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Comm IN
ANNOUNCING THE
urtevan Aeronautical Motors
and
Propellers
4 Cylinders--40 Horse Power 6 Cylinders--60 Horse Power IMMEDIATE DELIVERY
All manufacturing concerns, designing and consulting engineers know the B. F. Sturtevant Company as
leaders in design and building of Air Moving Apparatus, special engines and power units for air propulsion and pressure.
The Sturtevant Aeronautical Motors are placed on the market and backed by the Sturtevant reputation and
guarantee. A rs - SEND FOR CATALOG 200-A STURTEVANT ENGINEERING SERIES
B. F. STURTEVANT COMPANY
Main Office and Works, HYDE PARK, BOSTON, MASSACHUSETTS OFFICES IN LARGE CITIES
Plant of the B. F. Sturtevant Company. For fifty years the largest Builders of Air Moving Apparatus in the World
BaD
March, 1912 ATRGRA FE Tt
Curtiss Superiority
Again Demonstrated at Home and Abroad=Qn Land and Sea
i
While Lincoln Beachey and other famous Curtiss Aviators were making a clean sweep in competition at the Los Angeles International Meet with the new 1912, Hugh Robinson was giving Europe its first view of flights from the Sea at Nice, France, in the new 1912.
Curtiss Aeroplane Curtiss Hydroaeroplane
In keeping with these evidences of CURTISS superiority, the Aero Club of Am- erica, the highest Au- thority on aviation in the United States, has officially recognized.
CURTISS PROGRESS
By awarding to MR. GLENN H. CURTISS, the COLL- IER AVIATION TROPHY, for the greatest advance dur- ing the year torr.
These things are facts and they go to 5; prove absolute CUR- a. TISS dependability.
BEACHEY AT LOS ANGELES ROBINSON AT NICE, FRANCE
Achievements are the best Arguments: Records are the only Proofs
If Beachey and Robinson had not been using Machines of the highest degree of perfection, equipped with the famous CURTISS MOTOR, they would not have been able to convince two Continents of the superior speed, safety, practicability and progress of the CURTISS AEROPLANE and HYDROAEROPLANE. These facts cannot be ignored. They furnish conclusive evidence of the rapid advances of the practical sort. Most of all, they prove beyond dispute that the name
CURTISS LEADS THE WORLD IN AVIATION
Our new 1912 Catalogue is now ready for distribution. It contains facts and illustrations that will interest ycu about CURTISS AEROPLANES, HYDROAEROPLANES, MOTORS, THE CURTISS AVIATION SCHOOLS and EXHIBITIONS by the famous CURTISS AVIATORS.
FOR PARTICULARS REGARDING ANY OF THESE SUBJECTS, ADDRESS :
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.
2 JN THR CARIN I IP aaa ieee March, 1912
“KIRKHAM” AVIATION POWER PLANTS Corts”
Model B-6 installed in “KIRKHAM” Tractor Biplane
THE “KIRKHAM” AVIATION MOTOR IS OFFERED IN FOUR DIFFERENT MODELS:
Model B-4, 35 H-P., 4-cyl., weight, 185 lbs. Model B-6, 50 H-P., 6-cyl., weight, 235 lbs. Model B-G-6, 70H-P., 6-cyl., weight, 255 lbs. Model B-12, 120 H-P., 12-cyl., V., weight, 400 lbs.
All of these models are sold as complete power plants or motor only, as desired.
y NHE universal success of every 6-cylinder, 50o-H. P., “KIRKHAM” motor for season of 1911 has demonstrated their unquestionable reliability and efficiency; therefore the new models listed above contain not only all the features which have made the “KIRKHAM” Aviation motor noted for
its reliability but in addition, all models for 1912 are to be equipped with the new Bosch 2-spark magneto,
larger valves and special cooling tubes through oil tank, whereby the oil is always at a safe temperature no matter how hard or how long the motor is run.
Now is the time to get in your order if you want reasonably quick delivery as a large number of orders have been booked for spring delivery and there is sure to be a rush when the spring opens. Any- way, you better get acquainted with the only American motor that actually delivers what is claimed for it.
CATALOG FOR THE ASKING
CHARLES B. KIRKHAM, MMavefecurer
SAVONA, NEW YORK
March, 1912 ZAUIER GREASE) 3
GOODYEAR BALLOONS
Balloon and Aeroplane
7
wa FABRICS---ACCESSORIES
40,
No longer do you need send to Europe for Balloons. We not only manufacture a full line of balloon fabrics—cotton or silk—but we also build spherical or dirigible balloons complete.
Goodyear Balloon cloth and construction is the result of exhaustive study in England, France and Germany and we guarantee our balloons equal to anything purchasable in any foreign country. Our cot- ton fabric, which we recommend, is made out of high grade cotton and is rubberized. Hence it is most enduring.
Our big manufacturing facilities enable us to make quick shipments. You don’t have to wait on for- eign makers nor do you have any duties to pay. Let us send samples and tell you more about Goodyear Balloon Service.
Goodyear Rubberized Aeroplane Fabric
Damp and moisture-proof, our Rubberized Aeroplane Fabric is the most durable made.
In the rubberizing process, the fabric is subjected to heat many times more intense than it will ever undergo in aerial service. So ordinary heat has no effect upon it
It can’t dry out, stretch, flap, and cut down speed because no moisture can get into it. Nor, for the same reason, can it shrink up and twist the planes out of alignment. It is non-shrinkable—unstretchable, heat-proof, cold-proof, damp-proof, rot proof, and it is always the same. So dependable that every veteran aviator and manufacturer in this country uses it exclusively. Used by Rodgers, Ovington, Atwood, Fowler and Brookins in all their big events. Used by the Wright Co., Burgess Co. and Curtis, The Curtiss Aero- plane Co., Glenn L. Martin, Moisant National Aviators, and many other leading manufacturers.
Goodyear Detachable Aeroplane Ties
Veteran Aviators know the importance of landing on tires that can not tear loose. Such tires are Good- year Detachables. These tires are made like No-
Bleriot Type Shock Absorbers
Rim-Cut Auto Tires—are most durable and bind the rim in a vise-like grip. Extra-thick treads make them practically non-puncturable.
Single Tube Tires, Strong, light, durable, built in all standard sizes—the only single tube aeroplane tire with valve protected by metal. This keeps valve from tearing loose.
20 x 4 Clincher Tires—the most popular tire for rigid machines. Used in all Curtiss Aeroplanes. Ex- tensible rubber beads. We make tires in sizes to fit any and all machines. Made with or without leather treads.
Steel Springs snap in cold weather, catch in the tubes, are not satisfactory. The Bleriot Type Rubber Shock Absorbers are the only successful springs for monoplanes. You can now get this type of spring at home. We are the sole manufacturers. Can fill your order promptly and savingly. Ask us about our
springs. We make all kinds.
Whether you contemplate manufacturing aeroplanes or merely intend to purchase a machine, you should find out all we have to offer you before making any final decision. We have with us all the veterans
—both aviators and manufacturers.
That speaks for itself.
Tell us your wants.
THE GOODYEAR TIRE & RUBBER CO.
Main Office and Factory: AKRON, 0.
Branches and Agencies in 103 Principal Cities
4 AIRCRAFT ; March, 1912
LNCROIK AUTOMOg,,
gn” =
Anzani, Gnome, Renault AVIATION MOTORS BOREL-MORANE MONOPLANES
Early Deliveries on all Types. Write for Catalogue and Prices
1770 BROADWAY, 57 stree, NEW YORK
The Business End of your Aeroplane is the Propeller
CAN PROPE, eal LER pss £0
TRADE MARK
Wy pe “SHINGTON, DG. >
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
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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
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1780 BROADWAY &
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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.
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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
$
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Wolls $, INO, 1
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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 <a as aay RM a ee. = Aeronautic 13 you want passenger balloons, dirigibles, cap- | town, Ohio. 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.
Isngineers,
SALE
equipped with 60 H. P.
SEVEN WORDS TO LINE
OR SALE—Complete sets of castings for build- ing the Blériot monoplane. 61
FOR Monoplane, Blériot ‘Type 11 com- plete, covered with No. 10 Goodyear fabric,
tor, and seven foot propeller with five foot pitch.
CASH WITH ORDER
CO-OPERATION WANTED
I ADIS LEWKOWICZ, the experienced inter ~ national aviator, who is the only man to fly over the City of New York, late manager and chief instructor to the Queen Aeroplane Company, has a chance to become affiliated with one of the best aeroplane manufacturing concerns in France and wishes to establish an agency in New York with some responsible man with a few thousand
Lynch Brothers, Wick Place, Youngs
engine, magneto, radia-
NT Ta A eT NeNR ned areal eyes Rowse ving biplare dollars to invest in the enterprise. Address Ladis SA hf e q -Gibson propeller, or large exhibition company. 1 se outh cr seily im Ta sya ais
ee ft eR TCN Se oe RAT | complete for $850, or engine $650 and plane $250. Brewicowic LOZ RW iestiGStnis ere Newaoulkg City One French propeller type 8.097 ft. diam | Send for photo at once. Box 755, care AIRCRAFT. A PI \CTICAL, DOUBLE MONOPLANE,
teres 98 Zaett epitChn emt feceieiierietei eles O00) =e - = —— |<" _ CENTRAL BALANCE, GREAT STABIL- One French Propeller type 8.097 ft. diam FoR SALE—Genuine Glenn H. Curtiss aeroplane | ITY. RUDDERLESS. PATENT RECEIVED
eter, 3.45 pitch....... without motor, newly covered with Capt. Bald- | RECENTLY. WANTED PARTY WITH CAPI OneuDbean Mfg. Co. propeller type 6% ft. win’s rubberized linen, having latest controls, pack-| TAL, ’O BUILD OR INCORPORATE. AD-
diameter, 434 ft. pitch....... eas AS 50.00 | ing cases, etc. Good as new. Bargain for quick| DRESS W. A., BOX 756, Atrcrar’..
The above French propellers were made in| buyer. Address: Box 758 Aircraft | ( APITAL wanted to patent and build aero-
France, are made of the very best of material and workmanship. The price F. O. B. Paris is} $100.00 each. |
1 50 H. P. Harriman engine, 4 cylinder, 4 cycle. This engine sells for $1,650.00, our price
1 6-cylinder, 2 cycle, 48 H. P. engine, $775.00. | facturing location. $700.00. ‘This includes a complete power plant.) York. Full particulars.
This includes radiator propeller and high tension magneto. ‘his engine sells for $1,500.00.
We are closing out our business and must sell.
LeBron-Adams Aeroplane Co., Omaha, Neb.
OR SALE—New 1912 Model Detroit Aero En- gine, 20 to 30 H. P. Address Stewart’s Aero- | plane Co., Allentown, Pa. |
Washington, D. C.
WwW
| particulars. J. Street, Philadelphia. Pa.
ODEL Aeroplane Supply Dealers: I can fur- man nish the trade with propellers, propeller) chances as aviator or mechanic. blanks, and wood in assorted kinds and sizes, | chauffeur. References unexcelled.
selected Poplar, Spruce, Maple, Birch, Holly, etc.,
at most reasonable prices. G. C. Stevens, 305) York City.
MISCELLANEOUS
VW ANLED—Small factory or shop with facil-| z ities for light woodworking in good manu- Middle West
ANTED—A second-hand engine for an aero-
plane, 25 H. P. and upwards. good repair and guaranteed. A. Collon
| ANTED—Very neat, tuefned young colored wishes position any kind that gives
address Griffith Gunther, 349 West 59th St., New
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. Gees A. Harbottle, 18 Eldert St., Brooklyn,
| OUNG MAN requires financial assistance to build aeroplane. I have made two flights as
a passenger. A great enthusiast. Will make good terms on receipts from flights. References fur- nished. H. Hertzman, 1123 13th Ave., Moline, II.
AVIATORS’ DIRECTORY
LADIS LEWKOWICZ
the well known aviator, lately Manager and Chief Instructor of the Queen Aeroplane Company, is open to any proposition from responsible firms or individuals, to organize and manage Aeroplane Factory and Aviation School. Write, stating full particulars. to
near New Station G.,
or Box 2476,
Must be in State price and give | & Co., 1012 Walnut |
Eight years a/| For particulars |
7th Street, Brooklyn, N. Y. es j URTISS latest improved type (Pigeon tail) 1912 Model. Made over 300 very sucessful | flights 1,000 ft. high, 30 miles cross-country. My construction is strongest in the world. New, com- plete, ready to fly, tested and guaranteed, includ- ing free lessons to buyer, $2,500. Buy direct from | Builder and Aviator of 10 years’ experience. H.| °! C. Cooke, Aviator and Builder, 128 West 65th St., | price. New York City. | -
& will buy a 40-50 $500 weight Aero radiators and tank. All This equipment has made Schmitt, 584 Eagle Street,
POSITIONS
Buffalo, N. Y. ANTED—Aerial motor, 25 or 30 HH. ia
answering give description and lowest cash Address R. J. Straight, Long Lake, Wis.
LADIS LEWKOWICZ
H. P. Elbridge Feather. | 102 West 64th St., New York City
Motor, two propellers, in excellent condition. flights. Address M. A. |
REYBURN, Amedee V. Jr., with
Bleriot one hundred horse power
monoplane. is now booking engage-
| ments for exhibition flights. For par- ticulars apply to 5305 Delmar Boul., St. Louis, Missouri.
Tl
WANTED
D° vou WANT an aeroplane? If so, by all means let us get together.
We have the | YOUNG MAN, 20, school graduate, good drafts- | machines and can fill your wants. Complete line of man and familiar with shop work, desires | parts. American Aviation Co., Inc., 2957 INS postion as aviator’s assistant with prospects all Lawndale, Chicago, Ill. learning to construct and fly. Address R. L. G., Ate . | 416 Third St., Baton Rouge, La. | e CHOW “y CH
FOR SALE—One 50 H. P. DeChenne Power
Plant complete. Cheap if taken soon. Rea- son, have closed for season and can make more) 7 by spring. DeChenne Motor & Aeroplane Co., | ing to fly. L Monett, Mo. 47th St., New York City.
BPPLANES—Curtiss Military types, built to | order, double covered $400, single covered | $375. Farmans $475; modified Nieuport Mono- planes $400. Also other types. Send for particu- lars. Frank Lavista, Dobbs Ferry, New York.
of Blériot, ready to
| to start at a small salary.
AN YOUNG MAN, age 18, desires position as an | aviator’s assistant, with prospects of learn- Address Louis Fenouillet, 132 West YOUNG MAN, intelligent, reliable, lately a pupil seeks employment in aeroplane factory.
Greenwich Ave., New York, N. Y.
| AEROADSTER SPECIAL
| 20-foot Biplane Gilder (Chanute Type)
| TWENTY-FIVE DOLLARS 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. 0. b. Chicago.
Others are flying them ! Why not you ?
AEROADSTER CONSTRUCTION COMPANY 3751 Indiana Ave., Chicago, III.
do anything to succeed, Willing’ Address L. Lepetit, 86
ays HIRTY perfect photographs of prominent avia- e APABLE, tors, machines, flights, etc.; interesting | authentic descriptions; $1.00 Sample; six photo- | or at hangar.
graphs, 25 cents. Aero Specialty Co., Revere, | working models.
Mass.
FoR SALE—50 H. P. Curtiss Military Type | Biplane with duplicate surfaces and_ parts. | First class outfit. Price $2,500. Address Box 98, Mineola, L. I.
edge of construction
communicate.
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. ay
Everybody experimenting in Flying machines cannot be without it.
Send 25 Cents in coin for complete model. Agents wanted. Ideais worth the money.
Ernest Ebbinghaus 316 East 93rd Street | New York, N. Y.
CHICAGO AERO WORKS
Bt RENTON 164 North Wabash Avenue
Proprietor AC TORS PARTS AEROPLANES 9 ““iiarbware PROPELLERS WHEELS ALSO MODELS AND MODEL STOCK
FSTABLISHED 1909. First in Chicago and the Middle West Aviators Taught Flights Furnished Serd stamp for Cata!leg
reliable young man sires a position in aeronautical work, factory One year experience building large | Understand controlling systems | of monoplanes and biplanes, with a good knowl- work.
ence as a_ pilot of locomoton. services of a good intelligent worker, don’t fail to Unquestionable dress Cable Box 757, Arrcrarr.
(age 26), de-|
Gibson Propeller Co. 1909 NOW
SEND FOR “RED BOOK”:
Aeroplane Wire Wheels
STOCK SIZES PROMPT DELIVERIES
16" x 134" Monoplane Tail Wheel—weight 3 lbs.
20" x 2" Curtiss Type—weight 7 lbs. sustain Dead Load of 600 Ibs.—Rims either wood or steel.
20" x 214" Wheels for Single Tube Tires.
20" x 3" Wheels for Single Tube Tires.
20" x 4" Wheels for Clincher Tires.
24" x 3" Wheels for Clincher Tires.
Hubs furnished 4", 5", 514" or 6" wide fitted with Plain or Knock Out Axle—also Bronze Bearing to fit 1" Axle. 14" Steering Wheels.
FARMAN TYPE RUNNING GEARS. Write for Prices to
J. A. WEAVER, Jr., 132 West 50th St., NEW YORK
d 1: We have served you since Four years experl- If you want the | We are ready to serve you
references. Ad-
| FORT GEORGE PARK NEW YORK CITY
24 AIRCRAFT March, 1912
A V ALU ABLE 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 only to those who are actively affiliated with any branch or phase of the aeronautical industry. In order that we may be able to estimate the number of souvenirs we need, please write us immediately
your name and address and in what way you are connected with the aeronautical industry; also send us the names of 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
IN PATENT MATTERS|PATENTS THAT PROTECT
An experienced Mechanical Engineer can Advise | ————————______ AND PAY You Better, Protect You Better, Develop Your Advice and Books Free. Rates Reasonable , Idea, Improve Your Invention. Highest References. Best Services. PROPELLERS for model aeroplanes; light, smooth
1 i blades; variable pitch; steel shaft ac- WATSON E. COLEMAN, Patent Law er euratelymandl Beco) atteC neal 35¢ in. 100, 6 in. G. M. SACERDOTE, M. E. y 25c., 8 in. 35¢c., 10 in. 50c.. 12 in. 75c. Post-paid. Patent Attorney, Registered in United States Patent Office 622 F St., N. W., Washington, D. C.
Low quantity prices. Jersey Skeeter Aeroplanes 1919 BROADWAY, N. Y. CITY Tel. 690 Columbus
25c. LINCOLN SQUARE NOVELTY worKs| FRENCH and ITALIAN SPOKEN
Departments B. 1931 yBxoadweveiN New York
PATENT
ALLOWED
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SOULE P A T E N T SECURED or|| compete $300 reacv torun Fee Returned || nc propeLLeR-CARBURETOR-BOSH MAGNETO. © BAM BOO Special Grades of Send sketch for free search of Patent, Office OIL PUMP-CABLE-SWITCH-MOUNTING BOLTS. R Ss. yt tai atent, Jhat t Bamboo for AERONAUTIC WORK Tavene TTenpIGe tet Tmerent oueuWantedtand Bees 'S GUARANTEED TO offered for Inventions sent free. Patents advertised 2IOLBS. MIN.STATIONARY THRUST
158 LBS.MAX.WEIGHT(COMPLETE) 36 HOURS DELIVERY.
Reed, Rattan and Split Bamboo for Models. ince F MIRGTIDG on aUneaane
= aa ae a a P Se eset e are experts on ¢£ a and a patents
All sizes in stock. Large size Rattan for skids. and. technical Tee SOAS Go JABIRIAIL AVIGAT
Al: Deltour, Inc. 49-6th Ave., N. Y.| vicror J. EVANS & CO., Washington, D. c.|| LIFT AND FLY CURTIS BY PLANES
BLERIOT XI MONOPLANES
THE PERFECTED RACERS NEW FRENCH Record flyer, 950 DEMOISELLE MONOPLANES ~ ee STA a ba ea seein cer tpemner ODT ee oe nttaela OR CRAFTS OF SIMILAR MAKE Pies a y Beare ner a er aes aarables 1600 ih et et Sie Behe g
one? Send now. Prompt shipmentinsured. Also our Catalogue of supplies Free.
(Box 255) Liberal Discount to Dealers. DETRO IT AROPLANE CO.
ROBIE MANUFACTURING CO., Williamson, N. Y. SEC en Meech Tehran
GOLDIE Anglo Model Aeroplane Mfg.
Who has been connected with all of the large meets 561 West 147th Street New York City and shows held in the country to date, is at liberty Ready Models for the coming season. 2’ BLERIOT $5.00 2%' ANGLONETTE $7.00 : Knockdown This machine we positively guarantee to fly 800 to 1000 Address Box 753 care Aircraft $1.50 feet or money refunded. WE CARRY SUPPLIES.
——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.
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
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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
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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
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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
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