRY 1.—Greatest Total Distance C. P. Rodgers New York to Pasadena, Cal. Sept. 17-Nov. 8, 1911 Wright bi 2.—Greatest Distance in a Single Day C. P. Rodgers Sanderson to Sierra-Blanca Oct. 28,1911 Wright bi H.—HYDRO-AEROPLANE 1.—Continuous Flight Lieut. John H. Towers, Annapolis, U.S. A. Oct. 6, 1912 Curtis hydro-aero 2.—Greatest}Total Distance (With Passenger) Anthony Jannus, Omaha to New Orleans, U.S. A. Noy. 5-Dec. 15, 1912 Benoist hydro-aero Distance Covered Kulom. Miles 50 h. p. Gnome 283.628 176.238 Duration of Flight 80 h. p. Curtiss 6h. 10’ 65 h. p. Kirkham Sheol iat 30 h. p. Wright lh. 54 42’ 3-5” 75 h. p. Roberts i’ Altitude Attained Meters Feet 75 h. p. Curtiss 3,548 11,642 35 h. p. Wright 1,524 5,000 Altitude Meters Time 50 h. p. Gnome } 500 Bebe 70 h. p. Gndéme § 500 Busou 70 h. p. Gnéme 1,000 9’ (3,280 ft.) 35 h. p. Wright 4,017 miles 35 h. p. Wright 231 miles Duration of Flight 6h. 10’ 80 h. p Curtiss 75 h. p. Roberts 1,970 miles (Following course of river) January, 1913 AX WIR CS Jey A tase 327 GENERAL NEWS By D. E. BALL fr Albert Heinrich carrying a passenger in a 35 Fifty Aeroplanes May be Ordered by the U. S. Government in 1913 It is stated that the United States War Department plans to order approximately fifty aeroplanes to be used in 1913. Several new aeroplane stations are to be established in the United States as well as at Pan- ama, Hawaii and the Philippines and the new machines ordered will be distributed according to the importance of the different stations. A number of hydro-aero- planes will be included in the order and undoubtedly several will be stationed at the Panama Canal and also at Governor’s Island, New York City, and in all probability in due time every important sea-port will have its complement of both land and marine aero- planes. The complete Government plans are as follows: 1. Five conveniently located training schools, known as ‘“‘centers of aviation,’’ to be located, one on the Atlantic coast, one on the Pacific coast, one on the Great Lakes, one on the Gulf coast, and one at some central interior point; and as many auxiliary centers as it may be possible to organize, with a view to having a school of instruction in each state. Each center will comprise sheds, workshops, storerooms, and barracks and will be both a place of instruction and a place on concentration for the squadrons. These “centers of aviation’’ are designed to train officers of the regular army and organized militia as aviators, to train enlisted men as aeroplane mechanics, to inves- tigate and test aviation devices, to study meteorology as applied to aviation, wireless telegraphy as applied to aviation, military topography, sketching and reconnoissance from air craft, the dropping of projec- tiles from air craft, the use of small arms and machine guns from air craft, the design of military air craft, and all other matters tending to improve the military aviation service. While the scheme outlined in paragraph 1 is that toward which the War Department desires to work, it is not intended to establish new posts or aviation fields for this purpose. The field at College Park, Md., now in use, and such existing posts and buildings as are available and suitably located will be utilized and the scheme developed as personnel and material become available. 2. The organization of three aviation squadrons as the complement for one field army of regular troops, this being an allowance of one squadron for each division (2) and one for the headquarters of the field army. It is expected to specialize for each field army a company or squadron of extra powerful machines for a long-distance reconnoissance and to also specialize a number of machines for use in connection with the field artillery. 3. The organization of two squadrons for use in the Philippine Islands. 4. The organization of one squadron for use in Hawaii. s 5. The organization of one squadron for use in Pana- ma. 6. The organization of aero units for use at 14 groups of coast-defense stations in the United States, the equipment for these 14 stations not to be less than the equivalent of eight squadrons. 7. Organized Militia—All mobile troops in addition to one field army to be provided with aviation service from the organized militia, with the assistance of the staff of the five training schools (‘‘aviation centers’’); the allowance of aeroplanes to be in the same propor- tion as for the regular establishment—1. e., one squad- ron for each division of troops. California News By O. S. T. Meyerhoffer. Election over things are beginning to hum in the aviation line. Aviators all over the states are flocking H. P. Heinrich monoplane at Baldwin, L, I. back to civilization of God's favored land, California, where there is only one season the year round—summer. The Pasadena High School has added a course in aviation to its curriculum. Athletic instructor Diggins, who owns a biplane, will be instructor. Mr. Thaddeus S. Kerns of Chico, Cal., has made several ten and fifteen minute flights at Sunset field On November 2d he attracted general attention by flying over the Alameda-Reno football game and stepped the game for a while. The California Aviation Co. is building two new school machines, both of the Curtiss type, one standard single surface and one headless double surface. In the aviation game there are two kinds of aviators— aviators that fly in the air and aviators that fly in hot. air. When the latter type don’t make good, they as a rule get in trouble some way or another and do any old thing to make money. Aviator Didier Masson fell October 20th about 100 feet at Sunset field, Alameda, Cal., smashing a propeller, struts, wings, etc. He had the machine repaired immediately and changed the control to Cur- tiss and tried it out the following Sunday and then took her up several hundred feet when all at once he lost control and came tumbling down, totally wrecking the plane and doing some minor damage to the engine. Masson was treated at the Harbor Emer- gency Hospital and is now ready for more. Aviator Robert H. Fowler, the only living coast to coast aviator, who has won international fame by flying from Los Angeles, Cal. to Jacksonville, Fla., started to fly from Los Angeles to San Francisco, but gave up the trip after a slight injury, which his machine received while landing near Bakersfield. On November 12th, Fowler, who was the star attraction at the Empress Theatre for that week, flew over the very heart of San Francisco, making several beautiful circles, then returning and landing at the Presidio from where he started. C. A. Kelsey of 1601 Derby Street, Berkeley, Cal., was struck on the head by a propeller while testing out an engine, which he has perfected. He was knocked unconscious, the propeller cutting several deep gashes on his head. He is recovering. Aviators take notice and ail you bum chauffeurs also. For years you have held your nose in the air, laughing at the poor boobs that had to hire a horse and take their best girls buggy riding and how you used to toot your horn as you passed them. How you used to honk, honk, when you saw some nice looking girls on the corner. Times have changed. Now it is, Ah, the aviator. Isn’t he handsome? I’d give my life if he’d take me for a ride. And when the avia- tors take them for a ride such a difference. When a girl takes objection to a ‘‘bum chauffeur’’ she gets out of the car and walks, or rides home on the street car. They never step off the airship until the aviator lets them. They never argue, they never tell the aviator that he is too fresh. Pity the bum chauffeur. Ed. Say, George, buy me an aviator highball. George. What kind of a highball is that? Ed. Bi plane whiskey. A PLAY IN TWO ACTS Act One. Ed. (Running up to George breathless). ‘Say George, have you heard about the last suicide. An aviator in New York took his best girl up in his flying machine and thought he was going to get a lot of notoriety by being the first man to propose in an airship, but the girl refused him and he took it so to heart that he jumped out of the machine. 1000 feet in the air, being killed instantly.” George. ‘‘What became of the girl?”’ Ed. ‘‘She was a chicken and she flew down.” Act Two. George buying a drink. The first Aviation meet held in San Francisco for over two and one-half years was held by the Cali- fornia Aviation Co. at Ingleside, on November 24th. The meet was well advertised and brought quite a good crowd, although the biggest crowd stayed on the hills on the outside. Roy Francis and Harry Crawford were the star attractions, but many ama- teurs participated, such as Professor Bolinsay with his triplane, Aviator J. F. De Villa with his Nieuport monoplane, Albert S. Frye, Curtiss type biplane; Gus F. Siegfried, Bleriot monoplane. Roy C. Francis took Miss O’Brien, leading lady of the “Butterfly on the Wheel’’ at the Court Theatre across San Francisco Bay in his flying machine. Miss O’Brien is the first woman to fly across the bay. Francis started at Sunset field, flew over Goat Island, right over the business part of San Francisco, out around the Seal Rocks and landing on the Boulevard right outside the famous Sheahan’s Cafe, amidst the cheers of thousands of spectators who had motored out to the Beach to see the landing. Francis, who is probably the handsomest aviator, flying in the United States, was areal Hobson. After the landing he had to jump in an automobile and run away from the beach to escape the admiring members of the fair sex. Rumors were current. that it was an aeroplane elopement, but both Mr. Francis and Miss O’Brien deny this emphatically. Harry Crawford, who is flying for the California Aviation Co. made over city flights on Saturday, No- vember 23d, advertising the Ingleside meet, dropping tickets. He flew from the coursing park straight down Market Street, circling the Call Building then after circling over the business section of the town, flew back to the coursing park. Crawford has one of the speediest machines in this part of the country and flies at an average speed of seventy-two miles per hour. On Tuesday, November 26th, he flew from Ingleside across San Francisco Bay and over to Sunset Field. The day before Roy Francis flew from Ingleside to the Presidio. On November 19th, R. S. Fowler flew right over the heart of San Francisco, circling the town about five times. He started and landed at the Presidio. Fowler had his machine on the stage at the Empress Theatre, and played before a crowded house. [ « The single surface Benoist Biplane, of the Wetzig Brothers, of Junction City, Kansas, making a flight at Oakley, Kansas. Sce E. R. Careys letter on page 318 of this issue. AIRCRAFT Glenn H. Curtiss and a group of army, navy and civilian students taken at the Curtiss Aviation school. Mr. Curtiss is seen standing on the extreme left in front of his latest type flying boat. The Sloane School of Aviation is in active operation on Dominquez Field, Cal. It made a very successful début November 23d and has been very active since then. The machines and equipment have caused a great deal of interest and comment all over the Pacific Coast. It is considered that this is the finest equip- ment ever seen in that part of the country. On Thanksgiving Day John Guy Glipatric, the young graduate of the Sloane School, made a new passenger-carrying altitude record in the big 60 H. P. Military Type Deperdussin. This machine was equipped with an Anzani Motor and Charavay pro- peller. He was in the air an hour and sixteen minutes and attained an altitude of 5006 feet. The motor was perfectly cool and everything was in fine condition at the end of the flight. W. Leonard Bonney, the chief instructor, has been doing a good deal of flying in fast Caudron Mono- planes in all parts of the country. He has become an expert in handling the 45 H. P. Anzani Caudron which is without doubt the fastest machine in the country. A few days ago he made a twenty-three mile flight from Dominquez Field to the ocean front, and back around Signal Hill in fifteen minutes. Last Saturday he was entered in a race from Los Angeles to Bloom. ington. He was to race against an automobile and a motorcycle. The start was made from the rifle range just outside of Los Angeles. The motor car was started first, then the motorcycle and last of all the speedy Caudron. Bonney made a remarkable flight and was well up on his competitors when near the end of the course he was caught in a terrific desert hurricane and sand storm. The weather bureau estimated that the wind was blowing eighty miles an hour at 2000 feet altitude. Bonney managed his machine magni- ficently in this tempest and made a brilliant landing within a mile of the end of the course. He displayed the most wonderful airmanship seen on the coast in a long time. The Aero Club of California, at Los Angeles, will hold its ‘‘Fourth International Aviation Meet”’ during the month of January, 1913. The dates have not as yet been definately decided upon but the Meet will be held about the middle of January. Massive preparations have been under way for the past two months under excellent manage- ment so that a tremendous success is assured. It is planned to hold the Meet on a strictly competi- tive basis offering, as prizes, a percentage of the re- ceipts. No guarantees or advance money will be paid. Owing to the way in which the affair is being managed it is believed that the receipts will far exceed those of the 1912 Meet. The Sloane Aeroplane Company expects to do some extensive cross ccuntry touring with their speedy machines. According to the officers of the Sloane Aeroplane Company there is nothing the matter with aviation in America at the present time. Rotary Maxim Motor Tested After a trial of the Rotary Maxim Motor in tractor type Curtiss biplane Mr. F. Shiller made arrangements to have a Maxim motor installed in his Nieuport type monoplane, while Mr. C. Hall who witnessed the tests immediately placed an order for one to be installed in his tractor biplane. Aero Club of New England Capt. Robert Bartlett, the captain of the Roosevelt, from which the Peary Arctic expedition made its trip to the North pole, was the principal speaker at the annual meeting of the Aero Club of New England and suggested a trip to the North pole by aeroplane. “The quickest, safest and easiest way to reach the North pole, and at the same time entirely feasible is by aeroplane,’ said Captain Robert Bartlett. “An aeroplane can be taken to Cape Morris K. Jessup, which is but 381 miles from the pole by land. From there it is but a question of four hours’ flight with the newest machines. There is no difficulty in finding suitable landing places, the ice everywhere provides it. But there are no supplies, and the aviator must carry sufficient gasoline to make the trip and back. “The ideal trip and the one which would remove all question of having been at the Pole would be to make the flight directly over the pole, continuing on to Cape Cheliuskin, Siberia, which is 720 miles beyond the pole. I believe such a trip will be made, and that not long hence. The summer months of July and August would be,ideal for such a flight, and I can see no serious difficulties which might not be sufficiently guarded against.’’ ‘These officers were elected at the business meeting presided over by the retiring president, Jay B. Benton: _President, Henry WHoward, Boston; first vice- president, John J. Van Valkenburgh, South Framing- ham; second vice-president, J. Walter Flagg, Worces- ter; secretary, Alfred R. Shrigley, Boston; treasurer, William Carroll Hill, Boston; Directors, Nathan L. Amster, Jay B. Benton, T. E. Byrnes, H. Helm Clay- ton, J. Walter Flagg, Charles J. Glidden, Henry How- ard, William Carroll Hill, G. S. Hayward, Alfred R. Shrigley, John J. Van Valkenburgh. Committees— Contests and balloons, Messrs. Glidden, Benton, Van Valkenburgh; Aeroplanes, Messrs. Howard, Clayton, Osgood; Membership, Messrs. Hill, Shrigley, Osgood; House and Library, Messrs. C. W. Barron, Byrnes, Amster; Entertainment, Messrs. Glidden, Shrigley, Hill; Foreign relations, Messrs. Howard, Glidden. Tor View. January, 1913 Pennsylvania News E. O. Weeks is successfully flying the modified Cur- tiss type plane with the 60 H. P. Curtiss engine, built by Williams of Scranton. Weeks’ flying at the Aeronautical Society grounds when opened Oct. 12th at Oakwood Heights was very creditable. On Oct. 30th he made a 40 mile flight around Scranton. Good flights were also made on Nov. 11th and 23d. On the former date Weeks was up over forty-two minutes and at times was lost to view in the smoke and fog which hung over the city. The Flying Boat which is being built for Marshall Earle Reid, the Philadelphia aviator, is nearing com- pletion in Washington. It will be a Columbia machine with a three bladed Simmons propeller and 80 horse- power rotary motor with self starter. Bergdoll, flew his Wright machine on December Ist at Eagle Aviation Field and when about to make a landing the crowd swarmed into the grounds diréctly in his path, with excellent judgment Bergdoll rose over their heads circled the field and landed at the far end of the grounds, taking his chance of smashing into a fence which he just cleared, in preference to running into the crowd. The usual balloon ascension with parachute drop was made immediately following the aeroplane flight. The Aero Club of Pennsylvania held a smoker Oct. 6th at the Engineers’ Club, No. 1317 Spruce Street, Philadelphia, and Arthur T. Atherholt, ex- president of the club, who participated in the recent international balloon race from Suttgart, Germany, related for the first time his experiences in the race, including his arrest in Russia as a German spy. In describing the landing of the balloon Dusseldorf II, in which he and John Watts, of the Kansas City Aero Club, narrowly escaped serious injury when it dropped on the snow-swept plains of Russia, he declared that of the 150 or more men who, after some hours, came to their rescue not one could read their passports, which were written in six languages, including Russian. The brainy men of the country, he said, he found to be Jews, and through them the castaways were at last able to obtain some consideration. The meeting was presided over by President Clarence P. Wynne. Nominations were held for the annual election of officers, which will be held at next month’s meeting. Activity at the Lillie School Notwithstanding the changeable weather of the past few weeks, there was considerable activity noticeable at the Lillie Aviation School at Kinloch, Mo., and much good flying was accomplished. Amongst the number of pupils at the school there are several about ready to take their licenses, these being, Miss Uriel Johnstone, J. R. Carnes, Jesse Brabazon and James Colovas. The Lillie Winter School is now located at San Antonio, Texas, where a large equipment has been sent. Albert Heinrich Carries Passenger in His Monoplane On November 11, some very successful flights were made at Baldwin, Long Island, by Albert Heinrich in the Heinrich monoplane. In addition to making several successful flights alone, Mr. Heinrich for the first time, carried a passenger, making flights the whole length of the field. SIDE YIEw. One of our readers, Mr. Frank A. Cerruti has sent in the above sketches showing a driving mechanism for revolving two propellers in opposite directions. the sketches but it is well to explain the different parts. The operation of the mechanism can be understood from A—engine shaft; A’—sprocket wheel fixed to shaft A to revolve therewith; A2—sprocket wheel fixed loosely to shaft A to revolve with bevel gear B’; B—bevel gear fixed to shaft A to revolve therewith; B’—bevel gear fixed loosely to shaft A to revolve in an opposite direction; C, C’n—bevel gears driven by gear B and in turn driving gear B’; D—frame to support lower end of gear C, upper end of gear C’, bearing for engine shaft A; E, E’/—part of frame D for supporting upper end of gear C and lower end of gear C’; F, F’—propeller shafts driven by gears G and G’, G’ being driven by sprocket A’, and G being driven by sprocket A2; H, H’—propellers, H revolving anti-clockwise and H’ revolving clockwise. January, 1913 Burgess Company and Curtis Notes The new Burgess Hydro-aeroplane for the U. S. Signal Corps is now being assembled. It represents a distinctive type of construction meeting the special demands of military use for reconnoissance and scout- ing purposes. “ihe operators are located in an enclosed nacelle well forward of the main planes and with no obstruc- tions of any kind to their view. At the same time they are well protected from the weather by the loca- tion of their seats within the enclosed body. The planes are of a new type of construction of very much greater strength than has heretofore been used. The hydro-aeroplane is powered with a 60 H. P. Sturtevant motor amply muffled (as are all Burgess power plants) with a hand starting device for starting the engine without leaving the plane. The aeroplane is supported in the water by two hydroplanes of a new type recently designed by Messrs. Burgess and Curtis. They are of the two-step variety, the two planes being set at widely varying angles to one another so that the aeroplane as it increases its momentum rises on its forward step and almost auto- matically falls back upon the rear of the boat, as speed increases throwing the planes at a very efficient angle for leaving the water. he rear step is concave in form and ventilated by a large air tube. The boat is built of copper and braced with Spanish cedar. Patents covering design are applied for. The tail is very similar to that of the Burgess mili- tary weight-carrying aeroplane which was delivered to the Signal Corps during the last season. The hydro- aeroplane as a whole is built to conform to the regular Army specifications. The design of the new hydro-aeroplane or Flying Boat was completed immediately upon Mr. Burgess’ return from the Aero Show in France and he has been able to supplement his own ideas from the very care- ful study of the development in Europe during the last year. This machine is to be powered with a 70 H. P. motor and will be delivered early in the year. Work on the standard machines is also progressing and one or two deliveries are expected to be made this month. The single boat, Burgess design, and Sturtevant power plant for the Navy Wright aeroplane was deliv- ered the latter part of November after extensive tests AIRCRAFT proving for the first time that a single boat was thor- oughly practical for certain work on an aeroplane having warping wings of the Burgess-Wright type. It is uotworthy that the English Michelin Cup was won in 1912 by a Sopwith Burgess biplane which is an exact duplicate of the original Burgess-Wright which did such good work for Mr. Sopwith at the Nassau Boulevard Meet in 1911. Sopwith’s original Burgess has since been in constant service in England and at the present time is doing splendid work in the hands of Mr. Raynham, a noted English fiver. Burgess machines have recently been purchased by George A. Gray of Boston, a Wright pupil of last year, John F. McGee of Pawtucket, R. I., and Harry M. Jones of Providence, R. I. Flying has been especially good since the middle of November. Among pupils training at Marblehead, Lieutenant Loren H. Call of the Coast Artillery and H. L. Brownback have completed their training and are flying the hydro-aeroplane alone. Lieutenant E. L. Ellington of the Cavalry is in the midst of his training which should be completed within a few days. The winter school will be located at Palm Beach, Fla., and will probably be in charge of Mr. Frank Coffyn. The U. S. Signal Corps has arranged to have an Eastern hydro-aeroplane winter station at the Burgess Camp. Lieutenants Call and Ellington will probably be detailed for this service. Jannus Makes Two World’s Records Just as the last forms of this issue of AIRCRAFT go to press, Anthony Jannus completed his long trip down the Mississippi River from Omaha to New Orleans on December 15th, although his official entry into the city did not take place until December 16th. This trip was begun on November Sth and dur- ing the first part of the trip Mr. Jannus took along Tom Benoist as passenger and the latter part of the trip he carried W. H. Trefts, Jr. as a passenger. The approximate number of miles made, which included the various windings of the river, was 1,970, which trip makes two American as well as world’s records. First, it is the greatest total distance made by an aeroplane with a passenger; 329 Tomaric|# Brrsaves. Ps. 2 THIS ISAREDUCTION *| GEAR CLUTCH semi-a a \ | 4] 4) i 8 3) second, it is the greatest total distance made in a hydro-aeroplane either with or without a passenger. These records were made on a Benoist 75 H. P. tractor biplane, built by the Benoist Aircraft Company of St. Louis, Mo. OUR WINTER SCHOOL is now running full blast on the Government Field at THE REASONS WHY SAN ANTONIO, TEXAS you should enroll Flying School are because we have: in the Lillie The Best Instructors—Max Lillie, De Lloyd Thompson, Andrew Drew, and C. M. Vought represent the highest flying ability and cleverest teaching talent in America. The Best Equipment— Double control school machines equipped with Lillie-Wright duplicate levers which elimi- ate risk and delay the two greatest faults of other schools. Showing Our System of Teaching by FOR PARTICULARS ADDRESS Duplicate Control Levers. The Best Field—The Gov- ernment Flying Field at San Antonio is the largest and best in the Country. The climate is ideal. The Best Record—D uring the past the Lillie School turned out more licensed pilots than any three other schools in the country combined. season THE LILLIE AVIATION COMPANY SUITE 301-302-303 LIGGETT BUILDING, ST. LOUIS, MO. 330 AIRCRAFT January, 1913 CLASSIFIED ADVERTISING 15 CENTS A LINE SEVEN WORDS TO LINE CASH WITH ORDER FOR SALE FOR SALE | MISCELLANEOUS ie URTISS latest improved type (Pigeon Tail) por SALE—Bleriot Monoplane without power W ANTED—A_ Curtiss type biplane. Must be 1912 Model. Made over 300 very successful plant in first class condition, would be a bargain | cheap and in good condition. Write me what flights 1,000 ft. high, 30 miles cross-country. My at $600.00 first check for $400.00 takes it. | you have. George Schemerhorn, Eyota, Minn. 30 H. P. Detroit Aero Motor guaranteed in oS | eee | construction is strongest in the world. New, | P. complete, ready to fly, tested and guaranteed, class condition, $125.00. —— === SSS —— including free lessons to buyer, $1.500. Buy direct é eee ft. diameter x 414 ft. pitch Detroit Aero | from Builder and Aviator of 10 years’ experience. ropeller, $20.00. H. C. Cooke, Aviator and Builder, 127 West 64th One 7 ft. diameter x 5 ft. pitch Gibson propeller, | AVIATORS WANTED St., New York City. $30.00. =e hare eee a io NENG The above are bargains and you will have to act | quickly to get them. J. Horat, 827 nulexin ‘Street, Lafayette) Ind. °E | VIATOR—Licensed aviator of the Aero Club (COMPLETE PLANS— Nieuport Monoplane, $2. 00; | A of France, flying Bleriot and Curtiss machines; Deperdussin Monoplane, $3.00; _, Wright Biplane, “ — | constructor of a number of Bleriot machines, wishes $3.00; peroplane Rib Pattern, $1. “Aviation,” Law- ROTARY AEROPLANE. engine, 40 H. Pp, 7 ee engagement. Two year’s experience as aviator and rence, ansas: der, weight 160 lbs. with propeller. Cheap. | mechanic avaitor. Address Box 768 Aircraft. ‘TANDEM Monoplane Glider; double surfaced wings; Ce Se COC S US EMIS Coe a couis Bot —————————————— spread 20 feet; guaranteed man carrying, $25.; OR SALE—Tractor bi 1 , ee 4 plane, emer cies 60 H. P. “Aviation,” $19; Plans, $1. Wright Glider Plans, $1. Je Motor; everything in first-class condition. Will LEGAL NOTICE viation,”” Lawrence, Kansas. sell separately or exchange for touring car. Apply | _ | F. Robinson 191 wCaledonia cue pRochester, N. Y. UST SELL IMMEDIATELY S05 0) AS) Ie& 125 motors ae or without Curtiss planes; great [ee SSiRy to _Bive notice to all persons that are bargains.. J. T. Patterson, 986 Trumbull, Detroit, POSITIONS WANTED using my “ Patent Rudders’’ (Serial number Mich. ee = ‘Toss U. S.), also France and England, and my = ae oa 7OU | “Semi-Automatic Engine Control,” (Serial number FoR SALE— Been new 50 H. P. Albatross aeRO A LOUNGE MAN, SBS 18, GESHES Pasion as Bull oa U. S., France and England), that it is my aviator’s assistant, with prospects of learning to | © 5 pes with carburetor and magneto for $100. Walter | fly. Address Louis Fenouillet, 132 West 47th St., | intention in the future to ask a small royalty from Bengtson, Canby, Minn. | New Vork City. |}them. Hugh I. Willoughby, Sewalls Point, Florida. HEINRICH Monoplanes and Mono-Biplanes BUILT IN FOUR SIZES Write for Illustrated Booklet Make arrangements now to learn to fly at our Hydro-aeroplane School in the spring. Tuition $250 Ss HEINRICH PROPELLERS $30 UP Exhibition Flying by Competent Aviators HEINRICH BROS. Baldwin, L. Le; N. Y. AVIATORS—NOTICE OOKE BIPLANES MAXIM ROTARY MOTORS—THE SIX-SHOOTER 4 Introduction Offer For a Short Time Only Curtiss Improved 1912 Type (Pigeon Tail) Maxim Rotary Little Six __ 36 $1500, for $750 Perfect flyers. No freak construction. Ten years’ experience. Maxim Rotary Medium Six 50 $1750, for $875 Strongest in the world. Amply powered (Roberts Motors.) Maxim Rotary Big Six 75 $2000, for $1000 Anybody can fly these machines. One ready for immediate $2, 500 Guaranteed and Demonstrated by delivery SS i = ; P = Tol 4 S MAXIM ROTARY MOTOR COMPANY Oaelready oes de ivery complete Obes oledo power plant $1, 500 379 Golden Gate Avenue San Francisco, Cal. Curtiss Type Planes, no Power Plant, $650 and up Free Instruction to Buyer H. C. COOKE, 127 West 64th St. AVI ATORS Buy from Manufacturer and Save Money 20x214"” Wheel, 6” Hub, $4.00, with Tire $ 6.00 20x3’” Wheel, 6’ Hub, $4.75, with Tire $ 8.25 The ROOLD HELMET 20x4’” Wheel, 6” Hub, $5.50, with Tire $23.50 is the only helmet adopted by the French, Russian, English, Italian, FARMAN TYPE GEARS, complete 7 $42.50 BEWARE OF IMITATIONS AEROPLANE WHEELS NEW YORK CITY — HUBS.---Stock, size 6” wide, 34 or 14”” Knock out Axle or cena bushed to fit 1” Axle---114---114---144 or 154 Special. ‘¢ EVERYTHING FOR THE AVIATOR” TWO AERO BOAT PONTOONS.---Weight 55 lbs.--- each capable of floating 800 lbs.---per pair complete $250. Write for Free Catalogue ROOLD, 50 Avenue de la Grande Armee J. A. WEAVER, Jr., 132 W. 50th St., New York PARIS, FRANCE Don’t fail to get our prices on Wheels and Tires. We make any size. January, 1913 AIRCRAFT 331 THE GYRO-FLY-WHEELI-COP -ARA-CHUTE Study This With a Glass Have y’u ever heard of a stiff, “WINGED BUCK’”’ With a HELICO, Peter?—He might Ha’ RAZED, }Hell! Whom th’ claim went “‘DIPPY,’’ and “FLEW”? amuck BUTT !! we heard ’im exclaim as he {DOVE OUT”? o’ sight! With an ASS? Poor YORIC I knew ’im! WELL, “MERRY CHRISTMAS ¢t’ ALL’’—and t’ all—“‘GOOD NIGHT !”’ | CHICAGO AERO WORKS | Aeronautical Supplies H. S. RENTON Everything to Build Any Type} Flying Machine Proprietor 164 North Wabash Avenue New catalogue with working drawings of Curtiss, Farman and Blériot type AEROPLANES ACCESSORIES MOTORS PARTS machines, now ready fond eee bucon and will be mailed free upon request to HARDWARE PROPELLERS all interested parties. rite for quotations. WHEELS ALSO MODELS AND MODEL STOCK W 8S Chambers Street ESTABLISHED 1909. First in Chicago and the Middle West |" E. J. ILLIS Co., 67 Reade Street Aviators Taught. Flights Furnished. Send Stamp for Catalog. Tel. 3624 Worth NEW YORK CITY PATENTS THAT PROTECT AND PAY BOOKS, ADVICE AND SEARCHES FREE Send sketch or model for search. Highest References. Best Results. Promptness Assured. WATSON E. COLEMAN, Patent Lawyer 624 F. Street, N. W. Washington, D.C. J.C. (BUD) MARS, NOW BOOKING ADDRESS 17 N. La Salle Street, Chicago, Ill. PATENTS fetraumei BAMBOO Special Grades of Send sketch for free search of Patent Office Rec- ows. “Hiow to Obtain Patent, and Wiat to | Bamboo for AERONAUTIC WORK IRCRAFT offered for Inventions seat free- Patentsadvertised | Reed, Rattan and Split Bamboo for Models. A A oy eee All sizes in stock. ‘Tonka Rattan for Skids, e are experts . tent. 1 and technical iatters relating to AERIAL NAVI. 1 1-4 inch and under, any length. GATION. J. DELTOUR, Inc. E VICTOR J. EVANS & CO. Washington, D.c. |_804 Jefferson St. __ Hoboken, N.J._| fd IE. Cloth Bound $3.50 each “IDEAL” Plans and Drawings are accurate and are accompanied by > clear, concise building instructions, == postaaid eg fie solloaaHe, prices : a , A 5 right 3-foot plane .. Cc Bies s7tce" Monplanel 18e Lawson Publishing Co. “Cecil Peoli’’ Champion 65 AKRON. OHIO ROI ol ole ge gO ic (new) . 35 Goodyear Balloons Aeroplane Accessories Se eee ooo eee a ae oe eaes National headquarters for Spherical and Dirigible Bal- 37 EAST 28th STREET Cc lete set of five--$1.00 postpaid. loons. Built complete. Highest quality. Also makers of 5 cts. brings ‘inl ao aoaee fully illustrated Catalog of Aeroplane Springs, Tires, and the famous Goodyear “‘Ideal’? Model Aeroplane Supplies. (None free.) Rubberized Aeroplane Fabric. Write for booklet. IDEAL AEROPLANE & SUPPLY COMPANY THE GOODYEAR TIRE & RUBBER CO. 82-B West Broadway, New York AKRON, OHIO. NEW YORK, N. Y. Another Record for the CHARA VAY PROPELLER American Passenger Altitude, 5006 Ft., 1 Hr., 16 Min. SLOANE AEROPLANE CO. 1731 Broadway, NEW YORK CITY AGENTS: Eames Tricycle Co.. San Francisco: National Aeroplane Co.. Chicago: W- E. Boughton. Washington. D. C 332 AGT RN CIRBAGE Is INVESTIGATE FIRST Satisfy yourself you are dealing with a responsible concern before paying your money. W. E GUARANTEE our machines, workmanship, materials, etc., superior to those of any other constructed here or abroad regardless of price paid. Immediate and prompt delivery on standard machines. “Nieuport,” “Bleriot,” ‘Farman’ and “Curtiss” types. Hydroplanes; speed, single, passengers, weight-carrying, or specially con- structed to your own design and specifications. “Complete with suitable power plant purchaser selects or prefers, demonstrated in flight.” “Complete without power plant,” or “Complete in the Knockdown.” Will accept orders on specified time delivery under forfeiture. We invite your personal inspection of the best equipped plant in the U.S. All types in course of construction. Unexcelled oppor- tunity to acquire full shop, construction and flying course, on any type Monoplane or Biplane. SEEING IS BELIEVING. CALL IF POSSIBLE OR WRITE. INTERNATIONAL AERONAUTIC CONSTRUCTION CO. Office. P. O. Bldg. Jamaica, N. Y. City Factory, Hollis, 1. 1. Main Line L. I. R. R. NAIAD Aeronautical Cloth Manufactured Especially for Aeroplanes and Used by Aviators of Prominence LIGHT, STRONG, AIR-TIGHT Flying Grounds Nassau Boulevard BALDWIN VULCANIZED PROOF MATERIAL For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. Lightest and strongest material known. Dampness, Heat and Cold have no effect. Any Strength or Color. “RED DEVIL’? AEROPLANES That anyone can fy. Free Demonstrations. HALL-SCOTT MOTORS Eastern distributer. 40 h. p. 4-cyl.; 60 and 80 h. p., 8-cyl., on exhibition at Frank Schumacher’s, 164 W. 46th Street, New York. All motors guaranteed. Immediate delivery. January, 1913 AND EXPERTING MOISTURE-PROOF ON BOTH SIDES Will install a Hall-Scott free of charge in anyones Aeroplane and demonstrate by se expert flyer. Expert advice. ’Planes balai Sample Books, including Data and Prices, sent 0 on request CAPT. THOMAS S. BALDWIN THE G E. CONOVER CO. Box 78 Madison Sq. P. O., New York 101 Franklin Street - - New York A E R O P L A N E S BLERIOT MONOPLANES (GENUINE) Winners of ALL the European Contests in 1911 In 1909---The First Aerial Crossing of the Channel. Im 1910=thes Circuit de LHst-2 In 1911---The Paris-Rome Race (lst and 2d.) The European Circuit (Ist and 2d.) The English Circuit (Daily Mail Race.) The Belgian Circuit. The Saint Petersburg, Moscow Race. The Valencia Alicante Race. The London to Paris non-stop Raid, etc., etc. WORKS AND OFFICES: - - 39, Route de la Révolte a Levallois - - PARIS and Belfast Chambers, 156 Regent St., LONDON FRANCE ENGLAND AVIATION SCHOOLS: Etampes, near Paris during Summer Pau, during Winter Hendon, near London Free Instruction in the Operation of the CURTISS FLYING BOAT Will be Given to Those Taking a Regular Course of Training at the Curtiss School of Aviation San Diego, Cal. First Hydroaeroplane Races at Hammondsport, N. Y. David McCulloch in his ‘“‘Flying Boat’’ leads; he is accompanied by Mr. Curtiss. Lincoln Beachey is second, accompanied by Lansing Callan, while Francis Wildman, instructor at Hammondsport School, is third with the Standard Hydroaeroplane. Among the men who have learned aviation at Curtiss Schools are: Lieut. T. G. Ellyson, now in charge of the aero- planes of the U. S. Navy; Lieut. J. H. Towers, who just established a new World’s Hydroaeroplane Record of 6 hrs., 10 min., 38 sec.; H. Robinson, who recently introduced the Hydroaeroplane in Europe and is now instructor in a Curtiss School; C. C. Witmer, now in St. Petersburg demonstrating Hydroaeroplanes in the Russian Navy and Army; Lieut. J. W. McClaskey, instructor in a Curtiss School; Lincoln Beachey, ‘“‘The World’s Greatest Aviator’; S. C. Lewis, now instructor in the Morane School in France; J. Lansing Callan, now an instructor in a Curtiss School; Francis Wildman, now instructor in a Curtiss School; Beckwith Havens, now a demonstrator; W.B. Atwater, now demonstrating to the Japanese Govern- ment; besides, a score of men who own their own machines and fly in contests and exhibitions, and a dozen others have taken positions with either manufacturers or exhibition concerns. UR San Diego (Cal.) Aviation Training Grounds, situated on North Island, in San Diego Harbor, are the finest in America, if not in the world. North Island is leased by us exclusively for aviation purposes, and comprises one thousand acres of flat, level sand, unobstructed by rock, tree or building, thus offering every advantage as a flying course. The Island is entirely private, yet within a few minutes of San Diego, one of the most progressive and attractive cities on the Pacific coast. The First Class Began Instruction December Ist Another Class Will Start January Ist, 1913 A $100.00 deposit will reserve a place for you in this class. Mail or wire it to-day. Our Booklet ““TRAINING” mailed upon request THE CURTISS AEROPLANE CO., Hammondsport, N. Y. KIRKHAM Dependable Aviation Motor. The accompanying cut shows aviator Art Smith and Miss Aimee Cour just starting on the first elopement via aeroplane, when they flew from Ft. Wayne, Ind., to Hillsdale, Mich., on Oct. 26, 1912, and were married. It goes without saying that any man that will undertake a trip like this with his bride- to-be must have perfect confidence in his machine, and particularly hismotor. But his Kirkham Motor had enabled him to fill 18 exhibitions, so he knew just what it would do. Can you say as much for the other kind? The Kirkham Motor also holds the American Endurance Record for pilot and one passenger of 3 hrs., 51 min., 15 sec., just established by Walter E. Johnson, flying a Kirkham equipped Thomas Biplane, at Bath, N. Y., Oct. 31, 1912, the flight ending only on account of the extreme cold. Also on Nov. 2, 1912, Chas. Niles flew the same MR. AND MRS. ART SMITH The First Couple to Elope via Aeroplane machine 2 hrs. 45 min.; and on Nov. 4, flying against the American duration record for pilot alone, he flew for 4 hrs. 15 min., stop- ping on account of burnt-out bearings, caused by stopping of oil pump. This same motor was used all season by Mr. Johnson, and was the power that made possible his clean sweep of speed prizes at the New York State Fair, mentioned in previous advertisements. There is a reason behind these perform- . ances that you ought to know before you purchase that New Motor. Booklet tells about the motor and is yours for the asking. THE NEW RECORD MAN FOR FLIGHT WITH PASSENGER C. B. KIRKHAM Savona, N. Y. THE ESSEX PRESS, PRINTERS NEWARK AND NEW YORK Vol.3 No. 12 ERB aR UPAR ae ol 9ales 15 Cents a Copy DESIGN OF THE NEW CHRISTOFFERSON FLYING BOAT Besides being one of the most daring aviators in the United States, Silas Christofferson is also a constructor of considerable ability. He expects to bring out shortly a flying boat similar to the above design. SLOANE. Records Records 60 H. P. Anzani Deperdussin Holder of the American Passenger Altitude Record—5006 ft. Time, | hour, 16 minutes, in use at OUR CALIFORNIA SCHOOL on Dominguez Field, Los Angeles. We use the best field, the best methods and have the finest equipment in America. At our school you are instructed by the most advanced methods and by most capable instructors. Write us for terms. We Sell and Use DEPERDUSSIN MONOPLANES which hold most of the world’s records and are the safest machines built. CAUDRON MONOPLANES are the most efficient and fastest of French Machines. SLOANE MONOPLANES. The best and most successful American Machines. See them in our school. ANZANI MOTORS. The best Aeronautical Motor made. Successful in both French and English Military Trials. Holds American passenger Altitude Record. GNOME MOTORS are the best French rotary motors made. PARTS for both motors and aeroplanes we have always in stock. REPAIR WORK on delicate motors a specialty. All our work guaranteed. AEROPLANES and motors built to order in America’s finest shop. WIRE! WRITE! "PHONE! SLOANE AEROPLANE CO. 210 Merchants Trust Building 1731 Broadway X Broadway & Second St., Los Angeles, Calif. New York City J ’*Phone Main 3674 Phone Columbus 5421 National Aeroplane Company, 606 South Michigan Avenue, Chicago, Ill. February, 1913 Sturtevant Aeronautical Motors HE principles incorporated in the design of Sturtevant Aeronautical Motors are only those which have been tried and proved in the best gasoline engine practice. These motors are of the automobile type, water cooled. There is not a freakish thing about them. In construction the best materials and workmanship only are allowed, and they are rigidly inspected through each step of their construction. They give the same unfailing continuous service that a high grade automobile motor gives. Catalog No. 2003 gives full details [of their construction. for it. B. F. STURTEVANT COMPANY Hyde Park Boston, Mass. AND ALL PRINCIPAL CITIES OF THE WORLD Ask Broadway Central HOTEL Corner Third Street In the Heart of New York Special attention given to ladies unescorted SPECIAL RATES FOR SUMMER Our Table is the foundation of our enor- mous business AMERICAN PLAN, $2.50 UPWARDS EUROPEAN PLAN, $1.00 UPWARDS Send for Large Colored Map and Guide of New York, FREE TILLY HAYNES, Proprietor DANIEL C. WEBB, Megr., Formerly of Charleston, S. C. The Only New York Hotel Featuring American Plan MODERATE PRICES EXCELLENT FOOD GOOD SERVICE AIRCRAFT 333 Tut TION ScHoon Now RELIABILITY on Tide LEE" Seeep Eneurance NO FieLo THE RESULT oF SCIENTIFIC SAFER ! KNOWLEDGE Backer BY WRITE FeR Bonk ET A-YEARS PRacticaLExPERienc BATH NWN. THOMAS BROS AEROPLANE Co. Aviator Wire supplied in 12 sizes with a plate finish, making soldering easy. This wire is specially drawn from extra quality high grade steel. Also Aviator Cord of twisted wire. John A. Roeblings Sons Co. TRENTON, N. J. BENOIST Biplanes and ——! Hydro-aeroplanes Hold two world’s records and three American records. The only American built machine that holds a world record. SEND FOR BOOKLET BENOIST AIRCRAFT CO. 6630 Delmar Blv’d ST. LOUIS, MO. Four new models of Kemp Motors for 1913. If you want an efficient and reliable mo- tor for your plane why not have it to begin with? It will cost you less. Model H-6 55 H. P. Model J-8 75 H. P. Model D-2 16 H. P. Model 1-4 35H. P. WE STILL HAVE A FEW OF NEW AND SECOND-HAND GREY EAGLE MOTORS AT BARGAIN PRICES KEMP MACHINE WORKS MUNCIE, IN. 334 AVIATORS The ROOLD HELMET is the only helmet adopted by the French, Russian, English, Italian, Turkish, Swedish and Norwegian Armies BEWARE OF IMITATIONS Ask for the mark—ROOLD “EVERYTHING FOR THE AVIATOR’’ Write for Free Catalogue ROOLD, 50 Avenue de la Grande Armee PARIS, FRANCE Buy from Manufacturer and Save Money 20x214”’ Wheel, 6’” Hub, $4.00, with Tire $ 6.00 20x3’’ Wheel, 6’ Hub, $4.75, with Tire $ 8.25 20x4’’ Wheel, 6’ Hub, $5.50, with Tire $23.50 FARMAN TYPE GEARS, complete - $42.50 AEROPLANE WHEELS HUBS.---Stock, size 6” wide, 3¢ or 14’’ Knock out Axle or bushed to fit 1” Axle---11¢---114---114 or 15 Special. TWO AERO BOAT PONTOONS.--Weight 55 lbs.--- each capable of floating 800 lbs.---per pair complete $250. J. A. WEAVER, Jr., 132 W. 50th St., New York Don't fail to get our prices on Wheels and Tires. We make any size. THE CONTINENTAL HOTEL Chestnut Street Corner of Ninth PHILADELPHIA Remodeled Refurnished 400 ROOMS 200 With Bath Rates $1.50 to $5.00 European Plan THE BEST CAFE IN THE CITY FRANK KIMBLE, Manager AIRCRAFT February, 1913 Wright Hydro-Aeroplane School Now Open at GLEN HEAD, L. I. Flyers 1913 MODELS In addition to those features which in the past have made Wright Flyers famous for efficiency and reliability, the new models can be furnished with Automatic Control, Silent Motors, and Hydro- planes. These special features make the 1913 machine unusually attractive to sportsmen. EXHIBITION MACHINES For exhibition work we have other models especially adapted to high winds and small fields. It was with a stock ‘‘EX’’ Model that Rodgers made his wonderful flight from coast to coast. Reliability means dollars to the exhibitor. WRIGHT SCHOOL OF AVIATION Training consists of actual flying, in which the pupil is accom- panied by a competent teacher. No risks and no expense whatever from breakage. The most famous flyers in America are graduates of our school and include such names as Lieut Arnold Drew Lieut. Rodgers Atwood Elton Parmalee Brookins Lieut. Foulois Page Brindley Fowler Reynolds Bonney Gill Simmons Beatty Lieut. Lahm Turpin Burgess Lieut. Milling Welsh Coffyn Mitchell Webster Capt. Chandler C. P. Rodgers and many others. Our Schools at Dayton and New York arenow open and pupils may begin training at once if they wish. By enrolling now you can re- serve date most convenient toyou for training. Write for particulars. THE WRIGHT CO. Dept. ‘‘B”’ DAYTON, OHIO February, 1913 The above picture illustrates to some extent, the activity shown at one of our American aviation San Diego, California, and the equipment above represents seven of their land machines. flying boats on the Island. AIRCRAFT This school, the Curtiss, is located at North Island In addition to these, however, there are also several hydro-aeroplanes and The Curtiss Company states that during the year of 1912, forty-seven students graduated from their schools. schools. CONTENTS—FEBRUARY, 1913 A Recommendation to Congress Alfred W. Lawson 337 Aerial Fleets and Expenditures of the Different Gu ineats (table) 2 F . ; ; 338 Comparative Details of German and French Dirigibles, Military and Private, Either Built or Bere eonetced é SA 342 Foreign News Special Correspondence German News ; A Little Elementary Bins Analysis of the Fokker Control The Benoist Flying Boat with Scale Drawing General News . , , , 3 Drawing of the Ree Wroromianes Index 5 A 5 " F 5 3 Construction Details Letter Concerning Fokker Monslane A. F. B. Silva-Netto 342 Stella Bloch 343 Earle L. Ovington 344 Albert Adams Merrill 345 Walter H. Phipps 346 D.E. Ball 348 349 350 3 4 : 354 Theod. Gibon 354 AIRCRAFT Published Monthly by The Lawson Publishing Company 37-39 EAST 28th STREET, NEW YORK, U. S. A. Telephone, 5017 Madison Square ALFRED W. LAWSON President and Treasurer ERNEST C. LANDGRAF Secretary TERMS TO SUBSCRIBERS In the United States, Mexico, Puerto Rico, Guam, Philippine Islands, Hawaiian Islands, Cuba (including Postage), $1.50 per year. Fifteen Cents the Copy, of All News Dealers. Foreign Subscriptions, Two Dollars per year. In changing order give old as well as new address. Advertising copy must be in hand by the ist of month previous to date of publication. Only high-grade solicited. advertisements of thoroughly reliable firms are Entered as “second-class matter” February 18, 1910, at the Post Office, at New York, N. Y.. ALFRED W. LAWSON Editor WALTER H. PHIPPS Asst, Editor WHEN YOUR SUBSCRIPTION EXPIRES One month before a subscription expires we enclose a blank on which yow will write your order for the renewal. WHEN FIRST NOTIFIED that your subscription will expire, you should send your renewal at ONCE, in order not to miss a number. New subscriptions which are received by us on or before the 15th of any month will begin with the issue of that month. If received after that date they will begin with the following month’s issue. We cannot enter BuLecciptions to begin with back numbers. One month’s notice is necessary before a change of address can be made. renewal under Act of March 3, 1879. Copyr ight, 1913, by the Lawson Publishing Co. “Aircraft” is registered as a trade-mark by the U. S_ Patent Office; under date of August 9th, 1910, 336 AIRCRAFT MOISANT AVIATION SCHOOL WINTER HEADQUARTERS AT U. S. Army Field Augusta, Ga. While our contracts with Foreign Govern- ments may require the entrance of a consid- erable number of Army Officers, we have increased our facilities so as to afford ample accommodation to our regular pupils. En- rollments should, however, be made as promptly as possible. Write for beautiful free booklet and address all communications to The Moisant International Aviators U. S. Rubber Bldg. Broadway and 58th St. New York King Edward Hotel IN NEW YORK At Broadway and Long Acre Sq. 145 to 155 West 47th Street “The Very Heart of New York.” 350 ROOMS Every Modern Convenience Absolutely Fireproof 250 PRIVATE BATHS European Plan Exclusively RATES: Single rooms, hot and cold water - “rooms, private bath - - Suite, parlor, bedroom and bath - “parlor, 2 bedrooms and bath - $5.00-6.00 Each additional person in same room, $1.00 extra Rooms for Maids and Valets = - - $1.00 VICTOR HOTEL COMPANY, Ltd. C. A. HOLLINGSWORTH, President NEW YORK CITY $1.00-1.50 $2.00-2.50-3.00 $4.00-5.00 February, 1913 THE CURTISS AVIATION BOOK By GLENN H. CURTISS and AUGUSTUS POST Describes Curtiss’ great flights; tells just how he planned his machines and what he believes the aeroplane will do in the future. Fully Illustrated, $1.35 The Lawson Publishing Co. 37-39 East 28th Street NEW YORK ~ THE PASSING OF THE Gea Burgess Flying School Hydroaeroplanes used exclusively. You can learn without delay. The Burgess factory adjoins the flying station. Aeroplanes for exhibition, military and sporting use under construction. All leading motors used. Pupils secure not only training, but latest information concerning construction and design. INSTRUCTOR: PHILLIPS W. PAGE Licensed Aviator New Booklet just printed will give you full particulars THE BURGESS COMPANY & CURTIS MARBLEHEAD, Box A MASSACHUSETTS Vol. 3. No. 12 A New York, Fepsruary, 1913 RECOMMENDATION 15 CENTS A COPY $1.50 A YEAR TO CONGRESS By ALFRED W. LAWSON (A copy of this message was sent to each member of the House of Representatives and the United States Senate. A copy was also sent to the President of the United States, to the Secretary of War and to the Secretary of the Navy.) EBU/IIIIIINVNNUIUVVAIUILVU VULVA O the Members of the House of ALFRED W. LAWSON is an advocate of . Natural Law in the fullest significance of the Representatives term. He is interested in everything in life : which tends to enlarge the scope of human in- and the United States telligenc d usefulness. Science, literature. O iceCp rt. music, economics,! psychology, Senate: , all receive a share of his attention. During the past five years, however, Mr. Law- son has devoted the greatest part“of{his time to the study of air transportation, and spent about $100,000 towards its advancement in __ this country; an amount equal to that appropriated for aeronautical work by the United States Gov- ernment. Mr. Lawson is the president of the Lawson Publishing Company of New York, and is the founder and editor of AIRCRAFT. He also established ‘‘Fly’’ in 1908, which magazine he edited for about a year. When the Aero- nautical Manufacturers’ Association was organ- ized about two years ago Mr. Lawson was elected first vice president. He is the author of the economic-psychologic novel ‘Born Again,"' which has been published in many lands and languages. “As a private citizen I beg leave to address you both individually and collectively upon a subject which I con- sider of vital import- ance to this glorious nation—upon a_ sub- ject which, although new and little under- stood at present must, within a very short petiod take its place at the very head of human interest and progress. I allude to aircraft and air navigation. “TI want to point out to you a few facts in connection with what has already been accomplished in this new method of transportation and what reasonable development may be expected in the imme- diate future, and I want to show you with facts and figures and argument just why it becomes necessary at this time for Congress to give this subject most careful consideration and bring to bear upon it that rare good judgment and foresight which anticipates and avoids difficulties with preparedness and thereby demonstrates the wisdom that distinguishes the pre-eminent minority from the eminent majority. In offering this address, gentlemen, I fully recognize the great number and variety of present day problems you have to occupy your time, and of course it would be unreason- able to expect that you had given any especial attention to the development or the possibilities of air transportaion during its embryo state; nor could you have been expected to do so when taking into consideration that the majority of our American publi- cists have seen fit to only spread broadcast the gruesome and sensa- tional side of the subject and thereby harass American progress in contra-distinction to the attitude of the publicists of European countries who endeavor to educate their people in the scientific and industrial value of the movement. “So I address you, gentlemen, as one who has given much time and thought to this great subject—a specialist in this line, you might say—and give you the benefit of five years, constant investi- gation of the matter summed up in the fewest possible words and relating only to that which concerns the people of the United States the most. I address you as one who knows. “T speak not as the elastic dreamer who overleaps at a bound all the obstacles which naturally block up the passage-way of progress and which require years to remoye, nor as the habitual doubter who, [omy emma crac Oo with eyes in the back of his head, can see nothing to the fore and naturally scouts and denies the possibilities of progress of any nature whatsoever. “I speak as one who has studied closely the lines of aircraft develop- ment, its possibilities and probabilities and calculated conservatively regarding the time necessary to overcome certain mechanical and human obstacles while attaining its natural and healthy growth. By knowing the facts and carefully weighing the theories, I have obtained a perspective from which my views on the subject should be as clear on what has already taken place and that which should follow—as effects follow causes—as it is possible for a frail mentality to acquire. “I may say here that owing to my having acted in the capacity of editor in chief of two aeronautical periodicals during the past five years my opportunities have been unusually extended for obtaining authoritative information as well as the views of the best informed men throughout the entire world upon the different phases of the movement, which practically enables me to arrive at very substan- tial conclusions. “So to begin with I will state that the time has now arrived for this nation to start the construction of a great aerial fleet both for offensive and defensive purposes. In fact, in view of the great progress already made by other nations along this line, further delay on our part must be considered little short of criminal negli- gence. Delay is jeopardizing the best interests of our people in general and the efficiency of our Army and Navy in particular. For every year we delay now two or more years will be required later to overtake other nations who now lead us and who are increasing that lead with every setting of the sun. “As I write the United States of America stands thirteenth on the list of governments who have made expenditures for the purpose of aerial development. China still ranks below us, but so pitifully insignificant have been the American appropriations for this work that China could overtake and go beyond us in a day. “Tt can be seen from the table which accompanies this address that Germany leads the countries of the world in governmental expen- ditures, having to date spent approximately $10,000,000 for their aeronautical equipment, and if you will pause momentarily to com- pare Germany’s $10,000,000 with America’s $100,000 expenditure, you can see at a glance the awful inferiority of our position. For this amount Germany has acquired 310 aeroplanes, 22 dirigibles and 9 great military sheds as against 6 aeroplanes, 1 puny dirigible and 1 military shed of the United States Government. “If you compare the United States position with that of France, it is almost as bad, as France has expended approximately $8,000,000 for which they can show 280 aeroplanes, 19 dirigibles and 7 sheds. “Russia, Italy, England, Japan, Brazil, Belgium, Greece, Bulgaria, and Spain also out-rank us in governmental work. Not only do these countries lead us but they are running away from us as a 338 greyhound can run away from a snail. Furthermore, almost every little second, third, fourth and fifth rate country in the world is showing more governmental activity in aeronautics than this government. For instance, as I speak, new reports have just reached me that little Belgium has decided to purchase 27 more aeroplanes, while such countries as Denmark, Greece, etc., are making prepara- tions to acquire large numbers of machines in the near future. “The haste made to equip aerially by these different countries and the feverish haste made by Germany and France in particular with Japan just getting a flying start, has far more significance than the average mind comprehends. There are great scientists and famous war strategists in harness today who will tell you that within a few years ‘that country’s air fleet which controls the air above will control the ground or water below,’ and whether or not their predictions will be fulfilled, the fact remains that there are at least a half dozen countries who are now preparing for just such a state of affairs. “The purpose of this address, however, is not to delve so much into the future as it is to show you just what exists at pres- ent and what could happen now in case war broke out be- tween the aerially armed for- eigner and the aerially un- armed United States. Ger- many, for instance, could play havoc with this country if war broke out today. Yes, within thirty days, they could have within our shores and right up over our heads, at least ten great armour-clad air cruisers of the Zeppelin and Schuette-Lanz types and 200 or more of the latest pattern war aeroplanes. How? You ask. The easiest way possi- ble. These ten great air cruisers could be accom- panied across the ocean by a flotilla of steamships with Country Germany France Russia Italy England Austria Japan Brazil Belgium Spain Bulgaria Greece United States Denmark Holland Turkey Mexico Roumania Norway Argentina Servia China POE NADER CES ic AWS ph Co Ree Awe kaa AERIAL FLEETS AND EXPENDITURES OF THE DIFFERENT GOVERNMENTS (APPROXIMATE) Government Areoplanes 310 280 120 80 50 30 25 18 30 20 20 12 6 KH wWOwPananna February, 1913 over our great fortresses without fear or harm to their ocean convoy, reload and repeat the operation as often as time would allow. “Furthermore, while Germany also has a great naval fleet that could back them up, even this would be hardly necessary, for the reason that a few air scouts could find and remain in constant touch with our own war ships and by wireless telegraphy post their convoy steamships as to their location and movements, thereby enabling the cheaper unarmed supply ships to keep out of the way of the high priced war vessels. “Besides the ten big powerful armour-clads of the air (Zeppelin and Schuette-Lanz types) each of the German supply ships would be accompanied by many hydro-aeroplanes to be utilized for scout work as well. “Such feats could be performed today; what I am saying is not relating to the future. Germany has these airships now; they are armed, tried, proved, officered, manned and being experimented with constantly, and with each and every day’s development Ger- many is getting nearer and nearer to the vital points of America from a war view point while the great strides they have already made and are still making over there, are so far in advance of us that, even if we begin immediately to push forward it will require years before we can overtake them. “T do not want to overload you with statistics, but can- not resist the temptation to call your attention to some figures recently compiled by the Zeppelin Company con- cerning the performances of their airships from January Ist, 1912, to December Ist, 1912, which will give some idea of the magnitude of air traffic as now practiced in Germany. “Out of 334 days Zeppelin airships were operated during Government expenditures $10,000,000* 8,000,000 5,000,000 3,000,000 2,500,000 1,000,000 800,000 500,000** 400,000 200,000 180,000 150,000 100,000 80,000 70,000 60,000 40,000 35,000 30,000 25,000 25,000 15,000 Government dirigibles SSSDOOCOCOK OF CONN WWhRA supplies just as a fleet of naval vessels are accom- panied by ‘Colliers’? and supply ships on their long voyages. “They could be re-provi- sioned, re-gasolined and re- charged with hydrogen gas as often as necessary en route by * While this estimate gives Germany credit for expending $10,000,000 it should be understood that the German Reichstag last May provided $30,000,000 in the Army and Navy Bill for “extraordinary expenses,’”’ so that it is just possible a much greater amount may have been expended for aerial purposes. ** An appropriation has just been made according to a recent despatch not yet authenticated. The figures in this table are given approximately for tworeasons: First, because several of the governments mentioned are working as secretively as possible and, second, because each day brings a change somewhere by the addition of aeroplanes, dirigibles or appropriations. For instance, while Germany has 22 dirigibles still at the time this table is being compiled, there is a movement in the Reichstag to provide for the purchase of 20 new Zeppelins which, if accomplished, would change this total to 42 dirigibles. Also, before this table is seen by the public, another 50 aeroplanes may be added to their flock. Word just received states that the goy- 308 days with the total num- ber of hours in the air 1,167 during which time a distance of 41,145 miles were covered and 10,291 people carried (4,682 passengers and 5,609 crew). “One single airship—the these supply ships, and again innumerable times while standing off our very shores, say a hundred miles away, and out of sight of our forts and fleets. *These airships, which have a radius of action of about 1,200 miles and are capable of staying in the air for forty-eight hours without the necessity of having to be re-stocked with gasoline or hydrogen, could float over our forts and fleets as though they never existed and find their way right to the very hearts of our great cities. New York, Boston, Philadelphia, Baltimore or Washington could be put in a terrible state of panic by the very knowledge of these monsters being above them loaded with explosives and rapid firing guns such as all the latest German air cruisers are now fitted with. “Tt would require but two or three of these great ships of the air to float over Washington and lay its magnificent public buildings in waste. They could pour down shot and shell, in fact tons of ignitable explosives right over the halls of Congress themselves, and the strangest part of the whole affair would be our absolute helpless- ness to prevent it. They could come and go by day or by night without opposition by merely rising high enough. All they would have to do would be to discharge their cargo of explosives and return ernment of Chili is planning to spend $700,000 for the purchase of three dirigibles and twenty aeroplanes, as well as for the cost of equipment and operation, A. Viktoria Luise—made 225 W.L. trips with a total duration of 497 hours, covering 17,737 miles in an air-line and car ried 4,336 people (2,409 crew and 1,927 passengers). “Tt might also be stated here that during all of these trips or any others made by the Zeppelin ships previously, there has never occurred one fatal accident—read again, very slowly and thought- fully, during the many years of experimentation and in many cases accidents to the ships, of the hundreds of trips made and tens of thousands of miles covered and tens of thousands of passengers carried, not one life was lost from a Zeppelin airship—strange, isn’t it, especially after your favorite editor has been repeatedly telling you how man’s efforts to navigate the air was draining the population of the world. _ *The word airship should only be used when referring to a rigid dirigible, that is to say, it should depend upon a solid structure, a hull braced from the inside for its rigidity instead of depending on the pressure of the gas itself. It should have separate and independent gas chambers which should perform the same functions as the air-tight compartments of an ocean steamship, and be able to carry a large number of passengers. _It is about as foolish to call one of those little two or three passenger carrying, dirigible balloons an airship as it would be to refer to a two or three passenger carrying motor boat asa steamship. To call an aeroplane an airship shows abso- lutely no aeronautical breeding whatsoever. February, 1913 “Tt must be understood that with aircraft was born an entirely new science of engineering and navigating and that airship engineers and navigators of the air must be educated and developed with the same care and attention that is bestowed upon marine engineers and navigators—in fact more so, because it requires a higher devel- oped mentality to succeed in the new order of things. “Great air cruisers cannot be built in a day, neither can men be trained to man them in a day. It requires years of actual experi- mentation through a course of development from the seed upward. “An idea prevailed in the British Navy a short time ago that an airship could be built by British engineers to equal or surpass the qualities of a German Zeppelin. Yes, the product of the English constructors, who had never built airships before, was to be as good or better than the product of the Germans who had spent years in the accumulation of practical experience in airship construction and operation. So an order was given to one of the largest engineering concerns in England for a great Zeppelin type, rigid airship. Well, the ship was built according to the specifications of some men who had spent much valuable time in figuring and theorizing but who un- fortunately had had no actual training or experience, with the result that, while it looked like a Zeppelin, it acted quite differently when let loose into the great highway above. To be short, it lacked the main essentials of a Zeppelin—knowledge and experience gained from years of trials and failures—and upon one of its first test trials it came to an untimely end by breaking into two separate and dis- tinct parts. “Just what happened in England is just what would no doubt happen in America if one of our great engineers in some other line undertook to build a ‘Zeppelin’ or a ‘Schuette-Lanz’ without first passing through a long course of airship study, experimentation and some failures. Our greatest engineer in any other line would be a mere novice in airship construction. In fact, he would probably be worse than a novice because he would try to inject his old methods and principles into an entirely new dimension. “So with Germany several years in the lead in airship construc- tion and air navigation, enjoying the benefit of a great fighting fleet of air cruisers manned by crews trained right up to the minute and America without an air fleet, without airship constructors and with- out men educated and trained in air navigation, this country, in case of war with Germany would present about as pitiable a sight during the conflict as that presented by the savage Filipino tribes- men who undertook to fight with their bows and arrows and anti- quated firearms, our trained American soldiers with their up-to- date quick firing guns. “Now, if Germany with a great aerial fleet could blind us with a rain of fire and explosives from above to-day, Japan could do the same thing to-morrow, for that country is even now stealthily col- lecting a fleet of both aeroplanes and dirigibles, and what is more they are experimenting with them and training their best men to handle them. ‘The Japanese fleet could lay off of any of our Western coast cities from Seattle to Panama and by utilizing the very latest up-to-date aeroplanes and airships could fly over our forts and fleets as though they never existed. Luckily for us Japan has not made the great strides in aerial methods that Germany has, yet. She started later; in fact she started later than the United States but within one short year she has outdistanced us in governmental appropria- tions for aeronautical work at a ratio of about 8 to 1. “Tf Japan keeps up this ratio of aerial progress within the next five years and the United States persists in remaining inactive as it has done almost entirely during the past four years, Japan will have gained an advantage, from a war standpoint, which it will require at least from five to ten years of our best efforts to overcome, while, if war broke out between the two countries in the meantime, we surely would have to pay a terrible penalty for our procrastination. “Not only does the expenditure of huge sums of money by the dif- ferent governments for aerial purposes develop war strength for those countries but it also aids in the development of their indus- trial side as well. For instance, because the government of France spent several millions of dollars for the purchase of aeroplanes, the manufacturers of aeroplanes in France secured a tremendous ad- vantage over the aeroplane manufacturers of the United States, for the simple reason that it gave the Frenchmen a home market to dispose of their machines and consequently that much more money AIRCRAFT 339 to carry on the work with. This naturally induced some of the great- est engineers in France to enter the industry, and when it was found that the government spent its money for flying machines, capital in quantity then became available for building and experimental pur- poses with the result that the American manufacturer with little or no capital at his disposal and no governmental market for his product, found great difficulty in trying to compete in the world’s market with his French rival who was nursed, so to speak, upon governmental supplies during his infancy period. So it can readily be seen that the knife is cutting both ways against America. It cuts both in war and industry. “Therefore, for the reasons mentioned and many other good reasons I could offer if I could but have your time and attention, I herewith recommend that Congress immediately appropriate the sum of $10,000,000 for the purpose of creating an adequate American aerial fleet of both aeroplanes and airships, together with their necessary equipment as well as the cost of their operation. “And furthermore, I recommend that Congress immediately pass a bill giving both the Army and Navy the power to enlist a sufficient number of officers and men to be educated in the theory and trained in the practice of aerial manoeuvres. “T also recommend that the duty be taken off foreign airships (rigid dirigibles) for a period of two years from date in order to stimulate the importation of a few of these leviathans which would eventually lead to their construction in this country. “And again, I recommend that suitable provision be made to subsi- dize airships either manufactured or operated by properly organized companies in the United States of America, that their ships of the air can be utilized by this government in case of war or during ma- noettvres in times of peace. These airships, of course, at other times would be used for passenger carrying service between important points. “While I reeommend the temporary suspension of the tariff from airships (rigid dirigibles) for the reason that we have no concerns in this country who have demonstrated their ability to construct them, still I would like to have it distinctly understood that I am in favor of a heavy tariff being placed on aeroplanes, for the reason that there are a number of well organized, well equipped American concerns capable of building aeroplanes equally as good, if not better than the foreigners, and as home industries should be encour- aged in the United States as they are encouraged in other countries, I furthermore recommend that every heavier-than-air-machine, whether it be of the over-land or over-water variety, purchased by the United States government, must be made in whole or in part entirely upon United States soil. For our air fleet, in war will eventually develop only that efficiency that we are capable of putting into it ourselves, and it is a thousand times better for this govern- ment to purchase now even a slightly inferior flying machine from a home manufacturer and thus enable him to enlarge and improve his efficiency with the use of the purchase money, than to buy a better machine from a foreign concern, thus enabling it to still further increase its power over the American manufacturer with the use of our capital. This rule should be made effective at least until such time as the infant industry in America has developed to a point where it can maintain its standard without favor. “The policy of this country should be to have as efficient an air force as any other country in the world and in order to do so we must figure on overtaking the countries who are now leading us. To overtake Germany, for instance, would require at least five years’ time, so that if this should be our aim, in order to do so by the year of 1919, we must arrange a progressive policy in aeroplane and air- ship addition which will permit us to catch up instead of falling further behind. Ata very conservative estimate I place the German air fleet in the year of 1919 at more than 100 dirigibles and more than 1,500 aeroplanes so that if we intend to catch her or take a leading position with the great aerial powers of the world, it will be necessary for us to outline our policy and begin work along this line at once with these figures as the goal. “No less than 150 aeroplanes and two rigid dirigibles should be added to our forces this year with at least three military airship sheds. One of these sheds should be erected in the Panama Canal Zone while one should be located somewhere along the North Atlantic Coast and the other somewhere on the Pacific seaboard. 340 “Above all things it should not be forgotten that suitable provision must be made immediately for the enlistment of a large enough force of officers and men to be thoroughly trained in up-to-date airmanship. At the present time Germany has over 300 trained areoplane pilots in addition to several hundred trained men for the navigation of airships—an air force that altogether exceeds 600— AT RIC RAE February, 1913 mendations will receive your most earnest consideration and sup- port, and that the position, honor and power of this country may not be further jeopardized through lack of progressive action. “No man can serve his country in a more worthy manner than by adding his mite toward the development of Nature’s latest and greatest gift to mankind—the power to navigate the air.”’ whereas we have in our United States service less than a dozen trained airmen, and worse still, no provision has yet been made for that purpose. ‘The few members that can be spared for that sort of work by the Signal Corps in the Army or those taken from the ranks of navy officers, make up our entire air force. Respectfully submitted, at IO “Tt is to be hoped, therefore, gentlemen, that the foregoing recom- “HANSA” CIRCLING OVER THE GERMAN FLEET “Another great demonstration of the airship’s ability to manoeuvre advantageously, was given during the *‘Kaiser Manoeuvres"’ near Heligoland in the North Sea recently by the Zeppelin airship *‘Hansa'’ which circled above the warships for half an hour while reviewed by the Emperor, and after exchanging salutes with the Kaiser's flagship, returned to Wilhelmshafen. Shortly afterwards the ‘‘Hansa’’ went to Copenhagen and flew over the British squadron."'"—From November 1912 AIRCRAFT. r The airship in this picture—the ‘‘Hansa” is a fair sapmile of all of the Zeppelin ships. In case of war to-day, eight of them could be put into immediate com- mission, so that by adding two Schuette-Lanz, ten real war airships could be used for offensive purposes by Germany. The above picture was apparently taken by the photographer for its picturesque effect, as it will be noticed that it is not so very far above the warships, and therefore in case they trained their guns upon it. it would probably be blown to pieces, so it might be well to state here that a Zeppelin airship is capable of rising two miles high and that up to the present time there have been no guns made capable of hitting an object at that altitude. Furthermore, by the time guns are made to shoot that high, if ever, airships will be made to go even higher, although this would hardly be necessary for, if sky color paint was used, as directed by Arrcrart’s Editorial on page 373, January 1912 issue, the airship would become completely invisible from below at less than a mile, so by muflling the engines there would then be left no method for the groundman or seaman to locate the airman, who would be a most dangerous and baffling foe, indeed. It might also be well to state, however, that primarily airships are not made to fight battleships, although one could imagine by looking at this photograph that they could make it rather uncomfortable for a fleet below. ‘These ships of the air can do more important work in other ways, such as flying over or around fleets and forts and doing their damage in unprotected localities, such, for instance, as the White House or the Halls of Congress in Washington, or by destroying the depots of ammunition or provisions to be used for the army in the field, or to blow up railroad bridges thus cutting off reinforcements or even by causing stampedes in the army by dropping explosives or shooting down at the men on the field. In fact, there are so many ways that these airships can be utilized in war that it would require a volume in itself to enumerate them. ‘Two or three Zeppelins could put out of use the Panama Canal in a few hours. The “Hansa’’ is 485 feet in length, has a gas capacity of 19,000 cubic metres, has three 145 H. P. engines and is capable of making 75 kilometres (46.602 miles) per hour. Besides its crew it can carry a useful load of three and one-half tons which may either be passengers or war munitions. The only way to fight airships is with other airships or else with aeroplanes, and in either case years are required for the organization of a competent air force. Therefore, money and men must first be forthcoming through an act of Congress. Now is the time for that act, February, 1913 AIRCRAFT 341 COMPARATIVE DETAILS OF GERMAN AND FRENCH DIRIGIBLES, MILITARY AND PRIVATE, EITHER BUILT OR BEING CONSTRUCTED Compiled by Alfred W. Lawson, with credit to Paris Le Temps, London Aeronautics, London Flight, T. R. McMechen, Walter H. Phipps, D. E. Ball GERMAN DIRIGIBLES—Military Capa- Engine. Name Year. Pactory. city. = ——— Station. Remarks. Cubic | Length. Speed. Meters.| Feet. | k.p.h. \No.|h. p. Make. 1906 | Zeppelin ___ 12000. 446) oS 2 8G) Daimler sesnesecesae: |Metz —---.. Army. 1911 | Zeppelin — -| 12000 460: 57 2 | 100 |Maibach_ Oologne — Army. 1912 | Zeppelin — ~| 12000 490 | 72 3 100 | Maibach- IMetZnrenae, Army. Schutte-Lanz ___-----. 1912 | Schutte-Lanz —___-___ 20000 480 | 75 2 | 270 |Daimler__._.--_-- Mannheim Army. NTR Tigp eterna 1908 | Gross __-- 5200 243 45 2 75 | Koerting-.--__- (Metz iitece, Army. M-II 1909 | Gross __ 5200 243 46 2 75 | koerting__- Oologne — Army. Tiree, 1908 | Parseval 4000, 195 =| 47 2 | 115 |Daimler_- Metz ~--- Army. P-II - 1912 | Pavseval 4000 262 | 47 1 | 100 |Daimler_____- Oologne ~__ Arny. PUT == 1912 | Parseval —__ 10000 282 | 60 2 | 160 | Koerting—_- -|Koenigsberg __ Army. Siemens-Sehuckert 1912 | Sieens-Sehuckert __| 13000 387 7s 4 | 120 |Daimler —_ Biesdort ~~. Army. ATs Tee ees accent a rey ON HOTZ MI ZCDDelIN ia =aeme nanan | 22000 525 vi) 3 | 145 |Maibach_------- ____ Johannisthal Navy. TE TIA SA reer nceren LOLZ Zeppelin) 22---"=o =e 5 Hamburg ----.--..- Passenger service. Victoria-Louise ---—---| 1912 | Zeppelin --- 15 Frankfort Passenger service. Potsdam -_- 1918 | Zeppelin — = gl Berlin ~-.-. Passenger service. pT Tse 1908 | Parseval re 85 Bitterfleld —_- .-| Passenger service. Stolewerek —_ 1910 | Parseval -- Me 110 Johannisthal ____-.| Passenger and adv. service. P.L-9 Parseval —_ = 50 |\Soc. Aerienne_-...-. Passenger service, Ruthenberg-I — Ruthenberg a TAG | Pannen \Hambourg — experimental. Ruthenberg-IL Ruthenberg es 75 | Fiat Hambourg . Experimental. Ruthenberg-III ------- 1912 | Ruthenberg A 60 | Piat_- .-|Hambourg --------_ Passenger or military service. Clouth ___- 1909 | Clouth =|) 20007 )) 188)! ||) 865s ||) 48) Adler=—2> =a Colopnejessess ee Experimental. SUC eur Ch een eee emer LLL | eterereateneeeen = |Hambourg For transatlantie trip. SOWIE: Sere eter be 64) Soseeceeccer tee seeeeeel| IY) pis el re ele | me el eemeee For pleasure purposes. Veeh Fleurus Colonel-Renard Liberte Capitaine-Marehal ~ Adjudant Vincenot___- Mem Sees sewassaeee Le Dupuy-de-Lome __-- Selle-de-Beauchamp: Adjudant-Reau Lieutenant-Chaure Helaireur-Conte _ Oapitaine-FPerber Commandant - Coutelle_ Spiess-Rigid Clement-Bayard VI_-_- Astra-I Astra-orres Croiseur-Transaerien Zodiac-T1L The Zeppelin, Schuette-Lanz and Spiess dirigibles are of the rigid type. 1912 1910 1909 1911 1911 1911 1912 1911 1911 1911 1912 1911 1911 1912 Zeppelin —.- Zeppelin Schutte-¥8° Parseval Parseval - Parseval - Parseval - Parseval - Parseval - Parseval Parseval Gross ~~ Gross --.- Chlais-Meudon Astra Lebaudy - Lebaudy — Olement-Bayard Zodiac Clement-Bayard Lebaudy __- Astra -- Zodiae — 20000 20000 20000 1800 8000 10000: 8000 | 6640 Zodiac - ASU Ree wenen a see eae Clement-Bayard Lebaudy —___ Zodiac — 9900 | 11000 6200 AATS 1600 9000 1600 17000 17000, 17000 17000 17000 champ are semi-rigid, and all of the others are non-rigid. The military sheds in Germany are located at: Strasburg, Metz, Cologne, Koenigsberg, Reininckdorfen (Berlin) (3). (for the navy) and Breslau. The private sheds in Germany are located at: Friedrichshafen (2), Vos (Baden-Baden), Mannheim, Frankfort, Dusseldorf, Wanne, Munch, Gotha, Wambourg (2), Kiel, Bitterfield (2) Reininckendorf (Berlin), Bresdorf, Potsdam, and Johannisthal (2). The military sheds in France are located at: Maubeuge, Verdun (2), Toul, Epinal, Belfort and Reims. The private sheds in France are located at: Melun. 145 145 270: 58 | 2 | 80 5 |1 | 100 45 |1 | 120 48 | 2 | 75 B4 =| 2 | 100 pees 1 | 7 B4 | 2 | 125 50 | 2 | 75 bs | 2 | 120 53 | 2 | 120 46 |2 | 7% 54 | 2 | 90 noise 2 | 190 oa eo 2 } 200 PRIVATE 58 | 2 | 90 48 |1 | 100 56 | 1 | 55 36 | 2 | 150 ultanaes 1 | 40 70 70 70 70 70 1000 1000 1000 1000 1000 UNDER CONSTRUCTION OR RECONSTRUCTION Maibach=esswassassas Maibach_ Daimler GIBLES—Military Olement-Bayard ___- Panhard Panhard Panhard -------- Olement-Bayard aid ytOTeee eee Olement-Bayard --__- Panhard Brasier Panhard Chenu Laviator Laviator Ohenu Olement-Bayard —.-- Olement Chenu _ Chenu _ Ballot — |Munich ___- Friedrichshafen --|Soe. Delag_-- .-|Mannheim ___ Epinal ER CONSTRUCTION OR RECONSTRUCTION experimental, Bought for army. For the Navy. For War purposes, Por the German army. For the Italian army. Modified design, nearly ready Modified design, nearly ready Modified design, nearly ready Por practice. From readers of Le ‘temps. To be transferred to Maubeu From readers of Le Temps. On trial. Taking delivery. Trials pending. In construction. Compagnie 'l'ransaerienne. Belonging to Societe Astra, Oompagnie ‘l'ransaerienne, Belonging to Societe Zodiac. (Ordered under the budget of { 5,000,000 frs. for 1913. J Will be ordered after the trials of A, B, O and D. The Gross, Ruthenberg, Veeh, Iyiberte, Capitaine-Marchal and Selle-de-Beau- i u Issy-les-Moulineaux (2), Saint Under construction for the National Aviation Committee, about 32, yr In construction Wilhelmshafen (2), Mousson, Lamotte-Breuill, Reims, Chalons-sur-Marne, Meaux. AIRCRAFT The new Denhaut flying boat which is equipped with a 50 H. P. Anzani motor placed high up just under the top plane. The machine resembles somewhat th2 Donnet-Leveque aeroboat with the exception that the lower plane is very small, while single uprights ouly are used in joining the two planes together. Africa The altitude record of Roland G. Garros of 19,032 feet made at Tunis December 11th, was accomplished on a Morane-Saulnier monoplane and not on a Bleriot as was at first thought. Garros had been trying to induce Louis Bleriot to build him a special type ma- chine for altitude work, but this Bleriot refused to do and so Garros made arrangements with the Morane concern to use one of their machines. It is inter- esting to note that the monoplane used by Garros in his record altitude flight was the same 80 H. P. machine which took part in the Circuit d’Anjou race last summer. Argentine Following the example of Brazil and Chili, the gov- ernment of Argentine has decided to establish an aeroplane fleet and has started in by ordering three Curtiss hydro-aeroplanes. Australia THE AUSTRALIAN AEROPLANE SQUADRON Official sanction for the formation of the Australian Aviation Corps has been given. The unit will consist of an aeroplane squadron, and its complete personnel will be four officers, seven warrent officers and ser- geants, citizen forces, and enlistment, which will be voluntary, is to commence from January 1913. The course of instruction will include the following: The art of flying, including cross-country flights; the general principles of mechanics and aeronautics enter- ing into the construction of aeroplanes; the construc- tion, maintenance, and use of instruments, internal combustion engines, etc., forming part of the techni- cal equipment of the corps; meteorology; observa- tion in the air; air navigation and flying by compass; photography from air craft; signalling by all methods as applied to air craft, and instruction in types of airships and air craft of all nations. An aviation school will be setablished in the Federal Territory, at Duntroon, where an immense aerodrome will be constructed. The present pilot-aviator, Lieut. Harry Busteed, has resigned his position, and Lieut. Harrison, an Australian, has been appointed to the post, at a salary of $2,000 a year. Mr. Petre, an Englishman, has been appointed an assistant also at a salary of $2,000. Belgium In view of her peculiar international situation, her restricted territory, her position as a neutral buffer State between two powerful neighbors, Belgium is a country which should derive more advantages from an efficient, albeit small, air corps than almost any other country. The subject has recently been exam- ined at considerable length in the Conquele de l’Air by M. Leon van den Plas, who advocates the imme- diate establishment of the following aviation centres: (1) Ostend for coastal reconnaissance—25 hydro- aeroplanes; 15 pilots. (2) Ghent for patrolling the region between the coast and Brussels—15 aeroplanes; 8 pilots. (3) Brussels for patrolling the central districts of Belgium—30 aeroplanes; 15 pilots. (4) Antwerp for fortress and reconnaissance work along the Scheldt—25 hydro-aeroplanes; 25 aeroplanes, and 30 pilots. (5) Liege to protect the Eastern frontier—50 aero- planes; 30 pilots. (6) Namur for fortress work—50 aeroplanes; 30 pilots. (7) Saint-Hubert for patrolling the exposed south- east corner of Belgium—25 aeroplanes; 15 pilots. The discrepancy between the number of machines and pilots at each centre is due to the fact that a number of machines will in each case be held in reserve to make good casualties and wear and tear. ‘This gives a total of 245 aeroplanes and 143 military pilots. But in addition, and chiefly for night-work (though M. van den Plas also contemplates offensive tactics), there should be a minimum of 10 dirigibles stationed in couples at Antwerp, Liege, Namur, Ostend, and Brussels. Chili The chief of the Chilean staff has proposed to the government the organization of a military school of aviation and the establishment of an aerodrome. He also recommends that a number of aeroplanes and balloons and enough necessary accessories should be acquired at once. The cost is estimated at $700,000. China Special Correspondence by A. F. B. Silva- Netto. Editor Aircraft: Mr. W. B. Atwater, the well-known exponent of the art of aviation made two successful flights at Woosung on the 24th of November with his Curtiss hydro-aeroplane. In his first flight he took a passenger with him and reached an altitude of about 2,000 feet and almost circumscribed the mouth of the Huang Pu in about sixteen minutes. Later in the afternoon he made a second flight, but without any passenger, last- ing about twenty minutes. The exhibition which was in aid of the Wenchow Famine Fund was witnessed by about 8,000 people and the aviator received rounds of applause. Woosung is about fifteen miles from Shanghai, at the junction of the Huang Pu river. Brazil On December 19th a bill was passed by the Brazilian Chamber authorizing the purchase of three dirigibles, twelve aeroplanes, six hydro-aeroplanes and a battery of guns to use against aeroplanes and airships. Brazil is the first nation in South America to pro- February, 1913 OREIGN vide for an extensive war air fleet and following iu her steps are Argentine and Chili and several other South American countries as shown in table and list of air fleets on page 338 of this issue. England THE HANDLEY-PAGE ACCIDENT On December 15th, Lieut. Wilfrid Parke, R. N. and his passenger Mr. Arkell Hardwick, manager of the Handley-Page company were killed while flying the 70 H. P. Handley-Page monoplane, from Hendon. The cause of the accident, as given by our English contemporary ‘‘The Aeroplane” is as follows: The machine left Hendon for Oxford about 11.45 A. M. and it was noticed that the 70 H. P. Gnome was not pulling well and in consequence the machine was slow in rising. However several flights outside the aerodrome had been accomplished with the engine in the same condition and as familiarity breeds con- tempt it was decided to start. The anemometer at the aersd® me registered a puffy wind of between twelve x, ~ cwenty-two miles an hour, which of course would be equivalent to nearly thirty or thirty-five miles per hour higher up. It was noticed that as the machine neared Wembley the tail began to drop and though the pilot got the machine into a climbing position she continued to gradually pancake, as it were. When this started to take place the mono- plane was little more than 200 feet up and she gradually sank to a height of 150 feet on approaching the Wem- bley golf links. Just as she reached the hill on which the golf links are, she turned to the left as if to come TWO VIEWS OF THE NEW BLERIOT-CANARD bees Ke! The top picture shows a front view of the new machine and in the background the latest streamline tractor monoplane which was exhibited at the recent Paris Aero Salon. It is interesting to note that both of these ma- chines have proved very successful in their trials. The lower picture shows a side view of the Canard and illustrates clearly the position of the elevator way out in front with the main planes, motor and rudder at the rear. February, 1913 back to the Hendon aerodrome and though she had turned down wind with the tail low before on several occasions in the aerodrome, it was a risky thing to attempt, in this case, over enclosed ground such as exists around Wembley. After turning and getting the wind behind him the pilot attempted to land on the golf links, probably because his engine failed altogether. The links lie across the two sides of a valley across which the wind was blowing. On the top of the ridge which the machine was approaching was a thick row of tall trees with the wind blowing over them. The wind sweeping up the ridge and hit- ting the trees would make a fierce up-current which would curl over like a wave on the beach and pour down into the valley making an almost vertical down current. The pilot on approaching the trees, would get into the up-current and feel the front of the machine rise and would then endeavor to get the nose down to land as near the trees as possible and avoid running across the links and hitting the club house or the fence on the other side. As he cleared the tree tops still diving he would get into the down current and after that nothing could save him except a long dive and a powerful elevator to correct it. As it was they were only about fifty feet above the ground and nothing could save them. The machine crashed head on into the ground killing the pilot instantly and injuring Hardwick so seriously that he succumbed in a few minutes. The lesson to be learned is that no one should fly across country except at a sufficient height and with an engine which has a plentiful reserve of power. If the engine shows signs of failing the pilot should land at once, head to wind in the most suitable place he can pick out and if necessary, even at the risk of damaging the machine rather than endeavor to stagger home with a weak engine or attempt to land with a strong following wind. LARGE SURFACE BIPLANE DEMONSTRATES ITS WIND FIGHTING ABILITIES Recently M. Verrier on a new British built Maurice Farman made one of the most remarkable flights in the history of aviation. Starting from Hendon with Lieut. Mapplebeck as passenger he headed for Farn- borough intending to deliver the machine to the Royal Flying Corps. The wind was so strong that the aver- age speed of the biplane was less than ten miles per hour over the ground and the anemometer at the Brooklands Flying Ground showed there was a wind blowing of from thirty-five to forty-five miles per hour and as the speed of the biplane is in the neigh- borhood of sixty-two miles an hour the wind must have been blowing at an average speed of fifty miles an hour higher up. It was intended to fly to Farnborough but after flying an hour and thirty-five minutes and covering fifteen miles, the bell crank of the magneto stuck and the engine stopped. By a clever piece of gliding work Verrier managed to alight in a small cabbage field in spite of the force of the wind . As it was impossible to get out of the field again with a passenger Mr. Verrier went up alone after fixing the magneto and it took him thirty-five minutes to cover the remaining five miles to Brooklands, so that his actual flying time for the short distance from Hendon to London was two hours and ten minutes. This extraordinary flight proves conclusively that large surface slow speed biplanes are equally as capable of handling high winds as are the high speed monoplanes. France M. Delcasse, Minister of the Marine, has notified the Aero Club of France that a prize of ten thousand dollars will be offered by the French Government for a hydro-aeroplane competition to take place at Deau- ville during the coming summer, at the meeting when the trophy recently offered by Jack Schneider for air and water craft will be contested for.» In addition to the prize the first two winning machines will be purchased by the government for $12,000 and $10,000 respectively. Maurice Farman recently successfully tested a new and powerful type of aeroplane especially constructed to carry loads of provisions and ammunition. With a passenger he easily transported a load of 880 pounds. A German aviator who landed at Marnay{in}his biplane on December 20th and whose machine was seized by the French police, has proved to be a Ger- man non-commissioned officer. After giving a satis- factory explanation of his landing in France and stating that he lost his way while flying to the fortress of Strass- burg, he was released and the French military governor of Belforte sent a detachment of a flying corps to assist him in the resumption of his flight. THE NEW STREAMLINE BLERIOT FLIES SUC- CESSFULLY At the Bleriot flying ground at Buc on December 14th Perreyon was testing the new machine turned out by the Bleriot factory. This was the two seater side by sidetype which was shown at the recent Paris Salon and described in our show report in the Decem- ber 1912 “‘Aircraft.’”” The machine was driven by an 80 H. P. Gnome and proved remarkably fast and steady in the air, while the single skid and pneumatic shock absorbing landing chassis proved very effective in landing. NEW BLERIOT CANARD FLIES SUCCESSFULLY On December 9th, the new Bleriot Canard, which is shown in the accompanying photos, was given its tests at Buc under the personal supervision of M. Bleriot who occupied the passenger seat during the trials. The tests proved very successful in every way, the machine flying and handling better than the regular tractor type. On January 10th at Buc, Maurice Chevillard carry- AQT IR © ARV AG Tia ing three passengers in a biplane rose to a height of 4,921 feet, establishing a new world’s record for alti- tude for an aeroplane flight with four aboard. Amerigo with a passenger on his two seater R. E. P. Monoplane made a fast trip from Buc to Rheims in | hr. 20 mins. with a load of over 300 kilogs. On December 10th Guillaux the clever pilot of the Clement-Bayard monoplane completed his tests for a superior license. In the same machine with which he has made several flights over Paris, he started out from Issy and flew by way of Chartres and Orleans to Etampes and then back to Issy, a round trip of over 200 kiloms. Mile. Marvingt in addition to doing some fine flying on her Deperdussin monoplane has been also giving a number of lectures. Recently she gave a lecture at Rheims on Alpine climbing and another on the last big game hunts of Latham. On December 13th, she made an hour’s flight on the Deperdussin and later in the same day started from St. Cloud in a balloon landing near Compiegne. At the Nieuport School Sergeant St. Andre made a remarkable flight of over two hours’ duration at a height of 2,000 metres on the little school Nieuport which is fitted with only a 28 H. P. two cylinder Nieu- port engine. This is the same machine which recently tose to a height of over 11,000 feet and proves that if a machine is properly designed it can fly successfully with quite a low powered engine. In a wind blowing forty-six miles an hour, Rene Caudron on December 14th carried out some remark- able tests with Caudron machines before a French military commission who visited Crotoy. In one of his tiny biplanes fitted with only a 28 H. P. motor he went up and flew successfully several rounds of the grounds in this veritable gale. Upon landing and preparing to take out another machine with a 70 H. P. motor, Capt. Destouches who headed the commission reduested| him not to attempt to fly again in such a wind. German News By Stella Bloch. MELLI BEESE One of the most picturesque figures in the German aviation world is that of the young Dresden sculptress, Fraulein Melli Beese who has proved herself worthy to rank prominently among the German aviators, after passing through tribulations sufficient to turn a less determined woman or man for that matter from the idea of practical flying. It does not make pretty reading to hear this charming, refined woman unfold her tale, and does not throw a pleasant light on the practices indulged in by male competitors against a rival of the other sex. For the sake of fair sport, it must be concluded that the malpractices complained of were the work of hangers-on, such as are found everywhere. Fraulein Beese herself states: My avia- tion career began on December Ist, 1910, with Thelen on a Wright biplane, after I had studied the theoretical side of aviation for two whole years. ‘Ten days later I came to grief owing to the snapping of a lever and sustained injuries. However, I made a relatively fast cure, but had to wait until the middle of May before I was permitted to fly. This tedious time of waiting was filled in by a practical course in motor and aeroplane building. As soon as I got on to a machine again, I followed Lieutenant von Mossner as observed in the Saxon Circuit on a Wright machine, and afterwards became his pupil. I was ready for my examination in a comparatively short time, but it was delayed so long owing to a lack of motors that I lost patience and passed to another system—the Etrich-Rumpler Taube monoplane. Here, I under- 343 went all possible sufferings which could be created for a competitress by less gallant male rivals—in short, complete sabotage. On September 9, 1911, it was at last rendered possible for me to gain my brevet as a pilot. On September 23d, I took part in the National Autumn Week at Johannisthal together with thirty- six male aviators, and gained a third and a fourth prize in the two competitions. At the same time I put up a world’s duration record for aviatresses with a passenger, namely 2 hours 20 minutes, as well as an altitude world’s passenger record for women with 825 metres. I have founded quite recently an aviation school of my own at Johannisthal, which promises to be very successful. In the coming season I intend to compete in various events and also to make a series of exhibition flights. GERMANS GIVE $1,750,000 FOR AVIATION Prince Henry of Prussia, the head of the Committee of the National Aviation Fund announced on Decem- ber 19th that the contributions total more than $1, 750,000. On the following day it was announced that Count Zeppelin had determined to aid in collecting for an aero fleet and fifty of the most prominent aero- nautical men of Germany formed a committee who will continue to receive subscriptions. This committee passed a resolution stating that the foremost task of the fund will be used to train a large corps of aviators, they being necessary for the national defence. In connection with the fund there will be reserved a sum for accident and life insurance for aviators, while in addition it is intended to also establish a station at which aeroplane inventions may be tried out. Sixty-one aviators carried out ascents numbering 1137 and lasting 138 hours of the twenty-four flying days during the month of November at the Berlin- Johannisthal Field. The largest number of flights were made by Fokker on a Fokker monoplane with a score of ninety-two, while Boutard, piloting a Melli Beese Dove spent the longest individual time in the air totaling 8 hours 53 min. The formation of a purely amateur aviation club was discussed at Leipzig early in December and as soon as the club is organized the amateurs intend acquiring several standard makes of machines and it is hoped to qualify at least twenty pilots during the year. A new German duration record was put up on Decem- ber 5th at Berlin-Johannisthal by Alfred Friedrich when he flew for 5 hours 10 min. on a 70 H. P. Rum- pler Dove monoplane. The.old record stood to Oelerich in a flight of 3 hours 39 min. On December 5th Oelerich flew from Leipzig to Doeberitz accompanied by a passenger on a new Mars biplane which he deliy- ered to the military aviation station where a commis- sion received the machine. The year of 1913 will witness the erection of a new naval station at Cuxhaven where a large airship shed will be put up for the marine Zeppelins. The forth- coming budget calls for sufficient money for the up- keep and manning of the station and its machines and proposes the formation of a naval aerial corps to be composed of 200 officers and men to be stationed at Cuxhaven. On January 3d, Arthur Faller established a new record for duration in a biplane carrying five passen- gers. His time was 1 hour 6 min. 5 sec. The pre- vious holder of the record was Henry Molla who in,a Sommer biplane on January 26, 1912 at Douzy, France, flew for 1 hour, 5 min. 48 sec. On December 4th, the Schuette-Lanz I fulfilled all military tests by ascending to a height of 4,950 feet in fifteen minutes and by remaining at a height of between 3,800 and 4,950 feet for 414 hours. From the ground up to 2,000 feet was dense fog, but the ship navigated in bright sunshine above the fog. An extended dispute between the German Airship Company and the British Insurance Companies in connection with the claims arising from the destruction of the Zeppelin airship Schwaben at Diisseldorf on June 26th has been settled by compromise. ‘The airship, which was insured on a valuation of about £40,000 for a year at £2 10s. per cent., was caught by a gust of wind and struck the shed into which it was hoped to place her. She then broke in two, the gas chambers began to empty, and the ship started to rise. The gas exploded and the airship was destroyed. Under the terms of the insurance contract the risk of damage to the airship or its total destruction through the explosion of the hydrogen or oxygen in the balloon was specifically excluded, though the bursting of the balloon through the excessive filling of it with gas was not to be deemed an explosion. Sablatnig, the Austrian pilot, set up a new passenger altitude world’s record at Berlin-Teltow, on September 27th whilst testing the new 125 H. P. Austrian Daimler motored Bombhard-Pfeil biplane. Carrying three passengers the apparatus remained aloft twenty-five minutes and reached a height of 1,120 meters. The plane is intended for the German Navy. Lieut. Hantelmann and Lieut. Zimmer recently flew from Berlin to Strassburg on a military Rumpler- Taube. Their net flying time was seven hours five minutes, but they were on the way much longer as the foggy weather forced them to make several intermediary landings. The German and Danish Postal Departments are in communication regarding a regular aerial postal service between the two countries concerned. ‘This may be regarded as the result of the recent visit the “Hansa ”’ paid Copenhagan, as a Zeppelin cruiser will carry out the work for which the Danish government proposes paying an annual subsidy, besides erecting a hangar near the capital. A new Parseval has been completed at Bitterfeld for a foreign naval power and will be tested very shortly. 344 Considerable alterations have been made in the con- struction of the aerial cruiser which now resembles a trout in shapejand is of ajsilvery hue, instead of its former yellow exterior, as the envelope has been entirely impregnated with aluminum. The two four- bladed propellers are driven by two six-cylinder May- bach motors, totalling 320 H. P. The Johannisthal flying week brought a series of good, steady performances, none of which were par- ticularly startling. In the durability contest the two Wrights, piloted by Sedelmayr and Mohns, bore off the honors with a total of seven hours forty-two min- utes and seven hours thirty-nine minutes respectively. Schmidt, on a Torpedo monoplane, won the speed event over a distance of 15 kilometres and Fokker, steering his own make, the altitude prize, rising up to 3,096 meters. PACT © RPG Ely Italy Roland G. Garros arrived at Rome on December 22, thus completing his long flight from Tunis, Africa. He left Tunis on December 18th, flying to Trapani a distance of about 180 miles over the Mediterranean. The second stage from Trapani to the mainland was completed on December 2lst. In his last stage to Rome, Garros flew over the crater of Vesuvius. A remarkable flight in a hydro-aeroplane across the Adriatic Sea from Venice to Trieste and back again to Venice was accomplished on December 21st by the French aviator George Chemet on a Borel hydro-monoplane. He took with him as passenger Major Ginnocchio of the Italian Army. ‘The total distance of the flight was about 160 miles. Japan During the grand naval review in Yokohama, on A LITTLE ELEMENTARY Fam Y acm 1 ULL EARLE L. OVINGTON graduated from Bleriot’s flying school at Pau, France, in Janu- ary, 1911, and returned to this country with the first 70-horsepower, Gnome-driven Bleriot seen in America. Mr. Ovington flew at all of the important meets during the 1911 season, and among his accomplishments may be mentioned the following: He made the fastest time at the Chicago Meet. He was the first aviator to fly over the city of Boston. At the Waltham Meet he won more prize money than all the other four aviators together. At the New York Meet he had the honor of carrying the first U. S. mail in an aeroplane, and was afterwards officially appointed by Postmaster Hitchcock of the United States ‘‘first aerial mail carrier.’ He captured the $10,000 prize at the Boston Meet by winning the Boston Globe’s Tri-State aeroplane race. Mr. Ovington received his training as an engin- eer at the Massachusetts Institute of Technology, which institution ranks among the best of its kind in this country, and not only understands aviation froma practical standpoint, but is also well versed upon the subject theoretically. am EMIT VIUVAUVUCVOUVOUSOUUONVTATU TUTTE Ble) Some writers seem to be born critics and are never happy unless they are pulling some one’s else state- ments to pieces. As far as I am concerned personally, however, I much prefer to construct in my writings rather than to pull down. But I believe it is the duty of every one who has the required training to correct any misstatements which appear in print upon the subjects with which heis conversant. Of course that assumes that the said individual has the time to devote to the subject. And I believe such criticism to be constructive instead of the reverse. A few weeks ago I came out in the press, both in America and in Europe, with some rather sharp criti- cisms of certain individuals who made rash statements which were absolutely untrue and which they were unable to scientifically prove. I took a very decided position with respect to the statements of one indi- vidual because he was not content alone with making misstatements regarding scientific facts, but must needs attack one of his competitors who happens to make a most successful motor embodying principles just the reverse of his. In the January issue of Aircraft this subject is continued, and a dip is made by the author into ele- mentary physics. But again there have been several misstatements made and as this subject of elementary physics is one with which every one connected with aviation should be acquainted, at least so far as the fundamental principles are concerned, I feel it my duty to call attention to the errors. I have no doubt that the author was absolutely sincere in his statements, but they are incorrect nevertheless and, hence, should not pass without criticism. I refer to the article in January ‘“‘Aircraft’’ entitled, “Gyroscopic Force in Aviation,’ by D. W. Starrett. I shall take up a few statements of Mr. Starrett’s and show the errors of his judgment. Mr. Starrett states, ‘“There are only two forces known to man at the present time. These are gravity or centripetal and centrifugal force.” As a matter of fact, there is no relation between the force of gravity and the so-called centripetal force. Fur- thermore, the so-called centripetal and centrifugal forces are not forces at all. Let us consider for a moment centrifugal force. If we have a ball of lead attached to a string and then whirl the string around our head, there is a tendency of the ball to fly away, but it is restrained and com- pelled to move in a circle by the reaction along the string. This tendency of the ball to fly outward is called centrifugal force, and I shall show that it is not a force at all. It may be analyzed starting with Newton’s first law of motion as a hypothesis. The best definition I know of of Newton’s first law of motion is as follows: ‘“‘A body at rest will remain at rest and a body in motion will continue to move uniformly in a straight line unless and until some external force acts upon it.” By EARLE L. OVINGTON Now a curved line, such as a circle, may be consid- ered as comprising a series of infinitely small straight lines. A body moving in a circle, such as our ball of lead, has, by virtue of its inertia, a tendency to follow the prolongation of the small straight line in which it chances to be moving. Such a straight line is tan- gent to the curve or circle, and if, at any given instant, the string breaks, the ball of lead will move in a straight line along this tangent of the circle unless acted upon by some external force. Of course in actual practise gravity would act immediately, and the body would untimately fall to the ground. Our so-called centrifugal force, therefore, is not a force at all. The ball of lead, owing to Newton’s first law of motion, tends to move in a straight line, and in doing so the effect of this so-called centrifugal force is produced, namely; there is a pull on the string. But as it does not produce, or tend to produce motion it is not a force (see later definition). Now as to centripetal force. The ball does not move in a straight line, but follows the circle so long as the string remains unbroken. That is, the effect of the so-called centrifugal force is counteracted by the so-called centripetal force which again is not a force, but is simply the reaction along the string, i. e., the pull. (See later definition of force.) Now let us refer to our fundamental definition of the word force. The best definition with which I am acquainted is as follows: ‘‘Force is a tendency to change the relative motion of the two bodies between which that tendency exists.” Put in the form of a formula it is: (1) F=ma where: F=force m=mass a=acceleration But in the case of our ball of lead moving in a circle (2) a=v? where: r v=velocity r=radius of circle Substituting this value for a in formula number (1) we have formula (3) as follows: (3) Fe=mv? r where Fc=centrifugal force But since (4) m= g where: W=weight g=gravity we find by substitution the final formula for the so- called centrifugal force in terms which we can use in practise which is as follows: (Gy Ree gr where g equals 32.2 approximately. Referring again to our ball of lead whirling in a circle and our fundamental definition of force, and the above formula, it is evident that centrifugal force, so-called, is not a force at all, nor is centripetal force. These terms are used in physics for want of better ones. As a matter of fact, centrifugal force does not tend to produce motion in the ball of lead. The ball of lead has a tendency to move along a tangent to the circle and is restrained from doing so by the string. Centrifugal force is the tendency of the ball to fly from the circle, and centripetal force is the re- straining action of the string. Hence, Mr. Starrett’s statement is absolutely erroneous. As for his statement that there are but two forces known to man—this is equally fallatious, force being that which produces or tends to produce motion. We have many forces in the world; such as electricity, steam, muscular force, etc. Later in his article Mr. Starrett connects centripetal and centrifugal forces with the fact that rain drops are round. The reason why rain drops are round, and why shot is round when dropped in a shot tower, is because of the surface tension. In the case of the rain February, 1913 the 12th November, Capt. Kaneko piloting a Curtiss hy- dro-aeroplane in which a few days previous he sustained a nasty accident, made his appearance. He started from the Pacific Mail Wharf and flew over the battle cruiser Chikuma to afford the Emperor an oppor- tunity of witnessing for the first time in his life a spectacle of the kind, and then encircled over the entire fleet comprising of 115 vessels. Later on the Parseval dirigible also took a spectacular part in the naval review and after having swept around the whole fleet returned to the capital. A. F. B. SILVA-NETTO. Paraguay The first flight to take place in the Republic of Paraguay was made on November 25th, 1912, when a French aviator from Buenos Aires visited Asuncion for that purpose. PHYSICS drop every molecule of the water attracts every other molecule, and the tendency of the molecules is to come as closely as possible together. A sphere is the geome- trical shape best satisfying this condition and, hence, they assume practically a spheroidal shape. Why there should be all this mystery shrouding gyroscopic action is more than I can see. Some who pose as experts of the subject evidently do not under- stand the fundamental principles. Mr. Thomas Preston Brooke, for instance, says in one of his many writings on the subject, ‘“‘Take a gyroscopic top. Set it rotating and hold it in front of you with the axis parallel to your line of vision so that it revolves clock- wise as you look at it the same as a Gnome motor when seen from the pilot’s seat of a Bleriot. Turn it sharply to the left, trying to keep the axis horizontal. Note that the forward end of the axis dives downward in spite of you. ‘Tilt it quickly up and note that it swerves to the left.’’ Although Mr. Brooke poses as an expert on gyro- scopic force, he has evidently never tried this very simple experiment. All any reader has to do is to purchase a gyroscopic top, such as sold in the toy stores, and try the experiment for himself, and he will see that the movement is just the reverse of that specified by Mr. Brooke. In other words, if you turn the top sharply to the left, trying to keep the axis horizontal, the forward end of the axis will rise, or tend to rise, and not move downward as stated by Mr. Brooke. Furthermore, if you tilt the top upwards, notice that it swerves to the right instead of to the left as Mr. Brooke states. Prof. Edward Huntington gives the following simple rule to find which way a gyroscope moves under the above conditions. Prof. Huntington’s rule is as fol- lows: ‘Imagine the deflecting force to be exerted by the pressure of a flat board pushed against the spin- ning axle of the gyroscope, and note the direction in which the axle, if rough, would tend to roll along the board. This will give the required direction of motion for that end of the axle.” The first thing for the would-be aeronautical engineer to do is to thoroughly ground himself in regard to the principles of elementary physics. He will not only find this knowledge useful in aeronautic design, but in every-day life. The student need not master higher mathematics, nor need he read advanced works on the subject. A very good knowledge of physics indeed may be obtained from a very simple textbook entitled, “Elements of Natural Philosophy”’ by Elroy M. Avery, and published by Sheldon & Co., New York and Chi- cago. I do not know the price of the book, but it is not expensive and there is nothing whatever in it which cannot be understood by any man of ordinary intelligence. I find the copy which I possess dated 1895, and as I was only fifteen years of age at that time, this gives an idea of the simplicity of the book mentioned. And yet it covers,as far as most readers of ‘“‘Aircraft’’ will probably wish to go, the fundamental principles of elementary physics. After you have mastered this book if you want something more advanced, take Watson’s ‘“‘A Text- book of Physics” published by Longmans, Green & Co., New York. And if you really are fond of differ- ential and integral calculus, you may peruse, for light reading (?) Lanza’s ‘‘Applied Mechanics’’ published by John Wiley & Sons, New York. The two latter books I studied at college. The editor of ‘Aircraft’ will no doubt be glad to quote on any of these books. Let me conclude my remarks by giving the formula for obtaining the gyroscopic action in an aeroplane motor. It is as follows: pleas) where P=pressure, due to gyroscopic force, on bearing in lbs. W=weight of motor in lbs. r=radius of gyration of motor about its axle in feet= approximately radius of motor X (0.7) N=revolutions per minute of motor. n=rate at which aeroplane turns, in revolutions per minute. a=distance, in feet, from center of motor, along axle, to one of the bearings. ) of course is 3.14 and g may be taken as 32.2. February, 1913 AIRCRAFT 345 AN ANALYSIS OF THE FOKKER LATERAL CONTROL SYSTEM By ALBERT ADAMS MERRILL 9@ N AIRCRAFT for January, page 322, there is an 73% article written by Walter H. Phipps on the Fokker monoplane, in which it is stated that there is no manually operated lateral control system. Stability is maintained by a dihedral angle and a high c. g. It is stated that some very good altitude records have been made with this machine, one of seven thousand feet by a woman, and the machine has been flown in winds of over thirty miles per hour. If these statements are founded on correct in- formation this system would seem to be an improvement in the art. In calm air the dihedral angle will maintain lateral stability since any rotation about the fore and aft axis will alter the magni- tude of the lift of the wings so as to introduce a righting couple. Of course this couple is obtained at the expense of lift, since any rotation reduces the lift, the machine falls and stability is regained by this fall. Nevertheless a small loss of lift is little to pay if inher- ent lateral stability can be obtained. With the dihedral the loss of lift is measured by the cosine of the angle between the entering edge and the horizon. Thus in Fig. 1 if B represents the tip of the horizontal wing AB, and B, the tip of the dihedral wing AB, then the lift of a = K=cosine angle BAB,. Fi es £19 77 ee OE, at e/a In the Fokker monoplane this angle is approximately 9° and the cosine of 9° is 0.9877, therefore the loss of lift is less than 2%. For practical flying a dihedral angle having a low c. g. (at or below the apex) is very dangerous because of the oscillations set up by a side gust. In dealing with the problem of stability one would suppose that the thing to do was to put the c. g. as far as possible below the center of support, but in aeroplanes this is wrong, because the center of side resistance is always close to the center of support and if the center of side resistance is far above the c. g. a side gust will cause a rotation about the fore and aft axis and set up a series of oscillations of a very dangerous nature. Fig. 2 shows a rotation started by a side gust. Note that the movements of the H and V components of the gust have the same sign and therefore both tend to upset the machine. If we raise the c. g. to the position shown in Fig. 3 it is evident that the moment of H is opposite in sign to the moment of V and hence H will offset V, the amount of the offset depending upon the relative magnitudes of H and V and the two moment arms. It is well to bear in mind the fact that the aspect ratio of a wing from the side is very low, therefore the H component will be larger relative to the V component, than it is with a high aspect ratio. It is not possible to tell from the drawing of the monoplane as published, just where the c. g. is, but it is above the shoulder of the wing and possibly above the line joining the centers of area. Con- sidering the effect of a side gust on the chassis, we find that a high c. g. increases the moment arm of this force, and this also helps to offset the V component. In Fig. 4 I have shown the system of forces which probably act in the Fokker monoplane, as a result of a side gust alone. In Fig. 4, A represents the c. g. V and H are components of the resultant pressure, E is the center of pressure of the gust and F is the pressure on the chassis. In order that these three forces form a balanced system about A the following must hold: Fx AC+HXAB-—-VXAD=O The aspect ratio from the side in this monoplane is about one-half and for this ratio Hiffel gives the maximum movement of the center of pressure to be 35% of the length. This makes a possible move- ment of E of more than 5 feet. Of course the turning around the fore and aft axis due to the gust is not measured entirely by the resultant of the gust times its moment arm, because the effect of the forward motion has to be considered. It is the resultant of all the pressures and the displacement of this resultant, which produces the turning movement. Nevertheless a large possible movement of E will be a disturbing factor. As E moves towards the tip, AD increases and AB decreases, which is the opposite to what is desired and a study of Fig. 4 will convince anyone that this system will not have inherent lateral stability, because at only one angle between the gust and the wing will the above equation be true. The point of interest however is that with a high c. g. the magni- tude of the disturbing factor is reduced, so that possibly the rudder can handle the machine by retarding the high side. I wish to call attention to a fact often overlooked, which is that the movement of a flying machine sideways is not dangerous provided there is not a rotation about the fore and aft axis; it is this rotation which is dangerous. This is why a low ec. g. with a dihedral is dangerous, while a high ec. g. is not dangerous. ; Even if the c. g. is above the center of pressure (to forward motion) the machine may be stable. In a boat the c. g. is above the center of buoyancy yet a boat will be stable provided that when it tips, say to the right, the new center of buoyancy is to the right -of the c. g. in which case the meta-center will be above the c. g. and the boat will return to the horizontal. Now it is possible to adjust a high c. g. to a dihedral so that in a calm and with a given rotation the side displacement of the center of pressure will produce always a righting couple, and in a wind a high c. g. is safer than a low one. Generxally, in flying machines, the c. g. is below the center of pressure, yet this may be an error. In boats the ec. g. is above the center of buoyancy yet they are stable. However, it seems to the writer that a machine without any surfaces for controlling movement about the fore and aft axis will not be used generally, as it cannot possibly be as safe as one with such controls, nevertheless any system which reduces the need for conscious lateral control will give to the flying machine a prac- tical value it does not have now. With regard to fore and aft stability I would say that some late experiments of Eiffel seem to show that this is inherent in con- 346 verging tandem surfaces without loss of efficiency. Retiring wing tips such as Fokker uses are neither as stable nor as efficient as con- verging tandem surfaces In view of these late experiments of Eiffel and Fokker, it is possible that converging tandem surfaces, which by the way were first advocated for stability and efficiency by Mr. R. D. Andrews of Boston, a dihedral and a high c. g. will give to the flying machine a degree of stability now lacking and this calls to mind how very near Prof. Langley came to just this combination. Langley THE BENOIST ACT REC IRTAGE ay February, 1913 had the tandem system, the dihedral and his c. g. was not low, but the chords of his surfaces were parallel, hence he did not have inherent fore and aft stability. His c. g. was not high enough so that the H component of the side gust passed below the c. g., hence his machine could not have had such lateral stability as Fokker’s has. The flying of the Fokker monoplane should be watched care- fully to see if, in practice, a machine can be handled safely without lateral control surfaces. FLYING BOAT With Scale Drawings by WALTER H. PHIPPS ee slipping tendency. Three-quarters view of the Benoist flying boat showing the streamlined hull containing the motor placed directly under the centre section of the main planes and driving through a sprocket and chain transmission an 8 ft. 6 ins. diameter propeller placed about a foot below the top planes. It will be noticed that with the exception of the radiator, propeller and shaft there is practically no weight carried above the lower plane and, as pointed out, this arrangement while it aids stability on the water, it does not however improve the flying qualities of a machine as, at best, it makes steering in the air somewhat difficult owing to the fact that the centrifugal force produced in turning makes the hull swing outwards thereby tending to over-bank an aero- boat and making it necessary for the operator to counteract this force with his ailerons. Thus it will be seen that while a low centre of gravity aids stability on the water it detracts from the flying qualities and therefore it would seem that the solution of the flying boat problem will be to strike the happy medium and place the motor just on the top of the hull with vertical panels placed below the top surface to counteract any side- In this way we would evolve a flying boat having a weight distribution analogous to a Wright biplane, which in spite of its low centre of gravity is one of the most stable machines_extant. The new Benoist Flying Boat as designed by Hugh L. Robinson and Tom Benoist, follows out a later ten- dency of both foreign and American manufacturers towards getting nearer and nearer to a motor boat with supporting planes simply attached for lifting work alone. As will be noticed in the accompanying drawings and photographs the motor is placed low down in the hull of the boat, the same as in a motor boat. This arrangement of placing the motor of an aero- boat in the hull was suggested in the September 1912 Aircraft, page 216, and as pointed out has the advan- tage of greatly steadying a machine while in the water, as it does away with the pitching and swaying ten- dency due to the motor being placed high up above the hull which arrangement cannot help but make a flying boat top heavy and therefore extremely danger- ous in landing. The general outline or appearance of the boat part, follows the type originally gotten out by Donnet- Leveque. The only parallel however, is in appearance, as otherwise it differs considerably from any other flying boat made. ‘The hull is twenty-two feet long from tip to bow, to rear of water rudder. Twenty-six inches wide, and twenty inches at the step. It has a displacement of two thousand pounds, and with the standard Benoist Biplane wings, standard ailerons, and the tail modified some to suit the new conditions, will carry aviator and passenger with a hundred pounds of luggage. The hull is constructed entirely of spruce three- eighths inch in thickness, with the seams backed with one-fourth by three-fourths strips. The boat has two heavy bed beams one and three-eighths inch thick, running completely through the boat from one end to the other. The bottom is laid on these beams, the braces radiating from the beams. ‘These beams carry the engine, which is fastened on them the same as the engine carrying beams in the usual aeroplane. As these parts of a plane are built strong and heavy, to support the engine, there is of course a margin of weight left, which is put in these two heavy beams or keels, so that the boat is made strong and rigid while the complete assemblage still retains light- ness of weight. The direction of the boat while in the water, is controlled by a simple rudder, situated below the large air rudder. This makes the boat very easily managed, even in the water, regardless of how slow the speed may be. The operator and passengers are protected by a curved hood, built up of wood and cloth, in a shape that tends best to fend the water and spray, this hood being carried back along the sides to the rear of propeller, where it forms a circular covering over to a hydro-plane hull and a tail and rudder added at the rear, thus converting the standard Benoist biplane into a sea-worthy motor boat with wings and ailerons attached for flying work as well as high speed water skimming. the boat, keeping the water out entirely and presenting a neat appearance. Instead of the cloth covering over the engine and machine parts, a regular aluminum hood is built to the same general lines as the balance of the covering. The power plant in the present boat, consists of a six cylinder seventy-five horsepower motor, driving an 81% ft. by 6 ft. pitch propeller. The propeller shaft is set up high, so as to allow plenty of propeller clearance above the boat. This shaft is set 16 inches below the upper advancing edge of main plane, and of course is set parallel with the line of flight. It is supported by two combined radial and thrust Hess-Bright ball bearings. The housings of these bearings being cast in a spider shaped bracket, from the legs of which radiate guy wires, that hold the shaft in an absolutely rigid position. The propeller is driven through two sprockets. One on the engine shaft, and the other attached to the pro- peller hub. A three-fourths by one-half inch pitch Diamond chain is used. The controls are the same as used on the regular type twelve Benoist Biplane, being a universal lever for lateral and fore and aft balance, operated with the right hand, and a lever for the left hand, moving in a fore and aft plane for the direction rudder. The direction rudder control wires are connected to both the air and water rudders, so that both of these operate either when moving in air or water. The dimensions of the supporting planes are as follows: Spread 32 ft., 214 in. gap, 5 ft. regular Benoist curve; cord, 4 ft. 10 in. Goodyear cloth No. 10, used for covering. The machine in trial flights, had no trouble in carry- ing the aviator and a passenger in circular flights, besides other luggage, amounting to about 100 pounds, and fifteen gallons of gasoline aboard. ‘The gasoline tank is set under the engine hood, and cannot be seen in the photograph. February, 1913 ATR CRAFT 347 THE BENOIST FLYING BOAT BENOIST AIRCRAFT COMPANY \ AILERON BvieT UP DECK WATER RUDDER | SIDE VIEW 1% '-0" TOP PLANE COT AWAY FOR PROPELLER CLEARANCE RADIATOR YSED IN ELEVATOR i om SPRING RIBS AND RUDDER 52-2" MADE UP OF 6-SFT SECTIONS ELEVATOR aa TOP VIEW SPREAD AND ONE 2bins SECTION PL AWE 2" TOTAL LENGTH = =F = == == SECTIONS PLATE panne 1 ie ona > RES eS t FLYING BOAT SCALE OF FEET ' FLEXING fae ' AILERON ) U SCALE DRAWINGS OF THE TWO-SEATER TYPE 348 NEWS JK MIR (S IR A 18 I IN GENERAL By D. E. BALL ‘The above picture shows W. Leonard Bonney, the famous aeroplane pilot who formerly flew a Wright biplane, but who is now acting as chief instructor of the Sloane Aeroplane Company, flying both the Deper- dussin and Caudron monoplanes. The Sloane Company The Sloane Aeroplane Company has moved into a new, large fireproof factory in Long Island City. This building is located within short distance of Bowery Bay so that they will have every facility for hydro- aeroplane work. ‘The fzctory is situated on a plot 100 x 100 and gives ample space for the assembling of machines and repairing of machines and motors. ‘The Panier Aerial Motor Works which is controlled by the Sloane Aeroplane Company will occupy the same building with their very complete machine equipment. This will give the Sloane Aeroplane Company a most complete aeroplane equipment. ‘They will be in a position to turn out aeroplanes and motors in the shortest possible time and will be able to attend to all kinds of repair work. The Panier Company has made a specialty of repairing high grade aviation motors and supplying duplicate parts for them. This department is to be kept up and enlarged. The Sloane Aeroplane Company carries in stock a full line of spare parts for Anzani and Gnéme Motors, Deperdussin and Caudron monoplanes. Some of the aeroplanes now in use in their school were built by them. Meet to be Held at Owensmouth The Owensmouth aviation meet is to be held in the new town of the San Fernando valley January 22to 26 inclusive. The meet will be managed by Van M. Griffith, secretary of the Aero Club of California. Prof. H. LaV. Twining, president of the Aero Club of California, will be director of contests. Owensmouth was selected for this year’s meet because of a number of peculiar advantages. The wonderful new boulevard through the San Fernando valley, built at a cost of $500,000, is believed to be just the thing to attract the autoists, as the surrounding scenery of mountain and valley will give an exhilarating setting for the drives to and from Owensmouth. The new wide-gauged electric line built into the valley by the Pacific Electric will give excellent facil- ities for spectators to visit a new country, only three- quarters of an hour away from the city, and for travel through some of the best scenery in Southern California. All preliminary arrangements have been completed. Owners of land at Owensmouth have arranged to give all the facilities needed, the Pacific Electric has fallen in with the plans of Messrs, Griffith and Twining, This picture shows one of the many uses to whick aviator puts his aeroplane to. hunting trips over Coos Bay, Oregon. The photograph shows h Silas Christofferson, the daring young Pacific Coast him just after his return from one of his many duck Besides hunting in aeroplanes, Christofferson has also performed some remarkable feats, such as flying off the top of a building in Portland and flying out to a steamer in distress, besides making a dare-devil flight over the city of San Francisco during the night. brother, Harry Christofferson, Seated beside him is his February, 1913 a number of aviators have signed for entry, more have promised to come in as soon as they get hold of set of articles, and negotiations are pending with practi- cally all the aviators in this country. The aviators who have already signed contracts are: Frank L. Champion, Jay Gage, Frank M. Stites, Fred J. Schumann, Earl Daugherty, William A. Hetlitch, J. Floyd Smith. Those who promised to consider contracts are: Glenn Curtiss with four machines and aviators and flying boat; Fred de Kor, Robert G. Fowler, Glenn L. Martin, Charles L. Wiggins, Grover Bell. Navy Flyers Leave for Cuba United States Collier Sterling carrying two officers of the naval aviation corps, twenty-five petty officers and enlisted men, four machines and equipment, left Annapolis for Guantanamo, Cuba, on December 28th. The officers aboard were Lieut. B. L. Smith and Ensign G. DeC. Chavalier. The machines taken were two of the Wright and two of the Curtiss hydro-aeroplanes. Lieut. John H. Towers, who will be in charge of the camp left later on board one of the battleships accom- panied by other officers of the naval aviation corps. Lieut. Towers stated that the work in Cuba will be along the lines of experiments in connection with launching aeroplanes from battleships, as well as experimental and instructional work. Curtiss Machine in Brazil David McCulloch, of Newport, Pa., a graduate of the Curtiss aviation school has gone south, taking with him one of the latest type Curtiss hydro-aero- planes with which he will give demonstrations in the hopes of interesting the government of Brazil as well as other South American countries and if successful he will establish aviation schools for the instruction of Army and Navy officers. Besides three machines sold to the Argentine gov- ernment, the Curtiss factory is shipping several more machines to South America. jx Bag Aeroplanes Locate Submarines Recent experiments at Annapolis have demonstrated the fact that the operators in aircraft can discover the presence of submarines and mines below the water without the use of glasses. This in the opinion of naval officers will probably advance the plan of having aeroplanes as the part of the standard equipment of all the fighting craft in the United States navy. Aero Club of Pennsylvania The annual election was held at the January monthly meeting of the Aero Club of Pennsylvania. The fol- lowing officers were elected: President, C. P. Wynne; Ist Vice President, IT. H. Dougherty, Jr.; 2d Vice President, W. D. Harris; Secretary, Geo. S. Gassner; ‘Treasurer, L. Maresch; Directors, A. T. Atherholt, H. B. Hankins, W. S. Wheeler, W. H. Sheahan, H. H. Knerr, Dr. S. C. Fall. It was decided to move the headquarters of the Club from the Bellevue-Stratford Hotel to the Engi- neer’s Club, 1317 Spruce Street. A lengthy discussion regarding Federal control of aviation was held and a bill is being prepared to pre- sent to Congress. The Henry M. Neely cup for best work in Aerial Photography for the year was awarded to H. H. Knerr. Thirty photographs were on exhibit. Mr. W. N. Jennings, whose admirable article “A New Aero Camera” appeared in “‘Aircraft’’ for December 1911, acted as judge in awarding the prize cup. Mother of Cromwell Dixon is Very III Mrs. Cromwell Dixon, mother of Cromwell Dixon, the boy aviator who was killed a year ago while making an exhibition flight at Spokane, Wash., is critically ill with bronchial pneumonia at her home, 675 Den- nison Avenue, Columbus, Ohio. Aero Club of Philadelphia The Aero Club of Philadelphia will hold its regular meetings on the second and last Saturday evenings of each month, starting February 8th, 1913. The membership of this club is strictly amateur in its composition, and any who may be interested in the sport are cordially welcomed to its membership. The work as outlined for the coming year includes practical and scientific lectures on aeroplanes to be given before the club upon the different subjects that the lecturer has made good in. The club plans to build a man-carrying glider before spring, and will build a full size machine as soon as its resources will permit its construction. ‘The members are enthusiastic and the club prom- ises to become one of the most successful of its kind in the country. Meetings will be held on the above dates at 2208 Brown Street at 8 o’clock P. M. All who are interested are asked to communicate with its organizer, Mr. D. Earle Dunlap, at the above address. Albert Heinrich Mails Letters from Aeroplane On January 9th, Albert Heinrich flew over the town of Baldwin, Long Island, and dropped a package of mail at the post office. In this package was a post- card addressed to “Aircraft”? which was duly delivered. February, 1913 Flying Boat Successfully Launched by Catapult Device On December 18th one of the large Curtiss flying boats operated by Lieut. Theodore G. Ellyson was shot from the new catapult launching device which was resting on rafts. The boat easily flew upward after leaving the catapult. , It is firmly believed that the success of this new launching device will cause the naval authorities to install one on the turret of the new battleship ‘‘Penn- sylvania’”’ now under construction at the Washington navy yard. Capt. Washington I. Chambers, inventor of the cata- pult, has already made tentative designs for placing permanebt catapults on the tops cf the turrets of all big American battleships. Miss Ruth Bancroft Law who flies a Burgess- Wright biplane has opened an aviation school at the Clarendon Hotel, Sea Breeze, Florida. United States Government to Require Bodies on War Aeroplanes It is stated that the new specifications for aero- planes to be purchased by the army in 1913 will not only demand machines of the utmost strength and reliability but will require a special type of fuselage for sheltering the aviator and passenger and necessary instruments. In regard to the requirement of the enclosed bodies on the 1913 military machines, it is interesting to note that both the Wright and Curtiss companies have announced that they will have no difficulty in meeting the new specifications, in fact Curtiss has already constructed a tractor type fuselage machine, while Orville Wright has drawn up the designs for a new machine to be fitted with a streamline body. H. H. Hoover Organizing New Company to Manufacture Aeroplanes H. H. Hoover, late President of the Hoover-Conrow Company of Atlanta, Ga., is now hard at work organ- izing a new company having bought out the assets of the old company. ‘The new organization will be located in Atlanta and the company will engage in the manufacture of aeroplanes paying particular atten- tion to the Hoover 1913 model, a monoplane which contains many interesting features. On December 18th Mr. Robert J. Collier handed in his resignation as President of the Aero Club of America and Mr. Alan R. Hawley was elected President in his place. More Pay for Officers Who Fly Without opposition the House January 16 adopted an amendment to the army appropriation bill proposed by the Military Affairs Committee by which officers who are detailed to the aviation corps will receive an increase of 50 per cent. in their pay during the time they are actually engaged in operating heavier than air machines. Representative Hay, of Virginia, Chair- man of the committee, explained that this amendment was intended to encourage army officers to volunteer for this hazardous work. Kemp Motor Selling Well The Kemp Machine Works of Muncie, Ind., report that their business has been much more brisk than for the corresponding period last year, and that sales have been made all winter, whereas none were effected until the early Spring last season. This concern expects to be in.a position to make deliveries of their new 1913 model Kemp Motor in the near future as these are well under way and will soon be ready for testing. The First Parcel Post Aviator On January 13th, Harry M. Jones, in a Burgess- Wright biplane, left Franklin Field, Boston, on an intended trip to New Vork carrying fifty pounds of parcel post mail. He reached Providence, Rhode Island, the first stop, in the afternoon, where he delivered the first parcel post package ever sent by aeroplane. Jones hopes to fly on to New York, making stops at New Haven and Bridgeport. Burgess Flying Boat to Have Stabilizer The new flying boat which is being built by the Burgess Company and Curtiss for the Navy Depart- ment and which will probably be finished early in February, is to be fitted with a Doutre automatic stabilizer. The flying boat will be much larger than the usual machines and fitted with a 70 H. P. Renault engine and have a carrying capacity of 600 pounds in addition to being able to carry three persons. It is also designed to be capable of remaining in the air for over four hours. Coast Defence Burgess Hydro-aeroplane Passes Tests On January 20th, a new type coast defence Burgess Hydro-aeroplane exceeded the government require- ments when given its final tests in the presence of official representativesof thegovernment at Marblehead, Mass. The last test was in climbing, the requiremement being an ascent of 150 feet a minute. With Frank Coffyn as operator the hydro made 210 feet a minute, with the handicap of an excess of 50 pounds weight over the 450 pounds required. The machine had met all other government requirements in previous tests. It will be sent immediately to Palm Beach for the use of govern- ment aviators. AIRCRAFT Pe —_— 12 040-™ =, Za itn 349 BZ A NUR A Mi MN : PTT ‘ EE RES S Nie TO oo af has UU PH Ria Bre eS Cl SSy DIMENSIONS = PET RIC 1264074 SSC TILLER YL THE RUMPLER MONOPLANE wn on S AIRCRAFT February, 1913 INDEX A New Enclosed Body (Illus.)... . 151 British War Ships Fitted with Overhead Armour Abramovitch Makes Passenger Carrying Record.. 273 Scale, Drawing of. we 87 Plating... ww. 249 Accidents— Brooks ‘Aerop! a Vy , 224 Cause of, Bleriot Explains.......... wa, 189 B Brooks-Hamilton MoHEBIELe) The (Illus. ~ 254 Classing ‘of Causes of (See France)... PS Gina ab yatnrone Sherrie] erenente eerncece erase secerren 296 Brown, Haye in Wright Biplane (Illus.) Ss 158 Eyewitnesses’ Report of Miss Quimby 184 Baby Engine Company, The (Illus. Stand at Show) 117 Brustman, S. R. (Articles by). 90, 209, 246 9,89 Balance, A New Method of Lateral (Illus Article) 175 Bulgaria, Renee in 18, 248, 296, 320 Fat e' 2 : : ptel a coplans 276 Baldwin, Capt. Thos. S.(Note) 158 Burning Bridge at Chihuahua Reported by Aero- Acrobatic Flying Cau: “Adjutant Reau” (Notes concerning)....... 2 296, 341 (Group Illus.)................ 177 plane (T!lus.).. 289 “Adjutant Vincenot’’ (Notes concerning) 296, 341 Headless Biplane in Flight (Illus _ 263 Burgess Company a I Advance Toward Aerial Law (Articles)....... 20, 215 Ball, D. E. (Letter from and Articles by) Notes Concerning.. , 126, 304, 329 Advertisement Display per Dirigible (Illus.) . 46 18,50; 88, 121, 158, 190, 217, 253, 275, 302, 324, 327 Letter from...... 253 Aerial Law, Advance Toward (Articles) 20, 215 Balloons— Biplane (illus. ). 53, 189 Aerial Oil Engine Sought by Navy 224 Long Distance Record Double Tractor (Illus. j lay Aerial Opportunities (Editorial). 11 New England Ballooning... Gordon Bennett Cup Racer (Illus. 247 Aerial Supremacy (Article)........ 294 Start of Contest in Germany (Illu Gordon Bennett Cup Defender (Letter) Aeroadster Construction Company, Th .91 Structural Requirements.......... Hydro-aeroplane (Illus.)........ Aeroboat, The Curtiss (lus.).... 22, 190, 241 1912 International Balloon Rac Military Tractor Biplane (Illus. Aeroboat Skimmer, German (Illus . 153 Banquets— _War Plane Passes Army Tests... Aeroboats, Leading Types of (9 Illus. 241 Aeronautical Manufacturers’ Asso. (Illus.).... 113 Business at Summer Resorts (Editorial). Aerocar, The Breguet Enclosed (Illus.)... «= IS) Barcelona’ Meet... : ee 2ill Aerodromes— Barnaby, Ralph S. (Letter fro 319 Cc Hempstead Plains................ \4 Cover No. 10 Bathiat Beats Vedrines Record.... Hendon, Plan and Scene of. . 217 Battalions, Three Aerial for Americ Ol Villacoublay VOOM Bavaria AeronautiGs am eiecccsscceeccerrccceecccercccesecuttent 82,124 California Aviation Co. Aerodynamic Laboratory, An (Letter) . 279 Beachey, Lincoln— California News............ 2 Aeronautical Society of Women, The (See Club OTA era tk LLL 9) Seeeeneeneeeeeecseeee Call of Progress (Article) 192 News). Makes Fast Climb in Biplane.. Call Monoplane (Illus.). 276 Aeronautical Society, The (See Club News) Two Views of Curtiss Engine a Canada, Aeronautics i 151 Aeronautical Society of Great Britain, The (See plane Built to the Order of (Illus.) Capitaine Marchal Dirigible. 341 Club News). Bedel Starting on Flight at Villacoublay Captaine Ferber Dirigible.... 341 Aeronautical Manufacturer: sociation— Beech National Biplane, The (Illus Carisi Monoplane Model (Illus. 120 (Articles) ......... JUS meBeesesmlellii (lust) ncewcceen neste eran Cary, E. R. (Letter from) 318 Banquet (Illus. ).. - 113° Belgium, Aeronautics in Catapult Device for Quick Launching Tried Out Aeronautical Show, Th ll4 14, 45, 82, 151, 218, 248, 271, 2 225, 303, 349 Aeroplane Accidents, Fatal ( able). = 9 Belgian Congo, Aeronautics in 124 Caudron— Aeroplane as Used in Actual Warfare in Mexico Benoist Aircraft Company, The 90 Rene Caudron Starting in _ Hydro- aeroplane (Illus... ae 250 (illus. Article).............. 156 .) -Cover No. 3 Aeroplane Launching Catapul , 349 Flying Boat (Illus. Article) 346 Biplane in Flight (Iu: NDS Aeroplane, Motor and quipment Company Single Surface Benoist Biplane (Iilu: Soi Exhibit at Fourth Paris Aero Salon. 299 53, 12 0, 189, 251 Tractor Biplane in Flight (Ilus.).. 247 Hydro-aeroplane (2 views of) eS 88! Stand at Show (llus.)..... . 7 Berlin-Vienna Race, Hirth Wins....... 153 Monoplane (Illus.) ....122, Covers Nos. 10, 11, 300 Aeroplane Safety For One Dollar Ss. Besson Exhibit at Fourth Paris Acro Salon.. 300 Cerruti, Frank A. (Sketches by).. -- 328 Aeroyacht, Deer for an (Construction “Beta” Dirigibles.......< ccc. 151 Chambers, Capt. Washington Irv ings). ae Aeroyacht Fli Africa, Aeronautics in... Airboat, The Caudron (Illu Aircraft, Statement of the Ownership of, Air Ferry, Wright...... Air Fleet for German Airship Evolution (Editori Airship Facts, Some (Article). Airship, The Schuette-Lanz Airship Statistics, Table. Airships (See Dirigibles Airship Travel (Illus.). Ran Air Squadron Flies Over City at Night Air Travel, Revolutionizing (Article). Akron Disaster, The....... Albatross Company, The Big Business Ahead (Editorial). Cae Article by... Biographies— Biography 0! Chambers, Capt. W. Irving . Change Place with Your Motor (Article d’Orcy, Ladislas.......... Channel Crossings (See English Channel Crossings). 3 Hirshberg, Dr. Leonard Charavay Propeller = 5 Johnson, Walter E Chicago Aero Works. 1 Lawson, Alfred W. Chicago Notes 2 Lewkowiez, Ladi Chicago } Meets 8 MacMechen, T. R Chief Signal Officer’s Notice to Aircraf a 1 Maxim, Hudson....... Chili, Acronauties in. Merrill, Albert Adams China, Aeronautics in Myers, Denys P.... Chinese Pilot, Tom Gunn Makes Flight. Ovington, Earle L... Christmas Aeroplane Company, The.. 239) Reber, Major Samuel, Christmas Aeroplane Company Headless Biplane 76 Schuette, Johann (lus) ce Oe Be . 115 191 Simmons, Will... Christofferson Silas in Machine (Illus. < 91 Wilcox, Philip Wakeman. Algeria, Aeronautics in...... 82, 218 Vaniman, Melvin.......... American Aeroplane Supply Hou 90, 189, 224 Worden, Capt. J. Hector. American Aeroplane Supply House, Single Seater, Bird Flight, Gull vs. Wind (lus NE SErap UrO ra Ol eeecese cee cecerceacecercencertereeeceeneakenecscanse 123 Bishop, Cortlandt Field Back Circuits— Circuit of Berlin Race Circuit of d’Anjou Race Circuit of France..... Circuit of Ireland. American Aeroplane Supply House, Factory Blanquie, R. H. (Letters from and # Circuit of the Upp (llus.).. ose 122, 124, 151, 186, 218, 248, 271, “City of Cardiff’’ Dirigible..... American Aviation Com .. 91] Blasair Arthur and Walter E. Johnson in m eee Clawson-Hamilton Company.. a nterprise (lus. )... Cover No. 10 (illus.)..... Clement-Bayard— 1 Propeller Company, The. , 93,91, 126,158 Blaschke, Lieut., Establi ~ TY RT eel NS (CNTR) crcsssdneuin eeaoccarraateteton 46, 219, 341 as Exporting Flying M achines. (Editorial) 181 Bleriot— Exhibit at Fourth Paris Aero Salon 300 Aviation Records (See Records and Note concerning 90 Machine in Plight (Ilus.).. ails sties). Louis Bleriot Explains s Cline, William, Makes Long n Hydro- 81 IATCOIG EN EG acerca ncceccereeneceenns 345 Louis Bleriot’s Work (Article) 318 Bleriot Monoplane (Ilus.). of the Farman Control, An (Article). Ana s of the Fokker Control (Article Andrews, Robert D. (letter from) aeroplane... Clouth Dirigible Club News— Andrew’s Glider, Diagrams of.. 265 Bleriot-Canard (2 Illus.). 16, 17, 88, 89, 121, 125, 186, 190, 218, 275, 296, 328 Angle Indicator (lus. Article). 147 Bleriot Demountable Military Type (2 V Aeronautical Society................. 16, 88, 121, Antoinette Surface Curve (Ilus.) - 191 Exhibit at Fourth Paris Aero Salon Aeronautical Society of Great Britain Appropriations, Naval Latest Bleriot Monoplane with Single Skid Aeronautical Society of Women. Argentine, Aeronautics h Teanding Chassis... c...ccsceceseecseeeese eens =. 299 Aero Club of France.. Armour Plating for British Ai r S J. Ramon Montero and His Latest Bleriot-.... 278 Aero Club of Llinois.. Army Aviator Sen Ee Dets ailed. 6 School Bleriot (llus.). Aero Club of Kansas City Armiy News..........c.sese LD} 7 Surface Aeroplane Curve (illus. Aero Club of Long Island Army— Bloch, Stella (Articles by) Aero Club of Pennsylvania Army Tests, Burgess War Plane Passes.......... 224 15, 83, 153, 187, Aviation School.. Boland Biplane in Flight (lus.), aes Baby Wrigh Bomb Throwing, Scott’ Shc Seeraees U.S. A. Aviation Service Bonney W. Leonard in Machine Aero Club of Russia.. Aero Club of St. Louis. Hydro-aeroplane Club o} Intercollegiate Aeronautical Associati Arnold, Sent: Takes M Book Review... cece 2) ; tary Scouting.......... Borel— Louisville Aero Clu Arrested for Landing in Park Exhibit at Fourth Paris Aero Salon.................. 299 New England Aero Club. Astra Exhibit at Fourth Pari: Hydro-Monoplane Being Pushed into the Oesterreischischer Aero Club Attention, Congress (Editorial) Water (Tllus.)............ 22. Philadelphia Aero Club Hydro-monoplane (lus. Audemars Flies from Paris to Berli 241 Royal Aero Club of the United Kingdom.. Australia, Aeronautics im... 82, : 5 Monoplane Racer (Illus.).. 300 Yale Aero Club Austria, Aeronautics in Boston Meet, Problems of the (Arti - 183 Coal Gas— 82, 124, 151, 186, 218, 248, 271, 296, 320, 338 Boughton, W. Be... 27 ASAE AS (SERA TUNA. caacco armen cco EDS 245 Austrian Biplane ““Windobona”’ (Illus.)................. 45 Brake Test Sturtev 9 Cody— Autobiographies (See Biographies). Brauninger, F. H 7 Makes New English Record... 14 Autographs— Brazil, Aeronauti ‘ s 2 New Cody Monoplane (Illus. ) 188 Alfred W. Lawson.. 340 Breaking the American Passenger-Carrying En- Cody Biplane Defeats Monoplanes in Bri sh D. Masson........... 19 durance Record (Article).........0cccccceeeees 295 Army Tests... 248 J. Ramon Montero. _ 278 Breguet— Cody Wins Englis d Johann Schuett 316 Enclosed Aerocar (Ilus.)............00... Coffyn, Frank T. and Machine (illus. ).. I. Semenioux.. . 276 Exhibit at Fourth Paris Aero Salon.. Collieux in Flight (Inset Tllus.). Capt. J. Hector Worden 229) Military Biplane, three-seater (Illu Collisions in the Air (Article). Automatic Stability, Orville Wright Talks on 270 Craphiony eee 85 Colonel Renard Dirigible....... Aviation Dictagraph (illus.). Aviation Cup Race, 1912 Interns Aviation, Pioneers of (Articles). Tractor Biplanes Assem Aviators Should Organize (Editorial) Bristol! Exhibit at Fourth Paris Aero S Avro— Bristol Monoplane, Scate Drawings ane Military Biplane {llus. Description).............. 85 British War Office Trials, Table of. Scale Drawing Military Biplane 86 Commandant—Coutelle Dirigibl Surface Curve (lus.).. . 191 Commercial Product, A (Editorial).. . 69 Comparison of Aerial Supremacy of France and e299) Germany (Article) 294 , 301 Competitions, Result of Military Aeroplane Congress, Attention (Editorial) February, 1913 Congress, A Recommendation to (Article) » O37 Conover, C. & 90 Constantin, Dr. Jules Killed in Warfar O20 Construction Details (Illus.) 12, 49, 86, 153, 155, 222 Construction Drawings 12, 49, 86, 225, 252; 299; 300, 301, 319, 323 “Conte” Dirigible Makes World’s Height Record (France) , 2092, 319, 354 , 155, 190, 216 Contests, Grant Park 247 Control, Analysis of the Farman (Article), 81 Control, Analysis of the Fokker Article..... 345 Control, Computing Efficiency of Lateral (Art le) 120 Cooke, H. Cc .. 127 Cooke, Weldon B. Biplane (Illus.).. Correction... Corresponde Coupe Pommery. Crane, Louis L., Airship Criterium Prize Won by Fourn Criticism of the Nieuport Wing Curve (illus. Article) Cross-country Flights, News of 46, 153, 160, 190, 225, 250, 271, 273, 319, 320, 321, 329 Curtiss, Glenn H. and Group of Students (Illus.) 328 WS TInEISSWAI Oa Claneenrersrseccces-recsstenneccrecssrecarensteceeerretscrene 254 Curtiss— Aeroplane Company. 90, 158, 189, pe eee 348 Aeroboat (Illu 241 Doings.........-... 19, 88 Engined Tractor Biplane (Two Illus.) 311 Flying Boat a Big Success..... . 190 Gordon Bennett Racer (Illus.) 115 Hydro-aeroplanes (Two Inset Illu 84 Landing Gear (Illus.). Motor in Front Type New Large Surface Hydro-aerop! ane ¢ Propeller Builder Machine (Illus.).. Scene at Training School, Hammondsport @ilush)aeeereee .Cover No. 6 School Biplane (Illus. ..Cover No, 2 Type Biplane (Illus.). Curves, Leading Types of Surface (IIl “Daily Mail’ Exhibition “Daily Mail’’ (See Races). Danger of the Lifting Tail and Its Probable Bear- ing on Death of Miss Quimby (Illus. Article) 182 D’Artois Exhibit at the Fourth Paris Aero Salon 300 Daucourt, Pierre, Flies 570 Miles.......... 271 Day, Charles, Biplane Built by the A, (ITs )) ie ee ee Dean Manufacturing Company. 90, 158 Decks, Upper and Lower of the Vaniman pusnip (UUs) eee ee etc seecsees Delivers Newspapers in Biplane “Delta” Dirigible................. Denhaut Flying Boat (Illus. Denmark, Aeronautics in 20, 338 Deperdussin— Gordon Bennett Winner (Two Illus.).............. 237 New Single Seater (Illus.)... ...187, Cover No. 10 Passenger-Carrying (Illus School Type (Illus.)... Description of American A Single Seater (Illus. Article) ror csontar a ae Design— For Enclosed Monoplane (Illus. ).............6...... 225 Suggested Design for Wright Type with motor in Front (IMllus.)................... . 274 For Vaniman’s Latest Dirigibl 77 Deutsch Cup Won by Helen........ 151 “Deutschland IL’’ Dirigible (Illus. 144 Diagrams— Aerodrome at Hendon, England. Controls, Bleriot........ Contrels, Deperdussin Enclosed Monoplane.. Glider, The Andrew: Nei Wing Curve... “Spiess’’ French Rigid Sturtevant Motor ‘Test. Diana Aero Company........ Dictograph, Aviation (Illus. Dienstbach, Carl (Translated by) Direct Artillery Fire from Aeroplane. Dirigibles—Notes Concerning and Illustrations of: Illustrated Articles on Dirigibles 148, 267, “Adjutant Reau”’ 96, 341 “Adjutant Vincenot’’. 341 “Astra”. . 341 “Baby” 296 “Beta’’. 151 “Captaine Marchal mo 4) “‘Captaine Ferber” , 341 ha Git yaOl@aLdiltusrcer enter tacteeester remem 296 “Clement Bayard’ 219, 341 aC LON theese . 341 “Colonel Renard’’. 341 341 272 296 144 341 . 148 341 “Commandant-Cout “Conte”’ “Delta’ “Deutschland IL’. “Dupuy-de-Lome”’ . Editorial Comment on “Fleurus”’.. “Gamma”’. “Gans-Fabrice’’. “Le Temps” “Liberte” “Lieutenant Chaure’’. 220) 219 0,341 Oriental Military Airship “‘Parseval”’ “Potsdam” “Ruthenberg”’. AIRCRAFT . 341 . 341 Schuette-Lanz L’’., 0, 248 0, 267, 313, 341 “Siemens-Schuck 220, 341 “Spiess” 321, 341 “Stolewere 341 “Steffen’’ “Suchard “Vaniman’’.. “Victoria Loui “Ville de Bruxel 341 }, 341 » 159 , 341 218 “Vastreb”” 273 “Zeppelin” 341 “Zodiac’’... . 341 Distance Records (See Records and Sta Document, Official Containing Applica on for Detail to Military Aviation Service 41 Dollars, 24,000 Cash Prizes at Chicago Mee (Article) Seas . 209 Donnet-Leveque Aeroboat 5 271 Don’t Go to trance to Learn to Fly (Article)........ 39 d’Orey, 317 (Articles Be . 150 Dorner Monoplane (Illus 14 (Illus. Article) 48 Doutre Exhibit at Fourth . 301 Doyle; Herbert Gani 91 Dreyer B. H. in Biplane (Tllus. 223 Drziewicki Exhibit at Fourth Paris Aero Salor 301 Dublin-Belfast Race. T2213, Dupuy- de- Lome Diri 341 179 Durafour, J. Flies ower City Duration Records (See Recor bbinghauswlctisteseavccsesm crest erator i dittorialssesees 10, 42, 74, 148, 180, 210 Efiimoff Drops Call for Surrender into Beseiged Adrianople... Eight Passenger A El Arco Radiator Company. Elbridge Engine Company.. ? Ellyson, Lieut. Successfully Tests New Ca ipult Launching Device Elope in Biplane Enclosed Aeroplanes— Aero-yacht (Illus. Avro (Illus.). (illus. Breguet (Illus. 15 Design for Enclosed Monoplane Illus. 225 Ee trichn (WSs) Mee eee ee 152 ya , 296, 320, 338, Endurance Records (See Records and Sta England, Aeronautics in 14, 45, 82, 124, 151, 186, 218, 248, 27 342 Engine Turned Over Near Chihuahua and Re- ported by Aeroplane (Illus.). s English Channel Crossings 82, 15 186 (France), 248 (England) Etrich Monoplane (Illus Europe, Aeronautics in...... Exhibition Flyers, Four Famous (Illus.) Exhibition Flying, A Remarkable Picture of (illus.) Exhibition, German International Aviation. Exhibition Opportunities (Editorial). Exposure Fails to Injure Aeroplane.. E Fabric Plant, Balloon (Illus.)...... Facts vs. Guess-Work (Editorial) Factories— American Aeroplane Supply House (Illus.)... Goodyear ‘Tire and Rubber Company (Illus. ) 126 R. O. Rubel Jr. & Company (Ilus. Wittemann Brothers (Illus. ) Famous Pioneer, A (Editorial)... Farman— Exhibit of the Farman Brothers at Fourth ParispAeromaloniiesssieviyrsrecs Sti “Triad,’’ The Maurice Farman (Il us.). 84 Headless Farman Lt sh) ae eens 275 Hydro-aeroplanes, Henry Farman (Illus.) 83, 299 Monoplane, Henry Farman (Illus.). Redesigned Farman (Illus.).... Surface Curve of Farman Acroplane (lus. ). Faroux, Charles (Article by) e Fast Transportation (Editorial)... Fatal Aeroplane Accidents— Rae 9 Article). 89 Fels, Corporal Flies from Buenos Ayres to Monte- ‘video . 320 Ferber, Captaine Dirigible (Illus.). 124 (Note).......... . 219 255 . 327 Ferry, Wright Ai Fifty Aeroplanes May be Ordered in 1913 by U. S. Government... First— Aeroplane Review.......scccsceccccssercccsseessscesusessesseees 272 Beatty, The First Airman to Alight on Man- hattanwlsland nner monet 52 First Chinese Aviator to Lose His Life in Chiral (litss) ete ee 20) Commemorate the Memory of First Aviator Who) Blew im Chinas. iccecccccssecssccreseecersene 248 First Cross-Channel Hydro-aeroplane Flight 186 First Flying Boat and Hydro-aeroplane Race (UTS) ee ease i ie 287 First Woman to Cross English Channel, EVArrieti@ tim byseee eee ener ite 82 First Victim of Actual Warfare, Popotieesssstersserssers First Illuminated Flying Fet First Parcel Post Aviator Firth, Miss Agnes Seated in Caudron Monoplane (Illus. ). No. Fischer Goe Fish, arate Flies Nicholas Five Passenger Record, Worle TMleurus Dirigible Flies Over City. Flies 570 Mil Daucourt Flight Over I Tlock of Land and Wa er Birds, ‘A ‘(ilus. ). Cover No. 6 Tying Boat— Bur, 3 Flying Boat........ Curtiss (Ilus.)... ; Curtiss Flying Boat : a “Big Suce Denhaut Ilying Boat... Ros Side View Sketch of Curtiss (illus.) Two Curtiss Flying Boats in Race (Ilus.) Suggested Bight Passenger Aero-yacht Benoist Flying Boat (Illus.) Tlying in Honolulu (Ilus.) TIokker Monoplane (Illus.).. ’ Analysis of the Fokker Control 1 (Artic eustrated of)... Pierre Acro: ance in One Day, Illustrated Ar ticle) Scale Drawing).. Foreign Aero Clubs (See Club News). Foreign News (See Different Countrie: s) ve 45, 82, 124, 151, 186, 218, 248, 271, Foulois, Lieut. (Group Ilus.) vcccccccccceccccersceee Fourny Makes Non-stop Flight LUI iz Caaeeem eerste Four Passenger Record, Engli . Fourth International Gordon Bennett Cup R (Article). ie Fourth Paris Aero Salon (Illu Article). Fowler, Robert G., in Biplane (Tllus.), Fox de Luxe Aero Motor (Illus. Article) France, Aeronautics in 14, 45, 82, 124, 151, 343 France, Aero Club of (See Club News). French’ American Balloon Company French Court States Aviators IANYNVHEKCr terete French Decree, The (Editorial) French Governments Exhibit at alone ner French Military Dirigible (illus.)....... Frev’s Accident Frontier Iron Work, Fung Yue First Chinese Aviator to I, 296, 320, 186, 218, 249, 271, 296, 320, 338, i neo2l , 90, 158, 223 His Life in China (Illus.). mo 20) Furthermore (Editorial). . 210 G Gallaudet Monoplane (Illus Sule rea eS, + 154 » 341 49, 320 “Gamma” Dirigible............. Gans, Dr. Transatlantic Trip, Gans-Fabrice Dirigible Garros Makes Altitude Records... General News 18, 50, 88, 121, 158, 190, 224, 253, 275, 302, 348 German “Skimmer” (Illus. ye " ros German Air Navy League’s (illus!) Beene . 145 German Airships (Editorial) . 148 German Machine, The Dorner Monoplane (Illus.) 14 German Method of Driving Propellers (Illus.)...... 272 Germany, Aeronautics in pe Aaot 83, 125, 152, 187, 220, 250, 272, 296, 321, 338, Gesa Hydro-monoplane (Scale Drawing). 319 Ghouls (Editorial).......00.000000... 293 Gibon, Theod. (Letters from) 79, 354 Gibson Propeller Company, ‘Th e53 Gieger, Lieut. (Group Illus.).. 205 Gill, Howard W. vane Double ueined Hydro- aeroplane (Illus.)... bt Sa Gilpatrick, Guy (Illus. ye op Glider, The Andrews (Diagrams of).. Goedecker Monoplane ‘“‘Stormbird”’ a Goodyear Tire and Rubber Company Balloon Fabric Plant (Illus.) Balloon ‘‘Goodyear”’........... Stand at Aero Show (Illu: Goodrich Company, The B. F. and at Aero Show CQilus)) one ILS. Notes Concerning. Pla /220) Gordon Bennett Balloon Race Gordon Bennett Cup Race— Editorial. vee 243 List of Co . 209 Phew O13 Meee mel Time Each Lap (Table 246 Vedrines Winning (Illus.).. EOI Gould Prize, The— Double Tractor Burgess Designed to Com- pete for (Illus.).. we 14] Eleven Entries... wine soo, Goupy Biplane with Detachable loats Phe atest Ciliss) pees ‘i . 296 Goupy Exhibit at Fourth Paris Aero Salon. . 301 Government and Aviation (Article)... ee lilat Governmental Licenses, . . 190 Grade Monoplane (Illus. Sgn OD, Graham, Lieut. (Group Illus.).. .. 205 Grant Park Contests............... Seen . 247 Gravity, ecific—Hydrogen and Coal Ss (T tee DRT ah 245 Great American Circui 8,190 Greece, Aeronautics in 97, 338 Gressier Aviators............. 53,90 Griffith, Van M. (Letter from). aS , 47 “Gross’’ Dirigible . 250, 341 Grounds—Views and Notes of — Aeronautical Society, New Vork.. A 275 Hempstead Field, New York Cover. No. 10 Hendon, England (lltsS) Boar eees oes em enre 217 Johannisthal Field, Germany (illus.)... 297 Mineola, New York.. Villacoublay, France ( Westbury Field, New York... 50, 89, 158, 191, 2 352 Gull Versus the Wind, The (Illus. Article).. Gyroscopic Force in Aviation (Article) H Hadley, Clifford O. in flight (Illus.)... Hall Scott Motor Car Company, The Handley-Page Accident.. Hangars, Illustrations of.... Hanriot— Aeroplane Surface Curve (Illus.)............... Stand at Fourth Paris Aero Salon (Illus.). “Hansa” Dirigible (Illus.) Cover No. 9, 272 (Note) 250, 341 Harlan Monoplane in Flight (Illus.).... Havens, Beckwith Joins State Guard (Gronupplllus)) meee Hawker Wins English Michelin Duration Flight.. Height Records (See Records and Statistics). Heiligendamm Hydro-aeroplane Meet... Heinrich— Albert Heinrich Carries Passenger in Mono- DL ATIC ee sere eee seer e neon ee rennet 328 Albert Heinrich in Flight with Passenger GS ee reece emer re neers coe 327 Albert Heinrich Starting on Cross-Country Flight in Heinrich Monoplane (Illus.) Article by Albert Heinrich 1912 Mono-Biplane, The Heinrich (Illus. PAtticle) meees-sseee Notes Concerning... Scale Drawing of Monoplane Helmet, The Roold Safety (Illus.) Hempstead Plain News.............. Hennesy, Captain (Group Illus. Henson, Samuel and John Stringfellow Aviation Pioneers (Articles)................. Hild, Frederick C., Hirshberg, Dr. Leonard Keene, M. D. (Letter and Article by). (Biography). Holland, Aeronau Honolulu, Flying in (illu 5 Hoover-Conrow Aeroplane Company, The. Horton, Charles C., in Machine (Illus.)..............8 ...83, Cover No. 3 22, 37, 84, 278, 287 in Flight (Illus.).. A. B., M. A., 70, 279 Caudron (Illus.). Curtiss (Illus.)... Farman, Henry (illus. ). Goupy Biplane Fitted with Detachable Floats Gs erate ecteae tc enattner sarees 296 Hydro-aeroplanes at Curtiss Training School Cover No. 6 Leading Types of Hydro-Aeroplanes (Illus.).. 241 Nieuport, Weymann and Passenger Alighting Ti LSU) eee etn eet oes cevseecerctaceees Cover No. 8 Suggested Design for Hydro- -Monoplane illus) ee ee eee Wright Hydro-aeroplane (Illus.). Sense oe Contest at Monaco (Inset Page us. Hydro-aeroplane Meet at Oferligendemn, Germany 251 Hydro-airmanship or Airboatmanship (Article).... 80 Hydrogen—Specific Gravity (Table).......... . 245 I Ideal Aeroplane and Supply Company, The...........- Illinois Aero Club (See Club News). Illuminated Flying Fete (England). Import Foreign Goods to America Importance of Aeronautical Armaments 71 India, Aeronautics in .83, 125, 321 Indisputable Evidence (Editorial) #9269) Indo-China, Aeronautics in........ 2 125) Information for Aeroplane Builders (Article). mullG2, Inherent Stability and How it is Achieved in the Fokker Monoplane (Article).............:00c0+. 322 International Aeronautic Construction Company, sete: 22,90, 127, 158 y (See Club Intercollegiate News). Intercollegiate Balloon Race (See Races). International Aviation Exhibition in Germany...... International 1912 Aviation Cup Race International Exposition Company, The.. Ireland, Aeronautics in Italy, Aeronautics in 125, 154, 188, 220, 251, 273, 297, 322, 338, 344 J Jacobs Multiplane (Illus.). Jannus, Anthony— Ua TANIA OVE (CUBES) cocoosceccocconcae5 Makes Two World’s Records Starting His 1970 Mile Hydro- aeroplane (GUIS) eee Japan, Aeronautics in. Japanese Biplane (Illus.).. Jeannin, a German Flyer (illus.).........0... Johannisthal Meet. Johannisthal Field (Illus.) Johnson, Walter E. (Article by)... Thomas Biplane, Used by (1 in Aviatik Eplane In Machine (Illus.) 295 (Biography of)........ 295 Jones, Ernest I. (Portrait).. 73 K Kabitzke Putting Baby Wright Military “Speed Scout”? Through Tests (Illus.)......0..::ccccceeres 277 Kabitzke Drives Aero Scout to Success in Gale.... 277 Kansas City Aero Club (See Club News). Kemp Machine Works, The...................0-- 157, 189, 349 Kirkham ‘Tractor Biplane, The New (illus. Article) aa 2 veld. Ly “Ta Colombe’”’ Monoplane (Illus.). peemnlt75) Lacroix, Paul 22,224 Ladougne’s Monoplane ‘‘Iia Colombe’’ (Illus.)....... 173 Lady’s Pastime, A (Illus.)......0.... ee Cover No. 11 AIRCRAFT Land and Water Birds, A Flock of (Illus.)..Cover No. 6 Landing Gear, Curtiss (Illus.).. Large Crowd Attends Opening Society’s Grounds at Staten Island Lateral Balance, A New Method of (Illus. Article) 175 Latest Goupy Biplane Fitted with Detachable PT oatsn (LI TIS®) eereere errr e eer neem neee netstat 296 Latest in Aviation, Prof. Reisener Flying Tail First Monoplane (illus.)...... 297 Launching Device for Aeroplanes 349 Lausanne Hydro-aeroplane Meet... 273 Law— Advance Toward Aerial Law (Articles Law, Rodman Explodes Balloon ete....... Lawson, Alfred W.— About to Take a Spin in the Air (Illus.) 215 . 304 - 303 Appreciation of, by Stockholders.. Oe Article by . 337 Editorials by.. , 292 Portrait of 73 Latham, Hubert, Death of.. : . 219 Le Bris Machine (Two Illus.) - 317 “L/Eclaireur-Conte’’ Dirigible.. Lectures, Ovington (Note).. Legagneux Starting on Reco: Makes New Altitude Record Using Paul Zens Monoplane Breaks Passenger Speed Record. “Le Temps” Dirigible. Letter from England... Lewkowicz Ladis (Article by) (Biography of).. Liberte Dirigible... Lieutenant-Chaure... Lifting Tail, The Danger of the (Illus. Article Lillie Aviation School, Activity at the Little Elementary Physics, A (Article) London-France Flights rs) Long, Howard (Letter from).. Long Distance Balloon Record. Long Hydro-aeroplane Flight by Weymann. Long Island Aero Club (See Club News). Looking Ahead (Editorial)............00:.:c:ceseceeeeees 243 Louisville Aero Club (See Club News). “Tumina’’ Aeroplane Cloth (Illus.).........:.::e0ee 223 M Mack, William R. Praises Aircraft (Letter)... 279 Mackay Trophy Won by Lieut. Arnold MacMechen, T. R. (Translation and Articles by) 143. 178, 239, 267, 294 (Biography of) Manufacturer, A Straight Talk to the (Article).... Manufacture of ‘“‘Lumina’’ Cloth, A Description of Maps—Plans of the London Aerodrome, Hendon, BEY rn gl cari leer erecnerae nee snesnenee eran rarece maces 217 Marine Air Races (See Races). Marseillaise Exhibit at Fourth Paris Aero Salon... Mars-Fowler Aviation Company, The........ Marvellous Airship Advancement (Article).. Massachusetts Institute of Technology Establish Aviation Course.............0+. Masson, Didier in Flight (Illus.). 19 Wot) 158 Maus, John B. (Portrait). 73 Maxim, Hudson (Article by). 71 (Biography)...... 71 Maximotor Makers.. 223 Maximotored Biplane (Illus.).. 223 McClaskey, J. W. (Letter from). 180 Means, James.... Meets— Barcelona Meet Boston Meet.. Chicago Meets.. Cicero Meet...... Heiligendamm Hydro-aeroplane Intercollegiate Glider Johannisthal.. Juvisy... Lausanno Los Angeles Monaco Hydro-aeroplane (Illus. Monaco Hydro-aeroplane (Description).. Oferligendemn Hydro-aeroplane sRamise tenes serene Memorial, Wilbur Wright Memorialists Appeal to Governments. Merrill, Albert Adams— Biography Letters From and Articles By..47, 81, 81 120, 279, 345 Report (Accident of Miss Quimby) . 184 Method (German) of Driving Propellers in Oppo- Site Direction (LILHS))!... 20. .ccc.cseccececeetseceeesnospeeness 272 Method (Frank A. Cerruti) of Driving Propellers in Opposite Direction (Illus.)............c0ce 328 Method of Computing the Efficiency of pateral Control Systems (Article) 120 Meyerhoffer, O. S. T. (Article by). 327 Mexico, Scenes in (illus. ) Mexico, Aeronautics in.. Michelin Duration Flight, English, Won by Haw- Michelin Cros ry Flight Won by Cody.. Military Aeroplane Competition. Military, Relating to 41, 51, 52,7 151, 154, 220, 248, 276, 278, 289, 294, 296, 297, 303, 320, 327, 337, 349. Milling, Lieut. De W. (Group Illus.).. Mills Aviators, Inc........-...-.seeecee Milwaukee School and College of Aviation... 53, 90, 126 Mineola— Aviation Field (Illus.). News Model Carisi Monoplane (Illus.) 120 Moisant Army Aeroplanes and Equipment at the Front (Mlus.)......... 290 Moisant Monoplanes (I s 250 Molla, Henri Makes Record. a 14 Monaco Meet (Illus.)...........- over No. 3 February, 1913 RRR Ramon with His Latest Bleriot (owe us Montenegro, Aeronautics in. ¥ Morane-Saulnier Monoplane (Illus.) . 09, 272, 300 Morane-Saulnier Exhibit at Fourth Paris Aero Morocco, Aeronautics in. Morok Aeroplane Company, The. (Letter from).. Motors, Descriptions Motor— mest) Charts (Lltiss)saesreeeee te eee eee 126 Test of Sturtevant Motor and Chart (Illus.) 279 Murphy, Miss M., in Biplane (Illus.) 18 90 Myers, Carl E Myers, Denys P. (Letter and Articles by) 7, 20, 40, 50, 79, 111, 183, 185. 215, 240, 265 (Biography) SF c cactus sates puss Tansee Re Eng UO Sona 79 Nassau Boulevard News National Aeroplane Company, The. National Aeroplane Company’s Beech Biplane lush) tS e ee 1 National Implement and V National Balloon Race National Subscriptions— Austria. France. Germany. Italy..... Madagascar.. Russia. Navy— Aerial Oil Engine Sought by Navy. Naval Appropriation (French).... Navy Zeppelin Flies Thirty Hours. Navy Aviators Makes Moonlight Flig New England Aero Club (See Club News). New England Notes..............000:000+ 50, 158, 190, 224, New Ideas for Aviators (Editorial) New Method of Lateral Balance, A (Illus. Article) 175 New Type Flying Machine (Hllus. ee 159 New Principle in Flight (Illus, Article)... 265 New Six Passenger Voisin Hydro-aeroplane (Illus.) 320 New York Aeronautical Supply Company, The....22, 53 Nieuport— Exhibit at Fourth Paris Aero Salon.. Hydro-aeroplane (Illus.).. Hydro-monoplane (Illus.) Scale Drawing of Two Passenger Surface Aeroplane Curve.... Wing Curve, A Criticism of Niles Flies 4 hours 45 mins. in Thomas Biplane, Kirkham Motored....... No Axe to Grind (Editorial).. Nomie Engine Company, The. Norway, Aeronautics in.. Norwich Business Mens’ Not Even Half a Loaf (Editorial) Notice to Aircraft from Chief Signal Officer. 299 No. 8 241 252 191 302 Oo Oberdorfer Brass Company, The M. I, Obituary— Constantin, Dr. Jules. Frey, Andre.. Kimmerling... Latham, Hubert Motohisa Kondo Popoff, Nicholas... Quimby, Miss Harriet Walsh, Charles F.. Welsh, Al. and Lie Wright, Wilbur Oesterreichischer Aero Club (See Club Oferligendamm Hydio-aeroplane Meet ae Official Document for Military Aviation Service Ohrt, Ernest (Articles by). 18, 50, 88. 121 Oiling Gasoline Engines (Article). 270 Old and New Scouts of Mexican Army (Illus. 218 One of the Latest European Water Birds (Illus.) Cover No. 8 eee AALS) Oriental Military Airships (Illus.)............ Organization Means Strength (Editorial) 75 Optimism vs. Pessimism (Editorial)..... 75 Ovington— Article by 39, 177, 344 Group Illus.. sels) Lectures....... Sear Report on Miss Quimby’s Accident.. . 184 Biography of . 344 Page, Phillips W.— Ready to Fly (Illus.)............. In Hydro-aeroplane (Illus.) In Burgess Wright (Illus.).. Parachute Jumping... Paris Aero Salon (Illus. Ar Parmalee, Phil (Group Illus.). Parseval Dirigible (Illus.)....... Passenger Carrying Records (See Records and Sta- tistics.) Patents— German Patent Office... Mattullath Patent Case Patent Situation (Article).. Wright Patents in Court. Patronize Home Industries.. Paulhan Robinson Tour... Peck, Paul Breaks Americ: Pennsylvania Aero Club (See Club News). Pennsylvania News Pekin-Paris Race... Peoli, Cecil Flying Baldwin Headless Biplane (UIT) eer eee nner earn 263 Philadelphia Aero Club (See Club News). Phillippine Islands, Aeronautics in.... 188, 221, 273, 322 Phipps, Walter H. (Articles and ‘Drawings by) 12, 13, 14, 48, 85, 86, 87, 114, 154, 182, 216, 222, 253, 254, 274, 277, 298, 303, 322, 347. Pioneers of Aviation (Articles)... ...150, 179, 316 February, 1913 Pitcairn, T. (Letter from). Pommery Cu Popoff, Nicholas, Shot While Flying. Portugal, Aeronautics i in Potsdam Dirigible. Practical Military A’ Prevost— Establishes World's Record In Flight (Ilus.)..........00.. Prepare for 1913 Harvest (Editorial)... a Problem of the Flying Boat and Suggested Design for Aeroyacht (Illus. Article) a . Article). Problems of the Boston Meet (Article) 183 Progress Will Go On (Editorial)........... 180 Progressive Organization, A (Editorial 43 Proof of the Pudding (Editorial). 210 Propeller Building Machine (Illus. 122 Propellers, Standardizing 19 Queen Aeroplane Company’s Aeroboat (Illus.)...... 115 Quimby’s Accident, Miss Harriet, Eyewitnesses’ NRE p Ort obec tetera eeecenc tee neratnceennt rs seceretenrsceraes Races— Berlin-Vienna Race Circuit of Berlin Circuit d’Anjou. Circuit of France. Circuit of the Upper Rhine Daily Mail Race........ Dublin-Belfast Race.. Gordon Bennett Balloon Race (Table Gordon Bennett Cup Race, Ve List of Con- (LES CANLES Sececsenrneciseerceerecte Intercollegiate Balloon Race. International Aviation 1912 Cup National Balloon Race. Paris-Amiens-Paris Rain Not Aim Bombs (Editorial) Raub and Longo Balloon and Biplane Compan Real Ships of the Air et Reeder TON Ns Reber, Major Samuel, U. 5S. (Article by) (Biography). E , 45, 46, 60, ‘186, 187, Records and Stati , 273, 275, 295, 302, 320, 324. 218, 219, 249, 271, American Aviation Records....89, 160, 275, 295, 326 Distance... on OU Duration els 275 Height....... 249) 320 Hydro-aeroplane..... Pen tie Sar2io) Passenger Carrying. 14, 46, 187. 27 1,273 Speed... 14, 45, 187 World’s 14, 15, 45, 46, 187, 218, 324 Reissner, Prof. Flying Novel Tail First Monoplane iiss) eee .. 297 Remarkable Letter, 160 Renaux Starting in Flight (Illus. 84 Ree Exhibit at Fourth Paris Aero Salon....... - 299 Military R. E. P. Being pee ‘(Illus.) 124 Reported by Aeroplane Scout (Illus.)..... 289, 291 Reports of Eyewitnesses on Miss Quimby’s Acci- (Deri Career rncentee dente taceavtteeaeetn serceersnereretr eee 5 Resolution Introduced by Representative William G. Sharp in House of Representatives... 3 Result Military Aeroplane Competitions Review, Aeroplane...J.........ceccssesccccereeees Revolutionizing Air Travel (Illus. Article) Rex— Aeroplane Company, The........ Gordon Bennett Racer (Illus.) Monoplane (Two Illus.)........... 184 Richardson, George Atwell (Article 17 Roberts Motor Company, The..22, 53, %90, 126, 57, 223 Standyatishows (lltss) ese reeeee eee PG} Robinson, Hugh, Demonstrating Hydro-aeroplane (Illus. Ses SIA Joins Benoist 303 Roold Safety Helmet (Illus. Roumania, Aeronautics in... 251, 297, 322, 338 Royal Aero Club of the Unite gdom Forbids Sea Flying Without Pontoons........00.0....0.c:00. 218 Royal Aero Club of the United Kingdom (See Club News). Rubel, R. O. Jr., & Company Rumpler Monoplane (Scale Drawing Russia, Aeronautics in 46, 83, 125, 154, 188, 221, 251, 273, 297, 338 Russia Aero Club (See Club News). Rivthenberg iD irigibl Orecscesestesecencs seassesnseeensnnnerscssesese Sachsen Dirigible Safety Appliances, Control, The Lewkowicz ais ») Helmet, The Roold (Illus.)......... Increasing Safety of Biplanes, A Suggested Methodlofisccrreercccro etic nen cee 274 Safety in Spherical Ballooning, Structural Re- quirements for (Article) : Twombly Harness, The (Illus.) Sailing the Air with Wind Power (Article) Saluting the Airmen (Illus.)... Sandusky to have Aviation Field. Sanchez-Besa Biplane (Illus.).... Sanchez-Besa Hydro-aeroplane (Illus.) Savary Exhibit at Fourth Paris Aero Salon. Savary Biplane (Illus.)... Saving Time (Editorial). Selle-de-Beauchamp Dirigible Semeniouk, I., With Machine (Illus.) Scale Drawings 12, 49, 86, 87, 153, 155, 156, 190, 216, 222, 252, 319, 323, 347, 349. Schill, Paul, Farman Type Hydro-aeroplane (Illus.) 115 Schuette-Lanz Airship (Illus. Article).........0.000000... 313 (Notes and Illus.).......... 145, 220, 248, 250, 267, 341 Schuette, Johann— fie Bells) : Biography of. 313 « Signature of.. 316 AUTRE CeReAGE 4 Schuette’s Visit to America, Johann (Editorial).... 268 Scotland, Aeronautics in.. .221, 251, 273 Scotts Bomb Throwing.. wor Scouts, Old and New (Illus. Scripps, Commodore Wm. aeroplane.. ae Sectional Drav _ Vaniman Airship Decks “Allus ) Seiberling, F. A. (Portrait). Servia, Aeronautics in......... Seventy-two Aeroplanes in Review 272 Shainline, Jos. B. (Letter from)..... é 279 Shaw, Edward R., in Biplane (Illus.).. 18 Sheahan, W. H. (Articles by)... 276 Sherwood Flies Over New York 160 Shigeno, Baron (Inset Illus.).... 125 Short Tractor Hydro-biplane (Illus. 241 Sicily, Aeronautics in 3 322 Siemens-Schuckert... 341 Silva Netto, A. F. B. (Letters From). 193, 271, 320, 344 Simmons, Will— Article by) 212 @iopraphysol) see ee 212 Six Famous American Aviators (Group Illus.)... 205 “Skimmer”? German one Passenger Boat (Illus.).... 153 Sloane Aeroplane Company, The 53, 91, 126, 189, 223, 305, 348 (etter) icici es esas enue tne 279 Sloane Deperdus mi with Guy Gilpatrick at the Wiheeli(iilass) meee eee 303 Sleane School, Miss Agnes Firth Seated i in Caudron Monoplane ath Giltis®) Macc Cover No. 11 Sloane School Bawpment Partial Line-up of (Illus. ) ..Cover No. 10 224 254 Smith, Floy d in Biplane (Illus.) Smith Monoplane (Illus.).........0...:::ccceeeree Soldiers and Camp Followers Recotcing Machine to Hangar, etc. (Mlus.).............:0:0ccee Some Airship Facts (Article). Some Leading Types of Hydro- aeroplanes and pAferoboatsaOpliliiss) see 241 Some Facts Concerning Nieuport Monoplane and Description of 70 H. P. Type (itus) Some Facts Regarding the Burgess Cup Sommer ‘“Type de Course’”’ Biplane (Illus.).......... Sommer Exhibit at Fourth Paris Aero Salon.. Sopwith Tom (Group Illus.).....0........:cc008 ri Sopwith Making Experimental Flight (Illus. a pa South Africa, Aeronautics in................. e222 Spain, Aeronautics in....125, 154, 188, 221, 251, 27 Specific Gravity 12—Hydrogen (Table). Specific Gravity 42—Coal Gas (Table)..... Speed Records (See Records and Statistics) Spiess French Rigid Airship (Illus.) . Sport, The Latest Water (Tllus.).... Standard Aviation Company, The. Standardizing Propellers........ Starrett, D. W. (Articles by). Statistical Table of Accidents Steffen Dirigible.... Stevens, A. Leo.. (Report on Stevens and Beatty Asiationy School St. Louis Aero Club (See Club News). Stockholders’ Appreciation of Alfred W. Lawson 52 Stolewerck Dirigible...............0.000.0.. 341 Straight Talk to the Manufacturer (Article). 79 Stringfellow, John and Samuel Henson, Aviation Pioneers (Illus. Article). ..........0.00ccceecccseteeeees 150 Structural Requirements for Safety in Spherical Ballooning xe ye 244 Studensky, Aviator P., g! 121 Students and Glenn H. i Ctirtics (lus. ye 328 Students of Milwaukee School Preparing for lig ty CUS) ee earn ces ects acer errata 122 Sturtevant Company, The B. F. 22, 48, 126, 158, 189, 224 Sturtevant Motor Fitted with Muffler (Illus.)...... 158 Sturtevant Motor in Burgess Biplane (Illus.)... 189 Sturtevant Motor in Army Biplane) Gives Good Account of Itself , 302 Sturtevant Motor Tests. 279, 126 Sturtevant Silent Sturtevant Motor (illus .. 304 Successful Flyers Described... ...13, 49 “Suchard”’ (Note and Illus.) . 46, 154, 341 Surface Curves, Some Leading Types of Aeroplane 191 Switzerland, Aeronautics in............ 46, 125, 221, 251, 273 Tables— Aerial Fleets and Expenditure of the Different Governments... Airship Statistics... 338 . 341 Fatal Aeroplane Accidents. 9 Gordon Bennett Balloon Race, 1912 302) Gordon Bennett Cup Race,1912, Entrants...... 209 Machines Entered in British War Office Trials 221 Machines Used in Cicero Meet 259 Military Aviation Appropriatio: 62) National Balloon Race............. 215 Specific Gravity 12—Hydroge 245 Specific Gravity 42—Coal Gas .. 245 Records and Statistics 324, 325, 326 Time Each Lap, Gordon Bennett Cup Race.. 246 Tabuteau Establishes Speed Record 14 Tail First Monoplane, Prof. Reissner (Illu Tamise Meet.... Tariff, Aviation Melegramiseee res Telephone, Aeroplane (Illus. Tests— British Army Tests Burgess War Plane Passes Army Tests.. Rotary Maxim Motor Tested..... Sturtevant Aeronautical Moto} in Vienna Thomas Biplane Used by Johnson (Illus Thomas Brothers, T! Three Aerial Battalions for American Army. Time—Honest Effort—Success (Editorial) Too Visionary (Editorial) Towers, Lieut., in Curtiss Hydro-aeroplane Makes American and World’s Records......cssscssscssssee0 353 Tractor Screw Biplanes (Article).........0:0cccesees 85 The Trade... 3,90, 157, 189, 223 Train Machines, “Fine Work on on ZI) 154 154 Transatlantic Dirigible ‘‘Suchard’’ (Illus. Transatlantic Trip, Dr. Gan’s.. Transporting French Aeroplane: ¢ 82 ‘Transporting Military R. E. P. (illus. ). . 124 aT ravelling via Airship (Illus.)... Cover No. 4 ‘Triad’? M. Farman (Inset Illus.). «. 84 Tripoli, Aeronautics in........15, 46, 83, 221, 251, 273, 297 ‘Troops in Action Near ‘Torreon (Illus. )); .. 290 Tubavion Monoplane (Illus.)...............-.. 301 Tubavion Exhibit at Fourth Paris Aero Salon...... 301 Tunisia, Aeronautics in Turkey, Aeronautics in.... Turks Capture Italian Aviat ‘Twenty Zeppelins to be Built...... Twin Steering Wheels, Curtiss School (illus.)... Biplane Cover No. 2 Twining Monoplane ‘(Illus Description of). 51 ‘Two Passenger Height Record.. 14 ‘Two Passenger Duration Record 15 Twombly Shock Absorbing Harness for Aviators illus) ee ee Ta 8} Twombly Rotary Motor (illus 119 PisylermmvACtOr eee 223 Types of Aeroplanes for Military Service. . 278 U Ulich, Herr G. I,., Makes World Duration Record 15 Urges Air Fleet in House. es Utilization (Editorial)... Vaniman, Melvin— (Articlel by) ee eee ees! 76 (Portrait). 76 Biography 76 Dirigible... 77 Tries Dirigible.. 159 Vaughan, Lloyd D. (Letter ‘From).. . 318 Vedrines— Alighting After Winning Gordon Bennett Cup Race (Illus.).. O24. 7 In Flight..... 45 Inset Portrait. 237 Portrait.. 14 Veeh Dirigible... 341 Verrept Makes Height Record. 14 ‘Viktoria Luise’ (Illus. and Notes)143, 220, 249, 251, 341 “Ville de Bruxelles’’ Vinet Exhibit at Fourth Paris Aero Voisin-Canard (Inset Illus.)... Voisin Aeroyacht Flies...... : Voisin Hydro-aeroplane Built to Order of M. Deutsch de la Meurthe (Hllus.).0000..00..00.cccceee 320 Ww Walker, Clarence in Flight (Illus.)..................:0.0002. 218 War— Armaments, Importance of Aeronautical (Ar- ticle)... English French Minister of War Wants $4,200,000. 15 German War Office Order Forty Etrich Mon- Oplanes iene ees rhcre tee een nee oS. War Aeroplane as Christmas Gift 319 War in the Air (Article)................ . 292 Warchalowski, Adolph, in Flight (Illus.).. 45 Water Bird, One of the Latest European (Illus.) Cover No. 8 Water Sport (Illus.) ... 287 Weeks, Eling O., Del 319) Westbury Field News 91, 226 Wetzig Brothers Benoist Biplane in Flight (Illus.) 327 Weymann Establishes Hydro-aeroplane Record.... 271 Why I Made Money at Exhibition Flying (Article) 177 Wilcox, Philip Wakeman— Article by Photographs of. Biography of.. waliao) 175 . 175 Willis, Company, T! .22, 126 Willoughby, Hugh L., ........ OD, (Report on Miss Quimby’s Accident) 184 Wilson, David H. (Article by)................... 302 Wittemann Two Passenger Biplane (Illus.) 254 Wolverine Aeronautic Company, The. Wonderful Airship Demonstration.... Worden, Capt. J. Hector— Biography of.. Article by.... Fate Promise In Flight (Illus. Portrait of oo Ready to Start on Scout Duty in Plane {ilus. ye 230 Signature of.. ts Words We Use, The (Article) Working With Nature (Article : World’s Distance Record Broken in 1912 Gordon _ Bennett Balloon Race.. 5 World’s Aviation Records 14, 15, 45, 46, 186, 187, 218, 249, 271, 302, 324 rie Hconpany, The— 255 erry Bibles (Illus. ). 18, 19 Dividend.. 121 Latest Two ‘Passenger (lus. ) 115 Letter 5 Cs Motor, New 6- ole and Hydro- aeroplane (Illus.) $5 117 Patents i 88 Orville Talks on Automatic 275 Suit Postponed... ae 159 Surface Aeroplane ‘Curve. 191 To Build Naval Aeroplane 224 Wilbur's Portrai . 146 Wilbur Gone........... . 146 Yale Aero Club (See Club Ne .. 160 WastrebsDirigiblenn...-...cusccsees= ree 273 Zens Monoplane (Illus.)......... 3 MESS Zeppelin Dirigibles (Illus. and Notes ‘of) | 46, 144, 220, 250, 321, 341 Cover No. 7, 341 Zodiac Airship (Illus.)... 300 Zodiac Biplane (Illus.)... 354 AIRCRAFT February, 1913 CLASSIFIED ADVERTISING 20 CENTS A LINE SEVEN WORDS TO LINE CASH WITH ORDER FOR SALE | FOR SALE | POSITIONS WANTED URTISS latest improved type (Pigeon Tail) NTOINETTE AERO MOTOR FOR SALE 70 H. | GAS ENGINE expert, age 21, wishes position as 1912 Model. Made over 300 very successful | P. water cooled, practically unused, fine condition. | an aviator’s assistant with prospects of learning flights 1,000 ft. high, 30 miles cross-country. My Regular price, $4,000.00; going for $400.00. Also 4 | to fly. Address, E. K. Siemens, Rosenfeld, Box 63, construction is strongest in the world. New, | Bosch Magnetos and a quantity of engine fittings. | Manitoba, Canada. complete, ready to fly, tested and guaranteed, | Address Box 800, care of “‘Aircraft.”’ I including free lessons to buyer, $1.500. Buy direct | —~—— SS = eae | from Builder and Aviator of 10 years’ experience. | TANDEM Monoplane Glider; double surfaced wings; | H. C. Cooke, Aviator and Builder, 127 West 64th | spread 20 feet; guaranteed man carrying, $25.; A St., New York City. Knockdown, $19; Plans, $1. Wright Glider Plans, $1. | “Aviation,” Lawrence, Kansas. VIATOR—Licensed aviator of the Aero Club of France, flying Bleriot and Curtiss machines; constructor of a number of Bleriot machines, wishes — - = = == | ABE rae engagement. _Two year’s experience as aviator and (COMPLETE PLANS—Nieuport Monoplane, $2.00; | Q OTARY AEROPLANE engine, 40 H. P., 7 cylin-| mechanic avaitor. Address Box 768 Aircraft. Deperdussin Monoplane, $3.00; Wright Biplane, der, weight 160 Ibs. with propeller. Cheap. | a = = $3.00; Aeroplane Rib Pattern, $1. ‘‘Aviation,’”’ Law- | Landsman Motor Co., 1406 S. 18th St., St. Louis, Mo. | — rence, Kansas. | — Se = aa —————— "| OR SALE—Brand new 50 H. P. Albatross motor LEGAL NOTICE Mest SELL IMMEDIATELY 30, 50, 75 H. P.| with carburetor and magneto for $100. Walter sac eld motors with or without Curtiss planes; great | Bengtson, Canby, Nata. bargains sas) peehm Patterson mo SoOmeirumbul le) etrol 6s ———— eee I DESIRE to give notice to all persons that are Mich. using my “Patent Rudders’’ (Serial number ——————————————————— POSITIONS WANTED 504107 U. S.), also France and England, and my Sass 7 e = ; (aie SET Sa EET a ae IRE a “ Semi-A i i trol,” ial b Eos ee racton piplane, fe cylinder 160 H. al YOUNG MAN, age 18, desires position as an Bean Se eee ae (eee iemeuine ctor wecvery thing ping first -classiconditions aayally| aviator’s assistant, with prospects of learning to| intention in the future to ask a small royalty from sell separately or exchange for touring car. Apply ee YSLEVA F. Robinson, 191 Caledonia Avenue, Rochester, N. Y. ay ee Fenouillet, 132 West 47th St..| them. Hugh L. Willoughby, Sewalls Point, Florida. Clarkville, Tenn., Dec. 28, 1912. the Fokker monoplane, are already shown on my | which is not entirely sufficient to prevent loss of monoplane in the above named patents—none of the | equilibrium under all circumstances. drawings show curved planes, all are perfectly flat. A device is needed as explained in my above named A Fe Ere es > o This is important for speed. patents and in ‘‘Aircraft’’ of Dec. 1911. page 342, Achieved in the Fokker Monoplane. In this article As to the difference of inherent and automatic | “The Aeroplane Without Engine and Without Screw it reads: | stability the following is important: | Propeller—a Gliding or Soaring Machine Automatically The chief peculiarities of the Fokker monoplane are} In the article in the Scientific American of Dec. | Balanced, Automatically Kept Head Against the the main planes which are set at a very pronounced 17, 1910, “‘Distinction to be Made Between Inherent | Wind and Steered at Will of the Aviator.” In “‘Aircraft’’ of January 1913, page 322 and 323, I see the article ‘Inherent Stability and How it is | V angle and also slope backwayd. |}and Automatic Stability of Aeroplanes,’’ it reads: Please let me hear from you. Please compare the drawings Fig. 3, 4 and 5 in my | “What is generally called automatic stability is Yours truly, THEOD. GIBON. U.S. Patent No. 710,266 Sept. 30, 1902 and the! only a certain inherent stability which is brought | ——— ml ST drawings No. 1, 3 and 4 in my U. S. Patent 730,107 | about by the outer shape of the aeroplane, while the | CORRECTION June 2, 1903. In these already about ten years old | real automatic stability is brought about by a device Page 326 January 1913 issue under ‘‘American patents, main planes which are set at a very pronounced | which exerts power.” | Aviation Records,’’ Cross-Country Flights, Greatest V angle and also slope backward are shown. Therefore the Fokker aeroplane has not inherent | Distance in a Single Day, should be credited to Harry It took ten years until Mr. Fokker and other con-| automatic stability as it is said in the description | N. Atwood, who flew from St. Louis to Chicago August structors caught on to the importance of that con-| beneath the drawings of the article on page 323 in| 14th, 1911, on a 35 H. P. Wright biplane. The dis- struction. Likewise only perfectly flat planes, as in | “Aircraft’”’ of January 1913, but only inherent stability | tance covered was 283 miles. | | SOME CONSTRUCTION DETAILS LOHNER capssys fig 4 Fig. 1. shows a quick detachable upright socket made by the E. J. Willis Company, New York. Fig. 2. shows a view of the pressed steel fuselage joint used on the Nieuport monoplane. Fig. 3. illustrates another view of the pressed steel Nieuport fuselage joint. Fig. 4. shows the novel landing chassis fitted to the Austrian Lohner-Pfeil biplanes and some of the latest Etrich monoplanes. It is similar in action to the Bleriot landing gear but with the important difference that the sliding collar of the Bleriot system is done away with and instead the tube running from the wheel axle passes through a socket at the head of the upright and is held down by rubber shock absorbers. The whole arrangement is so constructed that the wheels can turn in the same manner as on the Bleriot chassis. Fig. 5. shows the elevator joint used on the English Martin-Handasdye monoplane. Fig. 6. shows a pressed steel upright socket using eye bolts as wire strainers. Fig. 7. shows the method of attaching the elevator crank on a Martin-Handasdye monoplane. February, 1913 AIRCRAFT 355 THE GYRO-FLY-WHEELI-COP -ARA-CHUTE DOUBT THAT THIS BIRD’S A FLIER; IF Y’U DOUBT THAT THEN Y’RE A LIAR! DOUBT THAT TH’ THING ’LL MOVE; FOR Y’U CAN’T TELL TH’ TRUTH—BY JOVE! HEINRICH Monoplanes and Mono-Biplanes BUILT IN FOUR SIZES Write for Illustrated Booklet Make arrangements now to learn to fly at our Hydro-aeroplane School in the spring. Tuition $250 Seo c HEINRICH PROPELLERS $30 UP Exhibition Flying by Competent Aviators HEINRICH BROS. Baldwin, le is N. Y. PATENTS) GoopyYEAR THAT PROTECT AND PAY SOO TOMATIC Goodyear Balloons Aeroplane Accessories BOOKS, ADVICE AND SEARCHES FREE National headquarters for Spherical and Dirigible Bal- = Joons. Built complete. Highest quality. Also makers of ae Send sketch or model for search. Highest References. Aeroplane Springs, Tires, and the famous Goodyear TH Best Results. Promptness Assured. Rubberized Aeroplane Fabric. Write for booklet. “iy THE GOODYEAR TIRE & RUBBER CO. \ WATSON E. COLEMAN, Patent Lawyer AKRON, OHIO. aT} 624 F. Street, N. W. Washington, D.C. PATENTS EoRetumei Fee Returned Send sketch for free search of Patent Office Rec- ords. How to Obtain a Patent, and What to Invent, with list of Inventions Wanted and Prizes pled for Inventions sent free. Patents advertised ree. We are experts on AIRSHIPS and all patents and technical matters relating to AERIAL NAVI- LS “IDEAL” Plans and Drawings _GEAR_CLUT' ] L MB THIS is REDUCTION © GATION VICTOR J. EVANS & CO. Washington, D.C. a Hi ied by an eae CRIES EO Uste EE CES Postpaid at the following prices: right 3-foot Biplane . . 25c Bleriot 3-foot Monoplane 15c e ° RSceHt Beall’ Cha plon Lawson Publishing Co. Curtiss Convertible Hydroaeroplane (new), i Bee “Ideal” three-foot Racer ae iiciele anoint ° ic Complete set of five.-$1.00 postpaid. 37 EAST 28th STREET 5 cts. brings our new 40-page fully illustrated Catalog of *‘Ideal’’ Model Aeroplane Supplies. (None free.) NEW YORK, N. Y sIN a Xce IDEAL AEROPLANE & SUPPLY COMPANY 82-B West Broadway, New York Another Record for the CHARA VAY PROPELLER American Passenger Altitude, 5006 Ft., 1 Hr., 16 Min. SLOANE AEROPLANE CO. 1731 Broadway, NEW YORK CITY AGENTS: Eames Tricycle Co., San Francisco: National Aeroplane Co.. Chicago: W-E. Boughton. Washington. D. C 356 AIRCRAFT February, 1913 OOKE BIPL ANES Aeronautical Supplies Everything to Build Any Type Flying Machine Curtiss Improved 1912 Type (Pigeon Tail) Perfect flyers. No freak construction. Ten years’ experience. Strongest in the world. Amply powered (Roberts Motors.) New catalogue with working drawings of Curtiss, Farman and Blériot type machines, now ready for distribution and will be mailed free upon request to Anybody can fly these machines: One ready for immediate $2, 50 0 all interested parties. Write for quotations. delivery One ready for jmmediate Aeliv ao complete Dope Toledo power plant $1, 500 E. J. WILLIS CO., SS Chambers iatece uar Curtiss Type Planes, no Power Plant, $650 aad up Tel. 3624 Worth NEW YORK CITY Free Instruction to Buyer H. C. COOKE, 127 West 64th St. NEW YORK CITY GASOLINE ENGINES—THEIR OPERATION © SUPPLIES USE AND CARE for all types of aeroplanes. FIRST QUALITY GOODS AT LOWEST By A. HYATT VERRILL — his is buildi season. Send us r 5 Fee ager eee epezelcatsloeccvals=iercaibing eves 320 Pages $1.50 150 Illustrations 750 ts t t of 10 cents. PEW YORK AERONAUTICAL SUPPLY CO. LAWSON PUBLISHING COMPANY 50 BROADWAY, NEW YORK 37 EAST 28th ST. NEW YORK NAIAD BALDWIN. __ VULCANIZED PROOF MATERIAL @ For Aeroplanes, Airships, Balloons. First Rubberized Fabric on the market. Lightest and strongest material known. Dampness, Heat and Cold have no effect. eronautical Clo ee “RED DEVIL” AEROPLANES Manufactured Especially for Aeroplanes and Used by That anyone can fy. Free Demonstrations. Aviators of Prominence HALL-SCOTT WANES ake Sede OS ain cate Fieak Schumche’s, 104°; 46h Steet, New York.” All titers guaranteed AND Immediate delivery. MOISTURE-PROOF ON BOTH SIDES EXPERTING Will install a Hall-Scott free of charge in Bayne ’s Aeroplane and demonstrate by expert flyer Expert advice. ’Planes bala Sample Books, including: Data and Prices, sent on request CAPT. THOMAS S. 5 ALDWIN Box 78 Madison Sq. P. O., New York THE C. E. CONOVER CO. 101 Franklin Street - - New York A E. R O P L A N E S BLERIOT MONOPLANES (GENUINE) Winners of ALL the European Contests in 1911 In 1909---The First Aerial Crossing of the Channel. lian IGIO—iMne “Ciremne cle Ilase,” In 1911---The Paris-Rome Race (lst and 2d.) The European Circuit (1st and 2d.) The English Circuit (Daily Mail Race.) The Belgian Circuit. The Saint Petersburg, Moscow Race. The Valencia Alicante Race. The London to Paris non-stop Raid, etc., etc. WORKS AND OFFICES: - - 39, Route de la Révolte a Levallois - - PARIS and Belfast Chambers, 156 Regent St., LONDON FRANCE ENGLAND AVIATION SCHOOLS: Etampes, near Paris during Summer Hendon, near London Pau, during Winter OUR WINTER SCHOOL is now running full blast on the Government Field at SAN ANTONIO, TEXAS! HE REASONS WEY fiping schoct are because we have The Best !nstructors—Max . Lillie, De Lloyd Thompson, Andrew Drew, and C. M. Vought represent the highest flying ability and cleverest teaching talent in America. The Best Field—The Gov- ernment Flying Field at San Antonio is the largest and best in the Country. The climate is ideal. The Best Equipment— Double control school machines equipped with Lillie-Wright duplicate levers which elimi- ate risk and delay the two greatest faults of other schools. The Best Record—D uring the past season the Lillie School turned out more licensed pilots than any three other schools in the country combined. ah Se Showing Our System of Teaching by Duplicate Control Levers. FOR PARTICULARS ADDRESS THE LILLIE AVIATION COMPANY SUITE 301-302-303 LIGGETT BUILDING, ST. LOUIS, MO. ==. CURTISS FLY | WINTER SCHOOL THE BEST GROUNDS. THE BEST EQUIPMENT. THE BEST CLIMATE CONDITIONS FOR PRACTICE 47 GRADUATES IN 1912 GREATER OPPORTUNITIES THAN EVER BEFORE. GET OUR PROPOSITION CURTISS AEROPLANE CO., Dept. W.. HAMMONDSPORT, N. Y. KIRKHAM. The Dependable Aviation Motor The accompanying cut shows aviator Art Smith and Miss Aimee Cour just starting on the first elopement via aeroplane, when they flew from Ft. Wayne, Ind., to Hillsdale, Mich., on Oct. 26, 1912, and were married. It goes without saying that any man that will undertake a trip like this with his bride- to-be must have perfect confidence in his machine, and particularly his motor. But his Kirkham Motor had enabled him to fill 18 exhibitions, so he knew just what it would do. Can you say as much for the other kind? The Kirkham Motor also holds the American Endurance Record for pilot and one passenger of 3 hrs., 51 min., 15 sec., just established by Walter E. Johnson, fying a Kirkham equipped Thomas Biplane, at Bath, N. Y., Oct. 31, 1912, the flight ending only on account of the extreme cold. Also on Nov. 2, 1912, Chas. Niles flew the same MR. AND MRS. ART SMITH The First Couple to Elope via Aeroplane machine 2 hrs. 45 min.; and on Nov. 4, flying against the American duration record for pilot alone, he flew for 4 hrs. 15 min., stop- ping on account of burnt-out bearings, caused by stopping of oil pump. This same motor was used all season by Mr. Johnson, and was the power that made possible his clean sweep of speed prizes at the New York State Fair, mentioned in previous advertisements. There is a reason behind these perform- ances that you ought to know before you purchase that New Motor. Booklet tells about the motor and is yours for the asking. C. B. KIRKHAM Savona, N. Y. 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