Aeronautics

Volume 17 - No. 1 - 1915 July

Table of Contents PDF Document


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.



VOL. XVII. No. 1

JULY 15,

15 Cents

160 H.P. Model

The output of this model is sold for some weeks to come. Those desiring motors of this type should communicate with the factory at Hammondsport for the necessary arrangements for future deliveries.

All the important American records are held by the Cur-tiss Motor.

Modern factory methods and large facilities have developed Curtiss Motors to the highest degree of efficiency.

Simplicity of design and construction permit overhauling or repairing by any good mechanic, no special knowledge being required.

Light in weight, yet not so light that durability and strength are sacrificed. The factor of safety is large in Curtiss Motors.

We

Curtiss Motor Co.

HAMMONDSPORT NEW YORK

4215979274164987675726693856476956317157691�038282938�57358297

List of U. S. Aero Clubs

Many clubs have no rooms. We luive given here an address through which some officer of the club will receive mail. Many clubs exist in name only, as they hold no meetings of members. Many are non-incorporated, others have no actual organization.

Those marked (*> are aliiliated with the Aero Club of America. Those marked (t) have legal existence, but are not active, we are informed. Every chili in the country has been canvassed five or more times, and the following list contains only the names of clubs who verified their existence or to whom letters seat were not returned by the Postmaster. Clubs marked t%) are affiliated with the Aero Science Club.

Cuba

•Aero Club de Cuba, Ignacio 5, Havana. Dr. Manuel M. Coro-nado, See.

California

•Aero Club of California. Prof. II. La V. Twining, Pres.. 400 W. Washington St.. Los Angeles, Cal. Van M. Griffith, See.

•Pacific Aero Club, 914 Pacific Dldg., San Francisco, Cal. Aero Club of Blackstone Hill, Oakland, Cal., care W. R.

Davis. Jr.. 474 Prospect St., Oakland, Cal. Aero Club of San Diego, Cal. C. C. Collier, Pres.. San Diego, Cal.

Air Pilots Club. Geo. B. Harrison. Pres., 27 Monroe St., San Francisco, Cal.

Connecticut

Yale University Aero Club, New Haven, Conn. Aero Club of Hartford. Hiram Percy Maxim, Pres., Hartford. Conn.

Hydroaeroplane Club of New Haven. Louis 10. Stoddard. Pres.. New Haven. Conn.

Delaware

Aero Club of Delaware, Wilmington, Del.

District of Columbia ♦Aero Club of Washington, 1520 "II" St.. X. W., Washington, D C. A. K. Zalim, Sec.

Illinois

•Aero Club of Illinois, lira. 130, Auditorium Hotel. Chicago,

111. Lee Hammond, Sec, 'Peoria Aero Club. W. H. Webster, Sec, Peoria, 111. The Illinois Model Aero Club. Km. 1.10, Auditorium Hotel, Chicago, 111. Kmil M. Laird, Pres. Geo. E. Weaver, Sec.

Indiana ,

Purdue Aero Club. R. W. Noland, See., Purdue University, Lafayette, Ind.

Aero Club of Notre Dame, .Voire Dame University, Notre

Dame, Ind. Prof. Jerome Green, Pres. Aero Club of Indiana. Indianapolis, Ind. Carl G. Fisher, Pres.

Kansas

Kansas State Aero Club. H. N. Daniels, Sec. Overland Park, Kan s.

Topeka Aero Club. Topeka. Fans.

IiOtiisiana

Aero Club of Louisiana. Wm. Allen, Sec. New Orleans, La. Care N. o. Assn. of Commerce. Crawford II. Kllis, Pres., care United Fruit Co.

Massachusetts

•Aero Club of New England. A. It. Shrigley. Sec, Tremont Dldg.. Boston. Mass. Amherst Aero Club, Amherst, Mass. Robt. Welles, B.A., V. P. & Sec.

o

o

o

J

LIST OF U. S. AERO CLUBS—Continued

t»Pittsfield Aero Club, Pittsfield, Mass. K. B. Miller. Sec,

cai-e Berkshire Daily Eagle. Harvard Aeronautical Society, * 'amhridge, Mass. Karl H.

Bean, Sec, 7 Harvard Union. Cambridge, Mass. First Assn. of Licensed Pilots. I'hus. J. Glidden, Pres.,

Hotel Somerset. Boston, Mass. Aero Club of Worcester. Eben I'". Thompson, Sec, Worcester,

Mass.

Concord Model Club, care Kdw. 1*. Warner. Concord. Mass. Michigan

•Aero Club of Michigan. C. B. I)u Charme, Sec, 1 letroit, Mich.

Aero Society of the University of Michigan. Ann Arbor, Mich. Sec, I). M. Huvly.

Minnesota

Minneapolis Junior Aero Club. Stillmnn Chase. Sec, 3047 Kifth Ave., So. Minneapolis. Minn.

Missouri

*Aero Chili of St. Louis, care Lambert Pharmncnl Co., St.

Louis. Mo. W. A. lirady, Sec. •Kansas City Aero Club. L. W. Shouse. sec. Convention Hall.

Kansas City, Mo. Model Aero I'luli of St. Louis, Columbia Bids., Stli anil Locust

Sis. St. Louis, Mo * Western Aero Assn. IT. W. Jacobs, 31" Frisco Bids.. Spring-

licld, Mo., Pres. r. C. 1-Iigslns, Stcger Hldg, Chicago. Sec.

Nebraska

Aero Club of Nebraska. Col. Hay L. Whilmore, Pres., ISIS Webster St., Ft. Omaha, Neb.

New Hampshire

Aero Club of New Hampshire. Ilalbert N. Bond, Sec., Manchester, N. H.

New Jersey

Princeton University Aero Club, Princeton. N. J.

Aero Club of New Jersey, Union League club. Alfred Mor-

rell. Sec, Hackensack. N. .1. Trenton Aero Club, .lames M. Kenton. Sec, 1!I7 Princeton

Ave., Trenton, N. .1. Summit Model Aero Club, 26 Shady Side Ave., Summit, N. J.

Wallace A. Lauder. Pres.

New York

Aero Science Club of America. 21) West 39th St.. New York City.

Aeronautical Engineers Society, 211 W. 3Sith St., New York City.

Aeronautical Society of America, 29 West 3:ith St., New York City.

Aero Club of America. Howard Huntington, Sec, 2117 Madison Ave., New York City.

The dyers, care Leroy M. Taylor, Lambs flub. New York City.

U. S. Aeronautical Beserve. 11. II. Sinclair. Sec, r.:! Fifth

Ave., New York City. N V. .Model Aero Club. J. A. P.oclie, Sec, 102 W. HOtli St.,

New York City.

He Witt Clinton High School Aero Club, DHlh St. and 10th Ave., New York City. •'Aero Club of Hulfalo, care Automobile Club of Buffalo. Dai 11. Lewis, Sec.

Cornell Aero Club. c. II. Lamlon, Sec. 311 Drydeu Koad, Ithaca, N. Y.

Thousand Islands Aero Club, care l>r. .1. M. (iibbons, ICS

Montague St., Brooklyn, N. V. Mtoohester Aero Club, Bochester. N. V. Aero flub of the V. M. C. A. Harold C. Carpenter, Pres..

II Hillside Ave.. White Plains, i\. Y.

Published semi-monthly in the best interests of Aeronautics by AERONAUTICS PRESS IXC. 250 West 54th St.. New York

Telephone. Circle 22S9 Cable. Aeronautics. New YDrk

Entered as Second Class Mail Matter, September 22, 190S. under the Act of March 3. 1879. $.\00 a year. 15 cents a copy.

Pcstase free in the United States, Hawaii, the Philippines and Porto Rico. 25 Cents extra for Canada and Mexico. 50 Cents extra for all other countries.

Make all checks and money orders free of exchange and payable to \ERO-NAUT1CS PRESS.

ERNEST L. JONE> Editor

M. B. SELLERS Technical Editor HARRY SCHULTZ Model Editor

The magazine is issued on the 15th and 30th of each month. All copy must be received 6 days before date of publication. If proof is to be shown, allowance must be made for receipt and return.

Subscribers will kindly notify this office if discontinuance is desired at the end of their subscription period, otherwise it will be assumed that their subscription is to be continued.

FIRING AT DIRIGIBLES

(An interesting discussion of firings upon dirigibles has been contributed to the public by a European authority, and in view of the great future hoped for the new anti-aircraft gun, it is printed following.)

Rigid aircraft (dirigible balloons of the so-called rigid system) are less sensitive to gas losses, because they have many small supporting balloons that are enclosed by a stiffened envelope.

Projectiles of small arms and machine Iguns are able to penetrate this envelope, if the striking velocity is still about 50 m.-sec. So, shrapnel balls of exploding shrapnels receiving from the bursting charges an acceleration of SO or more meters, their penetrative power at appropriate distances of burst for all range possibilities of the projectiles is beyond question.

Projectiles of small arms and machine guns, as also shrapnel balls, produce perforations in the envelope, which, on account of the elasticity of the enveloping material and displacement of the fihres of the texture, are smaller than the caliper. A square hit by an artillery pro-Ijectile rends a hole as large as the caliper, but the remaining shreds hang loose-lly during the escape of the gas and so |the outlet is reduced in this case also.

In case the inflating gas is nearly in equilibrium with the pressure of the surrounding air. as is possible with the rigid types, only a very slow outflow of gas takes place through the holes : while in the case of the excess of pressure in the semi-rigid type, the velocity of the escaping gas is dependent upon that excess. For this reason, rigid types of airships, even after many hits of the envelope, can sometimes maintain themselves in the air long enough to withdraw from the tiring range of the enemy. Semirigid types are sensitive to hits in the envelope. It will thus depend upon the reserve buoyancy still to be relied upon, whether a balloon that is hit can land within the sphere of its own troops or will be caused to fall rapidly.

All motor balloons are subject to the danger of combustion. To set them on fire, artillery shells are used from which an inflammable composition issues: or shrapnels are filled with a composition, in place of shrapnel balls, which, taking fire after the burst of the shell, scatters many fiery elements. Upon the impact of the fire ball or dart with the balloon, the envelope is set afire, and the escaping hydrogen gas then burns in the oxygen of the air in a constantly increasing

flame, until the balloon is entirely consumed, which requires but a few minutes.

THE TRAJECTORY.

a. Every firearm has a certain line of departure by which the greatest horizontal range can be reached. Included between this line of departure and the horizontal through the muzzle is the angle of greatest range, which is dependent upon the muzzle velocity, the velocity of rotation, and the form (including the distribution of mass) of the projectile, and is less than 45°.

The line of departure of the greatest horizontal range is the dividing line between the so-called lower and upper angle groups; for every shorter horizontal range there is a corresponding line of departure in the lower and one in the upper angle group.

b. The travel diminishes in the ratio with which the line of departure approaches the vertical, i. e., the projectiles do not rise as high when discharged in a vertical direction as is indicated by the greatest horizontal range.

c. The branches' of the trajectory straighten out on the approach of tin line of departure to the vertical, becoming straighter. while the highest portion of the trajectory is more curved.

d. When firing in a vertical direction, the trajectory is a straight line and the velocity of the projectile diminishes until reaching the highest point of flight, where the upward movement ceases and changes into a quick drop.

Even rifle ammunition discharged vertically drops \\ ith a final velocity of 6070 m.-sec.

RAXGE.

The reach of firearms, in the wider sense of the term, includes the horizontal or vertical distance which can be traveled by the projectile. The range of an arm, though a term which might be applied to the total reach, is. as a rule, applied to only a part of that total reach, being limited by the following conditions:

a. Small arm projectiles must still have enough force to penetrate an envelope or to wound a man. for which a velocity of more than 50 m.-sec. is required, and which is retained in vertical ascent, for the rifle up to 2.500 m., for the carbine up to 2,050 m.. and for the pistol up to 1.050 m.

Projectiles of pieces of artillery, on account of their bulk, have still the required force for the ranges and altitudes

reached: and this also applies to the balls of shrapnels, when the distance of burst is not too great, for the reason that the balls, on the explosion of the projectile, as was stated before, are given an increase in their velocity.

b. The expected result of hits must be in reasonable proportion to the expenditure of ammunition.

c. Artillery ammunition with time fuse limits the range of shot.

d. While small arms can be aimed in every direction, the range of other arms is further limited by the structure of their parts.

e. The arrangements of sights in the case of small arms and machine guns do not permit the lull use of the range against airships at inconsiderable heights.

The range of small arms and machine guns, on account of the penetrative power of the projectiles, \vas found 'to be 150 m. less than the full reach in vertical fire: while at elevations less than the vertical, the range includes distances where the target can still be attained. A further reduction of the range with respect to the probability of hits was left out of consideration, except in the case of the revolver, since there are no experiments at hand, and since an endangerment of airships by volley fire can at least be expected.

Aeroplanes, on account of their small size, can first be discerned, as a rule, at a distance of about three kilometers, beyond the reach of field guns, for the greater part, as well as wholly beyond firing range of small arms. Aeroplanes flying over troops at an altitude of 1,000 m. and even of 1,500 m„ remain for minutes at a time within the carrying distance of small arms of large caliber.

AIMING WITH ALLOWANCE FOR TRAVEL OF

When an aerial craft is fired at with the elevation corresponding to its distance and height, the trajectory cuts the lines of sight at that point where the portion of the airship aimed at was at the moment of the discharge of the shot.

In nrder to take the angular velocity into account, the arm must be aimed ahead such angular distance as will be covered by the balloon between the time of discharge and the time of arrival of the projectile at the balloon.

For the reason that the time of flight of the projectile nust he taken into account for only an approximate distance,

and owing to the velocity of aircraft being hard to estimate, the difficulties of tiring increase in great measure; for it cannot be expected of the marksman or the director of the fire, surprised by the appearance of an airship, to enter into long-drawn-out considerations as to the exact aim. nor can it be expected of everyone to possess that sense peculiar to the huntsman of aiming ahead, without long practice.

Flying machines can, while moving laterally, change their position in elevation during the travel of the projectile as follows: at a distance of 500 paces, about 3 m.; at 1,000 paces, o m.; and at 2,000 paces, 12 m. Since the cone of fire for rifles in a vertical section of the trajectory in individual fire has, at 1,000 paces, a diameter of 12 m„ and at 2,000 paces about 20 m., an aeroplane does not get beyond the effective 2one of dispersion by a change of elevation during the time of flight of the projectile.

Airships traveling at considerable heights are to be fired at with small arms only when they have attained an angle of elevation of more than 45°, and then with a smaller adjustment of sight than is indicated by the direct distance.

ESTIMATING DISTANCES.

In order to keep the expenditure of ammunition within limits, it will be well to fall back upon some facts already at hand, for at least an approximate estimate of the distance.

The use of range-finders with two points of view is rendered very difficult by the movement of the airship.

In most cases the method of automatically getting the range (Captain Aizier's method) can be employed with success. When two gnus, separated -s far as pos-

sible from each other, aim at one and the same point, the smoke produced by bursting shrapnels with like time fuses and fired at short intervals, one after the other, will appear with certain relative lateral position, making it possible to determine whether the point aimed at is nearer or farther than the regulated time-distances. (See Fig. 1.)

The guns are fired with fuses set for time of flight corresponding to an estimated range. Cun No. 1 is fired at brief intervals (about two seconds) hefore (>un Xo. 2. thus 'causing its shrapnel to explode first. Accordingly, if the first "burst" is observed to the right of the second "burst." the range is underestimated; if it appears to the left of the second burst, the- range is overestimated.

SIGHT.

It is to be remembered that, with an increase of the angle of elevation of the target, a smaller sight elevation is needed in order to reach one and the same direct distance: and that without consideration of the movement of the bal-

loon and time of flight of the projectile, the following adjustments of sight are indicated:

Angle of elevation of target below 30°—Sight elevation is that for the distance.

Angle of elevation at 70°—Sight elevation is that for half the direct distance.

. Near the zenith—Sight is point blank.

If a dirigible is approaching, a sight corresponding to a distance that is less than the time, despite a possible error in estimating an additional few hundred paces (m.), is to be chosen; if it is departing, a sight corresponding to a distance that is larger than the time, despite an underestimate, is to be taken as the proper one.

Should the airship pass over the firing position, the normal sight is, as a rule, to be used. Only when coming near at heights of over 1,500 m. is the sight in the scale of paces equal to the height in meters.

Repeating Revolver—Owing to the great dispersion at greater distances, airships are to be fired at only when they pass over the firing position at a height of 200 in. at the most. Aeroplanes in a flanking flight are likewise to be fired at only at 200 m.; an aim is to be taken ahead for only the single length of the craft.

Altogether, there can be firing only when there is no doubt that the airship is a hostile one. For this purpose it will be necessary to distribute to the troops lists of airships similar to the lists of naval vessels, from which an outline of the front, side and bottom of the aircraft, with principal dimensions and actual velocity, can be taken.

A

San Diego, Cal., July 8, 1915.

Seven new Curtiss machines arrived at the aviation school on June 21, which, with the one already on hand for official tests, will constitute the air craft of the First Aero Squadron. On the same day two Martin machines of the latest type were delivered to the school for test, prior to aceptance by the Signal Corps. These machines show the steady and certain progress of construction toward greater refinement in workmanship, finish and materials. The standardization of certain parts, such as the landing chassis arrangement, arrangement of motor, system of controls, disposition of seats, instruments, etc., is clearly sought in the present types of aeroplanes; a promise of general uniformity of constructional features that will inevitably bring safer, stronger, more comfortable and more efficient machines.

The present squadron of Curtiss machines is distinguished by the low, rakish lines, an effect produced by staggered planes. The fuselage is long, unusually deep and narrow. The nose nf the fuselage is a metal surface enameled a pale tan drab, the body and wings being cov-

RMY AVIATIO

ered with a white waterproofing "dope." The machines are equipped with instrument boards. The passenger seat is a wicker basket chair. Something untried at this station heretofore will be provided in the shape of a celluloid windshield to protect the pilot's head from the blast of the propeller. The new Martin machines are distinctive by the round, graceful sweep of the wings; the long, tapering, torpedo-shaped body, with a round-nose radiator and a four-wheel chassis. The two small front wheels are elevated, so that they are brought into use only when a landing is made in soft ground, tending to nose the machine over. The metal hood is enameled an olive green, and all surfaces are of an olive drab color. At the present time the Curtiss type of machine is being used for service duty, the Martin type for training work. A Curtiss flying boat is used in the first stages of instruction for beginners.

With the beginning of the new fiscal year the annual appropriation of $300,000 became available. The school has grown with such leaps and bounds during the past year that it has completely

N

passed the formative period. There are now ten large buildings on North Island, besides numerous sheds and small structures. The large buildings consist of four hangars, with 24 individual booths or stalls for land machines; two water hangars, a machine shop, a fireproof storehouse, power house, experimental station, construction shop, barracks, officers' mess and headquarters.

During the past year the first field unit has been organized. The First Aero Squadron will leave this station during the latter part of July and take station at Fort Sill, where it will remain until the completion of barracks, quarters and the other necessary buildings at Fort Sam Houston, Texas. During the stay at Fort Sill the squadron will co-operate with the Field Artillery School in the development of a reliable system of "spotting" and fire control from aeroplanes. The officers constituting this squadron are Captain Fou-lois, Lieutenants Milling, Morrow, Chapman, Carberry, Bowen, Jones, Willis, Rader, Fitzgerald, MacDill, Gantz, Harms, Christy and Sutton.

I Conchtdcdon /•age //)

NATIONAL ADVISORY COMMITTEE ON AERONAUTICS MEETING

The Executive Committee of the National Advisory Committee for Aeronautics held its third meeting on the afternoon of July 8th. The Committee approved of contracts with several prominent institutions for reports on matters of interest relative to aeronautics, which are to be submitted to the Advisory Committee at its next annual meeting. These reports will cover the subjects of the behavior of aeroplanes in gusts, by the Massachusetts Institute of Technology; the possibilities in design of mufflers, by Cornell University: the aeronautical qualities of different fabrics used in the construction of aeroplanes and dirigibles, by the U. S. Rubber Company: the present status of internal combustion engine design with relation to aeronautics, and the means of

improving their performance, by Columbia University; also the question of safe and reliahle means of making the terminal connections of the aeroplane truss wires, by John A. Roehling's Sons Co. This latter will be a voluntary contribution.

Owing to the limited funds at the disposal of the committee, many other important subjects of similar nature cannot be investigated until a later date, but in the course of making the contracts referred to, it was found that a number of manufacturers and other institutions are already engaged on important investigations and are ready to co-operate with the committee.

A subcommittee, of which Professor Marvin, Chief of the Weather P>ureau, is chairman, has been assigned to the in-

vestigation of the problem of the atmosphere in relation to aeronautics, which it is believed will result in important discoveries and information with relation to atmospheric disturbances.

Inquiries are being made as to the facilities of the various departments of the Government, and various institutions, for the prosecution of investigations of important aeronautical problems, so that at the earliest practicable date important investigations may be obtained with facilities already existing.

The Executive Committee holds monthly meetings and. with the facilities available, is rapidly getting information which will enable it to present a comprehensive report to the Advisory Committee at its regular meeting in October.

FIRST MASSACHUSETTS

AVIATOR FINED

Harry M. Jones, whose accident pre-viousb' reported resulted in the death of his two passengers, was brought into the local District Court in Quincy, Mass., on June 24th, charged with operating an aircraft without a license. The pleading was "not guilty," but the judge stated that, while he was satisfied there was no wilful violation, he would have to find him guilty on a technical violation. The court then fined him $100 and suspended sentence until September 30th.

The aviator was advised to take his case to a higher court. Jones declared he had applied to the Highway Commission for a license and had been refused one as the commission had no expert to judge the qualifications of an aviator. No money was appropriated by the Legislature which passed the aircraft law for hiring an expert to test aircraft.

Judge Avery stated that Jones should apply to the Supreme Court for a writ of mandamaus compelling the Highway Commission to carry out the letter of the law. He said that if Jones did not make any more flights between now and September 30, or if in the meantime the Highway Commission granted him a license to fly in this State, the fine would be remitted to him. Jones wil make a test of the case.

The law passed by the State of Massachusetts in 1912 made it obligatory upon an aviator to take out a yearly license, fee five dollars; renewals free. Applicant must pass a satisfactory examination by the Highway Commission, consisting of written replies to questions put to him. Everj- aeroplane must be passed by an inspector employed by the Commission, approved, registered and fitted with license numbers two feet high which must be visible from below. Registration fee is ten dollars. The law also goes into details regarding the right of the aerial way.

The Aero Club of Pennsylvania, after Aeronautics had long argued for a national law, prepared a bill and had it

presented to Congress. Very little if any outside aid was rendered by other clubs, possibly by reason of the loss of power which would entail upon the passage of a national bill.

BECOME AN AVIATOR?

The fake aviation schools, we thought, had become extinct. It would appear that this opinion was too hasty. P.eware the schools with the extensive contract forms, the vari-colored personal (?) letters with the apparent guarantee in red caps and the qualifying words in small type, the promises of "hundred of thousand dollars worth" of contracts for exhibition work, the follow-up letter with the reduction in price or the elimination of the breakage charge, with the copyrighted booklets enticing you to become cue of the "charmed circle of initiates with aspirations above those of ordinary mortals who daily tread the dull, cold paths of ordinary life on Mother Earth," and telling of the avidity and wondering awe with which the inhabitants of Painted Post still regard the aeroplane. "Get in the game NOW while * * * the chance to make BIG MOXEY is good" may be the appeal.

There is no need to go wrong, ever. There are plenty of people whose word can be taken. Why students can be found at all of the fake schools is a greater wonder than the aeroplane. Look with distrust upon the journal that carries the fake advertisement. If this journal itself won't recommend its own advertisers, why take the chance.

In one very recent instance, ten days after circulars and letters were received by a prospective student telling of several instructors, an ample supply of machines and miles and miles of land, an investigator failed to find anything "in the way of a factory, school or aeroplane, save one old machine which does not look as though it would ever fly."

I f your prospective school intimates a connection with a reputable concern of world-wide reputation, ask that concern the truth of the statement.

KANSAS CLUB TO HAVE AERODROME

A mammoth speedway, with provision for an aerodrome, is to be built at Overland Park, Kans., the headquarters of the Kansas State Aero Club and the factory of Frank Champion. The officers of the Kansas State Aero Club are: W. B. Strang, president: Thomas Riley, vice-president, and E. X. Daniels, secretary-treasurer. Overland Park is 30 minutes' ride from Kansas City, Mo., just across the line into the dry State.

The Automobile Club of America states that, contrary to the rumor, it has placed no embargo on the testing of aeronautical engines, due to the noise of the exhaust. However, provision is being made to deaden the noise of those engines which cannot be fitted or are not fitted with mufflers, by special construction in the Club's laboratory. A number of aero engines have recently been privately tested here for manufacturers but no "official" test has been made to date, to which the public has access and on which the club furnishes a certificate. An official certificate of the Auto C. of A. would he a worthwhile proposition for an engine builder.

AVIATION IN FORESTRY SERVICE

Sir Ernest Shackleton is reported to have taken an aeroplane with him to the Antarctic, and the Boston Post wants to use one to discover the legendary hidden treasures of Guatemala and Venezuela and other unexplored territories. The Postmaster General wants aeroplanes to caro- mail, and Jack Vilas has been appointed forest ranger and will use his hydroaeroplane in the vicinity of Trout Lake, Wis., for detection and reporting forest fires, under the supervision of Chief E. M. Griffith. The States of Michigan and Minnesota are considering the aeroplane for this work.

AEROMARINE AEROPLANE MOTORS

The Aeromarine Plane and Motor Company is manufacturing two sizes of motors—100 h.p. and 163 h.p. The previous motor of SO h.p. is not now being made up. Details of the 100 h.p. motor are given following and those of the larger model will appear in a subsequent issue. Some fifty of the smaller model are now coming through the factory.

Readers are familiar with the work of the late Frank E. Boland and his brother whose aeroplane and motor earned a well deserved reputation. These experiments and the production of the motor was financed by Jnglis M. Cppercu and the old Boland Aeroplane and Motor Co. was absorbed by the above concern after Frank Roland's death.

The ICO h.p. motor has six vertical cylinders, 4 5/16 inch bore of inch stroke, of vanadium iron, machined inside and outside, on which are electrically deposited the copper water jackets to a thickness which has been found substantial and resilient. In the process of deposit, the jacket becomes a practically integral part of the cylinder, insuring against water leaks at any of the variable temperatures at which the motor may be called upon to perform. It will be recalled the famous Cadillac engine has copper jackets.

Great care has been exercised in the development of the flanged base of these cylinders in order to retain the init'al strength necessary to withstand the working stresses, at the same time permitting of uniform expansion of the base of the cylinder walls and the skirt of the engine piston.

The valves employed are of concentric type. 2^4 inch diameter, manufactured from special materials, arranged in the cvlinder heads over the center of the pistons, with a first-class arrangement of adjustable rockerarms and push-rods.

The hollow cam shaft of high grade steel, heat treated, and ground true, is provided with seven bearings of the split bronze bushing type, V* inch diameter, 2li inches long. The bearing surfaces are babbitted. All cams are hardened and ground.

The connecting rods, of I-beam section, are machined from solid hand forg-ings of Carpenter special nickel steel. The merit of this form of construction is not alone their exact uniformity of weight (which in itself is absolutely essential where speeds of 2,000 r. p. m. are reached and maintained), but it further enables the use of rods of such light .eight that the stresses due to transversal inertia and centrifugal forces, etc., are reduced to minimum.

The crankshaft, of 514 inch throw, is also machined from the solid forged billet, heat treated and ground true, the material being the same as employed for collecting rods. Main bearings arc pro-

vided on both sides of each crank throw, 1^4 inch diameter, lf£ inch long

The main bearing caps are each provided with four retaining bolts arranged in transverse line to the shaft. The two innermost bolts of each cap pass entirely through the crank case and are fitted with retaining nut at the top of cylinder base. The tie-down rods extend upward to light bridge pieces resting on and across the top of cylinder heads.

Additional ball bearings are fitted on either side of the driving gear, by means of which the propeller shaft is driven at a ratio of 1 to 1.75 of the motor. At the other extremity of crankshaft further additional ball bearings are employed to carry the load of driving the cam shaft, water and duplex oil pumps, and magnetos.

All bearings throughout the motor other than ball are die cast Fahrig metal and interchangeable.

These motors have been subjected to exhaustive tests in order to prove their mechanical construction, ignition and carburetor efficiency. Standard equipment is: two Bosch magnetos, representing duplex synchronized ignition, each cylinder being provided with two spark plugs; two three-way intake manifolds and two Zenith carburetors with synchronized throttles.

The Aeromarine oiling system has been designed to maintain lubrication un-

changed, irrespective of the angle of ascent or descent, loop the loop, or upside down flying.

These motors are provided with oil reservoir of five gallons capacity. When the motor is running, the gear driven duplex high and low-pressure oil pump takes oil from the reservoir and delivers it through ways machined in solid walls of crank case, etc., to the crankshaft bearings, through these bearings and into the hollow crankshaft; thence to the connecting rod bearings, and also to the driving gears mounted on crankshaft.

The oil is also delivered to and through the hollow camshaft. The camshaft is cross-driled in a running line with the connecting rods, enabling a stream of cooled oil to pour on to the rods while running, retaining them at a low and even temperature and insuring their maximum strength. Oil is also directed from the camshaft to the camshaft bearings, cam followers and guides, etc.

All the surplus oil is thrown by the rapidly revolving parts to the sides and bottom of the under half of crank case, whereupon it drains down and through an integral hollow extension of the under half of crank case. This extension leads down and through the oil in the reservoir to the low-pressure gear train of the duplex oil pump, from which it is returned to the reservoir and cooled.

By means of this system the crank case is constantly and thoroughly scavenged of all surplus oil, and the danger of flooding the cylinders at any position of the motor is entirely eliminated.

These motors are provided with positive means for driving generator required for lighting, starting and stabilizing; also for driving gasoline pump and revolution indicators. It has been expressly kept in view that they should in every detail confirm to the requirements of the United States Government specifications.

In a test on a fan-brake dynamometer the gasoline consumption was 63 lbs., or 9 gals., per hour. The B. H. P. was 100. so that the lbs. per h.p. hour was .63 and gals, per h.p. hour .09. The shaft speed was 1,150, and the crank speed 2,000 r.p.m.

Oil consumption was: Lbs. per hour, 6.25; lbs. per h.p hour, .063. Weight, lbs.. 435; weight per h.p.. lbs., 4.35.

We are staunch believers in your publication as an advertising medium—Advertiser, July, 1915.

We would like to have a small ad. in Aebonautics. The price is most reasonable for the service rendered. We want copy to read as follows—Advertiser, July, 1915.

WANTED — Second-hand aeroplane cheap. Elmer F. Bryan, Mainesburg, Pa.

STURTEVANT COMPANY PRODUCE 4 MOTORS A DAY FOR FOREIGN ORDERS

The B. F. Sturtevant Company of Hyde Park, Mass., are working night and day in order to complete the large orders which are being received daily for the eight-cylinder 140 h.p. aeronautical motor. These orders call for shipment of motors at the rate of four per day after August 1st and two a day are going out now. This rate, however, is subject to change without notice.

out and oil led to its interior just as to the crankshaft, while besides the gear t;.pe of pressure circulating pump there is a secondary pump driven by an eccentric from the camshaft that raises oil from an outside tank and keeps the crank case level constant.

All advertisers in Aeronautics are teputable. All advertisements are ordered and paid for. No fake advertisements are allowed.

The photograph gives a good idea of the general layout of the motor which is designed to run at a high normal speed of 2000 r.p.m., the cylinder dimensions being a 4-inch bore and a 554-inch stroke. A special geared head reduces the rate of revokition from 2,000 to 1,500 r.p.m.

The branched intake manifold as well as the use of two separate Bosch magnetos are points worthy of comment. The exhaust pipes are brought out beyond the cylinders, the last being cast in blocks of two each, the water jackets having large openings which permit the cylinders to be thoroughly cleaned out. Cover plates of aluminum are used to close the water spaces. Chrome nickel steel of very high tensile strength is used for the connecting rods and crankshaft, the latter being bored out all through, while the connecting rods are machined all over. The big ends are located side by side on common crank-pins, white metal bushings being used at this point.

Aluminum is used for the crank case, the oil passages being cast within it to conduct the oil which is supplied under pressure to the various points. For the main bearings of the crankshaft the supply comes from the cast passages, the oil being distributed to the big ends through the crankshaft. For cam lubrication the camshaft is drilled

BUSINESS TROUBLES

_ On July 12th Henry H. Waldeu, dentist and former aviator, of 545 West 158th St., Xew York, filed a petition, with liabilities $21,SS7 and assets $2% in accounts. The liabilities are for dental materials, advertising, repairs, rent, loans, aviation photos, storage, garage, insurance, burglary insurance, notes and motors. Among the creditors are Mrs. Bessie Murray, $10,000; claim for work negligently done; Mrs. A. W. Martin and M rs. A. Mossing, similar claims, amount not given; Star Company, $1,098, judgment for advertising; Hall Scott Compauv or Hall Scott Motor Companv, $100: Y'era Barker. $300, notes; Toni Fund, of Shadyside, $1,000; alleged claim for an automobile accident; Aeronautics, $43, judgment for advertising, and Godair Wimmer Building Company, $4,833, claim on a lease.

The property of the Batson Air Navigation Co., Savannah, Ga., was sold on July 7th. by the Sheriff for $850. The sale was to satisfy a judgment in favor of George F. Armstrong and Sam Ross, who aided in financing the company.

Some residents of Lake Odessa, Mich., hired a "professor of aeronautics" to make an ascension. When the latter notified the committee he could not get his balloon out of a pawnbroker's shop unless he had $40, the money was gen-

erously advanced and a dissappointed crowd waited in vain for the aeronaut to appear and make the ascension.

THOMAS SEAPLANES FOR NAVY

Sturtevant 140 h.p. motors have been specified for the two Thomas seaplanes recently ordered by the U. S. Navy, this being the second order for Sturtevant motors which has been received for engines from the Navy during the past few-weeks.

PATENTS ISSUED

JUNE 29TH.

T. Anderson, No. 1,144,578. Airship. _ W. S. and A. H. Barrows. No. 1,144,521. Variable pitch propeller.

C. Tohnson, No. 1,144,847. Aeroplane.

L. H. Phyfc, No. 1,144.723. Toy aero-

_V.e'G. and E. J. Gustafson, No. 1,144,471. Strut and guv wire device.

F. S. Pierson. No. 1,144,914. Flying toy.

F. Steffan. No. 1,144,505. Aerial landing and launching device.

E. S. Timmons, No, 1,144,570. Aeroplane.

JULY 6TH. W. B. Clements, No. 1,145,406. Flying machine.

E. F. Gallaudet, No. 1,145,013. Aeroplane wing in which ribs are rotatably mounted at the outer end of a spar.

A. J. Kloneck. No. 1.145,319. Aeroplane with plurality of propellers.

B, L. Mareness. No. 1,145.695. Combination of open lateral end tubes.

A. Rochon, No. 1,145,388. Flexible blade propeller.

J. H. Timbull. No. 1,145.526. "Gyroplane."

SO-LUMINUM SOLDERS ALUMINUM

A new aluminum solder has been marketed by the So-Luminum Mfg. Co., 1790 Broadway, New York, which really solders aluminum—and a novice can do it. Those who have tried to solder aluminum know the difficulties. Those who don't needn't try under old methods. A sample piece soldered at right angles to another cannot be broken off at the joint. It will finally break above the solder. It is claimed that with this solder welding is eliminated in many cases. All that is required is a gasoline torch. The job to be done is heated, then with a slight rubbing with a hacksaw blade or piece of iron, the metal and So-Luminum will combine without a flux.

The last eastward trip of the Baltic was a record one for aeroplane shipments .the total being 197 "airships." according to the Sim's eye-witness. In May only three machines were exported, valued at $21,000. with parts valued at $55 581. Of the aeroplanes, one went to Italv. valuation $12,000.

THAW STABILIZER SOON TO BE TRIED

The Huntington Aircraft Co. is building a tandem seated tractor to the design of Harold Kantner for A. B. Thaw, in which the latter's automobile stabilizer will be tried further. This will have a 100 h.p. Curtiss motor. The planes are staggered and the fuselage is rectangular in cross-section, which is a departure from the Xieuport type fuselage in the earlier Huntington machine, as mentioned in Aeronautics.

Patent issued the end of July on the Thaw stabilizer, which is based on the pendulum principle. Two pendulums are, however, employed and a device is employed which prevents oscillation, with all its attendant objectionable features. Magnets put into operation by the tilting of the machine and the consequent swinging of one or the other of the pendulums, cause a clutch to take hold of one of the two grooved pulleys and the power is transmitted to the pulley from the shaft on which the two pulleys, clutches and magnets are mounted. From this little device, which can almost go in one's pocket, a flexible shaft runs to an air driven propeler through reduction gearing so that the power of the propeller is multiplied several times by the time it is required to wind up the aileron control cables on the pulleys or drums.

Thaw is also the inventor of a device to overcome the inertia of the machine during balancing movements. Still another device is being experimented with in the way of an automatic landing system, which will land the aeroplane irrespective of manual control on the part of the pilot.

The stabilizer has been previously tried in its first crude state in flights made with the inventor's brother. William Thaw, now reconnoitering with the Allies. The latter has been promoted to lieutenant and has been decorated for distinguished aerial services. ,

CURTISS BUILDING GIANT AEROPLANES FOR ALLIES

The Curtiss Aeroplanes and Motors, Ltd., of Toronto, is or is not building giant aeroplanes capable of flying hundreds of miles with scores of passengers or tons of explosives. Charles M. Manly, however, is at the above plant acting as advisor in the employ of the British Government. That is known. That the C. A. & M., Ltd., is doing an unlimited amount of work in rush time may also be stated as an incontrovertible fact. J. A. D. McCurdy is director and "Tony" Jannus is there. There is also being operated the largest aviation school on this continent, with an enrollment to date nearly eighty pupils. Fifty are receiving actual flying instructions. Three flying boats and three land machines are being used for this purpose. Several pupils have qualified for their pilot certificates and they are leaving for England in a few days where they will complete their training at the Central Flying

School. That's so much. But as to the special machines building, there are strict instructions from the Government concerned to impart nothing. Nothing is apparently being imparted regarding the h'\s machine for Russia with two 160 H. P. motors.

FLIES 115 MILES FOR BREAKFAST

On Tune 29th Aviator Stormer flew from Tacoma to Port Angeles in 2 hours 5 minutes, something like 115 miles, to keep an exhibition date. After landing he enjoyed his early breakfast—S:25 a. m.

DEATH OF MATTERY

Capt. William A. Mattery, formerly a Chicago airship and balloon pilot, is reported as having been killed in an aeroplane accident while on duty with Gen. Villa's army in Mexico.

MAY BUILD 10,000 PLANES

English aeronautical men have launched a movement to create a Ministry of Aeronautics and build 10.000 aeroplanes. "We want aeroplanes going to and coming from Germany like ants about an ant hill, but going each with 300 pounds of explosive and coming back empty until the war ends. We want a daily service of destruction to Germany."

BALLOON AT TOBYHANA FOR RANGE FINDING

A. Leo Stevens returned home on July 20th from Tobyhana, Pa., where he took part in the maneouvres of the U. S. Army and National Guard.

i

General Scriven. Chief Signal Officer, was on hand to watch the range-finding experiments under the direction of

Lieutenant Greeley of the Signal Corps, son of the explorer, using an Army balloon of 19.000 cubic feet. Mr. Stevens set up the generating plant, which will remain at Tobyhana. Once filled with hydrogen, the balloon was towed with guy ropes a mile or two to suitable spots and allowed to go up to altitudes varying from 500 to 1000 feet on a cable from an army truck. An insulated tele-1 hone wire was paid out as the balloon was taken along. The large white targets were easily distinguishable from the balloon for a distance of ten or fifteen miles and the results of shots by the field artillery were phoned from the balloon and corrections made accordingly.

NEW COMPANIES

Simplex Aircraft Co., New Haven, Conn.; $300,000; V. J. Mayo, Stephenson MacGordon and Chance M. Yought, incorporators.

BALLOON ASCENSIONS

Akron, O., July 6.—Ralph H. Upson, Mrs. Upson. Miss Irene Seiberling, daughter of F. A. Seiberling, president of the Goodyear Tire and Rubber Co., and her brother, Penfield Seiberling, made an ascension in the "Goodyear" to Voungstown, O., a distance of around 55 miles.

NEW NAVY AVIATION CLASS ASSEMBLES

The class of officers for instruction in aeronautics at the U. S. Navy Aeronautic Station, Pensacola, will be Lieutenant E. F. Johnson, Lieutenant A. C. Read. Lieutenant (j. g.) E. G. Plaas, Lieutenant (j. g.) R. Paunack. Lieutenant (j. g.) W W. Corrv, Ensign J. P. Norfleet. Ensign H. W. Scofield, all of the Navy, and Lieutenant F. T. Evans and Lieutenant A. E. Cunningham of the Marine Corps. This class will assemble at once for a course of instruction in practical shop work in assembling, adjusting and repairing aeroplanes and aeroplane machinery followed by flying of all kinds. These officers were selected from a number of applicants. The selection was based upon special physical fitness and the availability of the applicants for this special duty considering the reports of fitness and sea experience of the applicants.

The applications of those not selected now will be given consideration together with other applications that may be received in the meantime when a new class is formed. It is intended to form another class in three or six months. Other things being equal, applications will be considered in the order of their receipt at the Department.

It is expected that a $90,000 dirigible shed will be built at Pensacola for the airship which is to be delivered, and plans for permanent aeroplane sheds are to be prepared.

Has anybody seen Barnes, Alphens S.? Reports of his death are said to be very much exaggerated but no definite information is obtainable.

FLYING AT OPENING OF A. C. P. FIELD

OF AMERICA 29 West 39th Street, New York

OFFICIAL BULLETIN

The Aero Club of Pennsylvania is to be congratulated upon the great interest that it has at last aroused in Philadelphia and vicinity in aeronautical affairs. On July 3d a large delegation of Club members and friends accompanied by press representatives from every paper in the city assembled at the City Recreation Pier, where through the courtesy of Commander C. B. Price, LT. S. X., they were met by the government tug "Modoc" and taken down the Delaware

THE NAVAL ADVISORY COMMITTEE

On July 19th Secretary of the Navy Daniels announced that he had invited eight scientific societies in the United States each to name two of their members for service on the Naval Advisory Board of which Thomas A. Edison is to be chairman. The eight organizations | that have each been asked to nominate two of their members are: American Society of Civil Engineers, American | Chemical Society, American Institute of I Electrical Engineers, American Institute Mining Engineers, American Mathemati-I cal Society, American Society Mechani-I cal Engineers, Aeronautical Society of

America and Inventors' Guild. I . The letter to the Aeronautical Society-reads as follows :

NAVY DEPARTMENT, Washington, July 19, 1915.

Mr. Frederick W. Barker,

Acting President American Aeronautical Society, 29 W. 39th St., New York City:

My Dear Sir—A few days ago, as you have doubtless seen in the papers, desiring to make available the latent inventive genius of our country to improve our Navy, I requested Air. Thomas A. Edison to become chairman of an Advisory Committe of emini nt men who would make up the committee. Mr. Edison, with the patriotism characteristic of American inventors, accepted the call to duty. I am writing to ask the membership of your society to give practical and valuable aid and needed co-operation by selecting representatives of their body to serve as members of the Advisory Committee. It is believed that the best results can be obtained only by such selection of the membership as will he representative of the inventive genius and scientific knowledge found in the membership of your own and kindred societies.

Will you not, as Acting President of the American Aeronautical Society, arrange to secure the selection of two of its members to serve on this Advisory Board. I feel that the work your so-

ciety has done has been such as to give it the right to be, in a way. officially represented, and the Navy Department desires in this way to testify to its own appreciation of the splendid work for onr country that your society has done. In addition, 1 feel that the judgment of your members as to who is best qualified among you to serve on this board will be far better than my own.

1 am going to ask you, by a poll by letter of your members, or in whatever way seems to you most certain of securing the men desired by the majority of your organization, to choose two of your members to serve on this Board, and it will give me great pleasure, when you have furnished me these names, to extend the gentlemen the formal invitation of the Department.

We are anxious to begin as soon as possible, and if your society can furnish me the names at an early date, it will help the prompt organization of the Advisory Board very much. In adopting this course, I have the emphatic approval of Mr. Edison, and he agrees entirely with me that your society should be represented in this way and that no better method of getting the kind of men we need could be devised.

The public press has so fully set forth the general plan that I feel it unnecessary to explain to you the purposes of this Board, but am enclosing a copy of the original letter I wrote to Mr. Edison and the statement given to the press upon receipt of his message that lie would serve.

Thanking you in advance for the great service which I feel sure your society will be glad to render to our common country, I am, Sincerely yours,

(Signed) Josephus Daniels, Secretary of the Navy. At a meeting of the directors on July 20th a poll of the members was authorized, in accordance with the suggestion of the Secretary of the Navy, and the two members will be named at the earliest possible date.

River for the inspection and formal opening of the official field of the Club at the League Island Navy Yard. After the inspection of the 23-acre grounds and staking out the large shed which is to be built for the Club, the party proceeded to the location where the Curtiss place was staked down awaiting the arrival of Aviator Baron Yon Figyel-messy. Promptly at the hour set the machine arose from the field and cutting one large spiral for alttitude, winged it's way cross-country to Point Breeze Park to engage a company of the Pennsylvania National Guard in mimic warfare. Owing to defective electrical devices the dropping bombs failed to explode, but at an altitude of nearly 3000 feet and in a high puffy wind, the visiting committee was given an unusually fine exliibtion of the safety in flying in high winds when an aviator has plenty of reserve motor power.

Within the next few weeks it is planned to have the field clear for use and that at least three or four planes will be stationed on the field. The present canvas shed is to be replaced with a permanent wooden structure, which will set back about fifty feet from the water edge. The dimensions of the new structure will approximate ninety feet in length by fifty in width and will undoubtedly be the largest in the United States. Several novel features tire to be incorporated in the construction. It will be adapted for both water and land planes, and later if desired it can be enlarged to four times the present dimensions or three other hangars can be built on the sides without changing the first one built. The side facing the water front will be built for flying boats and hydroaeroplanes and the land side for land type planes. While the planned dimensions may seem large the Club is looking forward to the future and making preparations for large span planes.

A telegram was received from David McCullough of Newport, Pa., stating that his two flying boats were being overhauled and assembled at the Ham-mondsport plant of the Curtiss Co. and as soon as the work was finished he would order them shipped to the League Island Station, for McCullough has offered himself and his machine to the Naval Militia.

The unusual features of the field for aviation purposes has been commented upon by naval officers and many prominent flyers who have inspected same. They have all pronounced it perfect for the purpose and as holding out finer possibilities for the development of aviation than any other flying field in the East.

A stretch of fully half a mile is perfectly level, being all filled in or reclaimed and without ditches or ruts. For a distance of about forty feet back from the water edge the land has a very gradual slope, ideal for the landing of flying- boats. The popularity of the project and the great interest shown in the movement is best attested by the enrolling of a large number of naval and marine officers in the Club. The beach is unsurpassed and there is at hand a repair shop, railroad facilities, hoisting

cranes, concrete dock and Government protection for machines and outfits.

The Philadelphia Motor Speedway Association has started work on the construction of their property. This will be rapidly pushed to completion and when finished will have one of the finest flying fields in the country. A two-mile course marked by steel pylons with a perfectly level field and adjoining properties ideal for landing and with several rows of hangars, will make the official Inland Field of the Club full}- equal to the best

flying fields of Long Island. Located at Warminster, it is easily accessible from Philadelphia by train, trolley or motor. This Inland Field will make ideal location for exhibition flying and aviation schools, also for contests and meets that owing to certain restrictions it would not be possible to hold on the League Island aviation grounds.

When these two fields are completed the Aero Club of Pennsylvania will be able to boast of facilities that no other club in the country possesses.

THE CURTISS MARINE ENDURANCE TROPHY

Rules have been formulated for the competition for the trophy offered by Glenn H. Curtiss for the longest flight within 10 hours over water.

The trophy's valued at $5,000 and $5,000 in cash additional is to be divided into five annual prizes of $1,000 each or equivalent. Competition will be held annually and the conditions for winning the trophy and the yearly prize will be progressive in accordance with the progress made in water flying. The competition is open only to members of the Aero Club of America and affiliated Aero Clubs who hold aviator certificates. The winner of the trophy the first year, 1915, shall be the member who, at the expiration of the time set for the close of competition. October 31st, 1915, shall hold the record for distance covered during ten hours of one day. He shall receive the cash prize of $1,000 or equivalent and the Club of which he is a member shall become the record holder of the trophy, which is to be held in custody by the Aero Club of America. A Club becomes the owner of the trophy after five years when it has been won for three consecutive years by its members. The general rules for the contest for each year are to be announced on or before January 1st of each year.

The contestants may start daily from any place in the United States of America during the period of the competition, at any time, and fly to any other place in the United States over water, and the distance covered during ten hours of one day, measured either in a straight line from starting point to finishing point, or under the conditions hereinafter given, shall be considered as his record. Pilots are required to assure themselves of the co-operation of the officials necessary to control. Starts must be made from the water, also the landing.

_ The conditions governing the measurement of distances shall be as follows:

(A) Straight line flight: Which is a flight over water measured in a straight line from point of start to point of finish.

(B) Broken line flight: The competitor may fly back and forth between two points over the water, but will be penalized part of the distance, for the advantage he obtains over competitors in class (A). In this case the points must be not less than fifty miles apart.

The penalization will be five per cent, of the total distance covered.

Whenever a passenger or passengers are carried the entrant shall be entitled to the addition of five per cent, to his record for each passenger carried, and the total obtained by this addition shall

determine his position for the award of prize. Passengers must be at least IS years of age and each individual weigh at least 143 pounds or else brought up to this weight by ballast.

Change of type of machine and equipment is not prohibited, but the change cannot take place to make any one day's record, except in the case of flights exceeding 5C<) miles in distance, in which case the change of machines will be allowed so as to eliminate the waste of refilling the gasoline tanks, repair, etc.

In case the aviator changes the machine but fails to cover a distance of 500 miles, his record will be valid only up to the point where the change took place.

Aviators may stop as often as they wish and make repairs.

The competitor must, at least forty-eight hours before starting, notify the Contest Committee of the Aero Club of America in writing or by telegraph of

his intention to start on a flight, giving the hour and place at which the start will be made. On receipt of same the Contest Committee will arrange to have representatives present. If it is impossible to secure local representatives to supervise the start, ample time must be allowed for representatives of the Contest Committee to make the journey and their expenses paid by competitor to place of start and return.

The start shall be made under the supervision of the representative, who shall verify the weights of the passengers, if any, record the time of departure and submit a report covering all the facts of the departure to the Contest Committee. After landing the pilot must obtain, from as many credible witnesses of the landing as possible, affidavits setting forth in full the facts of the landing with respect to its location and the exact time, forwarding these and a certificate from his passengers, if any, by mail, to the Contest Committee as soon as practicable after landing. He shall also telegraph as soon as practicable after landing to the secretary of the Aero Club of America, giving the location and time of landing. In case there are no witnesses to the landing, affidavits from credible individuals, who saw the aeroplane after the landing, must be furnished by the pilot, these affidavits setting forth the location of the landing place and the circumstances of the landing.

A record shall be considered bettered when the official measurement shall show that the distance exceeds the previous record by at least five miles.

Hydroaeroplanes and flying boats must carry at all times, ready for use, regulation motor boat signal lights, compass, anchor and rope and one life preserver for each passenger. Towing is not prohibited, but distance must be stated in report.

This trophy is emblematic Of the triumph of wings over the dominating elements, the sea and the air.

Xeptune, the ruler of the waves, who has controlled all marine craft throughout the ages (the Viking boat of thousands of years ago, Columbus's caravel, the Santa Maria, are shown in the distance"), and who still holds control over the latest marine craft (some of the representative craft, the Yacht Cup winner, a liner, a dreadnought, and a sub-Com'hulctl <>« page If)

KAMP

32S E. 235th Street, Xeic York

WALTER V. KAMP, maker

Laminated woodwork of any shape, strongest — lightest and best construction for any kind of Aircraft

AERONAUTICAL RADIATORS

Rome IRadiators are Used on the Highest Grade Aeroplanes ROME-TURNEY RADIATOR CO., Rome, N.Y., U.S.A.

Part tenia) s_'_'_*_

Overman Cushion Tread Pneumatic Tires

MANUFACTURED BY

LOUIS R. ADAMS & CO., Inc. 250 W. 54th St., New York CO., 527 West 56th Street, New York

A-Z

RADIATORS, SEATS, TANKS, REPAIRS, SPECIALISTS IN METAL WORKING

HEATH AERONAUTICAL MOTORS

AIR AND WATER COOLED 5-to-500 H. P. Catalogue 4 red stamps

E. B. HEATH AERIAL VEHICLE CO. CHICAGO

JANNUS BROTHERS FLYING SCHOOL

Complete Course $.300.00

Address: Toledo. Ohio - General Delivery

L L SIZES

Prompt Shipment Quantity Orders Room 450 1777 Broadway, New York

AERO WHEEL CO.

Spare Parts for Aeroplanes ™ fJisx

G'.N OME AND ANZANI MOTORS NEW YORK CITY

(.REG. U. S. PAT. OFF.)

Aeronautical Motor

is the most powerful motor in the country that is thoroughly perfected and tried out. Sturtevant motors are used by the U. S. Army and Navy and all the leading aeroplane builders.

Oth

f 4-cylinder, 50 H. P. er 6_cyiinder? go H.P.

Specifications upon request

B. F. STURTEVANT COMPANY Hyde Park, Boston, Mass.

and all principal cities of the world

Military Machines Delivered "Quick"

Thomas Military Tractor Biplanes—any quantity—manufactured and delivered at short notice.

Ten specializing departments, with production at fingertips can double or treble output immediately.

Thomas representatives in Europe constantly in direct touch with European development.

Most advarrced design. Strong, serviceable, no tinkering.

Ordered and re-ordered by mighty governments. Surpassed U. S. Army requirements.

Thomas Bros. Aeroplane Co., Ithaca, N. Y.

Military Tractors Flying Boats Aeroplanes

gill

The

Wright

Company

(The

Wrisht

Patents)

THE NEW WRIGHT AEROPLANES

For sport, exhibition or military use, over land or water now embody the improvements that have been suggested by the experiments quietly conducted during the past ten years.

THE WRIGHT FLYING SCHOOL

Located at Dayton opens May 1st, for the season of 1915- Tuition $250. No other charges of any kind. Enroll now. Booklet on request.

The Wright Company

DAYTON, OHIO N«w York Office: tl Pio. St.

. .luuiiiiiniiuiiiiiiiuiiiiiini

In answering advertisements please mention this magacinr

THE ELLIOTT AIR SPEED INDICATOR

The speed of aircraft through the air

has presented a problem for the solution of which various devices have been presented to show speed relative to the air. In climbing, with the critical speed of the machine known, the indicator warns one of his margin of safety. The clinometer tells the angle of ascent but the speed indicator indicates the forward speed, the most essential factor. For "volplaning" the indicator is just as necessary.

The Elliott device consists of two parts, one to receive the air pressure where it is free from disturbing influences, and the other to indicate the intensity of that pressure.

This arrangement is obtained by supplying a Pitot tube, which consists of two tubes, a short one set with its open end facing the direction of travel, and the other with one or a number of holes at right angles to the same direction. In the tube facing the wind is produced a pressure proportional to the velocity through the air, and in the other tube account is taken of the static or barometric pressure. By using this device there is available for measurement an air pressure which bears a known relation to the air speed.

The indicator is of the liquid type. Where a magnification of four or five times greater than that obtained from a water gauge is required, it is necessary to use a two-liquid gauge. For machines whose normal flying speed exceeds 60 miles an hour a single liquid gauge of special form gives sufficient magnification.

The makers of the Elliott air speed indicator make a complete instrument board for aeroplanes, as has been seen on Curtiss flying boats. The board can be suspended or bolted to any part of the machine. It comprises an aluminum frame on which are mounted the following instruments: (11 The air speed indicator ; (21 an engine revolution indicator; (3) an aneroid with graduations from 0 to 6,000 feet; (4) a clinometer

with zero-setting device; (5) an eight-day clock; (6) compass. The address of the manufacturer may be found in Data Sheet No. 8.

THE "TEL" ENGINE REVOLUTION INDICATOR PATENTS

The "Tel" engine revolution indicators are of the conjugate movement and are based on the measurement of a rotary spindle traveling within a certain unit of time, viz.: one second. The mechanism consists of the following four essential parts:

1. Clutch gear. 2. Winding up gear. 3. Clock escapement. 4. Measuring axle.

I. The clutch gear enables the indicating needle to give the correct indica-fon irrespective of the direction of rotation of the transmission gear.

2. The winding up gear consists of a slip spring contained in a barrel which is wound up by the main spindle and operates automatically the movement of the clock escapement.

3 and 4. The clock escapement regulates the rotation of the measuring axle. On this rotating or measuring axle are three-toothed segments set at equal distances from one another. These segments more vertically on the axle parallel to the axis and are in mechanical connection with the pointer by means of a rack and pinion. The rotary movement • of this measuring axle is uniform, being regulated by means of the clock escapement, and makes one complete rotation in three seconds. Each of the segments of this axle pass, dnring exactly one second of time, before a toothed pinion with which it remains engaged during this unit of time, the revolving toothed pinion winding the rack vertically along the measuring axle. This toothed pinion is in direct mechanicai connection with the rotating shaft, the speed or number

of revolutions of which it is required to indicate. The amount of vertical movement of these racks thus obtained during one second is proportional to the speed and is transmitted through the rack and pnion to the indicating needle which indicates the number of revolutions per minute. When the speed of the engine is low the segments will move vertically to a less degree during the unit of time. If, however, the speed of the engine is high the segments will travel a greater distance along the measuring axle causing the needle to indicate a higher speed.

In order to prevent the indicating needle falling back to zero after each segment has passed before the toothed pinion the moving rack is held by a ratchet gear at the moment when it leaves its engagement with the toothed pinion. At the same moment the following rack is engaging with the toothed pinion and measures in accordance with the new speed. Each rack thus passes under three phases each of one second, these three seconds corresponding to one complete revolution of the revolving axle.

The method of transmission can be arranged by means of gear-wheels in which a reduction gear is embodied; the ratio between the graduation of the scale and the revolution of the spindle being arranged accordingly. The object of this reduction gear is to reduce to a minimum the wear on the instrument.

These instruments are being used extensively by the British, French, Russian and Italian government. Over 4.000 have been sold for aeronautical purposes. It is manufactured by the Hasler Telegraph Works, whose address will be found in Data Sheet No. 8.

Miss Catherine Stinson has purchased the wreckage of the Beachy monoplane, and a Miss Marie Berger will fl\- it. The biplane will be used by Miss Stinson. Ruth Law exhibited in the birthplace of aviation the last week in June, while Miss Stinson was compelled to look on. as her machine was not on hand. Evidently Dayton can get none too much of flying.

When Harry Atwood was aeroplan-ing from St. Louis to New York City he alighted to adjust his machine in a field near Fort Plain, N. Y. Atwood wasn't certain what State he was in, and wanted to know. A crowd of villagers rushed toward him and he called to them:

"Where am I?"

"You're in Charlie Knoll's cow pasture," shouted the nearest man.—Everybody's.

AVIATIOX—The art or act of flying. (Rare.1

AVIATOR—A flying machine employing the principle of the aeroplane. (Re-cent.1

BALLOONER—One who goes up in a balloon.

—Century Dictionary and Encyclopedia.

©HighTension Magneto

9 kbW\ .Magneto mat win lire an o-i:

B Bjj^-Ap Mwed. lii-iixiires on Coil or t"Tffi Batterv. Gives maximnm

Model H

Especially adapted for Aeronautic:!I work. Tin- only Magneto that will fire an ^-cylinder engine at crauk shaft

speed and power.

11/ for Ciituiouuc Eighteen

tITeTK-WJignition c°>

CuvtumD Omo IISA

PATENTS

Manufacturers want me to send them patents on useful inventions. Send me at once drawing and description of your invention and I will give you an honest report as to securing a patent and whether 1 can assist you in selling the patent. Highest references. Established 25 years. Personal attention in all cases.

WM. N. MOORE Loan and Trust Building Washington, D. C.

PATENTS

THAT PROTECT AND PAY

Books and Advice Free

bend sketch or model fur t-earch. Highest references. Best Results. Promptness Assured.

WATSON E. COLEMAN, Patent Lawyer

624 F Street, N. W. Washington. D. C.

BALDWIN

■Balloons Dirigibles Fabrics Motors

Box 78. Madison Sq. P.O.. New York

felSiffi DON'T pa—£

if-flEJ B[aEj ested in a reliable, efficient l|^^K|f=9P Jpl&i aridecoDomical power plant. Til J fij'ii I ,}-!'—^.T^3* is the_ only kind we

build. F>ur sizes.

Reasonable Prices

Kemp Machine Works Muneie, Ind.

AERONAUTICS

= The Leading British Weekly = E Journal Devoted to theTechnique E E and Industry of Aeronautics =

= (FOUNDED 1907) =

E Yearly Subscription: E

~ Two Dollars Ten Cents. Post Free —

~ (il/oney Orders Only) «

• Head Office: ■

= 170 Fleet Street - - London, E. C = = Americso Office: 250 West 54lh Street, New York ^

Hiiiiiiiimililllllllilllllilililiiiiiiililllillliliiiimn

WIRE

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.

Charavay Propellers

For Efficiency

THE AIRCRAFT CO., Inc. 1733 Broadway, New York Sole Manufacturers of Sloane Aeroplanes

WHY WELD

When you can do better work in one-fourth the time, at one-fourth the price, by using the latest great discovery. —~ ^° W(?,diiff. N<> oxidization. No

^? 1""^ Hnx necessary. Runs at extremely

J . ■ «.! ~% . , ~» |nw temperature. Kasily applied \Lf 0CiAA/Tt\VTVWTT\ with gasoline torch. Twice as strong f . . i and much harder than aluminum.

V^^^™^Wuminurn5olde^^^ Never bivnks i\i sold,red points.

Convince yourself by Trying It. Used hy Interuat'l Motor. Locomobile. Packard, Stanley, Pierce-Arrow, Brewster. Deuiarcst, St ndc baker. Simplex—Aeroplane manufacturers and U. S. Navy.

Wrife for Booklet 66

?3.5U per lb.—Sample stick ('alb. i $1.50 net cash.

SO-LUMINUM MFG. & ENGIN.EhING GO., Inc., Sole Mtrs. and Distributors

United States Rubber Co. lildg. 171-0 Bruadway, New York

r

< BENOIST

Aeroplanes and Flying Boats

BENOIST AEROPLANE CO., Inc.

Factory and Office

341 S. SI. Louis Avenue

CHICAGO. ILL.

BALLOONS

Airships. Aeroplanes, Gas Generators, Safety Packs, Parachutes. Exhibitions furnished with Balloons, Aeroplanes and Airships. Stevens' Balloons used by 95* of American and Canadian Clubs. MADISON SQUARE, BOX 181, NEW YORK

Aeronaut LEO STEVENS

In answering advertisements please mention this magazine.

a*

■ n q

' 6 •—, .TO

P "

2 r

•2.0-g S

p 3

ftJ ft ^

as a^j

p s c o ;

3 fTJ 3 -J *

C £T T> TO

fL r

° 2 K 3 . 3 5 - 2.

r

3- 2 ■ o =

-, P

* ft ft —i '

'. 2 2 . 2- ^

^ ft [T ft

J ft Ti'ft V

ft

o §

3 b S

I « £ 7T

ft ft)

c o ,

* i/i T S H* ■

i— C/> ft)

2 =r«

2 to i .,v»q

— TO

3 ft >-f

p 3 rti

S5 5!5'rt

ft Grq

—. .-. «s

y V) O I-*

C ft -t ft ^

" t/i ft ^ -si

3* i- '

5.« "S HI i_it ^ o

,3* S* O 3

ft op" I

ft — r-r C- -'

• P. C7* rp

. ft

■5 W3 " s

ra 3; I 3 |.

&3 ft < ft —

~ W ft

2 i§

C C

O v.

2 s-

%1

§ w "'IS-3

- ^ ^ ^

5 3 n ' -. *5 a y s

i-r-is-"

^ ^ —. p . tu

ft ^ r> o S = la <*

ft ^ - , i 2

1.5-=* §

3* - ft p_

^ rjq v> *-t ft" — ^

f6 w i O n -

— ft

u p i * -

ft 1)

^> - :=d k-^-o

Crq n> z v> o ° ■ s

M 2 r» ?!

1—■ ^ ^

y r^-

ra O a"- <

a ^ b-5 S-a'ss

=3 -' w

< 3 " l-H

Cig ft

2 5-3 5-

fi TO re

V

ft) *T)

ft fj-- ^

- ft X

^ O P ,^

5 sq-

2 o 3"S o 5-

METERS IN FEET AND INCHES

m.

ft.

rn.

ft.

m.

ft.

m.

ft.

cm.

ins.

cm

ins.

,

3.281

45

167,0+

89

292.00

330

1082,7

15

5,906

59

23,23

2

6,562

46

150,92

90

295,28

340

l"5,5

16

6,299

60

23,62

3

9,843

47

154,20

91

293,56

350

1148,3

17

6,693

61

24,02

4

13,12

48

157,48

92

301,84

360

1181,1

18

7,087

62

24,41

5

16,40

49

160,76

93

305,12

37o

1213,9

19

7,481

63

24,80

6

19,69

50

164,04

94

308,40

380

1246,7

20

7,874

64

25,20

7

22,97

51

167,32

95

311,69

390

1279,6

21

8,268

65

25,59

8

26,25

52

170,61

96

314.97

400

1312,4

22

8,662

66

25,99

.9

29,53

53

173,89

97

3'8,25

410

1345,2

23

9,055

67

26,38

10

32,81

54

177.17

98

321,53

420

1378,0

24

9,449

68

26,77

11

36,09

55

180,45

99

324.81

430

1410,9

25

9,843

69

27,17

12

39,37

56

183,73

100

328,09

440

1444,6

26

10.24

70

27,56

'3

42,65

57

187,01

105

344.49

450

M76,4

27

10,63

7i

27,95

M

45,95

58

190.29

110

360,60

460

1509,3

28

11,02

72

28,35

15

49,21

59

193,57

115

377,30

47o

1542,1

29

11,42

73

28,74

16

52.49

60

196,85

120

393,71

480

1574,9

30

II,8l

74

29,15

17

55,78

61

200,13

125

410,11

490

1607,7

31

12,21

75

29,55

16

59,o6

62

203,42 206,70

130

426,52

500

1640,4 1968,5

32

12,60

76

29,92

19

62,34

63

135

442,92

600

33

12,99

77

30,32

20

65,62

64

209,98

140

459,33

700

2296,6

34

13,39

78

30,71

21

68,90

65

213,26

145

475,73

800

2624,7

35

13,78

79

3t,lo

22

72,18

66

216,54

150

482,13

900

2952,8 3280,9

36

14,17

80

31,50

23

75,46

67

219,82

155

508,54

1000

37

■4,57

81

31,89

24

78,74

68

223,10

160

524,35

2000

6561,8

38

14,96

82

32,28 32,68

25

82,02

69

226,38

165

541,94

3000

9842,7

39

15,36

83

26

85,30

7o

229,66

170

557,75

4000

13123,6

40

15,78

84

33,07

27

88,58

71

232,94

175

574,i6

5000

16404,5

41

16,14

85

33,85

28

91,90

72

236,22

180

590,56

   

42

16,54

86

33,47

     

29

95,15

73

239,51

185

606,97

cm

ins.

43

16,93

87

34,25

30

98,43

74

242,79

190

623,37

44

17,32

88

34,65

3i

101.71

75

246,07

195

639,78

1

o,394

45

17,72

89

35,04

32

104,99

76

249,35

200

656,18

2

0,787

46

18,11

90

35,43

33

108,27

77

252.63

210

688,99

3

1,181

47

18,50

91

35,83

34

iii,55

?8

255,91

220

721,80

4

1,575

48

18,90

92

36,22

35

114,83

79

259.19

230

754,61

5

1,969

49

19,30

93

36,62

36

118,11

80

262,47

240

787,42

6

2,362

50

19,69

94

37,10

37

121,39

81

265,75

250

820,22

7

2,756

51

20,08

95

37,40

38

124,67

82

269,03

260

85.3.03

8

3,150

52

20,41

96

37,8o

39

127,96

83

272,31

270

885,84

9

3,543

53

20,87

97

38,20

40

131,24

84

275,6o

280

918,65

10

3,937

54

21,26

98

38,60

41

134.52

85

278.88

290

951,47

11

4,331

55

21,65

99

38,98

4-

137,80

86

282,16

300

984 27

12

4,725

56

22,05

100

39,3

43

141,08 144,36

87

285,44

310

1017,1

13

5,n8

57

22,44

22,84

 

44

88

288,72

320

1049,9

M

5,512

58

   

RUST PREVENTIVE.

The following is a good rust preventive for steel: 16 parts turpentine, anil 1 part caoutchouc dissolved 1>y a gentle heat. To this add 8 parts hoiled oil, stir and at the same time bring to the boiling point. Apply with a brush after the manner of varnishing. This coating can be removed by the use of turpentine if desired.

ALUMINUM POLISH.

An emulsion of equal parts of rum and olive oil can be used for cleaning aluminum. Potash lye not too strong is also effective in brightening aluminum, benzol is also used.

A good polish for aluminm consists of a paste formed of emery and tallow, the finish lustre being obtained by the use of rouge powder with oil of turpentine.

1

2 •<

> <

> H

0 Z

LIST OF U. S. AERO CLUBS Continued

Saratoga Aeronautic Club, care Geo. A. Farnhani, Pres., Saratoga Springs, N. V.

Hay Ridge Model Aero i"lull. fiT.'li) Ridge Blvd.. May Ridge. Brooklyn. Carl Marcus, Sec. Jl.ong Island Model Aero club, 401 Grunt A\c., Cypress Hills, L. I.

•Aero Chili of New York, Nassau Blvd., Garden Citv Estates,

L. I.

Harlem Model Aero Club. Harry Schullz, Pres., 2a W. 106th St., New York.

Ohio

''.Jueen city Aero club, :;22K Harrison Ave., Cincinnati, O. Goodyear Aero Club, Akron, i). c. s. Lewis, Sec.

Pennsylvania

*Aero c'lub of Pennsylvania. Geo. S. Gassner. Sec.. Front and tjueen S(s.. Philadel]iliia, Pa.

Hen Franklin Aeronautical Assn.. care In*. T. Chalmers Fulton. 6til & Piumond Sis,. Philadelphia. Pa.

I 'hiladelphia Aeronautical Recreation Society. Dr. Thos. E. Fldridge, Pres.. 1 s 1 1 No. Logan Sip, I'll 1 In. Pa.

Pittsburgh Aero club. 11. P. Haas, Sec, Mage,. P.blg., Pittsburgh, Pa.

Philadelphia Aero club. Alan McMurrav. Sec, 171s N. 25th St., Phila,, Pa.

Tennessee

Nashville Aero club. 10. Fisher Cedes, Sec, Nashville, Term. Texas

San Antonio Aero Club, care 1 >r. Fredk. J. Fielding, 12a Hicks

Hblg., San Antonio, Tex. Texas Junior Aeronautical Assn. Hugh Dumas, Pres.. Ft.

Worth.

Aero Club of Fort Worth, Fort Worth, Tex.

Southwestern Aeronautical Assn., P. (>. Hox 11!', Ft. Worth,

Tex. 11. E. I,, ("iixtan. Pres. Texas Model Aero club. 517 Navarro St.. San Antonio, Tex.

Herkeley Hunter. Sec. Texas Aero Club, care Chamber of Commerce, San Antonio,

Tex. Harold Kayton, Sec.

Utah

Aero club of Utah, care 1.. It. Culver, 11 Eagle lllock. Salt Lake city, Utah.

Vermont

Aero Club of Vermont. Chas. T. Fairlield, Pres., care Put-laud News, Putland. Yt.

Washing-ton

Pacific Northwest Model Aero club, 0 10 Uavenna Hlvd., Seattle, Wash. Robert La Tour. Manager.

Wisconsin

i"! Milwaukee Aero club, Milwaukee, "Wis., care Major Henry P. llersey, chief Weather Bureau, Milwaukee, Wis. Milwaukee Aeronautic Society. Pres., Sherman Jirown, Mgr. Davidson Theatre, Milwaukee. Wis.

{Milwaukee Model Aero Club, 402 Bradford Ave., Milwaukee, Wis. Alfred Heyden. Sec.

Miscellaneous

*Aero Club of Connecticut. Gregory S. Bryan. Sec. Bridgeport. Conn. Postmaster returns mail to this club.

*Aero Club of Baltimore, Balto.. Md. Postmaster and the secretary pro tern of the proposed club state there is no aero club in Baltimore.

*Aero Club of Dayton (<).)■ Postmaster returns mail as undelivered

O

O

H. P. TABLE BY A. L. A. M. FORMULA

In using table, find bore ot cylinder in inches or

millimeters in the proper left-hand column, then read across to right under column for the number of cylinders that the motor under consideration has.

Bore = D Number of Cylinders = N.

Inches. Millimeters, 4 6 8

2Y, 64 ........ 10.00 15.00 20.00

2Vi 68 ........ 11.23 16.85 22.05

2H 70 ........ 12.08 IS.13 24.20

2H 73 ........ 13.37 20.00 26.45

3 76 ........ 14.40 21.60 28.80

3JA 79 ........ 15.64 23.50 31.25

3% 83 ........ 16.92 25.39 33.80

3)4 85 ........ 18.21 27.30 36.45

3'/2 89 ........ 19.61 29.45 39.20

3% 92 ........ 21.08 31.57 42.05

3% 95 ........ 22.50 33.75 45.00

3J/S 99 ........ 24.22 36.32 48.05

4 102 ........ 25.60 38.40 51.20

A'4 105 ........ 27.20 40.80 54.45

AVX 108 ........ 29.00 43.50 57.80

43A HI ........ 30.65 46.00 61.25

114 ........ 32.40 48.60 64.80

Ate 118 ........ 34.28 51.41 68 45

4?4 121 ........ 36.15 54.20 72.00

47A 124 ........ 38.25 57.21 76.0!

5 127 ........ 40.00 60.00 80.00

S!4 130 ........ 42.20 63.20 84.05

S'/i 133 ........ 44.20 66.40 88.20

Ste 137 ........ 46.34 69.SO 92.45

5<4 140 ........ 48.48 72.72 96.80

5te 143 ........ 50.80 76.10 101.25

5)i 146 ........ 53.00 79.50 105.80

57/s 149 ........ 55.28 8 2.88 110.45

6 152 ........ 57.70 86.64 115.20

(For four cycle motors)

O

RUBBER LUBRICANT.

The following is a lubricant prescribed by Mr. Wm. P. Dean, which he states lie has thoroughly tested and found to be an excellent lubricant and preservative for the rubber, one lubrication lasting for several occasions: \lA ozs. of glycerine; Vi oz. of si.ft soap; 8 ozs. of water. Boil together in a pan until the mixture is about the consistency of molasses or maple syrup. If it should get too thick, add more water and boil again, cool and bottle. To lubricate, pour a few drops in the palm of the hand and rub well up and down the rubber until every strand is lubricated.

CURTISS EFFICIENCY

THIS is the main factory of the Curtiss Aeroplane Co. at Buffalo, where aeroplanes of the tractor and pusher type for land and water are built under ideal conditions. The Curtiss Company is the largest and best equipped aeroplane-manufacturing plant in the world. Information on request.

CO., BUFFALO, N. Y.

THE

CURTISS AEROPLANE

BUFFALO, N

airaiiiiii:™ ..........<i«:iiiiiiiiiiiiiiiiiiiiiiiiii

BURGESS- Military Aeroplane DUNNE

furnished to

United States Great Britain Russia

Self-balancing

Self-steering

and

Non-capsizable

Form of wing gives an unprecedented arc of fire and range of observation.

Par excellence the weight and gun-carrying aeroplane of the World.

Tail-less and folding.

Enclosed nacelle with armored cockpit.

Speed range 40-80 miles per hour.

Climb 400 feet per minute.

Burgeu-Dunne No. 3 Delivered to U. S. Army at San Diego, December 30

THE BURGESS COMPANY, Marblehead, Mass.

Sole licensees of the American-Dunne Patents

iiiiiiiiiiiiiiiiiiiiiiciiii!!mi;i;iiiiiiii;iii:iiiiii^

In answering advertisements please mention this magazine.

mmam


PDF Document