Volume 12 - No. 1 - 1913 January
|Table of Contents|
The American Magazine of Aeronautics was the first commercial magazine in the United States of America about national and international aviation. There were reports on patents and flight contests. The journal was published from July 1907 to July 1915. All pages from the years 1907 to 1915 are available with photos and illustrations as full text, for free.
However, if this form of presentation is inadequate, especially as regards the photos and illustrations, you can download all the editions as a PDF document with table of contents, photos and technical drawings, for a small fee. In order to search for topics and terms, please use also the available PDF documents. Please, use the free sample pdf document to check the quality of the PDF documents offered.
, f) 2.5 I Price 25 Cents
Published by AERONAUTICS PRESS, 250 West 54th Street, New York
KIRKHAM AV?ATION MOTORS
C-4 Model, 4 Cyl. 45 H.P. C-6 Model, 6 Cyl. 65 H.P.
C-G-6 Model, 6 Cyl. 75 H. P. C-8 Model, 8 Cyl. 110 H.P.
to. load, the r rated they
These 1913 models have been thoroughly tested for over six months. An AC-6 model now holds the American duration record for pilot and one passenger—3 hr.y 51 min.t
^15sec- ■'■ ■'■ ■'■ ■'■ J>
Notwithstanding the exceptional reliability shown by 1912 model motors those for 1913 must pass as a part of the regular routine of manufacture a more severe test than any American motor has ever before been subjected That is, every 1913 motor before leaving factory must pass a six hour, full
full speed test, with a speed variation of not more than 5% throughout un. During this test they will be required to equal or exceed their
horse power. This assures you of SERVICE UNQUESTIONABLE, yet are reasonably priced.
Catalog and full data on request.
CHARLES B. KIRKHAM, savona, n. y.
The Only PATENTED Propeller
PATENTED MARCH 14. 1011; JULY 25 1011; OCTOBER 17. 1911: OTHER PATENTS PENDING
PARAGONS hold a special grip on all who strive for the highest and best—those who appreciate the maximum of strength, safety, service and efficiency as exemplified by the modern, highly developed and improved propellers known as Paragons. Paragons are made and carried in stock in three grades:
Grade* A and B are the strongest, most perfect, most beautiful and most efficient propellers in the world. Their durability is so great we can afford to insure Grade A against all accidents of any kind while on the machine,—even at these prices—$45 to $58, according to pitch, for the lh ft. size. Other sizes accordingly. Grade B has all the strength of Grade A and nearly the toughness at a cheaper price. Grade C is made of beautiful hard Cherry throughout. In strength, durability and efficiency there is no other propeller equal to them (excepting our Grades A and B) either in the United States or abroad. Only $31 to $41 for the 7£ ft. size. Other sizes accordingly.
We are furnishing many Three-Bladed Paragons for Naval and Military Machines at one and one-half times above prices. For hard service Paragons are pre-eminent, they never split.
Get our Information Blank, our Descriptive Matter and our Suggestions gratis, and be wise about PARAGONS. Visit our new factory. Inspect our goods, our specially designed machinery and other equipment. Seeing is believing.
FOR WRIGHT-TYPE MACHINES
New Process Paragons twisted under moist heat and pressure. Seamless and jointless blade faces. Weight 9 to 12 lbs. Tested to 400 lbs. bending strain. Approved and purchased byU . S. Navy Aviators. Sold strictly on approval. Get prices.
AMERICAN PROPELLER COMPANY, 243-249 East Hamburg St., Baltimore, Md.
Mr. Frank T. Cofkyn, Pioneer Aviator, License No. 26, 1910, the first to fly double-hydroplanes—well known on account of his famous Hydro flights about New York Harbor last winter—has been engaged to take charge of the Burgess Schools.
Thorough training in aviation requires three things :
First: Opportunity to study construction in an actual manufacturing plant. Second : Thoroughly reliable double control aeroplanes. Third : A teacher of long experience.
Burgess Schools meet these requirements,—hence the Government has selected the Burgess School for training its officers, both Army and Navy, in the hydro-aeroplane.
Particulars concerning winter courses furnished upon request.
We are clearing our stock of new and used aeronautical motors at one-third value, 25 to 50 H. P. Great opportunity to secure a good motor cheap.
BURGESS COMPANY AND CURTIS
MARBLEHEAD :::::: MASS.
All Those New
were^ made with
HpHE Bosch Magneto will be found on all those aeroplane engines which are known for their record-breaking performances or their consistent and unfailing service.
The Bosch Plug is 'as good as the Bosch Magneto, of course.
Bosch Magneto Company
222 WEST 46th STREET, NEW YORK
The Wrig-ht Experiment of 1907.
The History of the Flying Boat
TRANGE as it may seem, the latest type of aeroplane, the water flying machine developing into the air boat, is really the oldest form. Early experiments, those made by Voisin, Ble-riot and Archdeacon in 1905 and 1906, after Or-MMM'M^ ville and Wilbur Wright blazed the way, and still earlier by Wilhelm Kress, of. Vienna, in 1898-1900, were conducted on the water, doubtless with a view to safety. Santos-Dumont attached wheels, as did Elleham-nier, in Denmark, and Vuia, in France, and Ellehammer was able to fly 162 feet in January, 1906, the first European flight. From
The Tirst Curtiss Hydroaeroplane.
that time on wheels were used by all except the brothers Wright.
The Wrights, though it is not generally known, essayed to fly from the surface of the river at Dayton in March, 1907, using the
propellers, the transmission plant of the 1905 flyer and an old motor that had not been used for several years. The maximum power used in the tests was 14 H. P., though the motor should have developed 20. The weight of the craft was a little over 1,200 pounds, which corresponded closely with what the aeroplane was expected to weigh when equipped with light pontoons. As will be seen from the illustration, only the pontoons, with a sort of deck frame, were employed in the tests. The intention at the time was to make a long cross-country flight, following some stream, such as the Ohio, and possibly appearing at the Jamestown Exposition. On the night of March 21, however, the dam broke and left the water flyer without any water.
The greatest credit should be given to Henri Fabre for producing the first hydroaeroplane to fly. The machine was absolutely unique in every respect. His first flight, the first from water in all the world, was made near Marseilles, France, March 28, 1910.
Though Armand and Henri Dufaux are reported to have flown on August 28, 1910, with a biplane, the second really successful water machine was built by Glenn H. Gur-tiss and flown by him. After unsuccessful experiments with twin canoe-shaped pontoons fitted to the old "June Hug" (January, 1909), delays occurred, and it was not until January 26, 1911. that actual flights were made at San Diego. A system ot twc floats, arranged tandem, was employed, these being in the place usually occupied by the running gear. Then a single long boat was tried and found more adapted to the
The Burg-ess-Curtis of 1912.
purpose (February, 1911). Both of these types flew successfully. Various minor changes were made, until, in January, 1912, a twin tractor machine was tried, but because of chain transmission troubles Curtiss went back to the direct drive. This machine had the engine set in the hull of the boat, which resembled largely the present Curtiss flying boat. [See AERONAUTICS for April, 1912, for full details and scale drawings.]
In 1911 several flights were made by Antony Jannus in the Farman-type biplane of 15. R. Brown, of Baltimore. This machine had 3 floats and 3 wheels.
The Burgess Co. & Curtis attached pontoons to their machines and scores of flights were made in October, November and December of 1911, and in January of 1912 Brookins and Webster did passenger carrying with a Burgess-Curtis hydroaeroplane in Florida.
Frank Coffyn had a pair of floats built for Russell Alger's Wright and made flights in October, 1911, and in New York harbor in February of 1912. During the same winter of 1911-1912 Captain Hugh L. Willoughby experimented with floats in Florida.
The Wright Company, as a company, has I not thus far produced any hydroaeroplanes, ' though Wright machines have been fitted and flown with twin floats by Coffyn and the Burgess company.
In the summer of 1912 Howard Gill and Pthe Burgess company built a hydroaeroplane I with two engines driving two independent [sets of propellers for the Gould prize, which [ was not awarded for reasons which readers of AERONAUTICS know.
In the Fall of 1912 the Benoist Aircraft Company fitted a single large float to their biplane, and it took part in the Chicago meet. In November, as everyone knows, Jannus used his Benoist tractor hydroaeroplane in his 1,835-mile flight from Omaha to New Orleans, the longest continued journey made by a water flying machine. The Curtiss army machine holds the world's record for longest non-stop flight with a water flyer—over 6 hours.
Of the twin-float system, a departure has been made by the Burgess Co. & Curtis in the design of floats which they have fitted to the army's new coast defense machine, tests of which have been made by Frank Coffyn, now with the Burgess company, in January, 1913. AERONAUTICS publishes herewith the first picture of this new machine. The 6-cylinder Sturtevant engine is entirely within the "fuselage," which is closed in with linen, varnished. In other respects the machine may be called an enlarged Wright. The sketch of this machine will show the novel shape of the floats. It represents a distinctive type of construction, meeting the special demands of military use for recognizance and scouting purposes. It has been called the "Coast Defense" machine.
The operators are located in an enclosed nacelle well forward of the main planes and with no obstructions of any kind to their view. At the same time they are well protected from the weather by the location of their seats within the enclosed body, as will be seen in the drawing.
The planes are of a new type of construction, of very much greater strength than
The Coffyn Hydroaeroplane.
has heretofore been used. The hydroaeroplane is powered with a 60 H. P. Sturte-vant (3-cylinder motor, amply muffled, as are all Burgess power plants, with a hand-starting device for starting the engine without leaving the plane. [Description of this device has appeared in a previous issue.]
The aeroplane is supported in the water by two hydroplanes of a new type recently designed by Messrs. Burgess and Curtis. They are of the two-step variety, the two planes being set at widely varying angles to one another, so that the aeroplane as it increases its momentum rises on its forward step and almost automatically falls back upon the rear of the boat as speed increases, throwing the planes at a very efficient angle for leaving the water. The rear step is concave in form and ventilated by a large air tube. The boat is built of copper and braced with Spanish cedar. Patents covering design are applied for.
The tail is very similar to that of the Burgess military weight-carrying tractor aeroplane which was delivered to the Signal Corps during the last season. The hydroaeroplane as a whole is built to conform to the regular army specifications.
The design of a new hydroaeroplane, or "flying boat," was completed immediately upon Mr. Burgess' return from the Aero Show in France, and he has been able to supplement his own ideas from the very careful study of the development in Europe during the last year. This machine is to be powered with a 70 H. P. Renault motor, and will be delivered early in the year.
G. C. Loening has experimented with a Bleriot copy monoplane, using a boat-shaped body in the summer of 1912 and others here and there about the country, individuals, at-
tached floats to their machines with indifferent success.
Abroad, Voisin took up Fabre's work and brought his own machine to success in May, 1911. Others followed. The water-flying meet in 1912 brought a Curtiss hydroaeroplane of the standard type, one adapted from another, and nearly every French maker was experimenting with water machines. In England also a considerable number of flights were made, but none of the European or British machines attained the success of the American hydroaeroplane.
Beginning 1913, the "flying boat" may be picked as first choice of the card. From an aeroplane adapted to start and land on the water we come to the motor boat equipped to fly in the air.
The Curtiss and the French Donnet-Le-vecque appeared at about the same time— these typify the expression, "flying boat." For the coming year we must add the Benoist and a little later the Burgess "flying boat" in America—and abroad there are several examples of this class.
Preparations for a wonderfully active year are noted by the New York Aeronautical Supply Company, which is at present working double shifts to keep pace with its orders for immediate and future delivery. It is a pleasure to examine a catalogue so marvelously complete as issued by this company. The catalogue lists "everything from a turnhuckle to an aeroplane in knock-down form." The turnhuckle and wire tightener department is especially well represented with types and sizes. Over 750 individual parts and fittings are described and priced, and anyone interested can obtain a copy by sending 10 cents in stamps to that concern. The sale of two military Curtiss types and one Bleriot XT monoplane—all in knock-down form-—to a South American army, to l>e used for scouting purposes, is reported. This company handle the "HOOLD" military helmet.
The G-ill-Burg-ess Twin Eng-ine Gould Prize Machine.
The Standard Curtiss Hydroaeroplane 1911-1913.
G. C. Loening's Aero Boat.
AERONAUTICS Page 15 ]anuari, mi
Scale Drawing- of Coffyn Floats.
The Benoist Flying Boat
jHE new "flying boat" of the Benoist Aircraft Company, in St. Louis, is the second of its type in the States to be placed on the market. While it resembles most of all the French Donnet-Le-vecque, it has the Deper-dussin style of control, using a wheel to operate ailerons and a push and pull on same wheel to elevate or lower and steer with a foot bar. A novelty is the
center of pressure on the wings and fitted with air tubes to relieve suction. The hull has three compartments, with check valves in each. The boat measures 23 feet 10 inches long by 261/& inches at widest part.
The motor is a G-cylinder 75-H. P. Roberts 2-cycle, Bosch equipped, driving by Diamond roller chain (1-inch pitch, %-inch wide) at crank-shaft speed, a Benoist 8-foot 6-inch diameter propeller, by 5-foot pitch, the sprocket shaft being a l^-inch hollow steel tube. Ball thrust bearings are placed in containers at the front and rear ends. The
unique radiator placed below the upper propeller shaft.
The planes are standard Benoist surfaces, the same as used in the tractor machines, of 5-foot sections, 46-inch chord, with a camber of 2 inches. The rudder and elevator is also standard, the elevator measuring 10 feet by 28 inches and the rudder 3 feet by 3 feet. Both the elevator and rudder flex for control, using springs with oak strips in place of ribs. The spread over all is 42 feet 2 inches. The distance betwen planes is 5 feet. Goodyear fabric is used for covering, double surface.
No vertical surface is used at the rear. Steel tubes of % inch and y2 inch diameter guy the rudder and elevator post.
The control wires are in duplicate and run exposed (through tube guides on elevator and rudder beams) to the side of the boat, where they enter through guides.
The boat is built of spruce, 5-16 inch thick on the sides and % inch on bottom, unlam-inated. Horizontal and cross ribs are 6 inches apart. A %-inch keel of spruce runs the length of the boat. The bow has a metal and wood frame, over which canvas is stretched, and fastened by a strip of wood the length of the boat. The rear half of the boat has a rounded top surface similarly constructed. There are three steel shod, runners, 1 inch square, running the length of the bottom to protect the hull. There is an oak skid at the extreme rear and a small wooden rudder for turning in the water. This is connected with the air rudder. A 3-inch step is located under the
engine itself is located on two beams, 1 inch by 8 inches of spruce, which rest on the bottom of the boat, and built integral. The lower plane is open in the center section and an aluminum hood covers the motor. The exhaust is carried outside the boat, but not muffled.
A 1 %-inch steel tube distance rod extends from the engine sprocket to the propeller sprocket. At the top end the inside is threaded to receive the ball-bearing housing, and, therefore, is capable of adjustment for tightening or loosening chain.
The propeller shaft is housed in a steel tube riveted to the bearings. The sprockets have 18 teeth and are 6 inches in diameter. New Departure ball bearings, %-inch balls, are used.
The passenger is placed behind the operator, directly in front of the motor, the same as the regular Benoist tractor. The controlling system is dual, allowing passenger to control machine if it is desired. The machine has a carrying capacity of three passengers, besides the pilot, the same as the standard Benoist plane, which now holds the American record with three passengers and pilot, made at Chicago during the last international meet by Tony Jannus.
The machine will also be capable of landing on land by being equipped with wheels, which may be raised or lowered by operator at will by means of a lever.
The weight of the machine is 1,004 pounds empty. All wires are stranded Roebling cable.
The outfit is listed at $4,150, including extra propeller and 2 extra sections.
RATES: 15 cents a line, 7 words to the line. Payments in advance required.
MOTORS FOR SALE.
FOR SALE—New ""Wolverine" motor, 25-30 h. p., 220 lbs. thrust, $350, will sacrifice for casb. Also for exchange runabout auto, 2-3 cyl. marine engine of 10 h. p. Address Post, 1020 McBride, Syracuse, N. Y.
FOR SALE—6 cyl. "Aero Special" Elbridge 2 cvcle. magneto, radiator, complete, new, sample! Original price $1,S00, will sacrifice at $S00 cash. Also 4 cyl. used, good shape, with magneto, at $450. Address at once, Two-Cycle, c/o AERONAUTICS.
ROBERTS—New Roberts 4-X motor, 50 h. p., weight 165 lbs. Radiators, propeller, etc. 390 lbs. thrust. Address Wilson Southard, 1827 Pulaski St., Baltimore, 3Md.
ANTOINETTE AERO MOTOR FOR SALE— 70 h. p. water cooled, practically unused, fine condition, regular price $4,000; going for $400. Also 4 Bosch magnetos, and a quantity of engine fittings. Address "Antoinette," c/o Aeronautics.—Mar.
FOR SALE—A few Model D-4 Gray Eagle motors, slightly used, that have been taken in trade for larger motors. In first class condition, and guaranteed, at bargain prices. Kemp Machine Works, Muncie, Ind.—T. F.
GNOME FIFTY-—who wants it? Has been used bv Charles F. Willard. Perfect condition. Make offer. Address, "GNOME," c/o Aeronautics.
ENGINE FOR SALE—S-cvl. "V," list price, $1,500; new. never used. To one who bnvs this motor gets one of those few real bargains that aren't nicked up every day. Thoroughly tested by maker who desires to sell the last one in his shoo. Complete with propeller, $<?00. Address, "Eight Cylinder," c/o Aeronautics, 250 W. 54th St., New York.
SACRIFICE—A C'nrtiss tvoe biplane, flown by one of America's most famous aviators, with S rvl. Ilall-Seott 00 h. p. motor, all in Al condition, for $1,800 cash, subieet <o demonstration to bonafide purchaser. Shinping boxes, propeller, crates, completely equipped for the road. Free instruction in flight to purchaser at well-known flying field. The best bargain of the season. Opportunity knocks but once at every man's door. Address "Sacrifice." c/o Aeov-nautics, 250 W. 54th St., New York.
GET MORE POWER—Send 25 cents for details of valuable combination device, for priming, cleaning carbon from cylinders and obtaining greater power through increased r. p. m. Easily attached to any motor; inexpensive. No changes in motor need be made. Address Beier, c/o Aeronautics.
FOR EXCHANGE or sale Uncovered Ble-riot-type wings and rear fuselage. Would like to get one man dirigible sas bag. Whal have you? Grotzinger, P. n. sta. 1 >, Baltimore, M !.
RARE BOOKS—Occasionally it is possible to secure copies of Wise and Astra Castra. These are very scarce and are two of the absolutely necessary books for an aeronautical librarv.
ASTRA CASTRA, by Hatton Turnor, Cloth, London, 1S65, manv fine plates. $10.
A SYSTEM OF AERONAUTICS, Comprehending its Earliest Investigations and Modern Practice and Art, Designed as a History for the Common Reader and Guide to the Student of the Art, by John Wise, Svo., cloth, Phila., 1SF.0. $10. Aeronautics, 250 W. 54th St., New York.
ASSORTMENT of complete power plants, including: Curtiss 25 h. p., 4 cyl.; Clement-Bayard 30's; Hendee (Indian) 7 cyl., 50. Bargains at 50% below cost.
Immediate delivery of genuine Bleriot and several antiquated but successful aeroplanes of nexcelled workmanship "for a song." Address, Assortment, c/o Aeronautics, 250 Wr. 54th St' N. Y. City.
SPECIAL GOOD BARGAINS—1 Gnome engine, 50 h. p., complete with mountings for biplane, everything ready to run. Can demon-trate. Nearly new. Fine condition. $2,000.
Complete set of parts for Gnome 50, enough to assemble complete engine; all kinds socket wrenches and tools for same; mounting frames, controls, etc.
Bleriot type monoplane for Gnome engine, two Bleriot types with Anzani engines. Sets of parts.
All these from well known concerns. Everything can be seen before purchase. Cheap for cash. Address Mono, c/o Aeronautics, 250 W. 54th St., N. Y. City.
FOR SALE—Curtiss type biplane equipped with 50 h. p. Gnome motor. Everything in excellent condition. Shipping crates. Must be sold at once. Best offer takes it. Address Curtiss, c/o Aeronautics.
FOR SALE—1912 genuine Curtiss aeroplane with hydroaeroplane attachment. Model "P" exhibition type. Brand new Curtiss Model "O," 8 cylinder, 80 h. p. motor. Extra parts, crates, etc. The ideal high powered exhibition machine. Quick sale necessary. If interested write at once. Address Curtiss Hydro, c/o Aeronautics.
TTRES—Double the service of your aeroplane tires by using Security Reliners. Make your double tube tires good as new at slight expense. Security Reliner Sales Co., 250 W. 54th St., New York.
WANTED—Motor for use with Curtiss hydroaeroplane; also Curtiss hydroaeroplane or Santos Dumnnt aeroplane, less power plant, in good condition. Bryce Rea, 347 W. 57th St., New York.
WE BUY wrecked aviation motors, repair and sell Albatross and Detroit Aero. Save stamps. A. J. llartman Co., Silverleap Av., Burlington, Towa.
RENTON'S COMPLETE CATALOG—Get it for stamps. Chicago Aero Works, 143 N. Wabash Av., Chicago, 111.
IDouble Hvdro Floats, weight. 55 lbs. each, pair, $250. I Running Gears, Farnian or Wright, complete, $42.50. I Hubs, knockout axle or to fit, 1", Its", l'-i", or l1"". I
J. A. WEAVER, Jr., Mfr., 132 West 50th Street, N Y
IWheels, 20" x2M". complete, $6.00 - 20" x 3". $8.25, with Curtiss or Farman type stock Hub. 6" wide. We make any size or type of wheel. .SVnrf for list. Compare my prices with all others.
Scale Drawing's, Benoist Plying- Boat.
Pounds ! i
From the " MO TOR WA GEN'' of Nov. 20, 1912
£T In the testing establishment of Dr. Bendermann at Adlers-^-Uhof (near Berlin) a 7-cylinder Gyro Motor was recently tested. In a 5-hours endurance run and at 1,000 R.P.M., an average of 45.7 H.P. was obtained. The fuel consumed was 14.7 Kg gasoline per hour and 3.06 Kg lubricating oil, which is more favorable than the Gnome motor of the same horsepower. The weight of the motor was 73 Kg.
Built of Nickel Steel and Vanadium Steel throughout
Sizes 3, 5 and 7 cylinders representing 22, 35 and 50 horsepower Under Construction: 7-cylinders, 80 H. P., 5-cylinders, 60 H.P.
Send for Catalogue
THE GYRO MOTOR COMPANY |
774 GIRARD STREET :: :: :: WASHINGTON, D. C.
Agents for SIMMONS Propeller*
On Aeronautical Motors
By A. HYATT VERRILL
EDITOR'S NOTE: The following consists of excerpts of a very plain talk by A. Hyatt Verrill before the Aeronautical Society on November 21. The entire lecture is not printed on account of its length.
In the talk he describes the essential details of several foreign motors as well as three unique types of American motors, the two Tre-bert engines, which have already been described in AERONAUTICS, and the Mercury S-cylinder " V " which has been in use in speed motorboats.
It is barely possible that the remarks may not be entirely applicable to American motor manufacturers; yet, they too, recognize that there undoubtedly is plenty of room for improvement in some of our home-built engines.
Criticism is good even for the optimists and the broad-minded welcome all intelligent discussion, so the following is well worthy of notice by engine designers.
fiN my comparison of motors abroad and at home 1 shall try to point out the shortcomings of our engines and the necessity of American manufacturers' and designers' producing new and more up-to-date engines. * ******** Any motor
that is light enough and powerful enough for aeroplane use and will stand up day after clay under the severe strain and constant load of speed boat use will prove dependable for flying, for in the former case the engine is subject to many demands and requirements entirely absent in aeroplane propulsion.
In my comparisons of American and European motors my statements may not please some of my hearers, if they happen to be manufacturers or dealers in American motors; for in nearly every case the American motor will suffer in comparison with its European prototype but I believe in stating facts as you find them and not as you would wish to have them,—a fault with many manufacturers by the way. And speaking of manufacturers, I wish to make a few remarks regarding their methods. Before doing so, however, I wish it clearly understood that I do not refer to all manufacturers or to all American engines for it is an indisputable fact that they do produce efficient motors that are in daily use and that a large proportion of these men are honest and painstaking and use every endeavor to produce the best motor possible.
A certain number, however, do not care in the least for the quality or efficiency of their motors so long as they can dispose of them to amateurs and others and while boldly advertising their engines as "capable of flight" and as having actually flown they cannot back up their statements with facts.
Such motors are often "guaranteed to fly any properly built aeroplane" or are "guaranteed for life", etc.; and yet in every case a loophole will be found which enables the
maker to crawl out of the guarantee. Such guarantees are like a "Mother Hubbard",— they cover everything and touch nothing.
Another matter in which our manufacturers, or their advertising managers, err is in exaggerating. I have in mind one particular motor which is really an excellent engine and it is used in a great many 'planes; it is the standard power plant of several with records; yet the catalogues of this motor company contain statements palpably false and misleading. They state that their motors "have never failed," that "not one user of their motors has ever abandoned it for any other," that "no accident has ever happened" that could be laid to their motor, and that one of their engines has been "flying continuously" for over a year with less than ten cents worth of repairs; while finally the statement is made that there are more of their motors in actual flying use today in the U. S. than any two of its competitors. If this statement refers to actual competitors in the same class—two-cycle, vertical, this may be true, hut if intended to apply to all competitive motors it is absolutely ridiculous on its face. Their other claims are as absurd; for no motor made has "never failed"; no two-cycle motor ever produced has been run "continuously for a year" without requiring new bearings or readjustments of bearings which alone would cost more than ten cents; and, certainly, if it has been "flying continuously" for that time it has set a wonderful new endurance record for flight. Moreover several accidents have occurred in which this particular motor figured conspicuously and 1 am personally familiar with one very serious accident that occurred near my own home and which was directly due to motor trouble. And last of all I could mention several men who have used these motors and discarded them for other makes—a thing that is constantly being done with various motors in the never-ceasing effort of aviators to secure the best motor for their use.
Such exaggeration is uncalled for and only serves to mislead the uninformed and create suspicion of all statements to those familiar with the facts. As a result of such methods one cannot be sure of any statement the manufacturers make and as a result, when a man starts on a flight with such a motor, he never knows where or how his flight will end as it all depends on the motor and, in a way the aviator is in much the same condition as the boy with the steer, who, when asked where he was going, replied: "Don't ask me, ask the steer."
With the advent of the aeroplane many new forms of gasolene engines made their appearance, the object of each and every one being to reduce weight and parts to a minimum without loss of power or efficiency.
THE AERONAUTICAL BOOKSHELF
Epitome of the Aeronautical
Annual By JAMES MEANS
In one volume is contained the principal articles from the three annuals of 1895, 1896 and 1897, published by Mr. Means. Contains the theories and experiments of Caytey. Wenham, Lilienthal. Maxim, Langley and others, written by themselves. Fundamental facts are given. One of the absolutely necessary volumes. III., 224 pp., $1.12
The Problem of Flight
By HERBERT CHATLEY
A strictly technical book for the engineer.
111., 119 pp., $3.50
The Conquest of the Air
By the Late Prof. A. LAWRENCE ROTCH
A popular but authoritative book on the Ocean of Air, History of Aerostation, Dirigible Balloon, Flying Machine, The Future of Aerial Navigation. III., $1.10
By DR. ALBERT F. ZAHM
In popular terms Dr. Zahm portrays the progress of aeronautics.leaving out unproductive experiments. The pilots of today know little of the history of the machine they use daily. The percentage of those who are familiar with progress is small. Dr. Zahm writes an absorbing volume which must take its place on every bookshelf.
III., 486 pp., $3.00
Art of Aviation
By ROBERT W. A. BREWER
One of the best handbooks on aviation. Semi-technical. A really valuable book for the amateur, experimentor and pilot. HI., 266 pp., $3.50
Langley Memoir on Mechan-
™1 n^U* By Prof. S. P. LANGLEY lCai rilgni and CHARLES M. MANLY
In this ponderous volume is found additions to Professor Langley's previous work and contains wonderful photo graphs and scale drawings of all of the models and the engines constructed and tested by Langley and his assistant, Mr. Manly. The mathematician will delight in the formulae and the practical man will And a vast amount of data. One of the scant dozen "best books."
Handsomely ill., 4to, 320 pp., $2.50
Curtiss Aviation Book
By GLENN H. CURTISS and AUGUSTUS POST
A popular book. Describes Curtiss' flights, his early life, how he planned and worked out his machine—close view of the man. Other chapters by Lt. Pud Beck. Lt. Ellyson and Hugh Robinson. 111., 307 pp., $1.49
Maxim's "ARTIFICIAL AND NATURAL FLIGHT"
Loening's "MONOPLANES AND BIPLANES"
Brewer's "ART OF AVIATION"
Hay ward's "PRACTICAL" AERONAUTICS
Bird-flight as the Basis of
Aviation By gustav lilienthal
Covers the gliding work of O. and G. Lilienthal.
III.. 166 pp., $2.50
The Aeroplane in War
By C. GRAHAME WHITE and H. HARPER
A book with prophecies of the future. III., $3.00
Experiments in Aerodynamics By Prof. S. P. LANGLEY
This with the other Langley book forms the keystone of the aeronautical library. Purely technical. Details of the experimental machines of Piofes.ar Langley. The indispensable book. III. $1.50
Artificial and Natural Flight
By SIR HIRAM MAXIM
Concise history of development of flying: machines and Maxim's own experimental work. There are but few worth-while technical books on aviation. This is one. Ills., 172 pp., $1.75
By GROVER C. LOENING
Covers design, construction and operation. The author has taken the work of the best known experimentors and analyzed the results, comparing them and averaging. Another nec' essary book. III., 345 pp., $2.50
How to Build an Aeroplane
By ROBERT PETIT
A handbook for the young man in school, or beginning building for amusement. A semi-technical book, simply written. 111., 131 pp., $1.50
Building and Flying an Aeroplane By chas. b. hayward
A practical handbook, covering construction of models, gliders and power machines. III., 160 pp., $1.00
By CHAS. B. HAYWARD
Treatise on Dirigibles, Aeroplanes, Molors Propellers. Practice, Future, etc. 111., 800 pp., $3.50
AERONAUTICS, 250 W. 54th St., New York
As the power of any motor can be increased only by either enlarging bore and stroke or by adding more cylinders (provided the speed remains constant) and as the problem of making large cylinders of light weight presents many difficulties, the addition of more cylinders is the logical result.
Although two or more cylinders of the same size will not necessarily give two or more times as much power as the single-cylindered motor of the same size, yet the other results obtained in the form of even balance, freedom from vibration, and simplicity in mechanical details, more than offset any disadvantages. Practically all successful aerial and automobile motors are now of multiple-cylindered design. Two, three, four, six, or eight cylinders are commonly employed in the stationary cylinder motors, while any number from three to fourteen or more may be employed in rotating motors. The weight of any motor is mostly contained in the cylinders, pistons, shaft and crank-case and the weight will usually be in proportion to the cube of the dimensions. It will thus be seen that if the cylinders are arranged in a row vertically the weight of crank shaft, case, etc., will be in exact proportion to the cylinder capacity and the addition of every cylinder will add a proportionate weight of case and shaft to the whole fabric.
If on the other hand we place our cylinders in a position which permits of the same cylinder capacity with a reduction in size of case and shaft, a great deal of weight can be eliminated without loss of power or efficiency.
This fact has led to the V-shaped, star, radial, opposed and other forms of light weight motors. With the cylinders in a row the shaft is as long as the over-all length of all cylinders; but if we place these same cylinders diagonally or in a "V," or in an opposed position, the length of crank case and shaft may be reduced to about one-half the length with the same cylinder capacity as in the vertical form. In the diagonal or "V" motor each pair of cylinders is coupled to the same crank throw and even with two cylinders at 90 degrees and by using counterweights (equal in weights to the reciprocating parts of one cylinder) very even operation and balance may be obtained. The addition of any counterweight, however, adds weight without gain in power and hence it is far better practice to balance the motor by using additional cylinders and for this reason "V" motors are usually of four, six or eight cylinder construction. In the opposed-cylinder motor the two or four cylinders work through two cranks opposite one another and practically result in the true reciprocating double action impulse found in the steam engine, and even the two-cylinder form requires no counterweights and is in better mechanical balance than the four cylindered-vertical or "V-motors".
Still another method of shortening the crank case and shaft without sacrificing
cylinder capacity is the adoption of the star or radial form, wherein the four cylinders are arranged about a crank-case in which but two cranks are required for attaching the four connecting rods, or, if counterbalances are used, a single crank may be employed. To overcome the objection to the counterbalances more cylinders may be added. By fastening three piston-rods to each crank a six-cylindered motor results with no additional length of shaft or case and consequently very little additional weight. The objection to the true "star-motor" is that the oil will invariably flood the lower cylinders.
To overcome this, the three lower cylinders may be placed on top of the case, with the same results and length of shaft and case as obtained in the star-shape. In a way the radial motor is very similar to the rotating motor, the only real difference being that the rotating motor has a stationary shaft and crank with the cylinders revolving about it, while the radial motor has stationary cylinders and a revolving crank and shaft.
Mechanically there can be but little difference as to whether the cylinders rotate about a shaft or the shaft rotates within the cylinder crank case; and if all structural details are equal, the only advantage the rotating type has is the flywheel effect of the revolving cylinders and the more efficient cooling in air-cooled forms. These are very minor matters, for a well designed multiple-cylinder motor does not require a flywheel anyway, and cooling systems are made which are perfectly efficient in stationary cylinder construction.
If the actual power per cubic inch of cylinder capacity in the rotating motor is investigated it will be found less than that obtained from non-rotating motors of equal capacity. The excellent results obtained from the rotating motors are probably due more to the careful design and light, strong construction than to any superiority of the revolving type itself.
As far as the superiority of any one form of stationary-cylinder motor is concerned there is little choice. All details being equal, a vertical motor will be as powerful, as reliable and as satisfactory as a "V" or star-shaped motor, aside from weight and size; but in neither of these forms is it possible to obtain the perfect balance and alternate reciprocating impulses typical of the opposed-cylinder forms.
(To be continued)
I wish there were an automobile magazine published that has as much detail as AERONAUTICS. F. E. S., Pennsylvania.
I have been taking — - and —--
extra besides AERONAUTICS, and they are|
--alongside of yours.
R. J., Pennsylvania.
Enclosed please find $6 for AERONAUTICS, the amount I neglected to pay for the best aeronautical paper ever published.
H. B., Connecticut.
j C. & A. Wittemann |
f AERONAUTICAL ENGINEERS +
Hydro-Aeroplanes Gliders Propellers Parts
Special Machines and Parts Built to Specifications
Large stock of Steel Fittings, Laminated Ribs, and Struts of all sizes carried in stock. Hall-Scott Motors, 40-60-80 H. P.
FLYING AND TRAINING GROUNDS
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AERONAUTICS, 250 West 54th St., New York
WELLES & ADAMS =M0T0RS—
One of the few moderate-priced motors that has actually made good.
50 H. P. 4 Cycle
Weight 200 lbs.—Valves in head—Cylinders cast separate—Every moving part oiled automatically.
Let us send you our illustrated catalogue showing Fred. Eells' great flight over the city of Rochester in biplane equipped with this motor.
1 f you wish to do something better than "Grass-Cutting"
WELLES & ADAMS, Bath, N.Y.
Built in capacities and types for standard and special aviation motors
Write for prices on standard makes. Send your specifications for special designs
EL ARC0 RADIATOR COMPANY
Broadway and 57th St., New York City Also Manufacturers of Automobile Radiators of all types
THE AERO WHEEL CO.
Builds all Kinds of Wheels for Aeroplanes and Monoplanes
Standard or Special Sizes at Very Low Prices
782 Eighth Avenue New York
J. C. (Bud) MARS, now booking season 1913.
Have never been connected with the American Aeroplane Mfg. Co. and School of Aviation.
17 North La Salle Street, Chicago, Ills.
Wake Up, Congress
AMERICA, where the first successful aeroplane was produced, now ranks last among the great world powers, as far as aviation is concerned, whether military or civil. While Great Britain, France, Germany, Russia and Austria are spending millions in developing military aeronautics, building and buying machines, training hundreds of pilots, offering prizes and testing safety devices, constructing aerodynamical laboratories, and encouraging inventors and constructors in every possible way, the American government is doing practically nothing. Even Brazil and Chile have adopted aeronautical programs that will put them ahead of us before the end of the present year.
Why are these governments spending millions of dollars on military aeronautics? Why is France, whose military technicians are the best in the world, bending every energy to remain mistress of the air, sparing neither money nor lives? Is it that these governments are gambling on chance, taking things haphazard? No! It is simply because military authorities the world over are now agreed that the aeroplane has become one of the greatest military aids yet invented or discovered. As an instrument of reconnoissance alone it will undoubtedly change the whole field of military tactics.
Why, then, is our government woefully neglecting aviation? Let us drop all sentimental reasons and ask the question only as a matter of cold business policy. While we are adding millions upon millions to our pension bills, why we are absolutely neglecting a new military aid—the French actually call it "the fourth arm"—which the best-informed authorities say will be of undoubted value in warfare? Has it ever occurred to the men in ■Congress whose duty it is to safeguard the interests of our beloved country, that these enormous pension bills might never have been necessary had past Congresses kept our military defenses in the proper state of preparedness? Why have we sent no officers abroad to study the wonderful progress of other nations? Why have we offered no prizes for devices giving greater safety in aeroplanes? Why has the government neglected to encourage the art in any way?
Here is our answer to these questions— a little cold-blooded, perhaps, but we leave it to our unprejudiced readers to say whether or not it is true. It is simply this: In our government there is entirely too much party politics; the average Congressman is too busy building and repairing po-
litical fences to give much attention to the defenses of the country. He is neither an authority on the questions of defense that come before him nor willing to follow the advice and opinions of those who specialize in military and naval warfare, unless such opinions follow the lines of party policy. Why did the last Congress refuse to carry out the established naval program of the country, even under the strongest protests of those whose duty it is to preserve the navy with their services and their lives? It was simply a matter of party policy! This is putting it a little strong, perhaps, but when self-interest, politics and graft throw their vulturelike shadows over our national defenses it is up to somebody to say something. The editor of this magazine is not afraid of Congressional retaliation; most members of Congress never take the trouble to read an aeronautical magazine, anyway, and could not distinguish a biplane from the binominal theorem.
WHAT WE WANT: Congress to wake up, to appropriate a million dollars for military and naval aeronautics, to give us four battleships this year, to put our army in condition to protect what we've got, including the Philippines, Hawaii and the Panama Canal. Now is the time to save the cost of an expensive war, thousands of lives and hundreds of millions in pensions. The nation which is prepared usually determines whether war shall take place or not. Will we get what we want? NOT UNLESS CONGRESS WAKES UP!
What's the Matter with Aviation?
ONE of the largest manufacturers of aeroplanes in the United States estimates the total number of aeroplanes produced in this country in 1912 for domestic consumption and for export, by manufacturers and individuals, as 64. Another smaller maker judges the number to be one-third of the 1911 figures. An actual count of aeroplanes was made by AERONAUTICS, and the figure, 750, published in the January, 1912, issue, was found to be the total output for 1911.
Discouraging as the year 1912 has been, much of the lack of interest must be] charged to the aeronautical trade itself.
The perfectly good aeroplane companies, the real manufacturers, of whom there are but few, have exhibited little of the pro! gressiveness displayed in the selling campaigns of automobile builders and motor-boat makers. To the majority of the engine builders may be applied the same criticism. The failure of overoptimistic individuals
Another Record for the
American Passenger Altitude:—5,006 feet — 1 hour, 6 minutes SLOANE AEROPLANE CO. 1733 Broadway, NEW YORK CITY
Agenti:— Eamei Tricycle Co., San Francisco; National Aeroplane Co., Chicago ; W. E. Bonghton, Wasbington, D. C.
Farman Running Gears Complete, as above - $47.50
Everything to build any type flying machine.
New Catalogue with working drawings of Curtiss, Farman and Bleriot-type machines in course of construction and will be mailed free upon request to all parties as soon as received from the printer. Write for quotations.
A FEW IMMEDIATE DELIVERY PRICES
Curtiss Steering Wheels - $9.00 FREE with
every $50.00 order for Aeronautical Supplies FLEECE-LINED AVIATOR CAP.
Curtiss Seats -5-Gallon Tanks Aviator Caps -Outrigger Fittings -Oval Post Sockets -
5.50 6.15 1.25 .29 .17
Aluminum pulleys with brass bushings:
2" 25c, 2^" 30c, 3" 40c. Wheels and Tires complete, Eclipse Hub:
20x2£n $6.75 20x3" $9.50 E. J. WILLIS COMPANY, New York City 85 Chambers Street (Telephone 3624 Worth) 67 Reade Street
Made in two sizes
50 H. P. 6-cyI. Air-cooled,
PRICE, $650.00 Complete
100 H.P. 6-cyl. Water-cooled, 3%!f£
PRICE, $850.00 Complete Catalog Free Agents Wanted
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List of BOOKS
AERONAUTICS, 250 W. 54th St., New York
DETR01TA.R0 power plant
COMPLETE &300 READY TO RUN
INCL.PROPELLER-CAR6URET0R-B0SH MAGNETO. OIL PUMP-CABLE-SWITCH-MOUNTING 80LT5
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We make an extra high grade plated finish wire for aviators' use.
FOR FURTHER INFORMATION ADDRESS
John A. Roebling's Sons Co.
TRENTON, N. J.
+ New and Enlarged Edition, Commencing January, 1913
The Leading British Monthly Journal Devoted to the Technique and Industry of Aeronautics.
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to make good on exhibition contracts with experimental machines, or poorly constructed copies; the forfeiting of contracts, the attempts at faking flights by crooked aviators, among whom are a few quite renowned pilots; the low-priced offers made by capitalless and makeshift outfits, have almost made profitable exhibitions flights of the past.
The scores of deaths, both here and abroad, have led the public to believe flying an extravagantly dangerous sport, but aeronautical organizations have done nothing to disabuse the public mind of this impression.
Another ailment is the invention disease. Shrewd but senseless ones evolve a weird flying machine and by the odd luck which sometimes leads the adventurer money is spent prodigally by E. Z. Mark, the wealthy head of a great manufacturing plant, the banker, the soap king or the club man, upon flying umbrellas, soaring multiplanes or aerial liners, while legitimate enterprises suffer for the lack of even meagre backing.
Unsuccessful wanderers found in aeronautics a new field and proceeded to make hay while the sun shone. These men left the most varied callings—clerks, alleged newspaper men, promoters, cold-chisel mechanics, printers and dentists—all sought the fresh grazing. Some started with honest intentions, others with dishonest ones. All were without capital.
From good beginnings the dentist started in to bamboozle, the mechanic to graft, the promoter to cheat, the typesetter to swindle and the magazines which had aroused the interest and fostered the art, or were, unfortunately, directly responsible for bringing to some of these petty larceny crooks the first real money they had ever seen, were not even paid for the questionable but well-intended services they rendered in encouraging these knights of the air. The aeronautical magazines are the first to be condemned and the last to be paid. Aviation has been the only industry which enabled a man to start with nothing and build up something of a business on nothing and pay nothing for the advertising which made his business.
These dentist - printer - mechanic - ne'er-do-well, diminutively petty larceny artists have brought such discredit on the most wonderful art of history that the public considers an aero club member a fool and the man who has a real interest in aeronautics a knave.
The conscientious amateurs who bmTt copies, bought genuine machines or purchased supplies for copies found themselves unfit for exhibition work, ran short of money, or grew discouraged for other reasons. A few sportsmen, men with red blood in their arteries, bought machines while enthused with the sight of famous flyers piercing the sky, but their enthusiasm quickly subsided when they found they were about to lose their life insurance and when their friends urged them to drop the alleged dangerous
sport. The capturers of easy money, the bonafide exhibition flyer who made good, the rascals who had to have some kind of a machine and motor to keep up appearance, the few dyed-in-the-wool scientific experimenters—all these made a ready market for engines, fabric, parts, wheels, and so forth. Mere and more engine factories entered the field, and the future looked bright. Business was encouraging, and the fakirs were undiscovered or were overlooked in the general prosperity.
All this was a year ago. During the past year the industry has been weaned. The adventurers are almost all out or are going out now. The weak members have succumbed to a financial stricture. The boom has passed, and we now look around and take stock.
The bonafide concerns with ample backing are stronger than ever before, some younger firms have pulled through the Slough of Despond and are in the field to stay.
If an "optimist is an ass," we beg pardon and venture that aviation is on a fairly firm basis right now and that progress will be real in the future. Let us now bend our efforts toward encouraging the idea of safety and reliability in the aeroplane, proselyting among the motor boat and the general sportsmen for converts to the flying boat and among less active club men for subscribers to the balloon voyage.
"AERONAUTICS" IN ENGLAND ENLARGES.
OUR esteemed contemporary, "Aeronautics," in London, commences a new series with their January, 1913, number. Like American AERONAUTICS, it was founded in 1907, and is the oldest paper in England. The paper has gradually progressed with the increase in the science and art of flying, the forward movement of which the paper has chronicled from the beginning of the practice of the art. The British industry has grown to an enormous extent, compared with progress in America, which makes it possible for "Aeronautics" to increase its size and scope. The scale drawings are a special feature, and the earnest endeavor of the editor to publish only accurate data deserves the support which doubtless he expects to continue to receive in increasing volume. AERONAUTICS in America extends its congratulations and best wishes.
Ttarry M. Jones flew a Burgess on January 13 from Boston to Providence with a cargo of Boston baked beans in parcels.
Application has been made by John G. Gil-patric for the official two-man altitude record, by reason of his flight in the Deperdussin at the Sloane School in Eos Angeles on November 2S last.
ASK MEN WHO KNOW
what they think of
St. Louis, Mo., Dec. 21, 1912.
THE ROBERTS MOTOR CO., Sandusky, 0.
Gentlemen:—"The motor Jannus used has certainly a record to be proud of, and I want to say that for power compared to weight, your motor has everything skinned a mile that I have ever been connected with."
"Standard Equipment, Paragon Propellers." SEND FOR COPIES OF OTHER LETTERS
The Roberts Motor Co. 143L^
Learn to Fly at the Curtiss Winter School
The best grounds The best equipment The best climatic conditions for practice
47 Graduates for 1912
Greater opportunities than ever before
Get our proposition
CURTISS AEROPLANE CO.
/ Dept. Y
HAMMONDSPORT, N. Y.
pilot's license trial at Curtiss
Lieut. Geiger, U. S. A., observing 4 \
.an Diego, Cal.
New Developments in Aeronautics
TEST OF GYRO MOTOR.
Seekers for facts will be interested in the test of a Gyro motor made by the "German Institute of Aeronautics," in Adlershof, Germany, on October 23 and 24.
The Gyro motor, having 7 cylinders of 4.3 inches bore by 4.75 inches stroke, is, with the Adams-Farwell also, unique by reason of the fact that the compression may be varied at will. Using a direct-connected propeller of 2.5 meters diameter, the motor was started on the test. After a few minutes the run was interrupted on account of freezing the carburetor. After making the intake to the carburetor larger, the motor was again started at 12:20 P. M., and the motor ran without interruption for 5 hours. During this time the motor ran very quietly and without vibration, and the speed of rotation remained nearly constant. Again trouble was had because of the carburetor freezing, but this was obviated by occasionally removing the frost with a stick.
The power absorbed by the motor, the revolutions and the gas consumption may be seen on the chart. A Morell tachometer was used and the turning moment was measured by scales. Two corrections must be made on the turning moment figures:
(1) There must be added the turning moment of the propeller shaft. In this motor, especially, this figure will not be material.
(2) From the total measured turning moment of the motor there must be deducted the turn moment which is consumed by the
resistance of the air of the crank case. These corrections have not been made.
The average speed of revolution was 992.5, the average horsepower without any corrections 45.43 H. P. The gas consumption for the five hours was 69 kilos; oil, 14.46 kg.; the consumption per horsepower-hour of gas is 0.304 kg.; oil, 0.0638 kg. The weight of the motor was 84.42 kg., and the weight per horsepower is 1.86 kg. These figures are not absolute, on account of above-noted corrections.
On the 24th the motor was tested, starting at 2:15, with the shaft at an angle of 15 degrees. In this position the motor was run 15 minutes. The average speed was 990 R.P.M. Afterward the angle was changed to 10 degrees, and in this position the engine ran 15 minutes more at 1,000 R.P.M. In both positions the motor ran very quietly, and without stopping.
The motor was then disassembled and each part was closely examined. There was no blemish on the intake and exhaust valves and no wear could be noticed on the bearings. No carbon could be found in the cylinders. The air cooling was proved efficient and no evidence of overheating could be found. Castor oil was used for lubrication, and the gas was about 76 grade.
Die Deutsche Versuchsanstalt fur Luft-fahrt, E. V., at Adlershof, near Berlin, is a semi-official testing station, which was selected by the government for testing a large number of motors made in Germany which were entered for the Kaiser Willi elm prize of 50,000 marks.
I ■ v+....
h' 1 |
* s •
60 H. P. Anzani Deperdussin
Holder of the American Passenger Altitude Record—5,006 feet — Time, 1 hour, 16 minutes
IN USE AT OUR
f*% T T f~\ T on Domingnez
jLHUUL vcl,d' wLos
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the best field, the best methods and have the finest equipment in America. At our school you are instructed by the most advanced methods and by most capable instructors. Write its for terms.
WE SELL AND USE Deperdussin Monoplanes which hold most of the world's records and are the safest machines built. Caudron Monoplanes are the most efficient and fastest of French Machines.
Sloane Monoplanes—the best and most successful American Machines. See them in our school. Anzani Motors—the best Aeronautical Motor made. Successful in both French and English Military Trials. Holds American passenger Altitude Record.
Gnome Motors are the best French rotary motors made.
Parts for both motors and aeroplanes we have always in stock—Repair work on delicate motors a speciality. All our work guaranteed. Aeroplanes and motors built to order in America's finest shop.
WIRE WRITE 'PHONE
SLOANE AEROPLANE CO.
210 Merchants Trust Bldg. 1733 Broadway
Broadway & 2d St., Los Angeles. Cal. New York City
"Phone Main 3(>T4 'Phone Columbus 5421
National Aeroplane Co.
60GS. Michigan Ave., Chicago, III.
NOISELESS AIRSHIP IN DRAB WAR PAINT
WASHINGTON, Oct. 30.—Successful experiments with a noiseless motor are being conducted by the array signal corps at the aviation field at College Park, Md. Lieutenant Harry Graham is directing the tests, which promise to make the aeroplane a much more effective engine of destruction and more useful for scout duty.
The army aviators also are preparii.g to experiment with a new color scheme for the machines which, it is expected, will make them praclieally invisible either by day or night at a height of 250 feet.
The above clipping from the New York (ilobe refers to one of the several
Siu rf e v a n P
REG. U. S. PAT. OFF.
in use by the Ariiivanil Navv Aeronautical Corps. —The .Ktuirevant Aeronautical Motors are the first to operate satisfaetorially with an effective muffler. —The sane design and sturdy construction commend them to anyone wanting a thoroughly high grade, dependable Aeronautical Motor.
Catalogue No. 2004 gives full information
B. F. Sturtevant Company B££.PM.k..
anrl all i>riiicii><il cities i>l the inn'ltl
W\i have a limited supply of booklets "Elementary Science of Aerial Navigation" which have become a trifle soiled and shelf worn: these regularly sell at 50c. each. We did not care to bring them with us from Kansas Ci y, when we removed our entire plant to Gulden City. N. V , hence, they have been left there for quick di-posal.
This booklet starts at the very beginning of the aerial discoveries and inventions, giving thehiston of man's first attempts at flights and showing illustrations of the early models and the progress of this wonderful me .nsof Iransportation, to its present day perfection.
We will send you one or as many as you want on receipt of K.I4 a copy in advance, which may be sent in postage stamps. Address T. G. MeGurrin personally, 220 Temple Block, Kansas City, Missouri.
MOTOR CAR PUBLISHING CO.
Gas Engine Troubles and Installation
^TROUBLE'S A S*.'* INSTAUATIOft
By J. B. RATHBUN. B.S.C.E.
Consulting Gas Engineer, Instructor >t Chicago Technic.1 College.
<1A booklhat shows youHOW TO INSTAtl HOW TO OPERATE HUWTO MAKE IMMEDIATE REPAIRS and HOW TO KEEP A GASOLENE ENGINE RJNNIf.G. lhe language is simple—The illustrations are cle.ir. lhe book is authentic complele updo Ihe-minule, written by an expetl nho is employed daily as a Consulting and Demon strating Engineer and Instructor. Kolhing has been omilied il contains no useless matter just the cream ol daily experience. 250 pages, 150 detailed iine drawings and illustrations.
D ',. FLEXIBLE LEATHER. $1.50
rnce, CLOth binding • loo
Send for New Edition of our complete book catalogue.
AERONAUTICS, 250 W. 54th St., New York
A COMPRESSED AIR STARTER
A starter which could be used without change, on land and water machines is that made by the Wilson Motor Starter Co., of Franklin. Pa. The regular system could be employed or, instead, to lighten weight, interchangeable air tanks could he used, such as are obtainable at garages and auto supply stations in every city. Two tanks could be carried, with a third "spare", giving 70 or SO starts.
Just think of making a flight with your "hydro", or aeroplane, without leaving your seat. Suppose, that at some time one were to land where the assistance of others is out of the question, the starter would be all the assistance needed when it come to "starting".
It would be an easy matter to attach this model of starter to any motor, providing the crank shaft extends through the crank case. The foot valve, which is used to operate the starter, can be located any place where it is convenient to push with the foot, and the air tank, which is 7" by 30", can be placed whereever it is out of the way. The pressure gauge should be placed where it can be conveniently read. The starter, tank and foot valve weighs about 50 lbs., but can be made much lighter for aeroplanes. It would not be necessary to put the air pump, which furnishes air for the starter, on the air craft, but could be arranged to run by an electric motor which could be left at the shed or on the field.
In operating the starter, all that is necessary is to set the spark and gas as though one were going to start the motor by the propeller, then push the foot valve with the foot. This can be repeated in five seconds if necessary, on the magneto or battery.
Referring to sectional diagram of Starter, which will be placed on crank shaft; dash valve on a portion of dash; and pump, which is a compound compressor, is to be dirven by lay shaft of transmission, cam shaft, or geared from any moving shaft, running only at the will of the operator.
In operation, the operator presses button A down, which due to lever O raises valve N permitting air to pass from the supply tank through line G to D down to starter and where a piston causes a rack to revolve
a gear which in turn engages a clutch to motor's shaft, causing the motor to spin around with the gear as the rack passes over it. As the motor starts the starter is freed from same, due to a clutch arrangement. If the operator has removed his
pressure from button A the rack returns automatically ready for another start. The complete operation is done as quickly as the button is pressed and released. The air back of the piston is exhausted through a pipe K, through orifice L and also at the bottom of the stroke of the piston through holes. Exhaust valve M and supply valve N cannot be opened at the same time. A valve in the starter cuts the supply before piston reaches end of stroke, so that operator cannot waste air by continuing to press on button A. Trouble from a backfire is provided for.
There is a gauge on dash to show pressure on the system, also a connection for filling tires. The pump is engaged at the will of the operator at any time the motor is running by pressing down and engaging foot treadle. By disengaging the foot treadle the pump stops. In from S to 18 minutes running of this little pump (depending on speed of engine) it furnishes enough air to start from CO to 35 times. Should the operator forget to stop the pump a safety valve on tank releases all pressure over 305 lbs. The piping is only 5-16 Inch flexible copper tubing and is used with a special compression coupling at joints.
The "Vice Consul General in Charge" at Hong Kong, China, issued last .lune an ordinance passed by the Governor and legislative Council, by which it is unlawful for anyone to go| up in a balloon, airship or aeroplane without! permission in writing from the Governor; norl having ascended elsewhere, to travel over anyi part of the Colony or to descend without per-J mission in writing. A fine of $500 or im-l prisonment for three months is the penalty.
U.S. ARMY FIELD
MOISANT AVIATION SCHOOL
Whi I e our contracts with Foreign Governments may require the entrance of a considerable number of Army Officers, we have increased our facilities so as to afford ample accommodation to our regular pupils. Enrollments should however, be made as promptly as possible.
Write for beautiful free booklet and address all communications to
Moisant International Aviators
U. S. RUBBER BUILDING Broadway and 58th Street, New York, N. Y.
Durable Fabric for Aeroplanes
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Most desirable because of its great and dependable strength. Due to way rubberized, this fabric is utterly unaffected by heat, cold, dampness or moisture. Won't shrink, stretch, or rot. It stays tight and it lasts. The highest standard of quality, Goodyear fabric is used exclusively by the Wright Co.. The Curtiss Aeroplane Co.. Burgess Co. & Curtis, The Glenn Martin Co. and other well known manufacturers and aviators. We also make Good> ear Aeroplane Springs and No-Rim-Cut Tires, the most serviceable aeroplane tires in existence.
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We are headquarters for Balloons. Built Complete and Guaranteed as to Construction and Quality.
The Goodyear Tire & Rubber Co.
THE AVIATOR'S FRIEND
In 50 to 150 H.P. units
The Military MAX/MOTOR Gives
1.—The utmost power from a given cylinder capacity.
2.^Extreme gasoline and oil economy to provide
for long flights. 3.—Ample robustness for the ha>-d knocks of
cross country work.
Write for Catalog
ICM&R. OTHERS* DETROIT
In answering advertisements please mention this magazine.
AMERICAN MILITARY AERONAUTICS.
The plan proposed by the Secretary of War in his report to Congress includes an appropriation of $1,000,000, of which $600,000 would lie used for the purchase of 100 aeroplanes, $200.-ooo for maintenance, spare parts, etc., and $200,000 for auxiliaries, including- sheds, motor trucks, etc. Tn addition to this. $1,000,000 is asked for the establishment of training schools, known as centers o faviation, on the Atlantic. Pacific and Gulf coasts, on the Great hakes and at interior points, with as many auxiliary centers as possible, preferably one in each State, for the training of officers of the regular army and the militia.
Unfortunately, one can scarcely entertain the hope that Congress will take such a liberal view of the situation.
President Taft, on December 19, appointed a commission to report to Congress on the subject of a national aerodynamic laboratory, immediately following the report made by Captain v\r. Irving Chambers, U. S. N., which renort was abstracted in the December number of AERONAUTICS.
The commission consists of the chairman. Dr. K. S. "Woodward, president Carnegie Institute < f Washington; Charles D. Walcott, secretary Smithsonian Institution. S. W. Stratton. director Bureau of Standards; Professor William J. Humohrevs. consulting physicist, United States Weather Bureau; Brigadier General James Allen, U. S. A., chief signal officer; Maior Samuel Reber, chief signal officer Eastern District; Captain W. I. Chambers. U. S. N. in charge of aviation; Naval Constructor David W. Taylor. U. S. N., in charge of naval model basin; M. B. Sellers. Technical Committee, Aeronautical Society, New York City; He-m-y A. Wise Wood, Aero Club of America; Bion J. Arnold, engineer; Professor W. F. Purand, scientifi engineer. Leland Stanford TTniversitv, California; Professor Richard C. MacLauri'\ Boston. Mass.. president Massachusetts Institute Technology; Charles M. Manly. New York City; Harold M. Sewall. Bath. Me.: Representative Herbert Parsons. New York City; Colonel Frederick N. Smith, Peoria, Til.; Reoresentative Frank West Rollins. New Hampshire, and as recorder. Dr. A. F. Zalim.
As chronicled on another page in this issue, Congress is being asked for $400,000 to nur-chasr a government aviation field at College Park.
WAR DEPARTMENT MAY BUY COLLEGE PARK.
A bill has been introduced in both the House and the Senate authorizing the acquisition of the aviation field now leased by the Army at College Talk, Md., and the property adjacent thereto, enlarging the field to about 1,000 acres. This field, as is well known, has been used for several years now by the Signal Corps and is the only available near the Capital. The bill provides for the use of $400,000 out of unexpended Treasury funds for the purchase of the property.
A permanent field for the Army is much to be desired. All foreign governments have fields under their direct control and the greatest progress is being made in the development of military aeronlanes and in their use as en-fines of war. Thus far. College Park has been free to all and the Armv has no aerial home of its own. The drawbacks of a public field are obvious.
Germany has at Doberitz a field as big as one of our counties. To it the. Kaiser has built a magnificent speedwav. bordered with tre^s and flowers, from Berlin thirty miles to the
field. Here are military aeroplanes and other aeronautical apparati by the score. The visitor is stopped by guards before he gets anywhere near the center of activity.
MAXIMOTORS DEMONSTRATED IN PLIGHT.
The Maximotor people will inaugurate, during the season of 1913, a novel advertising and demonstrating stunt, in which prospective buyers and visitors to the factory will have an opportunity of seeing the Maximotor in actual flying operation. They have secured two passenger-carrying hydroaeroplanes to give their prospective customers a real treat in actual flight. They feel that this is the quickest and surest way of convincing their patrons that theirs is the motor flyer's want for 1913.
The new catalogue will be sent to anyone who is really interested in a medium-priced and up-to-date aeronautic power plant.
The Maximotor factory now lists 4 standard models—2 fours of 50 and 60-70 H. P., and 2 sixes of 70-80 and 80-100 H. P.
Besides these, the company is prepared to build on special order a 4-cylinder, 100 H. P. of G-inch bore by 6-inch stroke and a. 6-cyl-inder, 150 H. P. of 6-inch bore by 6-inch stroke.
A military Maximotor was first shown at the New York Aero Show last May, and at that time attracted a good deal of attention, on account of its compactness and businesslike appearance.
The make-up of the new "military" is of the same high standard. Three ball-bearing crank shaft in the 4-cylinder and i in the six.
The oiling system is also unique, consisting in a submerged oil pump, which is placed in the bottom of the oil reservoir, which holds 2 gallons of lubricating oil. The oil pump, pumping the oil through a glass tube, surrounding the intake pipe, serves 3 purposes: First, as a sight feed; second, the hot oil heats the incoming gas; third, the cool air rushing through carburetor cools the hot oil, making a three-in-one combination.
The ignition is by Bosch or Mea magneto, as may be specified by purchaser. Double sets of spark plugs are provided. Half-way relief valves are arranged so as to facilitate cranking and starting of motor. Maximotors are all arranged in such a way so that the pilot can start his own motor from seat.
The cooling system consists of a centrifugal pump and a specially designed radiator. By an original intake valve arrangement moderate compression and ample water space surrounding the cylinders are valve-pockets, it is almost impossible to overheat the new motors. The makers fully guarantee their new product against overheating, providing proper care is exercised in handling the motor.
KEMP MACHINE WORKS
are now being manufactured in four sizes to meet the demands for smaller and larger motors. Nothing but first-class material, equipment and workmanship used throughout. Why not consider a reliable power-plant at a reasonable price for your 'plane:'
Model G-2 16 H. P.
Model 1-4 35 H. P.
Model H-6 55 H. P.
Model J-8 75 H. P.
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| FRENCH AEROPLANES
ENGINEERS I INVENTORS AVIATORS CONSTRUCTORS
For all photos, descriptions, data,news, drawings, etc., regarding FRENCH AVIATION, address below:
Etudes Aeronautiques ALEX. DUMAS, Engineer, E.C.P. 20 Rue Ste. Marie, Neufchateau (Vosges\ France
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Thomas Bros. Aeroplane Co. BATH, N. Y.
PROPELLERS ARE STILL ON THE MARKET
WAITING FOR THE AWAKENING The "Worcester" Type Surpasses all Standard Propellers OUR STANDARD PROPELLER CLEARANCE SALE AT 1-4 LIST PRICES
Our Standard Propeller* cannot be «urpaned except by onr "WORCESTER" type
GIBSON PROPELLER CO. - - Fort George Park, New York
REDUCED TARIFF ON FOREIGN MOTORS.
If Jerome S. Fanciulli, who has besieged the Ways and Means Committee of the House of Representatives, succeeds in obtaining the placing of aeronautic motors on a separate list in the new tariff, with the duty not more than 10 per cent ad valorem, instead of 45 per cent, it may result in the importation of foreign motors for sale at the prices comparable with those in this country.
EXPORTS AND IMPORTS.
For November last exports of domestic aeroplanes and parts amounted to $10,408, for 4 machines. Two foreign machines were exported, valued, with parts, at $6,783. There were no imports. For the 11 months past 17 foreign machines were exported at a valuation of $69,8S6, while 16 domestic machines went abroad; value, $62,S7G. Five foreign machines remain in warehouse; value, $19,516.
AUTO CLUB MOTOR PRIZE.
Announcement of the winner of the Automobile Club of America's thousand-dollar motor prize is expected around the first of February. Out of a total of 21 engines started but 4 have undertaken the 3-hour test, details of the requirements of which have previously been printed in AERONAUTICS. Three others out of the total made preliminary runs and were withdrawn by the manufacturers for one reason or another before starting on the test run.
The 4 engines which started the official test were the Wright, Kirkham, Roberts and Her-reshoff. Entries closed on December 26, 1912, on which date the test of the last motor entered was begun.
The list of engines entered are as follows: Roberts, Wright, Kirkham, Gnome, Herreshoff, Anzani, Renault, Albatross, Cooke, A. M., Detroit Aeromotor, Fitzpatrick, Frontier, Harri-man, Champaign, Max Ams, Maximotor, Requa, Springfield, Trebert, Willard.
Each engine entered must be complete, with ignition, oil and gas and tanks, radiator and piping, etc., ready to run. The motor to be eligible must weigh not more, with all its equipment, than 10 pounds per B. H. P., which II. I', it can develop continuously for 3 hours.
In entering his motor each manufacturer agreed not to use as advertising matter excerpts from the clubs' report without express written permission from the club's Technical Committee. No objection is made, of course, to the publishing by any maker of the complete report of the test of his motor.
1,835 MILES, OFFICIAL DISTANCE OF JANNUS.
According to the published reports of the Missouri River Commission (1893) and a report by the Mississippi River Commission for 1910, the distance between Omaha and St. Louis is 67S miles, and from the latter city to New Orleans is 1,157 miles. Presumably these distances are taken along the main channels of the rivers. This makes a total of 1,835 miles made by Jannus in his Benoist tractor hydroaeroplane, 6-cylinder 2-cycle Roberts motor. The railroad time tables along this route give something like 1,900 miles, so that the former figure is no doubt correct. These figures give an atmosphere of officialdom and put a stamp of completeness upon the wonderful flight.
Jannus flew alone from Omaha to St. Louis; from there he carried a passenger, a moving-picture operator.
Total flying time, 31 hours 43 minutes.
Longest da5''s trip, 181 miles.
Public exhibitions, 42.
Gas consumption, 249 gallons.
oil consumption, 21 gallons.
Bosch magneto throughout and Bosch plugs last half.
Replacements of motor—11 spark plugs, 3 piston rings, 1 oil cup, outside of parts replaced due to the fire at St. Louis. All replacements to engine and 'plane complete cost less than $20.
Total duration of trip, 41 days, of which 6 were lost by rain, 5 waiting for new tank, 7 days by fire at St. Louis, and 2 days for other causes.
PROSPECTS BRIGHT IN MOTOR TRADE.
The Kemp Machine Works write: "We wish to report the future prospects very encouraging and are expecting an excellent business in the early spring." This company has changed the name of its motor from "Gray Eagle" to "Kemp," as the former conflicted with two other marine engines. Two models will be added to the list of 1913, to include various improvements over the previous models, and the price will be slightly increased.
AVIATOR SAVES DROWNING GIRL.
The explosion of a motor boat on January 10 made it advisable for the one occupant, a young girl by the name of Miss Farrell, to take chances in the icy waters of New York Bay. Harry Bingham Brown was enjoying the cold weather in his Wright when the catastrophe was seen by him from aloft. The parachute jumper Law was his passenger. Slanting his machine down to within a few feet of the water, Brown undertook to aid the girl, who must have been frightfully wet by this time. Law climbed down to a perch on one of the skids, and as Brown skilfully guided his craft near the spot, dropped into the water and held up the girl until help arrived from other motor boats, which arrived on the scene as soon as possible after the moving-picture men had run off sufficient feet of film to faithfully record the midwinter plunge of the girl and the daring rescue by the intrepid aviator and parachute, men.
Brown flew by searchlight on New Year's Eve on a 58-minute flight to obtain an advance view of the new year. Brown and Law will be the features of the Insular Fair at Porto Rico in February, under the management of Leo Stevens.
Dr. T. S. C. Lowe, born at Jefferson, N. H., August 10, 1832, died at Pasadena, Cal., January 1G, 1913. In the war of the Rebellion Dr. Lowe offered his services to the Union side and operated a balloon in 1861 and 1S62 for obtaining information of the Confederate positions. In 1S59 he built a monster balloon, with the intention of crossing the ocean, but the attempt was not made.
Frank E. Boland, of Rah way, N. J., was killed in an exhibition flight with his novel aeroplane at Port of Spain, Trinidad, on January 23. He was making a preliminary flight, and, returning to his tent, flying low, the machine is reported to have "suddenly dived." Readers of AERONAUTICS know of his novel machine, which had unique balancing apparatus, which was designed to avoid conflict with the Wright patent. Boland was the builder of bis own motor and the inventor of his machine; a fearless yet cautious aviator, who taught himself to fly in 1908, when he began experimenting with his type of machine. He never had a serious accident, and had used the same motor for three years, making almost daily flights.
It is with regret that we publish announcement of the death of George Loose, by a railroad accident. He was a young man of promise and well known on the Coast in aeronautical circles as the designer and builder of a monoplane. Early readers of AERONAUTICS will remember his work.
Mrs. Cromwell Dixon is reported seriously ill. Her young son, Cromwell, attained fame at an early age by his airship piloting.
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Eastern distributor. 40 h. p., 4-cyl.; 60 and 80 h. p., 8- 1 cyl., on exhibition at Wittemann's. All motors guar- \ anteed. Immediate delivery.
Will install a Hall-Scott free of charge in anyone's aeroplane and demonstrate by expert flyer. Expert advice. 'Planes balanced.
CAPTAIN THOMAS S. BALDWIN
Box 78, Madison Sq. P.O. New York
U. S. Patents Gone to Issue
Copies of any of These Patents may be Secured by Sending Five Cents in Coin to the Commissioner of Patents, Washington, D. C.
Even in these enlightened days, the crop of patents on absolutely worthless, or even questionable, devices increases rather than decreases.
It would take an entire issue of the magazine to abstract in a full and clear manner the claims cf the majority of the patents issued. In a great many cases it is even impossible to ghe in a few lines what sort of an apparatus the patent relates to. In most instances we have used merely the word 1'aeroplane" or "helicopter" if such it is. Where it is impossible to indicate the class, even, in which the patent belongs, without printing the whole patent, we have used the word "flying machine."
The patents starred (*) are those which may be found of particular interest; but it must be understood we do not pretend to pass judgment upon merits or demerits.
Where patent seems to have particular interest, the date of filing will be given. —Editor.
ISSUED DECEMBER 17.
* 1,047,247, Ralph B. Koskul, Philadelphia, I'a., AUTOMATIC STABILITY: using cylinders operated by the weight of mercury flowing into same when machine is unbalanced. Filed Mar. lit, 1912.
1,047,266, Gustav Mees, Charlottenburg, Germany, Turbine-Driven HELICOPTER.
I,n47,fiN1. James Smith, Oakland, Cab, AER.O-PLANE and HELICOPTER combination.
1.047,011, Gaetano lndorante, Kankakee, 111., BALANCING of aeroplane by flapping wings.
* 1,047.759. Thos. Rodrigues da Paz and A. M. ('. de Faria e Maya, San Miguel, Azores, LATERAL EQUILIBRIUM; electrical device, including a circuit, electric motor, switch mechanism and rolling balls for circuit closers, which latter are actuated by gravity. Filed Nov. 22. 1911.
* 1,047,S27, Robert L. Monroe, Sioux City, Iowa, electrically operated BALANCING MECHANISM comprising automatic circuit make and break device on principle of spirit level so that tilting will close a circuit and '"iis» balancing systems to operate. Filed Jan. 25, 1911.
I,047.s65. Arthur G. Watkins, Mechanicsburg, Fa., STABILITY device in which the carriage or chassis is pivotally mounted to serve as a pen dulum.
ISSUED DECEMBER 24.
1.047.937, William F. Harris, Stockton, Cab, AEROPLANE.
1,048.101, Edmund Roth, lllfurt, Alsace, Germany. 1 >1 R1G1 BLE.
1,048,239. Henry Van Wie, San Frantisco, Cab. FLYING MACHINE.
1,04S,272, Claude Babb, San Diego, Cab, Tandem BIPLANE in which front cell is pivotally mounted with lateral axis.
1,048,33*. Sheila O'Neill, London, England, Tandem MONOPLANE in which an adjustable plane is used capable of being moved backward and forward, raised and lowered, and tilted, all independent of each other.
1,048,:!N6. Winsor A. Bartholomew, Ravenna, Mich., CONTROL for aeroplanes; including reciprocating planes at ends of main planes, moved back and forth substantially in line of tl^bt, guided in arc-shaped grooves.
1.0 18,429, Belen Qnezada. San Jose, Cab, WING surface of bird-like form.
1SSUET> DECEMPER 31. 1,018,509, Willard O. Durgan, Syracuse, N. Y.. r>emountable RIB; a knockdown rib, described heretofore in AERONAUTICS. Filed June 24, 1912.
1,048,600, Oscar Stein, New York, N. Y., TOY device.
1.048,835, Benjamin T. Babbitt Hyde, New York. N. Y., and Andrew Gaul, Jr., Ridgefield, N. J., AEROPLANE.
Published Monthly by Aeronautics Press, 250 West 54th Street, N. Y. Cable: Aeronautic. New York 'Phone 4833 Columbus A. V. 10NES, Pres't - - ERNEST L. 10NES, Treas'r-Sec',1 ERNEST I. JONES, Editor — M. B. SELLERS, Technical Editor,
United States, $3.00 Foreign, $3.50
No. 65 J A N U A R Y—1 9^3_ Vol. XII, No. 1
Entered as second-class matter September 22, 1908, at the Postolfici New York, under the Act of March 3, 1879.
tfT AERONAUTICS is issued on the 30th of each month All copy must be received by the 20th. Advertising pages close on the 25th. :: :: :: :: :: ::
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STATEMENT OF THE OWNERSHIP, MAN-I AGEMENT, CIRCULATION, ETC.,
of AERONAUTICS, published monthly at New] Y'ork, N. Y., required by the Act of August 24j 1912.
Note.—This statement is to be made in du-l plicate, both copies to be delivered by the pubJ lisher to the postmaster, who will send ona copy to the Third Assistant Postmaster Gen-I era! (Division of Classification), Washington!
Name of. Post Office Address. I
Editor, Ernest L. Jones......250 W. 54th St., I
New Y'ork Cityl
Ernest L. Jones...........250 W. 54th St.,
New Y'ork Cityl
Ernest L. Jones........... 250 W. 54th St.,
New York City. Publisher, Ernest L. Jones...250 W. 54th St.,
New Y'ork City.
(Owner of stock of Aeronautics Press, Newl Y'ork State Corporation.) All stock owned by Ernest L. Jones save 4l shares.
Known bondholders, mortgagees, and other security holders, holding 1 per cent or more of] total amount of bonds, mortgages, or other se-l curities:
No security holders save as above. I own! onlv stock—no bond or mortgage.
ERNEST L. JONES. Sworn to and subscribed before me this 26th day of October, 1912.
(Seal) CHARLES NETTER,
Notary Public No. 3031. (My commission expires March 1, 1913.)
The C. E. Oonover Company has received an interesting letter regarding their latest varnish from the Moisant International Aviators, who state, "the use of your Aero Varnish for shrinking and waterproofing our aeroplane surfaces has given us the best of service, and we now prefer this method of treating plain cotton or linen when in place on the wings."
lleinrich Brothers are quoted as saying: "Our model monoplane is covered with your No. 2B covering, and beg to advise you that same has proved very satisfactory. The machine has 1 een covered for a year, and there is not a sign of deterioration in the covering yet. This speaks well for the same, as the machine is being flown every day weather permits."
Harry Bingham Brown
The Great English Pilot
will demonstrate to the Porto Ricans his great flying ability by elevating
Frederick Rodman Law
who will dive from an enormous elevation in a "Stevens Safety Pack," at the Third Insular Fair, San Juan, Porto Rico, February 22d to March 2d, 1913.
These two wonderful Airmen have been engaged as a Star Feature at the largest Expositions and Fairs of the World.
Under the careful management of
A. Leo Stevens
Address all communications
San Juan, Porto Rico
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We are Experts in Aeronautics and have a special Aeronautical Department. Copies of T patents in Airships, 10 cents each. Improvements in Airships should be protected without delay as this is a very active field of invention and is being rapidly developed.
VICTOR J. EVANS &, COMPANY
t Main Offices
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WASHINGTON, D. C. T
HONEST ADVICE AND REAL PATENTS
Patents and patent causes. Specialist in Aeroplanes and Gas Engines.
JOHN O. SEIFERT 50 Church Street New York, N.Y.
AMERICAN MONOGLIDER SO*
** COMPLETE READY TO FLY ^"
Wings 20'x 5'. Length 16'. Weight 50 lbs.
Immediate Delivery Flights Guaranteed
Plans and Specifications V , in. to 1 ft., $1.
AVIATION DIRECTORY, LAWRENCE, KAN.
SUPPLIES AT REDUCED PRICES
Goods of quality at less than the cheaper kind. Get our 40-page catalog "EVERYTHING AVIATIC" and a small order will tell you why those who know send to ns when they want the best at the right price. Let us give you a special figure on that supply list.
HAMILTON AERO MFG. CO.
208 30th Avenue Seattle, Wash.
at more than interesting prices. Building time is here. Send list of wants for quotations.
22 page catalogue A sent upon receipt of 10 cents New York Aeronautical Supply Co. 50 Broadway, New York
AEROPLANES and FLYING BOATS
-That Won't Tip Over-
CHARLES H. BURLEIGH, South Berwyck, Me.
C. L. PARKER
Ex-member Examining Corpi, U. S. Palent Ofiie*
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American and foreign patents secured promptly and with special regard to the complete legal protection of the invention. Handbook for inventors sent upon request, 30 McGill Bid*. WASHINGTON. D. C.
"Ideal" Plans and Drawings
are accurate and are accompanied by clear, concise building instructions, postpaid at the following prices: Wright 3-ft. Biplane, 25c. Bleriot 3-ft. Monoplane, 15c. "Cecil Peoli" Champion Racer, 25c. Cnrtiis Convertible Hydroaeroplane (new), 35c. "Ideal" three-foot Racer (new), 15e.
Complete Set of Five...............$1.00 Postpaid
Send for our new 40 pp. "Ideal" Model Aeroplane Supply
catalog, ftillv illustrated. 5e. brings it. (None free). IDEAL AEROPLANE & SUPPLY CO., 82a West Broadway, New York
HYDRO - AEROPLANES
READY FOR POWER
DRAWINGS, Bleriot XI Type. 3 Sheets,
Complicated Parts Full Size. Price <£lj QQ
The three sheets constitute the best set of mono- ™ * plane working drawings now on the market. There is no need for the purchaser of a set of these drawings to guess at anything: since all dimensions of every part of the machine are given, together with the thickness, and gauge of every piece of wood or steel used in the construction.
:♦::♦::♦:>: aeronautics, 250 w. 54th St., New York
PEDERSEN OIL PUMP&j
have positive action, are small and light, easily applied to any motor
Write for circular
PEDERSEN LUBRICATOR CO-
636-644 First Avenue, New York, u. S. A.
Special grades of Bamboo for Aeronautic Work. Reed, Rattan and Split Bamboo for models. Tonka Rattan for Skids lH diameter and under any length.
J. DELTOUR, Inc. •^EUSriM
Wright Hydroaeroplane School now open at Glen Head, L. I.
In addition to those features which in the past have *ade Wright Flyers famous for efficiency and reliability, he new models can be furnished with Automatic Con-'ol, Silent Motors, and Hydroplanes. These special matures make the 1912 machine unusually attractive > sportsmen.
• For exhibition work we have other models especially dapted to high winds and small fields. It was with a Cock "EX" Model that Rodgers made his wonderful light from Coast to Coast. Reliability means dollars to 'ie exhibitor.
Wright Schools of Aviation
Training consists of actual flying, in which the pupil I, accompanied by a competent teacher. No risk and o expense whatever from breakage. The most famous yers in America are graduates of our school and iclude such names as—
Lieut. Lahm Lieut. Milling Mitchell C. P, Rod gen.
Aid a score of others
Our Schools at Dayton and New York are now open id pupils may begin training at once if they wish. By [irolling now you can reserve date most convenient to bu for training.
Wrife for Particulart
[HE WRIGHT COMPANY
EPT A DAYTON, OHIO
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NAIAD | Aeronautical Cloth
% We were the first in the field, +
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+ Sample Book A-6, Data and Prices on Request +
I The C. L Conover Co. I
% MANUFACTURERS %
| 101 Franklin Street, New York J **************** IHMItHt I I I »
BUILT BY A FACTORY THAT KNOWS HOW
THE Hall-Scott factory provides a service to customers which cannot be equaled by any other aviation power plant manufactory in the United States. Motors, propellers, radiators, gasoline tanks, chain drives, mufflers, starting cranks and other accessories, are built within the HALL-SCOTT factory, adapting HALL-SCOTT equipment for use in every type of aero or hydro plane.
HALL-SCOTT equipment in It. G. Fowler's machine, showing power plant arrangement for the tractor type of bi-plane.
LET US FIGURE ON YOUR EXACT REQUIREMENTS
Catalogue sent on request
Hall-Scott Motor Car Companjj
SAN FRANCISCO :: :: :: :: CALIFORNIA