Aviation Week 1924-07-14

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The Oldest er Aeronautical Moga JULY 14, 1924 ___ Issued Weekly PRICE 10 CENTS —> Start st the last Gordon Bennett balloon race at Brussels, Belgium en ed Eiternatronar Neweres - ae | } VOLUME } If ee NUMBER | xv SPECIAL FEATURES» > J QS MITCHEL FIELD AIR DEMONSTRATION Un CURTISS PW8 PURSUIT PLANE DESCRIBED PRACTICAL VALUE OF REFUELING IN FLIGHT THROUGH GOING COAST TO COAST AIR MAIL STARTS GARDNER PUBLISHING CO., Inc. HIGHLAND, N. Y. 225 FOURTH AVENUE, NEW YORK Entered as Second-Class Matter, Nov. 22, A es hiand, NH. ¥. mater Ae ae Macks 3) es

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x & AVIATION July 14,1924 july 14, 1924 AVIATION : 743 eae. | (ee Published every Monday Aeronautical Instruments LOOK THIS LIST OVER CAREFULLY Higher prices maybe; lower prices never CONTENTS — Editorials ssescanawnseus The Curtiss PWS Pursuit Plane Deseribed ‘Through Going Air Mail Starts . American World Flight of the Form of Wooden Bea Strength ..... British World Flight . Practical Value of Refuel The last of the Government surplus ments. BUY NOW in Flight PART XO, DESCRIPTION Price : ! : 2604 sfighaipibeanne gage OSG 2.00 Lisbon to Macao Flight . Airing a Grievance ae) a eter Pixs 5” luminus face 15000 ft. 3.00 Mitchel Field Air Meet . Amundsen’s Flight Off . 54 Altimeter Schneider 3” luminus face 25000 ff. 10.00 sk Memorial Prize .. ‘Airpot a Airways Boll Banking Indicator Eliot babble type O v0 20 200 Bek Memoria Bete : Sports And Arwen 2621 *Clocks 8-day rim wind luminus face 10.50 The Application of Propeller Test Data United States Air Forees 2618 Compass Durkee vertical type 15.00 3619 Compass Taylor pocket watch type 150 GARDNER PUBLISHING COMPANY, Inc., Publishers 2690 Motor meter Boyce 16 ft. tube 2” non-luminus face 10.00 GENERAL AND EDITORIAL ROOMS: 225 FOURTH AVENUE, NEW YORK = Publication office HIGHLAND, N. Y. 2692 Motor meter Boyce 40 ft. tube 3” luminus face centigrade 10.00 | 2693 Motor meter Boyce 20 ft. tube 4” face luminus ac Oo t centigrade 10.00 | 2644 Tachometer NCR 0 to 2500 RPM luminus dial 10.00 2642 Tachometer Jones 500 to 2500 RPM luminus dial 10.00 . ; 2643 Tachometer Johns-Manville 500 to 2500 luminus dial 7.50 Subscription price: Four dollars per year. Single copies Issued every Monday. Forms close ten days previously. 2645 Tachometer jaeger 0 to 1000 RPM luminus dial 5:00 ten cents. Canada, five dollars. Foreign, six dollars Entered as second-class. matter Nov. 22, 1920, at the 2649 Tachometer Jaeger 0 to 2000 RPM non luminus dial 5.00 @ year. Copyright 1924, by the Gardner Publishing Post Ojfice at Highland, N. Y., under ‘act of March 2647. Tachometer Jaeger 0 to 2400 RPM luminus dial ha eS i mad, m a 4 Sider aee, of Mare Company. 3, 1879. 750 T is comparatively easy to demonstrate 2648 Tache meter Jaeger 0 te, 3000 RPM baminus, dial 750 to the layman the remarkable advances ZeHl Shaft and cable to Bt above tachometers 42” 250 being made in the conquest of the air. 2672 a cable to at shove tachometers ae sm It is being done every day. Incredible 2668 ted cable to fe-above tachomcters 94” 7.50 records of speed, altitude flights to the 2669 Shalt and cable to ft above tchometers 10 ft. 800 BARGAIN SAL E ceiling-of-the-world, fascinating exhibi- Zeal Adcpler to we above shaft on Warmer dive, Tio? 30 QUICK tions of sky-writing, marvelous examples 2684 Adapter to use above shaft on Jacger tachometers 1.50 (TEN DAYS ONLY) of aerial photography--countless incidents Boao Ge aranes 25-5" fumsions fee 0) to: 120) Ths $0 LINEN, grade A Irish, guaranteed, less than ; of the most dramatic quality are impress- | 2637 *Berling single magneto switch Aluminum new type 4.00 ee = i per yd. se For limited time only we offer subject to prior sale ing upon the public the bewildering extent NOTE: Articles with star (*)_ are new manufactured TAPES DV; fn. pinched new ert ie of the airplane's potential utility. Hode: SHOCK CORD, V4 in. new guaranteed, under sec ti NEW STANDARDS “J1” $300.00 (in lots of 100 ft, or over ft. .1Be Without Motor. Otherwise Com; te USED INSTRUMENTS DOPE; nitrate, newatock, conceotrated, 10 gel. can per val fe aaa ain ne " M it 2602 Air ¢ 0 to 5 or 10 Ibs. 134” non-luminus face 1.00 (fifty gallon drums. each IN ORIGINAL CRATES, LOWER LONGERONS To dramatize the power of engineering 2651 Altimeter Tycot 5” luminus face 0 10 15000 Ht. 1.00 NEW OX5 PROPELLERS, Canadian make, each 5.50 NEED REPLACING. which stands back of it all is far more 2650 Altimeter Taylor 314” , apo SHIPS a it A 2612 Banking indicator verry 24” e round ty; = = cific le ante pains of seed 3696 Air Speed indica oe Bectol 2 10150 MEH 500 T.-M, Scouts, new, complete without motor, in erates, each 300.00 SAME PLANE AS ABOVE WITH ‘acturing to micrometer measurements 2697 Air Speed indicator NCR “10 to 160 MPH 5 TM, Scouts, used not over 8 hrs. without rotor x LONGERONS REPLACED $400.00 G ‘ ae : 2698 Air Speed indicator Foxoloro 30 to 120 MPH 5.00 Used Jennies, serviceable 500.00 is pases slap hee ay genssbonel 2685 Petot head for NCR new 3.50 ote get covcred, fine shape 800.00 ——— iemonstrations o! € precision ey in- 2686 tube for Bristol or Foxoboro new 5.00 ail wallow, excellent condition, motor & ship 1600. sure. Since 1909, engineering design and 2687 tube for Badin French type double throat 1.00 Swallow 1924, used total of 6 hrs. 2600.00 CANUCKS and JENNIES ei tigueae 2688 jube for Jaeger French type single throat 1.00 DH9-4 placed, Wings recovered with linen, without motor 450.00 shop practice in the Martin plant have 170 Copper tubing 1/8” 16 ft. lengths per foot 15 (with Renault 300 FLP. motor 975.00 in excellent condition, established standards for the industry -- 172 Covper wing Y4” 12 ft lesaths per foot wold SV.A. type No. 9 two placed dual control, wonderful es ms 3 3 S Compass General Electric vertical Army type ; job’ with new overhaul ty 6 motor, se i : . standards of ever increasing perfection. 2618 Compass RAF mark I ibis 5.00 up and test flown 1275.00 Complete with: motor FO. DALLAS 2657 Tachometer Van Sicklen luminus chal 0 to 2500 RPM 10.00 All quotations subject to prior sale. All goods F.O.B. Forest Park, Ill. Write for our complete list of used in- Don't write, wire 50 per cent deposit and we will hold THE GLENN L. MARTIN COMPANY airumenis| foes pe imentel wore comeing WRITE FOR OUR NEW PRICE LIST OF fog. seu CLEVELAND : AERONAUTICAL SUPPLIES. panier Builders of Quality Aivereft since 1909 JOHNSON AIRPLANE & SUPPLY CO. YACKEY AIRCRAFT CO. ROBERTSON AIRCRAFT CORPORATION DAYTON, OHIO 8:8 DesPlaines Ave. Forest Park, Hl. ST. LOUIS FLYING FIELD ANGLUM, MO.

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AVIATION T ‘THROUGH the entire history of avi- ation over a period of 20 years the Wright organization has maintained its high position. Its leadership has been soundly built upon extensive research and intelligent engineering development, although its experience includes the manufacture of aeronautical equipment in extreme- ly large quantities. The Wright organization, ever mind- ful of its first achievement—the art of flying—continues to contribute each year its best ability and engineering ex- perience to the advancement of flying. WRIGHT AERONAUTICAL CORPORATION PATERSON, N. J., U.S.A. =e July 14, 192 L. D. Garnet PRESIDENT L. D. Wesster ——en “SVIANON BUSINESS MANAGER Great Aviation Progress 11H three great achievements of the past few weeks ia T viation have been a new mspiration to those whose spirits were somewhat below par and who needed some stim- ulant to kindle their faith in the ultimate triumph of aviation. The suecessful inauguration of the through going trans- continental service of the Air Mail is so full of possibilities for tle future that it is perhaps better to speak of them at time with reserve. In dealing with a public service of is kind, some small or large interference with the regular operation might have an effect much broader than would be united by the incident itself. With the fullest recogni- tion of the vast field that this test has opened for aircraft, and with an equally intimate acquaintance with the limita- tions under which any new experiment of this kind is made, it is appropriate to simply express our congratulations to the \ir Mail Service for the foresight of those in charge of tion and for the efficient manner in which the whole operation was carried through. The transeontinental Dawn to Dusk flight of Lieutenant Maughan’s shows once more the determination of the Amer- ican pilot and constructor to lead the world in speed, distance the 01 and reliability. Lieutenant Manghan’s return trip to Mitehel Field makes his accomplishment not only a record flight in one direetion but a record round trip as well, indicating the serviceability of the new Curtiss pursuit plane and the pilot’ faith in this ship. The Dawn to Dusk flight, together with Lieutenant Manghan’s previous speed records, stamps this Amy flier as one of the premier pilots of the world. The continued satisfactory progress of the American round the world flight is the third encouraging ‘aeronautical event that is to be eredited to the past month. Now that our three world fliers have India behind them, their flying will be over uch easier ground and in more favorable climatic conditions. Without mishap these skilful and tireless pilots should soon be ready for the last uncertain factor of their great venture— the hop across the Atlantic by way of Iceland and Greenland. With an even break of Iuck—all a pilot asks for in the they will once more greet native shores in August and they nay rest assured that the American people will give them * welcome worthy of their great achievement, Is This “The Matter” ? Wr has not been asked the question “What is the matter with aviation people? They all seem to be fighting each other and ‘knocking’ everything new.” ‘The answer to this is so evident to the detached observer that it 's difficult to see why it should be asked repeatedly and so continuously. Two or three questions might develop the real trouble. If “‘eryone in the aviation field had to answer the following Lapistas p'Orcy EDIror Vineasius E. Cuan Epwanp P. Wanner Raven H. Upson CONTRIBUTING EDITORS questions before his opinion were taken seriously there might be less of the opinionated expressions of eriticism that are heard so generally. Try the questions as a test. How many hours ve you been in the air ? What are you doing to promote commercial aviation ? Do you make or expect to make money out of aviation ? What publicity are you getting out of aviation ? If the real amount of flying that has been done by many of those who are the loudest in proclaiming the importance of aviation were known, much of their importance would shrink perceptably. How anyone in aviation cannot take a personal interest in encouraging the commereial pilot, the pioneer in the new air transportation development, is beyond comprehension, yet it has become a popular attitude in some circles to depreciate the pilot and his work—just beeause his equipment is obsolete and he is financially embarrassed owing to the tenacity with which he stays in the flying game. There are many people who are interested in aviation and who take prominent part in all affairs that wish it to appear on the surface that they are patriots or far seeing enthusiasts whereas their main objective is to make money either now or in the future out of their interest. And finally, and perhaps more important, is the publici attraction of aviation. So, “the matter” seems to be that the people who seem to take the most active interest in aeronautical movements ave more interested in exploitation than in flying itself. A Plea for Sanity VIATION has for some time been endeavor its readers all the news of interest from the principal flying centers of the United States. How far we have sue- ceeded in this endeavor may be scen from the numerous 7 ports our volunteer correspondents contribute at fairly frequent intervals, and which are printed in the department “Airports and Airways.” It is generally admitted that these reports interest all who are concerned with the civil side of flying. But in this connection it has become nec few plain and unpleasant truths. There are a few flying centers—not the least important of them, either—where it seems impossible to keep 2 correspondent on good terms with all concerned. Polities, personal jealousy, or whatever it is, have brought about a situation where it appears that 2 cor- respondent is actually refused information by one party if he mentions the activities of another party. ‘This situation strikes us as highly Indicrous. It is like a man trying to spite his face by evtting off his nose, We can but make a plea for sanity and hope that those concerned will return to a fairer comprehension of matters. Until then we shall print the news items our volunteer correspondents contribute, and ignore those who wish to be ignored. ing to give ssary to state a 745

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Tke Curtiss PW8 Pursuit Plane Described Story of the Development of this Plane from Racing Experience And its Chief Constructional Features The Curtiss model PWS pursuit plane on which Lieut. Russell L. Maughan, A.S., flew from New York to San Fraw cisco between dawn and dusk on June 23, last, in 21 hr apsed time, is the developed fighter in the world today, Lieutenant \ artien!a ship was in every way a standard 1924 model, except that or the transeontinental In faet the ship was taken from a small produetion of PWS pursuit planes (twenty-five) which the Army Air Service placed with the Curtiss Aeroplane & Motor Co. of Garden City, L. I This order has nearly been complete : min. ¢ highes single-se supplementary fuel tanks were fitted flight, , last summer, A Thoroughly Proprietary Design This remarkal tion of Curtiss engineers ¢ sired to combine imb with other mili such as extensive visibility from the cockpit, facility for parachute jump and general serviceability. It should be noted that this type of ship was not developed as a result of gov- ernment specifieations and proposals: the Curtiss PWS is a thoroughly proprietary design which was dev airplane is the outcome of the one particular maximum speed ry requirements for oneentra- in which maximum planes, joped by the Curtiss Company at a considerable expense of its own, As a result the Army Air Service has today best fighting ship in existence, one which is some 10 mi./hr. faster than any other pursuit airplane produced in this’ country or abroad, and which can easily outelimb any of them Design and construeti Curtiss Pursuit plane started in the sprin at the time when the Curtiss Company commenced to apply to airplane racing the results of the extensive it had been conducting for s laboratory and factory in airplane esearch and development work eral years in its aerodynamic arden City. The great advance sign accomplished agh this painstaki work was first revealed to the world in the 1922 Pulitz Trophy race, held at Detroit, which Lieutenant Maughan won on a Curtiss’ Army racer at an average speed of 205.8 mi./hr., all existing world records for 100 and 200 kilometers distance. Lieut. J. L. Maitland, A.S., finished second in that race at an average speed of 1988 mi./hr. This twofold triumph ¥ firmed on Oct. 16, 1922, when Brig. Gen. William Mitchell, A.S., flying the same ship, broke the world’s maximum speed ‘record over the one kilometer straightaway course at a speed of 223 mi./hr. Tt was the first time that an American airplane had beaten the high speed records made by French aviators. 7 Influence of Airplane Racing When, in the following spring, Sadi Lecointe recaptured the world speed record by making 233 mi./hr., he not remain in its possession for long, for on March 29, 1923, at Wilbur Wright Field, Dayton, Ohio, Lieutenant Maughan broke the record once more with 236.5 mi./hr. This record has been approaehed since within 10° mi, by any foreign hine, but it was broken by Lieut. A. J. Williams, U.S.N. on Nov. 4, 1923, at Garden Cit I., when he flew a Cur- tiss Navy racer with the Curti: 500 hp. engine over the F.A.I. three kilometer straightaway course at the rate of 266.6 mi./hr. ‘This record is still standing, and the ship and the pilot that made it also won the 1923 Pulitzer Trophy race at a speed of 243.6 mi./hr . This stupendous su n of speed records planation of the great advance which the Cu suit plane represents with respect to othe: kind. The Pulitzer Trophy testing out the ideas evolve erodynamie Inboratory and embodied in the ships. When the results confirmed the theory, the new ideas were embodied in the 1924 type Curtiss Pursuit ship, for which the original, 1923 model served as the ffords an ex- PWS pur- airplanes of its served the purpose of races in the equivalent of a mockup. Thus the direct and beneficial in- fnence of airplane racing upon the development of military fighting planes becomes self-evident. One Year’s Improvement ‘The improvement in the performance of this ship is op- parent from the following. The 1923 Curtiss Pursuit plane with a D12 high compression (460 hp.) had a hich speed of 170 mi./hr., a landing speed of 62 mi./hr., a elinib 00 ft. p mute from sea level and a service ceiling ,150 ft. The 1924 Curtiss Pursuit plane equipped w the D12 low compression engine (420 hp.), Curtiss-Reed metal propeller and a new wing section developed and adopted for the 1923 Pulitzer Trophy race winner, has approximately the same high speed and the same landing speed, but it carries 35 Ib, more useful load and it is 50 per cent stronger than the 23 model, the safety factor having been raised from 8 to Equipped with the D12 high compression engine the PWS has a high-speed of 180 mi./hr. The gross weight of the plane is 3,167 Ib., of which 971 Ib., or nearly one-third is available as useful load. The range at high speed is ap- proximately 2% hr. ‘The armament consists of two Browning machine guns, one of 30 calibre and one of 50 calibre, with 600 rounds of n:- munition for the former and 200 rounds for the latter. Provision is also made for the earrying of two 105-Ib. demo- lition bombs or five 25-Ib fragmentation bombs. Cockpit Accommodation The visibility from the pilot’s cockpit—a requirement al- most as important to a fighter as high speed and quick elimb- is excellent, the pilot being placed well back of the upper wing and the wings having a positive stagger of 37 in. The pilot’s eyes are on a level with the chord of the upper wi which position gives the minimum blind spot due to the wing, while the large stagger allows the landing gear wheels to be in full view. The gas tank is crash proof, having a heavy covering of rubber which effectively prevents the gas being sprayed about in event of a crash. The height and fore and aft position of the pilot’s seat is adjustable, which makes for ease of operation for different pilots. The horizontal stabi- lizer is adjustable from the coekpit, while in flight, a fact which the ‘pilot is certain to appreciate when flying under different loading conditions. Space for a parachute is pro- vided by substituting it for the seat cushion normally fitted, and it is worth special mention that owing to the-unobstructed position of the pilot’s seat parachute jumps ean be done without any diffienlty and without the hazard of getting en- tangled in the wings. For night flying, wing tip flares « provided. Structurally and mechanically the Curtiss PW8 embodies a great number of interesting features. The Cellular Wing ‘The wings are entirely built of wood on the principle of cellular construction and are covered with a special spruce plywood, known as Curtiss-ply. Instead of having two main the wing has multiple spars, which, together with s divide it up into a great number of square cells. ‘The covering of Curtiss-ply is shaped to the proper form it is applied, and therefore fits the wing frame like a mold. It is fastened to the framework with cement, brass serews and cement coated nails. This type of construction greatly decreases vulnerability to gun fire, for several cells may be shot through without im- pairing the strength of the structure, whereas a fabric covered wing will tear, when punctured by’ bullet, and it will tear over the greater area the greater the speed of the ship, for the air will tend to rush into the aperture so much faster. The cellular wing construction has the further advantage 746 July 14, 1924 AVIATION eneral and detail views of the Curtiss PW8 pursuit plane—Ufper left hend ccrner, cellular w hand corner, engine installation; center, the PW8; lower left hand corr:er, tee! frame of stabili: ing construction; upper right ator; lower right rand e hand corer, frontal pertion of ‘fuselage, showing engine bed and landing gear with rubber compression discs ay with inter bracing and so does not adjustment, fer the structure is practically ple under ordinary service conditions. ane and the interpls e steel tubes, fi ruce and taped. The int vhe ndjuct means of threaded terminals. There arc rotrading fittings to the wing, a'l fittings being countersunk, aileron controls, for which inspection doors are provided, and the motor con rigid rods which insure positive im andobviate the necessity of replacing cables worn out running over pulleys A Landing Gear of New Desien is built of welded steel tubing, over which a duralumin channel inen ted form once it has its outer covering of e is of the fou eron type with 1 struts, crosshraced by tie rods. hed are welded into art is in 1 skel- that it does need any e struts, le framework of 0 vive it a streamlin ic. The fusela olded vertical and b The lugs to which the tie suiluble stots ext in the tubes ten-ion. All eentzo's 9 etons covered with One of the mest interestin ear. This is of the ax! ed on two V strats, the shock is carried inside the fuselage, where s of this ship is ne, the wheels being hing device of which ily accessible. The shock absorbers are form ef rubber ¢ # the landing in the n dises against which the bearing plate strut works. The compression of the shock absorber is adjusted by simply turning a nnt, and hardened rubber dises ean be replaced with the greatest eave by slipping them off their gviding rods. thus. climinating the time-wa-ting practice the rubber dises work pression and not in tension is a particularly desirable ein avid climates, where rubber will withstand with lite whereas it quickly deter under tension. ‘The advant of rewindine Shock absorber cord sion damage rates ge 0: r is evident, for it not only ents down head ut also eliminates the hazard of striking obstruction when taxiin or snow-covered ground. Engine Mounting Quickly Detachable ‘The engine mounting is quickly det: of four bolts, which allows an in a very short time; the eowlin is removable in large ns as far back as the cockpit These sections do not any of the joints, a fact whieh permits anyone of them to be removed without the necessity le by the remov plant to be installed ing of the fusel of disturbing the others. This quick removal of all covering gives excellent access to all parts of the motor, gas and oil systems, instruments and controls.

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748 The wing radiators are so constrneted that the upper and lower surfaces on any panel may be removed separately, thus making repairs exceptionally simple. The Oil Temperature Regulator An important mechanical feature adopted for this ship is the installation of an oil temperature regulator. This regula~ tor comprises a number of honeycomb tubes through which the water from the motor is passed and around which the oil circulates. In starting the motor, the water which is passed through the regulator quickly brings the oil up to the required temperature. The water is brought to its required temperature after the machine is in flight, by the gradual opening of the by-pass valves to the panel radiators. The - regulator thus performs two important functions, that of heating the oil on the ground before flight, and that of keep- ing the oil at the desired temperature after the machine is in the air. In a recent test during zero weather, the ship took the air in less than five minutes after leaving the hangar. This advantage for fighting machines in time of war, can hardly be over estimated. Following are the specifications of the Curtiss model PWS pursuit plane, as fitted with the 420 hp. Curtiss D12 low e ession engine and with the 460 hp. D12 high compression THE CU MODEL PWS PURSUIT PLANE ‘Areas Biplas Pursuit tin. Gross weight S167 I upp we 6 in Leading Chard, law. wie Wing Tending 11.38 1b. /oq. fe Gap 7% in, Power loading (LC. , Stacie 0. Tb. /hp. Tneide Power loading (H.C. engine) Dy 6.80 Th. /hp, Factor of antety Perfo Compression and High Compression Eng'ne Engine Low Compression D12 High Compression Horsepower 420 ‘460 Ep 0 2300 Fuel consumpiion (Fall)! 0.5% Th. /hp. /hr. 0.58 Ib. /hp. /hr. 9.015 Th. (ap. /hr. 50-50 benaokzas 17 al 8 al 180 mi. /hr. 60. mt. fr. 2085 ft/min. ‘24,100 ft 25,400 ft 0.015. Th. /hp. fh. 1 Aviation fgatotine ceiling Endurance at hi at 10,000 ft It is of in 2 br, inal contract for the PWS s\ alled for wooden propellers, the spare pro- pellers furnished by the Curtiss Company to the Air Service for these ships will be of the Curtiss Reed metal type. The above unprecedented characteristics are by no means final. A third ship of this series is now being designed by the Curtiss Company, and it is confidently expected that a high speed of 190 mi./hr. will be realized, using the D12 high eom- pression ‘motor. Through Going Air Mail Starts I tion of the throvgh going ¢ t to coast Air Mail servic . rs led, en July 1, High officials of the Post Office Department as well as othe thered at Curtiss Field, Gard hit of the new service. Among those pr P. Spencer of Missouri, Congressman n of Long Island, Acting Postmaster General Bartlett, Third Assistant Postmaster General Irvin; Postmaster Edward M. Morgan of New Yorl Postmaster Albert Firmin of Breoklyn, Maj. William N- Hensley dant of Mitchel Field, Capt. Charles Nun- gesser, the noted French Ace, and numerous pilots and en- gineers from Curtiss Field and neighboring airports. notables n City, L. 1, the inayy were Si Robert L. John 1 W. Glov AVIATION July 14, 192 J. E. Whitbeck, superintendent of the Eastern Division of lie Air Mail, bidding mail nilot W. L. Smith good-bye on the inaugural flight of the through going air mail service from New York on July 1 t off trom Curtiss Field. The fir mith, carried 455 Ib. of mail, and Included in the mail load earried was Coolidge to Governor F. W. Rili- ir Mail Two planes were se piloted by Wesley L. Started at 11:04 a letter trom President ardson of California. ‘The second plane started at 11 piloted hy Hamilton Lee, senior pilot of the Service. “This ship carried 250 Ib. of mail From San Franeiseo, the western terminus of the servive, the first mail plane assigned to the through going service took off the same day at 5:57 a.m. It was piloted by Claire KV nd carried among cther mail matter a letter dressed to President Coolidge by M. H. De Young, publisher of the San Francisco Chronicle, who thanked the Executive for inaugurating a means of bringing the Government c'oser to the Western public. Postmaster James H. Power and Mrs Power sent packages of fresh California flowers to President and Mrs. Coolidge Both mail loads arrived at their respective destinations in the afternoon of the s scheduled. The easte: il landed st San 345 p.m. P. T., and the American World Flight ) Fliers spent only four days at Calcutta, India, their motors, substituting whee’s for pontoons and wings. ant Smith had the mis- fortune to slip off his plane and break one of his floating ribs. uly 1_the planes ilew from Calcutta to Allahabad, a ce of 475 mi. in ih min. On July 2 they flew’ to in 5 hr. 20 min. Lientenant Nelson’s plane y cylinder, hut a new one was obtained fro: On July 3 the 325 mi. flight to Multan was made in 20 1 On the Fourth of July the fliers eqvered the . to Karachi, thus crossing the whole of India in four The Ar This is the rainy season in India and the Amer‘eans have had to conten st bad weather and extreme heat. Th British air statiors have cftercd every possible help to the flight and their cooperation has been most useful. Motors are being changed at Karachi, as it was thevght that they would deteriorate more rapidly in the extreme heat. Lisbon to Macao Flight The Portuguese fliers, Captain Pa virtually completed their Lisbon to Macao flight on June when they passed over Macao and landed at Shamahun, 01 the frontier of the British new leased territory. In landinz the machine was slightly damaged and the fliers were bruised. and Livutenant Beiros, July 14, 1924 Mitchel Field Air Meet Lieut. Russell L. Maughan, A.S., who returned from his Daw: to Dusk flight on July 3, flying from San Francisco w York in easy stages, was with his Curtiss pursuit the star attraction of the Air Demonstration held at Field, L. L, on the Fourth of July. Lieutenant an gave a demonstration of aerial acrobaties toward the vf the meet, giving numerous thrills to the crowd of persons who gathered there to see the annual air fes- t the Air Service. ut fifty planes of all types and sizes—from the big three-engined bomber down to the Sperry Messengers, h the variety of other military planes such as Martin rs, MB3A’s, DH4B's, ete—attended the meet, either ticipants or as visitors. Among the non-military ships ree planes of the Skywriting Corp. of America, piloted Captains Collyer, Hearne and Martin; a respe vively_ by Pote, model 8 sport plane with 70-80 hp. Anzani engine, pilot: by Capt. Charles Nungesser, the French ace; a Far- man port plane piloted by Miss Andrée Peyre and a number of Ciotiss Orioles and Jennies. Aor the Owl had gone up accompanied by two Messen- ich kept cose behind the big ship's wings, simulating an a:cial eseort, two five ship formations arose and gave a demo stration of formation flights. One formation, led by Capt. in Drayton was from the Ist Observation Squadron, vhil the other, led by Lieutenant Connell, was from the 5th bse) vation Squadron. Five Martin Bombers then carried out ) bombing raid on a dummy village erected on one side of th field, and they were followed by three MB3A’s which crobaties and fighting maneuvers. Captain Nun- who gave a very fine exhibition of landing with a dead rom a height of 3000 ft., was scheduled to race Miss Peyre in a sport plane contest, but this had to be called off to tle 2reat regret of all those who had particularly looked forward to this interesting event. When the French aviatri laudei st Mitehel Field, a Jennie erossed her path and in attempting to avoid her’ she sideswiped the landing gear of lwr little Farman “Sport” and damaged one wing. In her absence the sport plane contest was held between Capioin Nungesser, Lieutenants Hutchison and Kinloch, both of the latter flying Messengers. The French pilot won this event in an exeiting finish by about 30 yards. »ward the close of the meet a kite balloon was shot down ilaimes and two dummies were released in parachutes. E. E. Johnson then took up a sister ship of Lieutenant plane and thrilled the crowd with up side down le Lieutenant Maughan disported himself in the to his heart’s content, demonstrating the wonderful maneu- verability of the Curtiss Pursuit plane. Busk Memorial Prize ‘wn the income of the Busk Memorial Fund, a sum of iy Guineas will be offered as a prize for the best paper received by the Royal Aeronautical Society of Great Britain on some subject of a technical nature in connection with air- planes (inelding seaplanes). The prize is open to international competition. The Royal Acronsntieal Society retains the right to withhold the prize in any year if it is considered that no paper is of sufficient nerit' 1) justify an award. Int-nding competitors should send their names to the See- retary of the Royal Aeronautical Society, 7, Albermarle Street, London, W.1. on or before Sept. 30, 1924, with such inforntion in regard to the projected scope of their papers 4s will enable arrangements to be made for their examination. ee ing date for the receipt of papers will be Dee. 2124. Papers, which must be submitted in either French or Engli-/\, shou'd in all cases be typed, and a eopy should be rtaine | by the author, as the Society can take no respon- sibility for the loss of copies submitted to it. _ Suevesstul papers will become the absolute property of the ict, and will in most instances be published in the Journal of the Royal Acronautieal Society. A signed undertaking ust» company each paper to the effect that publication has AVIATION 749, not already taken place and that the author will not com- muniecate it elsewhere until the Soeiety’s award is published. The Society attaches special importance to papers showin original work, and due acknowledgment must be made by the author of the sources of any special information. Edward Teshmaker Busk was the designer of the first in- herently stable airplane (the R.E.1.), and was killed in th machine through it catching fire in the air at South Farn- borough on Nov. 5, 1914. The Influence of the Form of a Wooden Beam on its Stiffness and Sirength—Ii NACA. Report No. 181 This publication, by J. A. Newlin and G. W. Trayer, is the second of a series of three reports prepared by the Forest Products Laboratory of the Department of Agricu'ture for publication by the National Advisory Committee for Aero- nauties. The general aim of the investigetion described in this re- port is the achievement of efficient design in wing beams The purpose of the tests was to determine factors to apply to the usual beam formula in order that the properties of wood based on tests of rectangular sections might be used s a basis of design for beams of any sections and if prac tical to develop formulas for determining such factors and to verify them by experiment. Such factors for various sections have been determined from test by comparing properties of the beam in question to sim: ilar properties -of matched beams 2 b; in. in section. Furthermore, formulas were worked out, more or less ent pirical in character, which check all of these test values remarkably well. A copy of Report N from the National Advi Washington, D. C. 181 may be obtained upon request ory Committee for Aeronautics, The Application of Propeller Test Data N.A.C.A. Report No. 186 This report, by Walter S. Diehl, is a study of test date on a family of Durand’s propellers (Nos. 3, 7, 11, 82, 113, 139), which is fairly representative of conventional design, prepared for publication by the National Advisory Comn for Aeronautics. The test data are so plotted that the prop pitch and diameters for any given set of conditions are readily obtained. The same data are plotted in other forms which may be used for calculating performance when the ratio 07 pitch to diameter is known. These new plots supply a mea for ealeulating the performance, at any altitude, of airplanes equipped with normal or supercharged engin The coefficients used and the methods of plotting adopted in this report coordinate the results of a few tests into com- plete families of eurves covering the entire range of p/D ordinarily used. This method of analyzing test data enables an investigator to plan tests systematically and leads to useful application of test data. A copy of Report No. 186 may be obtained upon request from the National Advisory Committee for Aeronautics, Washington, D. C. British World Flight Stuart Maclaren and his two companions made good On June 28 they flew from m; on the 29th, from there Maj. progress during the past weck. Rangoon, Burma, to Bangkok, to Haiphong, French Indochina; ‘nd on the’ 30th from Haiphong to’ Hongkong, China. ‘On July 3 they reached Shanghai, atter stopping en route at Foochow; on the 4th they flew’ across the Eastern Sea to Kagoshima, Japan; and on the 6th they landed at Kushimoto, Japan.’ On the last named leg of his flight, Maclaren had a forced landing at Susami, 25 mi. from his destination, owing to his fuel supply giving out. A Japanese naval seaplane, however, went to h assistanee and transferred enough fuel to the Vulture to en- able her to finish the flight. On July 7 Maclaren landed in Lake Kasumi, near Tokyo.

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July 14, 1924 AVIATION 751 Practical Value of Refueling Airplanes in Flight By MAJ. H. H. ARNOLD Air Service, U. S. Army Surly in 1923, officers stationed at Rockwell Field, Cor- an over-lond for a greater part of the time. So that while enado, Calif., after having witnessed the flight of Lieutenants naturally those pioneers who formulated the first requiren ents Ke'ly and Macready on Oct. + in which they remained for endurance flights could not have foreseen refueling, techni vr for a period of 18 min., arrived at the con- cally and practically the requirements for endurance flichts cusion that the limit for d flight with airplanes are met even though planes are serviced in the air. thly had heen reached unless some means could be de- One phase of the results of refue his very re whereby d oil, and possibly other supplies could —markable to those who were actually and aciively d to a plane in the air from other sources. It engaged in refueling flights is that althou: s0-(:lled lieved that if refueling was demonstrated to be feasible, experts in aviation have made comments and on re ds could be created and a new field opened up in fueling, they have never seen it done and do not know oven tion which might prove of value to the seience in general. at this writing just what preparations and training mu-: be . given bi we can be carried out successfully Refueling and the Records an illustration of this, Les Ailes of Paris stated, “Refuc‘ing When the P.A.L. originated its list of records, it included — amounts to a landing and landings are not allowed, the sy irit mg others a record for duration in which the time was to of the duration record is completely missed.” The liwited taken when the wheels of the plane left the ground and knowledge the writer of that statement had of refueling and taken when the wheels of the airplane touched the how little thought he gave to just what he was saying is nd. Nothing was said or even at that yions to all who have made a study of the matter. tane—early in 1909—about fuel or suppl lenished he furnish was hi while » plane was in the air. The object of this particular Nervous Strain on Crews record is clearly understood by any student of aeronauties. When an airplane makes a landing to be refueled, the it provides an incentive for inventors and designers to pro- engine is idled or stopped completely and the pilot and ob- apable of the best possible performances. Tt iven a chance to get out of the plane and 1 Js) supplies 2 means whereby manufacturers of engines can y and mentally. But how different is the actual prove the reliability of their products and planes can be fueling ! The pilot of the endurance plane sees the refucling ven a thorangh service hile in the air, during which ship ahead of him with the hose dangling. He must of neces- fost, they will he subject ptinual vibration and strain. sity. inerense the speed of his engine to get in a favorable In fddifion, pilots, of necessity, are subjected to a constant position tor the hose-grabber to seeure the end of the hose, duce airplanes physical and nervous tension during a continuous flight. all of which time the engine itself is undergoing a. greater I] in engine tests for reliability, conditions in ths test due to its inereased r.p.m. than were it to continue slong mos ave heen found to be markediy different from those esisting its normal course around the pylons. How airplanes are refueled in flight—A DH4 of the Army Air Service, used for record purposes, is being refucled over on the round. An engine when put on the block may stand Both pilot and observer of the refueling ship and of the San Diego Bay by another DH4 engine is inst V test for 50 or 100 hr., but when that s led endurance plane are forced to undergo a much greater ner- plane and sent into the air for an endurance test, ex- vous strain while they maintain their planes in close contact perictice in the past has demonstrated that many things are than they would receive in two or three hours of normal tight liable to occur, either to the engine itself or to the aceessories and yet each actual refueling operation usually lasts Tess than attempt is to be made within the next few months to during the past year, various types of bombing and torpedo plane from New York to San Franciseo between dawn planes have faced a situation which required them either to and dark.* During this flight at least five stops will be § Ge te the aac e i 1 ade leave off part of their equipment or cut down on the 2: von Which the functioning of the engine depends. 4 ature nutes. to take on gas, oil and water. It is not known at this writing supply carried in order to permit the planes to leave the a ies ately cause a foreed landing of Future of Refueling the amount of time scheduled for the landings, supplying the ground with the great weight they must ew plane. Although a BLOG he. test OF an engine. on Undouhitedly, the earryin city of any type of airplane stip 2nd the take-offs, but in all probability the minimum Refueling in this instance is of manifest advantage to the Dork détermiies,to.a certain extenbsthe reliability of that: No SEES oy a radith variona: ciknges OF decien ap fo a ule be about 30 min. for each stop. It is believed that military arms of the service. The plane ean be loaded with ensine, it does not determing the reliability of the entire en~ Ci ae ee veyond which, no change of desien will permit this is a conservative estimate when, the descent from the its full complement of personnel and equipment, but need gine installation system on an airplane. | So. that. whereas (ernater lead to be taken off the ground with the same horse. 5 country flying altitude to the ground, the actual taxiing carry only a small amount of gas. After once leaving the the spintof the: eciuirements fob diratbn Miphte ctv “9 Stee nas change ob Gener ana ia of horsepower the service pertion of the airdrome, fueling of the plane, ground and reaching an altitude of a few hundred fee templated improvement in design of plano, inerersed wit. onder to permit longer sustained flighis has been goin on “siting of the engine, together with the take-off and climb fueling plane’ ean service the heavily loaded bomb eens improved and then more ‘toss country flying altitude, are considered. torpedo plane so that it first ill have it to pilot and observer, t two out of three of these factors for y the pla tanks full thereby per- ¢ sb Prigre Sy, jeiveen being placed dn the plan ailaraiewalg: . ites mitting the plane to function to its extreme radius of action. Sane pont -i) ptelinge ANG etme TaN et: Searle seicerenee! ep egies meee Oi Transcontinental Possibilities ‘The above are given as examples of the practical value of ig iereceiice ae minute to the final one made without refuel nants Five stops of 30 min, each means a loss of two and one. Tefieling now available to aviation. There are probably many ‘reat Endurance Test more which will become apparent as the years go by. Each improvement in design, performance, or method of taking on gas or oil which increases the efficiency of an airplane is a step toward the ultimate goal when an airplane can be used to fulfill unqualifiedly its mission of transporting a load rapidly from one point to another. Until that time comes it will be hard to convinee the average person that airp!an while haying a place in military activities, also have a great commercial value, where they ean compete with existing means of transportation insofar as reliahility, economy and speed are concerned. Reliability of plane and engine is now being Kelly and Macready of 36 hr. 4 min, hours of valuable time which might be required in order al test of an airplane or engine Just what material changes will be made in the future in yor the pilot to reach San Francisco before dark. How much as reliability is concerned whether the plane carries the type and design of ¢ annot simpler would this flight be if refueling planes were stationed its full ewcunt of d cil, or whether this additio seen, but it is safe to assume that it will be physically im- at the five refueling points. The pilot of the plane could gasoline and oil is supplied to it during flight. Obviously, — possible, without a yery material change in type and design, — ontizue on his ecurse, receive gas, oil and water, and even however, the plane used in refueling need not leave the to sustain a plane in the air withont refueling for a much x hot meal, and lose no time at all during the operation other xround with the greatest possible lond it « ry. The ger time than the present record of 36 hr. whereas by than necessitated by a possible decrease of speed to make reliability of the engine under verviee conditi proved ne possible for a plane to contact with the refueling plane. A loss of 2¥% hr. in a equally well whether the plane in the air is refueled or ¢ actually wears out through flight such as the one spoken of matter of utmost im- whether it earrics a full 2 rt of fuel when it loaves the the plane give way through portaice and may spe'l the difference between success and g 1 vibration, or the pilot and assistant pilot su b to physical failun e J 1 i finitely s reached, but practically nothing has been accomplished to The nervous strain on the yp nt is mani- or mental fatigue. That a plane could remain indefinitely During the past few years the Armament and Accessory hake flying practical in f Gebel eatin: MenEERae festly nmch greater when they are required to maneuver their in the air was the feat which the officers of Rockwell Field pions of Military Aircraft Design Sections have been TSKé eg tts - plane in order to be in such n position that they can take a during the year 1923 determined to prove possible and having ‘ ” i viewed by the public, depends upon reliabili speed, aad d v 2 inereosing the load carried in the various types of airplanes then cost in dollars and cents, The value of the speed of pee opera observers are statiosed, than the ain, they feel that they have given to the science of aviation) Supe, Brtner lanes or cape, i toaded™ own wien Planes, today is lost in most short trips owing to. the distance the ground, all they have to do is keep somethin; great benefit and that this advance in aviation its tall complement of guns, ammunition, bombs, equipment js value is now decreased when stops are made on account should be accepted by the world at large in the spirit m id jersonnel, it has considerable diffieulty in leaving the of darkness. However, it does not take much imagination to i ‘ whieh it was given. The ultimate praetical value of refueling grou, particularly if the airdrome is not very large. The ceo in the future an airplane leaving New York with n load y refueling flights, is certainly like all other radical developments—yet to be worked eA tesul! is that in several maneuvers which have taken place of passengers, being refueled and supplied with hot meals at me teete em ise bara bat gp hut rtain uses to which it could be put are evident at thi é nes cain une tine Bt. Mbcduata rescues tara ig. DATE, Coan, ani peony Cheyense, and landing. oa the iz dusk Might from coast to coast. TOR. West Coast within 24 hr. 750 mutters little in the fi The taetors of improvement of desi ot being met_in the rety met in part, in that the pl n the air continually duri » of the plane, while

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752 Airing a Grievance Editor, Avratro: Commercial aviation has a grievance and we would like to take this opportunity to express this through your columns. During the last six years, by consistent and conscientious effort, we have educated the newspapers and film companies to the value of speeding up delivery of important news pic- tures by the use of the airplane. In 1919 and 1920 the newspapers were aceustomed to get this service on a small scale on the grounds of publicity and they did not expect to pay for it. It was only after a long struggle that operating companies were able fo convince the newspapers and_ film companies that it was worth while to pay for speed and re- liability, even though a certain amount of publicity did accrue to the benefit of the operating company. By 1923 the business had grown to such proportions that in every event of national importance airplanes were used for transportation in order that the public might get the news pictures with the greatest possible speed. This business beeame one of the most lucrative for the smaller operating companies and several went so far as to build and equip special machines so as to furnish the best possible service. Recently the work of the last six years, along these lines, has been partially broken down by the policy adopted by the Air Mail Department of the Post Office. At the time of the death of the late President Harding the Air Mail ran special trips from Washington to Chieago and Boston, competing directly with commercial companies and causing them to lose considerable of this business. During the Republican National Convention in Cleveland the Air Mail service delayed trips east and west so as to pick up pictures of the Convention and carry them to New York and Chicago, in cutting dircetly into the business of the commercial companies. Several firms saw fit at this time to express their disapproval to the Post Office Department but apparently no attention was paid to their protests for on the first day of the Democratic Convention in New York, the Mail not only delayed their seven forty-five a, m. Cleveland trip until one thirty p.m. but a'so put on an additional plane trom Cle Naturally newspapers, when they can ures by Air Mail at the cost of a few cents, will not commercial companies and while there are s ompanies who are in a position to compete with the ‘Air Mail as far as speed, safety and reliability are eoneerned, e to compete in price. The Air Mail ean ing but usual postage rates. and Navy set a good precedent when they pub- lished an order forbidding their machines to do aerial photo- graphie work in competition with commercial companies or to earry pictures or During the early days after the war, the Army and Navy made a practice of furnishing this rvice and at that time it was of assistance to the commercial ompanies rather than a hindrance because it helped edueate the public to the practical value of the airplane. However, as the commercial companies beeame strong enough and_re- liable enough to handle the business the Army and Navy gracefully withdrew, leaving the field open to the operating OF course we realize tliat it la not entirely fair to compare the work of the Army and Navy, which is theoretieally purely military, with that of the Air Mail, which is transportation. Tn any no one would consider holding up a fast mail train for eight or ten hours to accommodate several newspapers and there is no special reason why the Air Mail should do it. Certainly it cannot be on the grounds of financial return as the trip from Cleveland to Chieago actually costs the Gov- ernment £300.00 according to operating figures published by the Air Mail, This amount does not include depreciation, urance and other charges which commercial companies must firure cn, Furthermore, the delivery of some five hundred pounds of letters in Cleveland was delayed several hours be- cause of the postponed trip. Certainly the Mail did not under- take the flight on the grounds of publicity, for while it is too early to determine how much publicity they received on the New York-Chicago flight, it was noted that in the flight from Cleveland to New York, mentioned earlier in this letter, not a single New York paper which used the pictures brought in AVIATION July 14, 1924 by Air Mail made mention in their columns of this special Furthermore, the Mail has never attempted to es. ity when in the opinion of many it would have been advisable for them to have attempted to get a little. Finally, the news value to any newspaper for the us: of airplane is in making a scoop on pietures and it is for this and the publicity of this that the papers and film compxnies are willing to pay. When the Mail carries pictures or films, any company is entitled to put its material aboard so that they all reach their destination at the same time and conse quently there is no particular gain on the part of any one paper. We have nothing but highest respect for the perform:nce and orgenination of the Air Mail. ‘The pilots are probebiy the best in the world, the ground organization is excellen their record during the past two years is an outstanding )er- formance in aviation. However, the Air Mail has a definite and stated work to do and it is our belief that in pursuing the above cescribed policy it is going outside of its field at the expense of disrupting its schedule with no apparent gain either in money or publicity. In addition to this they are taking business legitimate'y belonging to airplane operating (om- panies, which at best are having an extremely difficult tin to exist under present conditions, and which are, after all, the foundation for a large commercial aviation industry in the United States. C. S. Jones Garden City, L. I., June 26, 1924 Amundsen’s Flight Off A recent dispateh to the Aftenposten of Christiania, Nor- way, from Pisa, Italy, states that the airplane factory which constructed the planes for Roald Amundsen’s projected North Pole expedition has refused to deliver the ready and tested machines until the balance of £14,000 on the purchase price is paid. If the explorer is unable to raise the required sum within ten days, the dispatch says, Italy will organize a polar air expedition under the Italian flag, using Amundsen’s plan as far as possible and placing the leadership of the expedition under Lientenant Locatelli, who was to have been one ot the pilots of the Norwegian’s air expedition. The dispatch adds that Italy has already engaged five Italian airmen and has offered Amundsen the position of sub- commander of the reorganized expedition under Locatelli. The new developments have placed the American members of the Amundsen expedition in an embarrassing position, it is said. It is declared that Amundsen verified the Aftenposten's message rearding his financial difficulties, but stated that he still hoped to raise enough money to’ get the expedition started. He added that he would refuse to serve in a sub- inate capacity to Locatelli to subsequent advice from Italy, Captain Amund- lared that the Polar flight wi'l not take place th’s year as he was unable to overcome the financial diffieultics ‘A last minute effort on the part of Italian air cireles to raise the necessary funds by means of a publie subscription to wake the expedi failed, as it was found that 1d not be done in time to take advantage of the best weather conditions for the Polar flight Among the party assembled at for the start northward were Lieutenants Riiser-Larson and Dietrichsen of the Royal Norwegian Navy, Lientenants Locatelli, Italian Air Service, Lieutenant Omdal, R.N.R.; Haakon Hammer, assistan' of Amundsen, and Lieutenant Davidson, U. S. Navy. The planes which are Dornier “Whales” equipped for |and- ing on water, ice or snow were to be flown from Pisa wiiere they were constructed, to Spitzbergen under their own power. June 3, 1924, was set as the date of departure from [isa and the following route was to be followed on the north vard fight to Spitzbergen: By way of the Rhone River to Zi rich, Switzerland, thenee by the Rhine to Texel in Hollan Texel following the coast and the Kiel Canal to Christ Sweden, and thence to Bergen, Tromsé and Spitzberge nia, pom Houston News I’ is interesting to note about aviation activities at Houston, ‘fe:., that numerous new men are becoming more attached to the sport and business possibilities of the airplane, and are i planes and learning to pilot them. Out of a lot of fivi planes delivered by one local dealer this month to in- div dual purchasers, only two were bought by o!d_pilots, wh.e two of the remaining three purchasers had had but a fe rides before deciding to purchase a plane of their own. L. Schroeder, dealer, has purchased a lot of J1 Stand- ar, and has moved te more commodious qnarters, where he is cow engaged in rebuilding same, and converting for the in: allation of OX5 and Hispano engines. A Jenny has re- ce: ly been delivered from this shop after overhaul and a Ji Standard is now being prepared for delivery. v. C. Branum, local realtor and pilot, who operates Rice fie |, completely ‘washed out a J1 Standard with OX5, in de onstrating the ship. The pilot was taking up a novice, wh was being instructed, when the engine stopped at an al- de of about 75 ft. and the ship side slipped to the ground. Ou'side of a severe shaking up of the two oceupants and the cousplete demolishing of the ship which was the pride of the fic! | no damage was done. lloward C. Wilcox, dealer here, has delivered four OXS Steudards and one Hispano Standard. Three of these planes went to purchasers who are now being instructed in piloting The Hisso Standard is going to “Up-s zhorn of the Gates Flying Cirens. The many friends of Fred Lund who came to Houston in his Lincoln Standard from the West Coast last fall will re- ert to learn that his war-time injury has eansed the Veteran's Bureau to order him to the Hospital at Kerrville, Tex. Mr. Lund, it will be remembered, came into considerable notoriety recently during a flying cireus at Ellington Field, when he reseued a loeal chorus beauty after her parachute had fouled the plane she was jumping from. ©. C. Cannan has completed removal of his hangar to his new location in the Bellair Race track. Mr. Cannan has now in active operation four Standards in connection with his oil field and shoek-absorber activities. KR. W. Mackie, a local pilot who is probably one of the oldest in line of experience operating in this vieinity, has just completed instruction of a class of five men, three of whom haye just soloed their first time. Bert Pideoke has a. class of two under instruction and Ernest Petteway also has a class of two, all operating from Rice Field. W. H. Pennington has just completed construction of a 5 fer air sedan in which he will install a Salmson engine. ide of fuselage passenger compartment has three 14 in. in. windows that provide ample ventilation, and in the rear is a large baggage compartment. The engine section is ynickly demountable, making it very easy to change engines. The tail skid is connected with the rudder bar. Further de- tails will be supplied at a later date. Monmouth News By Ralph B. Eckley (ne hundred and ten people were carried by Pilot John Livingston on Friday afternoon, June 20, in just 34% hr., the ts averaging 6 min, in length. The rides were a feature eveut staged by the Mid-West Airways Corp. and a special Tat) was given, the only requirement being that the person riding must never have taken an airplane ride before. ‘lickets for this feature were placed on sale Thursday morn ing and were all sold in less than an hour. Hundreds of spi tators gathered at the field to wateh the Iueky purchasers, wh seeured one of the limited number of tickets, take their fir- hop-off. \e Breguet plane, equipped with a Renault motor, proved 753 AIRPORTS AND AIRWAYS ewer its durability in the flights. The motor was not shut off from three o'clock to half past six and the plane made twenty-five take-offs and landings. Each trip was made with a load of from four to six passengers and ineluded a swing over the city of Monmouth. The Mid-West Airways Corp. is furnishing planes for the Venard Film Corp., of Peoria, Ill., which is taking air maps and pictures in Peoria, Kewanee and other central Illinois towns. The pictures are taken from the Curtiss motored Standard, rebuilt at the local field, by Hugh Englebresht, representative of the film compan; Among the students who are to complete flying cou the local field within the next few days is Karal Straubmul who is here from Colon, Panama. He will leave again for the Canal Zone on July 7, after completing his course under Pilot John Livingston." Straubmuller came to this country from Berlin, Germany, in 1921. He had three years experience in the mechanics air service in Berlin before coming here and after a few months in New York, enlisted in the U. S. Army and was detailed to France Field. He took advantage of a sixty days furlough to learn to fly and to study English and Mathematics. Numerous circulars and leaflets, in addition to newspaper advertising, have been used by the Mid-West Airways Corp. to sell airplane transportation to the public. Rate eards, with twenty different distance zones up to 200 mi., have been widely distributed. ‘They contain rates for three types of ships, single passenger, two passenger, and four passenger. Special round trip rates are also provided. In the newspaper ad- vertising a 40 mi. trip to the Mississippi_river and return without stop, for four passengers in the Breguet plane has been stressed, with profitable returns for the company. McAlester, Okla., has Field McAlester, Okla., like her sister © most cordial invitation to all transient ‘fliers. ‘A new flying field designated “Legion Field” has just been opened in the southeast outskirts of the city. It has been eleared and much to improve the general condition of the field had heen brought about through the local chapter of the Officers’ Reserve Corps. The field is a mile long, running north and south and is well drained. street car line is only two blocks from this field. The city restaurant men give a 10 per cent reduction in their line to all fliers, also free passes are given to the loeal shows. Hotel accommodations may be obtained at the same reduction. ‘A field was formerly available on the State Penitentiary grounds, but this is no longer in condition for use and should not be confused with the above mentioned. Iola (Kans.) News Tola, Kan., has a 90 acre flying field one mile east and one mile north of the town. It is easy to get into, but attention should be paid to the telephone line on south side of the field. High test gas and oil are available. B. T. Barber is operating his Laird off this field and Phil. A. Wachtell is doing commercial flying. Clarence Clark, a local pilot, is assembling an SS4 for Royal Geery. Harry B. Crewdson is operating a Lincoln Tourabout in passeager work on this field, ‘and Frank McCarthy is getting his air flivver ready to put it into operation. Mark S. Revard has sold his Jennie to James Devine of Tulsa, Okla., and B. T. Barber has sold his JN4D to Ed Gunn of Wichita. The season looks good. Passenger ships are operating at $2.50 per passenger. Muskogee, extends a

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754 Wright T3 Engine Passes Rigid Duration Test The Wright Model T3 high compression engine recently completed a standard Navy Fifty Hour Test, developing the highest mean effective pressure that has ever been recorded on such a run. Moreover, this is the lightest engine for the power developed in the world, weighing 1.7 Ib. per developed horsepower on test. Not only did this engine finish the ran with 5 hr. developing 680 hp. at 2000 r.p.m., but it showed remarkably low average fuel and oil consumptions, the fuel consumption on the nine-tenths run being 0.47 per hp. hr. and the average oil consumption for the entire run being 0.0065 Ib. per hp. hr. The engine was taken from the production run of T3 engines now going through the plant for the Navy, and afte: its regular test runs covering a period of 16 hr., power curve runs were made to determine the characteristics of the engine and it was then put on a fifty hour test with the rated power of 650 hp. at 2000 rp.n. The standard Navy tests consist of ten 5 hr. periods, nine of which are run with the first 4% br. at 9/10ths rated power at the rated speed, with 1% hr. at the end of each period at the rated power and speed. The tenth, or last 5 br., is run with throttles wide open st the rated Speed. Instead of running in the usual manner, with the power corrected for the temperature and barometer, this run was made with the engine developing the power required by the Navy test uncorrected, whi onsiderably more severe than is required, as the engine developed from 10 to 15 more horsepower throughout the test than was necessary. The whole run was made in 60 hr. elapsed time, there being only two stops, one at the end of 20 hr. to replace a defective oil line, and another toward the end of the run to replace defee- tive spark plugs. Considering that this was a high compres sion engine, with 6:5 :1 ratio, running at 2000 r.p.m., this was a remarkable test. The averages for the test are given in the following table: RESULTS OF 50 HOUR TEST OF WRIGHT T2 ENGINE Cor hp. Puct Cons, “erage 9/10" power f -138%4 Ib. 6065 th. ap. Phe. ight of engine, “dry i 1135 By. ight per horsepower 1.70 Ib A disassembly inspection of the engine showed that all the major parts were in excellent condition, so much so, that the engine was built up again and put on another test for exper- imental purposes. ‘The successful completion of this test, in addition to the remarkable racing reeords of the experimental models of thi: engine developing 750 hp. at 2200 r.p.m., show that this powerplant is really eapable of being used in two entirely different kinds of service, that is, in pursuit and observation planes, ax well as large bombers and flying boats. In the high speed service, the tremendous power available, together with the low weight per horsepower and small frontal area of the engine, make it particularly desirable. For the large ships particularly, its low fuel and oil consumptions, coupled with its durability, make it particularly satisfactory. Dayton News By Maurice C, Hutton Eight local reserve officers went into training at Wilbi Wright Field June 15 with the 464th and 465th Purst Squadrons which are composed of citizens from the Fifth Corps Area. They are: Lieutenants Mae Short, Harold H. Lytle, Roy E. Mikesell and Grover G. Cotner. training period will last for two weeks and be under ion of Maj. J: H. Rudolph, engineer officer at Fairfield. amp will be in command of Maj. E. L. Hoffman. Orders for twenty-six Deleo-Light plants, manufactured in Dayton, have heen placed by the Air Mail Service for installa- tion along additional 300 mi. stretches at both ends of the night route between Chicago, Ill, and Cheyenne, Wyo. The local concern also furnished the plants which light beacons along the original 1,000 mi. night airways. The route AVIATION Tuly 14, 1924 has heen extended to guard against the possibility of delayed planes being caught in the descending darkness before reaching the lighted zone. Ruth Law was a visitor in Dayton and MeCook Field last week. She was enroute to New York with her husband to see Glenn Curtiss in regards plans for a helicopter which she has drawn. Wilbur Wright Field dispatched a “Shriners’ Special” to the national convention at Kansas City. It consisted of a Martin bomber piloted by Lieut. Harry Mills and a De Haviland flown by Lieut. George V. MePike. Others who made the trip were Maj. J. Ui.’ Rudolph, and J. D. Ridlet and Gregy Haddon, civilian employees. Due to increased traffie over the model airway, the airway eflice at McCook Field has been en’arged and improve. Another story has been added and saeh conveniences as dressing, express and waiting rooms installed. A large mup f the United States has been prepared for the operations office cn which weather conditions all over the country will be shown. “AL” Williams and David Pulitzer and Schneider ep , passed through Dayton last week. On their return they attended a meeting of the Dayton chapter, N.A.\. En route to Chicago, Lieuts. Nittenheuse, winners of the 19 races respec Chicago News By R. W. Schroeder Mr. Heath has been suddenly called to California due to the death of his step father. Ambroz & Oakes have purchased a Jennie from Gus Pa!m- quist. Ed. LaParte is piloting the ship for the present, and Sunday flew over to Stanley Wallace's field on River Road to take passengers, as a big pienic was to come off across the road from the field. In spite of the dense fog that hung over the country all day, Ed. carried over twenty passengers, several times getting lost within 200 ft. of the ground. At the Heath airport they carried only one passenger that day, and at Ashburn I understand they carried two. Saturday Julian Farwell flew to Kenosha over the week- end to carry passengers, Ch Lund of the Lund Coal Co., who operate a couple of Lincoln Standard SE5’s, expect four more ships this week. They have erected a fine wooden hangar and are evidently stay. They operate from a field on Higgins Road ix side of the Des Plaines River. E. A. Sperry Offers Trophy As a fitting tribute to the memory of his son, the late Lawrence Sperry, noted figure in the aeronautical world, Elmer A. Sperry has offered a trophy to be competed for annually in the International Air Races. The ‘memorial will be known as the “Lawrence Sperry Trophy” and will he donated by members of the Sperry family. It is probable that the reward will be offered in event for light commercial airplanes in which Lawrence Sperry was so interested. Mr. Sperry B. Patterson, recently. Lawrence Sperry was drowned in the English Channel last fall while attempting a-flicht in his “Sperry Messenger” plane trom London to Holland. As 2 preventative against the r currence of such accidents, his father has designed a pneumatic keep the tail of an airplane afloat during forced in water. ssed plans for the trophy with Frederick president of the N.A.A., while in Dayton St. Joseph Wants New Airport: Securing of a large municipal air field is one of the projects being undertaken by the N.A.A. Chapter in St. Joseph, Mo. It is planned that the field will be a strictly municipal affair, fostered and carried on by the city. The present field used by St. Joseph air enthusiasts is aliout 5% mi. from the city, whereas the proposed new field will be w two miles of the business center. his July 14, 1924 Aerial Fox and Hound Race far as kzown, the first aerial fox and hound race to be held in ths country took place at Detroit, Sunday, June 22. In this kind of event—which the French call a “balloon rally” aul the English a “Gymkhana”—the balloons represent the foxes and automobiles the hounds. the event was won by the balloon “Detroit,” piloted by Her- pert V. Thaden and William Naylor. Thaden, by skillful maneuvering and careful landing, brought the gas bag down within 1.9 mi. of the spot assigned to him as his destination, which feat was regarded as exceptionally clever because of the heavy winds blowing at the ground. He landed about two miles northeast of Marine City. Jack Boettner and Walter Morton, piloting the “Goodyear II,” entered by the Goodyear ‘View & Rubber Co. of Akron, Ohio, were second, landing near Mt Clemens, 14 mi. from Starville, on the shore of Anchor Bay. They preferred to land before crossing the hay because ot the slow-moving east wind which they would have had to use in crossing. Members cf their party were due to return to Detroit at an’early hour, and this influenced their landing. Raffe Emersor and Svend A. U. Rassmmssen, piloting the li-Ball” were third in the contest. They landed near Warren, Mich. 23 mi. from their destination. isefore the race, the pilots were given maps, and were in- structed by Ralph Upson, the referee, to mark the spots at which they thonght they would land. “These maps then were folded and placed in sealed envelopes, and pilots were allowed to draw. In this race, none of them drew the same map he | marked. ‘rom the time the first balloon left the ground in front of the Highland Park plant of the Ford Motor company, until the last “hound” had given up the chase and started home the nice Was exeiting and interesting. It was exeiting not because ists who were “hounds” had to drive at break- speed to pursue the balloons, because all three balloons high aloft st times, and moving very slowly. One man, driving a new ear, never exeeeded 20 mi./hr. and arrived at the landing place of balloon No. 2 a few seconds after the first three reached the basket. ‘All the locations picked were feasible ones; in fact judging from the assortment of currents found by the contestants, any posi could have been reached within an angle of 10 deg. W. of N. to 120 deg. E. of N. Boettner could have easily got nearer to his destination, but the currents going in that direetion were slow and one of his guests had to get back to an appointment. Lieutenant Emerson earried too many passen- gers and lacked ballast to maneuver with. ‘The Weather Bureau through Norman B. Conger, local chief, gave special service for the event. There were no automobile accidents reported along the route of the chase at the time it was under way, although the usual average of Sunday accidents occurred at other places and “The success of this first venture in lighter-than-air races in has been so marked that it deserves annual repetition,” said William B. Stout, of the Stout-Metal Airplane Co., when full returns from the race had come in. “I believe the race should be made an annual affair, and better still, should be made international in scope with a’ view ot taking the place of the Gordon Bennet race, which reached its conelusion this year when Demuyter, the Belgian, won the cup for good. Some Detroit agency, preferably a newspaper, »uld offer a trophy for a balloon race, and make the race as big and as important as the Gordon Bennet races have al- ways been.” O. Wright Heads Contest Committee Orville Wright was appointed chairman of the Contest Com- mittee of the National Aeronautic Association, succeeding “vl. F. P, Lahm, last week at a meeting of the executive com- mittee held at Dayton under the chairmanship of Frederick B. Patterson, president. Colonel Lahm has resigned since being transferred to the Pacific coast with the Army Air Ser- where he will be out of touch with national headquarters ot the NALA. Mr. Wright, who is taking an active part in preparation for thy International Air Races to be held at Dayton Oct. 2, 3 AVIATION 755 and 4, will now be in charge of the principal aeronautical con- tests held in America and of the authentication of American heavier-than-air and ligitter-than-air records. ‘The excentive committce unanimously indorsed in a resolu- tion the leadership of Mr. Patterson, who has been at the head of the N.A.A. for nine months. It a'so heartily approved the national membership drive being earried on by Rear Admiral W. F. Fullom, retired. The N.A.A. officials were keenly interested in developments in connection with the Pulitzer high speed race and the allied events. After hearing a report of the plans by Hugh W. Robertson, assistant manager, they expressed the opinion that the mect will be an outstanding success. Telegrams were sent by the committee to Postmaster General Harry S. New and Assistant Postmaster General Peul Henderson congratulating them on inauguration of the New York to San Franciseo air mail service. Those who attended th session were Mr. Patterson, Ralph W. Cram, Mr. Wright, W. P. MacCracken, Jr., chairman of the legislative committee, Admiral Fullam, John Ahlers, Elmer E. Sperry, Brooklyn; C. T. Ludington, Philadelphia; Glenn L. Martin, Cleveland; Howard E. Coffin, Detroit, and Edgar ‘Tobin, of San Antonio, Te: Visiting Newspaper Men Enjoy Flights Visiting newspaper men covering the Democratic Convention were recently entertained by the Aviation Committee ot the Newspaper Club of New York, of which Henry A. Brano is chairman. On Tuesday June 24 the visitors received a weleome from the skies. Two squadrons of Army airplanes from Mitchel Field and several planes from the National Guard Air Service and Naval Reserve cireled above Madison Square Garden at 9.45 a. m. Included in the fleet were three Curtiss Orioles under the command of C. S. Jones, manager of the Curtiss Exhibition Co. At 8.30 p. m. the Shenandoah also circled above the Garden extending the Navy’s greeting to the Con- vention. On Saturday June 28 a large party of men went aboard Barron G. Collier's yacht Street and proceeded to the National Guard Air Meet at Miller Field, Staten Island. The yacht was escorted by the henandoah under instructions from Rear Admiral Moffett, Chief of Naval Aviation. The admiral also ordered several naval planes to accompany the party to Miller Field. Many of the guests expressed a desire to fly and arrange- ments were made to give them air rides from Curtiss Field on Sunday. A fleet of five planes were assembled at Garden City among them being Curtiss Orioles and Standards and the new Fairchild Huff-Daland camera plane. Thirty-five guests went for the sightseeing flights. The women correspondents were in the majority. A Record for Passenger Carrying One of the largest crowds ever attracted by flying exhi- bitions in the Middle West was assembled at the flying field at Lincoln, Nebr., on May 25 to watch the performance of the Lincoln Standard Aireraft Corp. planes assisted by five Army DeHavilands from Ft. Riley, Kans. The program of the afternoon was made up of airplane races, parachute ,jump- ing and special stunt work. ‘A record for passenger carrying was undoubtedly made during the afternoon when three Lincoln Standard” planes carried 408 people. The afternoon receipts totalled $1194.00, making 2 total of 398 pay passengers carried at $3.00 per head, ten guards riding during the afternoon as free pas- sengers. Bob Cochrane of Casper, Wyo., flying a new Lin- coln Standard five-place plane carried 184 people. Earl Barnes, flying nother Lincoln Standard five-place plan carried 169. Chauncey Young of Lincoln, Nebr, flying a Lincoln Standard Tourabout carried 55, but was laid up over an hour during the afternoon with a broken shock absorber. ‘At no time during the afternoon was there a lull in cbtain- ing passengers and the popularity of the LS5 as a passenger carrier was clearly demonstrated. The new $3.00 passenger price for five n ed very popular as in a number of instanees the same passenger remained in the ship on landing and rode as often as four times in suceession

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U. S. ARMY AIR SERVICE Army Air Orders See. Lieut. Edmund C. Lynch, A.S., from Advanced Flying School, Kelly Field, to Brooks Field, Tex. > First Lieut. Joseph T. Morris, A.S. Chanute Field, effective upon completion temporary duty Mitchell Field, at Hampton, Va. Lieut. Col. Harry Clay Fry, Jr. A.S. Of. Res. Corps, or- dered to active duty from Pittsburgh to 0.C.A.S., Washington, for ten days, proceeding at expiration of that time to in- dustrial war plans representative, Buffalo. Lieutenant Colonel Fry to be relieved in time to arrive home June 23, when he will revert to inactive status. First Lieut. Howard C. Brandt, A.S., Signal School, Alfred Vail, upon completion of temporary duty at J Field, to Chanute Field. Order April 26, relieving First Lieut. Louis N. Eller, A.S. from duty at Tech. School, Rantoul, Til, and assigning him to Chanute Field, revoked.’ Lieutenant Eller, Chanute Field, to Boston, for ten days temporary duty, at the expiration to Hartford, First Lient James M. Gillespie, Ord. Dept., Kelly Field, to Air Service Primary Flying Sehool, Brooks Field. Appointment of Sergt. Henry H. Ogden as See. Lieut. A.S nounced. First Lieut. Albert B. Pitts, A.S. Ch ield, to Rockwell Field. Capt. William E. Lynd, AJ 1, to ficid duty belly Field. Maj. Herbert A. Dargue, A S., Bolling Field, upon eom- pletion of temporary duty Mitchel Field, to 0.C1A.S., Wash- ington. First Lieut town, Pa. to A.S. Tech, School, chool, Langley John A. Kase, igley Field. granting First Lieut. Cornelius E. O*Connor, + leave of one month fifteen days, June 12, revoked. Order May 27 assigning First Lieut. Joseph T. Morris, A.S. to Langley Field, revoked. First Lieut. Ernest W. Dichman, A.S., MeCook Field, Dayton, to 22nd Squad. Ob., Maxwell Field, for temporary duty, upon its completion to proceed to Kelly’ Field. Maj. Barton K. Yount, A. A.S., Washington, to A.S. A.S., Air Interm. Dep., Middle- E Tech. School, Langley Field, retired, Orders April 29, See. Lient. Richard Briggs Evans, AS. amended to read: Transfer of Lientenant Briggs, A.S. to Cav. April 24, with rank June 12. Lieutenant Briggs relieved {rom present duty Brooks Field, assigned to 12th Cay., Fort Ringold, Te: Maj. Lewis H. Brereton, of leave to Langley Field. Capt, Wolcott P. Hayes, A.S. upon completion of instruc- tion at Tech, School, Chanute Field, to Commanding Office Second Lieut. Bernard Henry Sullivan, A.S., Brooks Fi transferred to Coast Art. Corps. sailing ‘from San F July 22, for Canal Zone. First Lieut. Samuel C. instruction at Tech. Officer. Capt. Lawrence F. Stone, A.S., Prim. Fly. School, Brooks Field, to the Ady. Fly. School, Kelly Field. First Lieut. Philip Schneeberger, A.S., Prim. Fly. School, Brooks Field, to the Adv. Fly. School, Kelly Field. irst Lieut. Richard H. Magee, A.S., air Inter. Dep., Little Rock, to 5th Comp. Group, sailing from San Franeiseo, July 2nd, for Honolulu. S., Kelly Field, upon expiration ld, ancixeo kemp, A.S. upon completion of School, Chanute Field, to Commanding nmnentneremnnnnensmnnente snes temtemeneneenannneemnnmnenenenetenetenatttirg UNITED STATES AIR FORCES See, Lieut. Walter Howard de Lange, A.S., Kelly Fi transferred to Field Art., Second Div., Fort Sum Houston. Sec. Lieut. Samuel P. Mills, A.S., MeCook Field, after tei- porary duty Mitchel Field, to New York City, sailing Set. 26 for Manila, P. I. First Lieut. James R. Manees, A.S. (Inf.), Brooks Field, .o Second Div., Fort Sam Houston. See. Lieut. James P. Catte, A.S. (Inf), Brooks Field, to Second Div., Fort Sam Houston. First Lieut. Robert S. Moore, A. 13th Int., Fort Worth. Order March 1, assigning First Lieut. John Y. York, J)., A.S., Scott Field, amended to assign him to Prim. Fly. Scho« Brooks Field. Following named officers A.S. relieved from duty A.S. Tec School, Chanute Field, upon completion of course of instru tion, and assigned to stations named: First Lieut. Maleolm > Stewart, Wilbur Wright Field, First Lieut. William B. Souy, Keily Field, First Lieut. Thomas L. Gilbert, Post Field, Firt Lieut. William Flood, Seott Field, First Lieut. Sam 1. Ellis, Chanute Field, for temporory duty, proceeding (o Selfridge Field. ce) (Unf.), Brooks Field, 1 uary Notices NOBLE P. BEASLEY—Born Oct. 29, 1898, Hiwasse Ark. Cadet, Military Academy, 1919; second lieutenant, A.S 1923. (He was on duty at A.S. Primary Flying School, Brooks Field, Tex., from Sept. 12, 1923, to Apr. 7, 1924; at Ad- vanced Flying School, Kelly Field, Tex., to’May 29, 1924, where he died in an airplane accident at Kelly Field. JAMES M. G. T. NEELY—Born Oct. 18, 1894, Louisville, 'y. Private, Signal Corps, Oct. 30, 1917; second lieutenant, Ay See. S. C., Feb. 12, 1918; first lieutenant, A.S., July 1, 920. He was on duty at Ft. Omaha, Nebr., from Feb. 13, 1918, to Apr. 10, 1920; at Ft. Winfield Seott, Calif, to May 8, 1920; at Camp Lewis, Wash., to Sept. 26, 1920; at Ft. Win- field 'S ‘ott to Apr. 20, 1921; at Ross Field, Calif., to Nov. 19, 1922; at Scott Field, Ill, to June 2, 1934, when he died at Monticello, Til, in a balloon aceident. STEWART L. THOM. —Born Apr. 29, 1899, Water- town, N.Y. itary Academy, 1919; seeond lieu- tenant A.S., June 12, 1923. He was on duty at Primary Flying School, Brooks Field, Tex., from Sept. 12, 1923, to March 19, 1924; at Advanced Flying School, Kelly Field, Tex., to June 5, 1924, when ho died in an airplane accident. Lieutenant Thompson was piloting une of a formation of three ships, when he started to change places with another plane and collided with it at an altitude of 1300 ft. The two ships fell with wings interlocked, but Lieut. W. W. White, pilot of the other ship managed to leave the wreckage in « parachute and made a safe landing. Lieutenant Thompson who is believed to have been stunned by the collision, wa= Killed in the fall. Night Flying at Langley Field The schedule of night flying of the 2nd Bombardmeit Group at Langley Field, Va., has created a lot of interest among the personnel. ‘Take-offs and landings are made upon signal from the ground and with the aid of searchlights aid auxiliary lights. Besides instructions in night flying, ships are flying in tle vieinity of Fortress Monroe to give the anti-aireraft searcli- light battery at that place an opportunity to test the ligh's, listening apparatus, and assisting the training of personm |. The future schedule of the night flying in the ing Group will be two nights a week for training and bombing practi: 756 July 14, 1924 Maughan Receives Congratulations Lieut. Russell L. Manghan, A.S. received a great many con- gvatulatory messages upon his successful completion of the wn to dusk flight from coast to coast. Those sent by Pres- ent Coolidge, Secretary of War Weeks and General Patrick ad as follows: ij am glad to extend to you ty most cordial congratulations. Your flight is an achievement of which every American i- proud and marks a real advance in practical aviation.” Carvin CooLin6e “The Army is proud of you and the latest record you have wided to its achievements. Your flight of yesterday is not cily # triumph of science, but of personal courage and skill. J extend to you my own congratulations, as well as the thanks ©. the War Department.” Joux W. Wrexs “Congratulations on the achievement of a wonderful feat. You have fulfilled every confidence I had in you. Your sue- 5 proves the full value of careful preparation, efficient or- nization and excellent physical condition and quatities of edurance. You have brought prestige to yourself and to the ormy Air Service. Your flight is a history-making event y hich more than ever demonstrates the possibilities of the air- | ane as an annihilator of time and distance. Not only from { military viewpoint but from a commercial viewpoint, your ! I am proud of you.” ht is epochal. Parrick Commenting on the dawn to dusk flight General Patrick said: “Spanning the continent within the daylizht hours of one soy has brought once more to the Army Air Service and to Mtneriean aviation the pride and satisfaction of knowing that ‘ar personnel and equipment, though limited, are leading the world in performance. We ‘are justly proud of Lieutenant Naughay whose skill and high sense of duty made this flight jossible. “From a military standpoint, this flight means much. It demonstrates the possibility of moving our Air Service units, tioned in the interior, to a threatened point on either coast in the event of a sudden emergency. “From a commercial standpoint, the high stage of develop- nent which aireraft and aviation engines have reached to make jossible the covering in hours of a distance which normally tukes days to traverse will be readily recognized. ientenant Manghan’s accomplishment of yesterday is more than a feat of skill and endurance. It is a demonstration of the use which may be made of aircraft as a practical factor in commeree. Papers printed in New York yesterd ied his trip, were read in San Francisco in the evening of the day. jieutenant Maughan, in general, followed the route over ch the daily acrial mail service is operating. The year has shown that aireraft may soon be called upon to take ever a portion of the great burden of transportation now overtaxing present facilities.” Speaking of Aileron Wires Finding himself at an altitude of but 250 ft. with the aileron control of his plane gone was the disagreeable ex- perience of See. Lieut. Benjamin W. Chidlaw, A.S., 41st School Squadron, Kelly Field. Lieutenant Chidlaw’ with aptain Hart, Medical Corps, who is a student officer, were jwaking a short training flight and were in a glide preparatory to landing when the nose of the plane commenced to drop. it developed that the aileron control wires of his plane ~napped at the quadrant, and it left him descending to terra jirma at a terrific speed with no lateral control of his plane. When the nose of the plane first dropped they were at an altitude of about 250 ft., and with the limited time left the ‘lot to right his craft before striking the ground it took ‘onsiderable effort and a splendid exhibition of his skill to set “| down with the elevators without serious injury to either of em. Unfortunately, Captain Hart suffered a broken nose n the fall. A similar experience recently befell Capt. Vernon L. Burge, ., commanding officer of Kindly Field, Fort Miles, P. 1, le on a ferry trip to Manila. When just off Port Area 1,500 ft. altitude the aileron wire broke. The seaplane was AVIATION 757 placed in a gentle glide and very luckily remained absolately level laterally, which speaks well for the stability of the boat. Inasmuch as a strong wind was blowing at the time it was feared that a wing would drop and a serious crash result. After a safe landing was made a new wire was installed and the ship flown home. The passenger, an Artillery captain on his first airplane ride, crawled out of the ship and thanked the pilot profusely for the wonderful ride, ete. He was not enlightened, however, as to the nearness of an accident. Where ignorance is bliss ’tis folly to be wise. ‘The occurrence of two such mishaps at short intervals from each other emphasizes the importance of careful maintenance work. It is good practice to give all controls and their con- nections a periodical inspection and to work the controls before taking off, a bit roughly to see whether the cables hold. Air Mail for Troops on the March The 10th Infantry and the 3rd Field Artillery from Fort Benjamin Harrison, Indianapolis, Ind., recently traveled from their home station to Camp Knox, Ky. The troops were en route fer two weeks. During this’ period mail was delivered to them by airplane each day, the pilots being the officers and non-commissioned officers attached to the 88th Squadron stationed at Wilbur Wright Field, Fairfield, Ohio. Twelve trips in all were made for the special purpose of delivering mail to the troops while enroute. Martin Bombers Arrive in Philippines An Army transport recently brought ten Martin Bombers to the Philippine Department. This type of plane is entirely new to the Islands and much interest was evidenced by both officers and enlisted men in its operation. Airplane Inspector James L. Kelley was sent to the Philippines to supervise the setting up of these planes. Lieut. P. E. Skanse had the honor of flying one of these bombers on its trial flight. This officer has had much experience as a bombing pilot at Langley Field. Change of Station The 3rd Division Air Service, less the 33d Air Intelligence Sestion, has been transferred from Crissy Field, Calif. to Rockwell Field, Calif. U. S. NAVAL AVIATION Enrollment of Naval Reserve Fliers The enrollment of new members of the Naval Reserve Flying Corps for flight training will be made in Class 6 in the rating of seamen second class. The age limits for such enrollment shall be trom 18 to 28 years. Officers and men of the Naval Reserve Force holding ranks or ratings above seamen 2nd class, who apply and quality for flight training will be discharged from their present en- rollments, and will be reenrolled in Class 6 as Seamen 2nd class. If physically qualified, upon the successful completion. of the ground school course and the elementary flight training, CALENDAR OF AERONAUTICAL EVENTS March 25. Start of the British World Flight, Southampton, England. Start of World Flight of the U. S. Amny Air Service, Seattle. “Tour de France des Avionnettes.” April 6. August. International Round-France race for light airplanes. International Air Races, incl. Pulitzer Trophy Race, Dayton, Ohio. Schneider Cup Race, Baltimore. ‘Twenty-first anniversary of the first successful ait flight. Oct. 2-4. Oct. 24-25. Dec. 17.

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758 AVIATION men who are recommended by the Commandant will be or- dered to a service unit of the Aeronautic organization of the Navy for a period of at least forty-five days for observation and further training in service type planes under actual ser- vice conditions. Those who do not successfully complete the ground school course and the elementary flight training, or who are found not physically qualified will be given special order discharges from the Naval Reserve Force, under honor- able conditior training r of that unit and the District, the student will be comn Ensign (con- firmed), Class 5, U.S.N.R-F., provided he has had at least three months act viee and will be designated as Naval Men who enroll as seamen second s Ensign before reaching nrolled after re 36 years, no: y be reenrolled if th failed to perform at least 15 hr. of flight servic of their enrollment, unless the lack of fac rs of Class ing the ave Tuly 14, 1924 causes beyond their control have made it impossible for such flights to be performed. Officers will not be reenrolled in, or transferred to, Class 5 unless they are qualified Naval Aviators. Physical requirements for enrollment or reenrollment of members of the Naval Reserve Foree for aviation duties shall be the same as preseribed for aviation personnel of the regu- : the course of instruetion icn as Ensign shall be ex rd of medical officers, at least one member of which is a Flight Surgeon to determine his qualification for aviation duty in time of war. HS2L Does some Clim! Some people say that itude over a th ‘or so. To disprove this , Fort Mills, P. I., as while Captain Burge record by going up to 10,000 ft. in No. 23s While the rate of climb was slow, still they got there. Imagine using two hours in a DH to climb 10,000 ft. WINNESOTA WHITE BEAR LAKE, MINN. ‘The Twin Cities’ chiet summer resort Harold G. Peterson Aircraft Company SCHOOL OF AVIATION CALIFORNIA Learn to Fly in San Diego—The City of a Thousand Planes THE RYAN SCHOOL OF AVIATIO! Offers ideal flying conditions all seasons. First class facilities and equipment.» Opportunity to study latest type planes and Construction." Complete flying and ground course at reduced Fates for a limited time. MISSOURI ROBERTSON AIRCRAFT CORPORATION Airplanes Motors, Parts, Supplies; Shops and Hangars ST. LOUIS FLYING FIELD. ANGLUM, MO. | CALIFORNIA VARNEY FLYING SCHOOL tablished since 1914 NEW JERSEY CHAMBERLIN-ROWE AIRCRAFT CORP. Aerial Advertising, Photography, Passenger Carrying, and t Training SAN MATEO SAN FRANCISCO New York Air Terminal Hasbrouck Heights, N. J. ‘ NEW FORE SELINOIS Cartiss Ext mn Company, Garden City, N. Y. HEATH AIRPLANE € IPANY, Ine. Garden Ci Oldeat weronaultc eatadlishment in U. 5: Fin compe“ Airplane Supplies Flying School fot’ Machines presented lo stucente who 2856 Broadway Chicago Points Machines Pretrte Pow BOORLET. ILLINOIS PARTRIDGE, Inc. Aeronautical Instruction Aero Club of Hlinois Mail Address-- Field. Chicago, Ill. srpite jor Bookie 430 S. Michigan Ave. NEW YORE PORT WASHINGTON, LONG ISLAND FLYING BOAT SCHOOL Clifford Webster—Instructor Curtiss Metropolitan Airplane Co., Inc. sLLINOIS”: FLY THEM YOURSELF Jennies by the hour. Flying Instruction by the hour. Ex-Air M. Hots as Instructors, Alllsize Ships and Motors. All year FI YACKEY AIRCRAFT COMPANY Flying Field, Chicago Air Park, 63rd and Cicero, Chicago, 1. ‘OHIO AKRON-CLEVELAND Flying School for students in Aviation. “Pay as you Learn.” Modern WACO Plane with high-lift wings c Passenger Rides STOW AVIATION FIELD Hangers oieeray 6 mi mortheast Photography Re_1, Cuyahoga Falls. Ohio. ‘of Akron. ILLINOIS MID-WEST AIRWAYS CORP. MONMOUTH, ILL. One of the Jour best Aelde in America ‘Thorough Fiying Instruction Course by experts at lowest rats Passenger Flights to Points Near or Far ono DAYTON, OHIO Supplies, Hangars, Shops and Field 1 Mile from Dayton limits. JOHNSON AIRPLANE & SUPPLY CO. KA NSAS AVIATION ENGINEERING CO. Popular Priced Light Airplanes Flying Instruction and Advanced Shop Course N. 7th & LINCOLN LAWRENCE, KANSAS 40 mi. from Kansas Oity on Victory iighway PENNSYLVANIA ESSINGTON SCHOOL OF AVIATION Established 1915 Frank Mills, pilot FLYING BOATS, SEAPLANES, AND SPARES ESSINGTON (just west of Philadelphia), PA. MARYLAND THE SKYSYNE CORPORATION NIGHT & DAY AERIAL ADVERTISING OFFICE. Get our prices PIRST AIRDROME 711 Keyser Bldg. S Planes at your Logan Field Baltimore ‘order Dundalk, Ma. TEXAS SAN ANTONIO AVIATION & MOTOR SCHOOL ‘MUNICIPAL FIELD South of Town between two Government Ficlis AIRPLANES, ENGINES, PARTS, SUPPLIES, SHOPS, HANGARS City Omfice, $09 Navarro Street ‘San Antonio, Texas July 14, 1924 AVIATION 759 BELLANCA “THE WORLD'S MOST EFFICIENT AIRCRAFT” The following Bellanca designs are ready for production. Deliveries will be made in rotation orders are received. Bellanca high efficiency wings for DH4—lending speed decreased 20 M.P.H.—cruising speed increased 20 M.P.H.—pay load more than doubled. Now BEING Suppuiep To U. S. Air MAIL BELLANCA LIGHT BELLANCA TRANSPORT BELLANCA SPORT : COMMERCIAL Motor» AOd hp: Liberty TAPES sis 2 seater Dual contro! Pay load 2500 Ibs. Motor 90 hp. Speed 25-75 MPH. Spocd ana 45-145 M.P.H. SIX SEATER-ENCLOSED veh lis Reka hae Climb (loaded) 750 ft. min Speed range 35-108 M.P.H. i a Watch for additional specifications each weck. COLUMBIA AIRCRAFT CORPORATION FARMINGDALE NEW YORK ATLANTIC AIRCRAFT CORPORATION Deeg Designers and manufacturers of Aircraft Contractors to the United States Government Bese Sole American licensees for FOKKER designs Teterboro, Hasbrouck Heights, New Jersey

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760 AVIATION July 14, 1924 A Suggested National Air Policy That a National Aviation Policy is needed by the United States is obvious. To get sucha policy in concrete form AVIATION requested several thoughtful friends of aeronautical progress to make suggestive and constructive recommendations. Some of them are given below and will be printed each week with additions, omissions and such other changes as appear to be helpful toward the formulation of a sound national air policy. Readers of AVIATION and others can render no greater service to the cause of aeronautical progress than contributing their comments and suggestions. GOVERNMENTAL. A continuing program of aircraft development both governmental and commercial. A civilian, charged with championing a national air policy, is needed in the Government. Aircraft committees in the House and Senate to hold aircraft hearings where civilians as well as government officials can express their opinions. A detailed aircraft budget for all Governmental Departments, and an annual statement of all expenditures. An experienced staff of flying officers at the head of all governmental air defense services. Coordination of all procurement and experimental aircraft work of the government under one agency. Limitation of government manufacture to repair of aircraft and specialized work that cannot be done by private firms. The elimination of the duplication of aerial functions and facilities by government departments. A country wide Air Mail system of trunk lines connecting the principal cities of the country. Establishment of a National Airway System through cooperation of the Federal Government with States and Cities A national aircraft law that will regulate aviation, administered by practical pilots and experienced aeronautical engineers. Membership of the United States in the International Convention for Air Navigation. COMMERCIAL AIRCRAFT OPERATION. Creation of commercial air lines by private enterprise or government subsidy. Encouragement of participation by private companies in aircraft races and competitions. Encouragement of the training of pilots by civilian schools. Creating an Esprit de Corps among flying men all over the country by frequent gatherings at aviation meets. INDUSTRIAL AIRCRAFT CONSTRUCTION. Recognition that a sound aeronautical industry is a prime necessity of our National Defense. An active industrial association that will coordinate the aircraft industry and defend it from attack. Encouragement of the designing of new types of aircraft by manufacturers by allowing them to retain their proprietory rights. Concentration of manufacturing firms on specialized types cf army and navy aircraft. Encouragement of research by constructors, universities and other agencies as well as by the government. Encouragement of an annual design competition for commercial aircraft. CIVILIAN. A national aeronautical organization composed of public spirited citizens that will take a strong position of leadership on national aeronautical policy. An Annual Aviation Week during which the country will think of aerial progress. The formation of local aero clubs by fliers for the purpose of stimulating flying in all localities. Encouraging the public to fly and patronize the air mail and transport facilities. July 14, 1924 AVIATION PUBLISHER’S NEWS LETTER In this issue we print a suggested program for a National Air Policy. It is the result of a compi- lation of the best suggestions from many sources. While some of the points may seem at first to be controversial, we believe after careful study has been given to it that any disinterested person will feel that a step has been taken which will lead to a crystalizing of the thoughts that have been more or less indefinite in form in the minds of those who are thinking about the program of our AVI- ATION. AVIATION has started this Air Policy program after having urged others to undertake such an effort. Perhaps, however, by making such a plan elastic and subject to discussion and change, an aviation publication can present it in a less per- manent form than an organization that has to speak for varied interests. ee 8 # If the United States is to have any Air Policy it should come from those who have had exper- ience in aviation and have studied the development over a period of changes. It has been our obser- vation that those who are new in their study of air problems usually let their imagination project into the future rather than base their predictions on experiences of the past. A happy medium be- tween the two has always been the practice of Aviation. Looking into the future is always per- ilous in a new art or science, but when account is taken of the past, evolutionary progress results which seems neither fantastic to the initiated nor too conservative to the far seeing optimist. By some such progress it is hoped that the readers of AVIATION who, we like to believe, comprise the leaders of aeronautic thought in this country may add to and change the Air Policy suggestions that have been started. ‘We are sincere in our belief that nothing is more necessary at this time than a definite statement of our air policy. Until some group of thoughtful and serious believers in the future of aviation fixes on what should be considered as a National Air Policy, we do not think there will be sound pro- gress made in any of the present aeronautical fields. For this reason, the policy has been di into four parts, governmental, commercial, indus- trial and civilian. In some cases the plans may overlap, but that is unavoidable so long as the government and industry are so closely associated. If the mere statement of a tentative policy brings out discussion and suggestions we will feel amply repaid for the time and study we have put on the suggestions received. There is a personal obligation on every one who is thinking of aviation to con- tribute his opinion and have a part in this policy construction. It will have much greater value and weight if it is the result of such a collective effort. In this way AVIATION hopes to serve as a con- venient medium for the initiation of a sound and helpful National Air Policy. Cg & « In no way do we wish to infer that this Air Policy is that of AVIATION. Were we to write an air policy it would contain many ideas that are not embodied in the one presented. For the sake of having an air policy available which would satisfy the widest range of opinion, controversial points have, to a large extent been eliminated. We think we can, with complete assurance of our dis- interestedness, say that it is your duty to have a part in the formulation of such a policy. Further- more, agreement without expression in some definite form will not be doing one’s full share in this work. If, after giving your best thought to these sug- gestions, you will send AVIATION your comments, there will be built up a file of opinions that will be available to those who want to know the real de- sires of aircraft people and not an_ individual attempt at a program. So, we again urge on you for the sake of our common aim to send any ideas that you may have as to a National Air Policy. be they critical or constructive. We hope that we have started something in this issue that may have a far reaching effect on our national life—L.D.G. 761

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\@ * AVIATION July 14, 1924 Announcing & “The Story of Flying” THE AIRCRAFT YEAR BOOK 1924 Published by THE AERONAUTICAL CHAMBER OF COMMERCE OF AMERICA, Inc. Last year was the most significant year in aeronautics. It marked the coming of the age of aviation. It saw the United States of 33 out of 42 world records. nite beginning of the change of flying from military to commercial. It saw the bringing to the The Aircraft Y ear Book 1924 will have of photographs of of reference data id commercial, in every country of the world. technical progress during 1923. the progress of aerial photograhy. . etc, covering commercial and governmental aviation throughout the Every person interested commercially or patriotically should have a copy. Every member of the National Aeronautic Association shculd have a copy as his reference book. The velume will contain much informaticn of vital interest to the N.A.A. Every member of the Army. Navy and Postal Air Services needs a copy. As the edition is limited, your order should be placed at cnce. Garnxen Pustisiine Company, INc 225 Fourth Avenue, New York. N.Y Year Boe FLOTTORP PROPELLERS FOR OX5 AND OXX6 MOTORS Just the thing for Standard J-1 ships. 8 ft. 4 in. diam,, 5 ft, pitch: Made of birch, natural wax finish, copper tipped. $6. each. Arthur C. Chester Downers Grove, Ill Enclosed please find $5.25 (check, money order, draft) Book. Please send me postpaid (U. S.) one copy 1924 Aircraft Address. ach Cup, 1901; Circuit of For particulars apply to 36, BOULEVARD BOURDON, ETABLISSEMENTS LAMBLIN sevitty-sur-seine, FRANCE Auction Sale 732, Been? NEW IN ORIGINAL CRATES WITH MOTORS AND SELF STARTERS Excellent chance to secure planes for passenger service flying = > tana miles ‘The m of nianes gan be made until date of ante, | Tmmediate ‘opted. For further information communicate, wil A. T. BRUCE 1115 HUDSON STREET, HOBOKEN, N. J. PHONE: HOBOKEN-7083 July 14, 1924 LEARN TO FLY The Gring school of the Robertson. Aircraft, Corporation, is one of the oldest and best known in the Unit "All of the instruc: veseible by ‘he largest and est privately owned field in the country and the International Air Races of 1923 were held here. Los nell ailrond, street car and hard surfaced roads.” It is Our course includes thorough fying training as well as com struction inthe overhaul, ROOM AND BOARD ON THE FIELD AIRPLANES $450—$3500 INCLUDING INSTRUCTIONS Wa.aare Approximately, forty-Sve airplanes ready for iminediate place Beandara four ie hi, motors. inront api complete line of spare pacts for ail Sicplanes Souda fhotors including Hispane-Suizar Curtiss OS and OXXG, Libersy, Tawrence, Sturtevant and Lekthone motors. WRITE FOR CATALOGUE WIRE US YOUR ORDERS 24 HOUR SERVICE ROBERTSON AIRCRAFT CORPORATION ST. LOUIS FLYING FIELD, ANGLUM, MO. FOR SALE HAMMONDSPORT CURTISS OXX6 | MOTORS COMPLETE WITH TOOLS Brand New Immediate shipment in original crates $250. each F.o.b. Baltimore Wire Orders Only a few left HS2L FLYING BOATS Brand New and in original crates immediate shipment. Large Stock of Almost Anything You Require in Curtiss OX5 and OXX6 Spare Parts. SOUTHLAND JOBBING HOUSE P. O. Box No. 676 NORFOLK, VA. AVIATION 763 Soest Aircraft Motors 3-CYLINDER 30-35 HP. Other 1924 Types from 10 to 120 H.P. for commercial air- planes and moto-aviettes. EXCLUSIVE AMERICAN AGENT WALLACE KELLETT CO. INC. Atlantic Building Philadelphia. DOPES PIGMENTED DOPES VARNISHES ENAMELS FFFANINE Reg. Trade Mark MADE BY TITANINE, Inc. UNION, UNION COUNTY, N. J. Contractors to U. S. Government The Weekly Issue of AVIATION That You Miss because you are not a regular subscriber. may contain the article, news story. picture or advertiement which you should have used with profit. If you ore a Service or a ci spensable adjunct to your calli Publishes more service in any monthly: and, more importa appears in AVIATION. AVIATION ‘The Oldest American ‘The Only Americas Aircraft Magazine Aircraft Weekly flier AVIATION is an each weekly ing news than appears tis NEWS when it

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764 AVIATION July 14, 1924 Aircraft Service Directory) t WHERE TO PROCURE EQUIPMENT AND SERVICES July 14, 1924 AVIATION 765

AIRCRAFT SERVICE DIRECTORY

CONTINUED

WRITE FOR PRICES ON COMPLETE MATHEW" B» SELLERS ee ea Speed & Drift Indicator E ROR PRICES On COM Consulting A Heal Bah anit Third Se, Senta Monies, Cab CKNUCK rand JN‘ pl ing eronautical ngineer NUCK and JN planes EXPERT CONSULTANT PIONEER INSTRUMENT COMPANY ea Ents Grime: boats Ardsley-on-Hudson, N. Y. on MAIN OFFICE AND FACTORY | BROOKLYN NEW YORK OXS, OXX6 and Liberty motors Design, Construction and Production Problems aN ETS e or woutevano saint micnen — {S'ShEAn STREET ERICSON AIRCRAFT CIMITED = 120 KING ST. E. TORONTO, CANADA COMMERCIAL AIRPLANES THAT ARE PAYING PROPOSITIONS LIBERTY “12” AVIATION ENGINE PARTS Tomilton Pi Three and five place machines ES Et Anales 2 LUDINGTON EXHIBITION COMPANY wo motors and paris Standard. part aod equipment 1O0us" Ade. CaRnieb "OUR SrOce Sport Farman Ships Write for catalog. iE, DELIVERY if =. Aerial Taxi Service LINCOLN STANDARD AIRCRAFT CORP. JOHNSON MOTOR PRODUCTS INC. OF this propeler can he saved from stock Exhibition Flying LINCOLN, NEBR. sit-s22 WEST 6TH STREET | NEW YORK, N. Y., U.S. A. ee 9 tte stew peheee Ofice: 810 Atlantic Bldg. Flying from field of G. S. Ireland HAMILTON AERO MFG. CO., MILWAUKEE, WIS. DELPHIA PINE VALLEY, N. J. - PHILAI SAVE MONEY Army Surplus Airplanes and Supplies ¥5L. and HI6 flying boats. HS2L flying boats. MF fying MB ONe motored nw ant eed aioe —PETREL MODEL FIVE— NEW HS2L FLYING BOATS boats $800. up. Acromarine flying boats $700. up. Liberty -Super-Performance In the 3 Seater Class— in original crates m fork Em. up. oe motors S75 up. Propellers $5. up. Seaplane or Landplane to Suit Your desires— AND MF BOATS Ree Sees, _‘Spareipacts) rite or wire Air Cooled or Water Cooled Motors— THE AIRPLANE AND MO" J LY ). Details on Models Four & Five gladly furnished on request VERY REASONABLE PRICES BAND MOTOR SUPELY CO. HUFF DALAND AERO CORPORATION GULF COAST AIRLINE OGDENSBURG, N. Y. 515 Whitney-Central Bldg. New Orleans, La. S Who’s Who in American Aeronautics Why not buy or build something worthwhile? The Swancon 5: SUPPLIES and EQUIPMENT: ir FOR SALE tormation not beretotors bioaghe Soper a danly lle performer,” Landing spesd 4M pier “Top speod Assemmhee VaNDOIE SEARS so cach NEW STANDARD WITH OXs OR K-6. ONE DOLLAR PER COPY tmotor $062 with ured moter $350.” Also Lut prs far balla CABLE, hte Rug SACK GES ATEACHIED. "ag per, NEW JN4DS WITH OX5 ENGINES GARDNER PUBLISHING COMPANY, Inc. this plane $12.50 per se. : eR ners ORSobe PROSE PAINT FHUNNER (75 per ext READY TO FLY 225 Fourth Ave. New York S. SWANSON Irene, S. Dak. ALTMAN PURCHASING SYNDICATE HUNT AVIATION CO. 2100 ELMWOOD AVE. BUFFALO, N. ¥. ss) HAMMOND BLDG. DETROIT PACKARD FIELD CLASSIFIED ADVERTISING WANTED—New OX in original « price FOB uy Conte wom, minimom charge, 32.50, parable in advance Chicago. R. L. Ahearn, 4640 North 20, Toplicd Lo bos numbors, care AVIATION, BUS Fourth Aver PARAGON PROPELLERS avis WANTED. An acrial_ photographer, who had exper- BETTER THAN EVER Oi enna cami i ae Pe en ee 1 ee an Before purchasing spare parta get our prices. * i SALE—Spo1 ‘arman 1923 model used for demon- ¢ iz ‘ Fork. Pe 7 SR ORB oy = IRELAND: ‘ American Propeller & Mf’g. Co. diynlings Now being veetditoncd. Prive wi6 bro motor, Glens Vo,‘ Zons Renna, - CURTISS FLYING FIELD GARDEN CITY, N. ¥. Baltimore, Maryland gpatony, and spares, $2500 00 eth one motor,and mo Build a “Dixie Flyer” Complete eonstructi ry i Bld, Philadelphin d Installs 16 to Motors. A plan _ _ the end of ‘sati Lay, 4016, E EDWARD P. WARNER GROWING FAST EXCEPTIONAL BARGAIN Brand new Liberty motor, Om Consultant in Aeronautical Engineering You will see from this and recent issues of AVIATION that the lo “fompression. pNerer run oft test, stand. a Seen FOR SALE S new paint Al conditions oni ptanee tag. $1300, f.o.b. New York City. High Jennie ONS fl . good shape, needs pa enuie Conteris Open of Auvecatt. AIRCRAFT SERVICE DIRECTORY compression evlinders, $195. extra. Box 200, AVIATION. XS new ee ae : is expanding all the time. ‘There is one reason only for this— = : motors, orth Park, Helena, Mont. Mass Institute of Technology ee Bee ane pag Cac Training Plane. All new own caverns with 20 — — : : gallint extra center s . “Plane almost new never ex- to weather. nmediate sale $1250, Gohngen "Ate plane & Supply Co., Dayton, Ohio. HAROLD EVANS HARTNEY OSTERGAARD AIRCRAFT WORKS <a = - - 4269 N. Narragansett Ave.” Chicago, Il. Mechanical Engineer, with real predilection for air- AVIATION CONSULTANT Dope, Acetate, bine Iuiding desires st on of any kind in aii est grade, none v ne tore, righ ae Best testimonials and + on ae —s, “ed ef ox 29 VIATION. 528 Transportation Building Os, sverhnuled BEE of. MOxe “par, : z = =. pean « Spruce, aluminum, st pwood. ¥ g boats, MF preferred Ls BY ii airplane Washington, D. C. SR eerie re B iaae ea DE retake, Uy OU MEER. Aieplant manatee a. | Stabe expe ————_

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766 az ne | -FARMAN| airliners, the first to establish air trans- portation lines in Europe, still ply daily between the great European Capitols. Paris-Prague-Warsaw FARMAN Casin MonoPLaNes Paris-Brussels-Amsterdam FARMAN Casin MoNoPLANEs Paris-London FARMAN “Go iaTHs” FARMAN _ manufactures eight different types of transport airplanes, capable of carrying from 500 pounds to three tons of express, mail or passen- gers. Farman airliners are completely equipped with comfortable cabins, baggage holds, wash-rooms, electric lighting and heating, wireless sending and receiving, night flying apparatus, etc. Successful air transportation de- mands safety, speed, reliability and economy. Farman aircraft are meet- ing these demands. AMERICAN REPRESENTATIVE W. WALLACE KELLETT | Atlantic Bldg. Philadelphia AVIATION July 14, 1924 | INDEX TO ADVERTISERS A Altman Purchasing Syndicate. Aireraft Serviee Directory: Airplane & Motor Supply Co. ‘American Propeller & Mig. Co. Atlantic Aircraft Corp.... Chester, Arthur Classified Advertising. Gartiee Acroplang & Supply Go Columbia Aireratt Corp.. Erieson Aircraft, Ltd @ Gulf Const Airline 704 H Hardin, Richard E 765, Hamilton Aero Mfg. 704 Huff Daland Aero Corp 64 Hartney, Harold Evans iat Hunt Aviation Co. Ths I Ireland, G. 764 Johnson Airplane & Supply Co Johnson Motor Products, Inc. Kellett Co., Ine, Wallace........2...0020e00005 Lincoln Standard Aircraft Co Lamblin, Etablissements. Lndington Exhibition Co. Martin, The Glenn L., Co... Northrop, Marvin A 765 Ostergaard Aircraft Works. Pioneer Instrument Co.... 764 Robertson Aircraft Corporation.......2..0+++++ 8 Sellers, Matthew B Southland Jobbing Swanson, S. : Titanine, Inc 763 w Warner, Edward P. 764 Where to Fly.. 158 Wright Aeronautical Corp. ars ¥ Yackey Aircraft Co 743 July 14, 1924 AVIATION 3 A BOOK WHICH YOU ALWAYS HAVE WANTED Numerous readers of AVIATION have from time to time asked to be referred to a book which would give them an up-to-date review of the historical development of aeronautics. Until the publication of A HISTORY OF AERONAUTICS we have been unable to refer readers to such a book because there was none. Now we can do so and save you money. A HISTORY OF AERONAUTICS is an accurate record of flight from the earliest legends down to the close of 1920. It is a thrilling narrative because it describes in simple language man's greatest conquest, with many accounts in the exact words of the pioneers themselves. Its 521 pages, profusely illustrated with original photographs and drawings, comprise THE ONLY COMPLETE HISTORY OF THE ART AND DEVELOPMENT OF AERONAUTICS, both heavier and lighter than air. The authors, E. C. Vivian, formerly editor of the British publication “Flying,” and Lieut. Col. W. Lockwood Marsh, Secretary of the Royal Aeronautical Society, are recognized throughout the aero- nautical world as authorities on the subject. Voluminous chapters are devoted to the magnificent American contribution to flight in accounts of the experiments and achievements of the Wright Brothers and other pioneer Americans. “The development of the internal combustion engine is thoroughly covered in not too technical form for the general reader, yet with an accuracy and understanding which will be appreciated by the engine expert. Beside a comprehensive index, there is an excellent bibliography on the recognized reference and technical works on the varied branches of aeronautics. following section and chapter headings will indicate the great store of valuable information which the book contains: Part 1—The Evolution of the Aeroplane Santos-Dumont Period of Legend ig experiments wley-Thomas Walker ‘The Middle Nineteenth, Century Wenham, Le Bris, and some others Tho Age of the Giants Lilienthal American Gliding Experiments Not Proven ‘Kogdon to Manchester ‘Ricahip Comme te Balloons Reconstruction 1919-1920 Part IV—Engine Development 1909-1920: Progress in Desisn Samuel Pierpoint Langley ‘The Wright Brothers The First Yearg of Conquest Part 111—Acrostaties is, and after Beginnings The First Fliers in Eni Appendices short Bibliczraphy of Aeronautics rst Dirigibles nn ‘The Channel Crossing The retail price of A HISTORY OF AERONAUTICS is Six Dollars, but this is OUR MONEY SAVING OFFER ‘We will send you the book, postage paid, and enter your subscription to AVIATION for one year (52 issues) for $6.00 (Canada $6.50, Foreign $7.00). In a word you will secure this most valu- able historic work and a Four dollar subscription to America’s leading aeronautical magazine and the only weekly for the price- of the book alone. ‘This is a special offer which will expire with our present limited supply of A HISTORY OF AERONAUTICS. Use the coupon now to reserve your copy. AVIATION AVIATION 225 FOURTH AVENUE, NEW YORK. For the enclosed Six Dollars (Canada $6.50, Foreign $7.00), send me postpaid a copy of A HISTORY OF AERONAUTICS and enter my subscription to AVIATION (52 issues).

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What are you going to do this summer ? STUDENTS AND INSTRUCTORS, CURTISS FLYING SCHOOL, GARDEN CITY, N. Y. Why Not Spend a Couple of Profitable Months at THE CURTISS FLYING SCHOOL We teach you to fly, give you an airplane in good flying condition, with a new OX5 motor and instruct you in its care, for a total of $675. An Exhilarating Sport — A Profitable Business YOU WILL NEVER HAVE ANOTHER SUCH OPPORTU- NITY OF BECOMING ASSOCIATED WITH AVIATION Machines available at all times for Commerical Flying—Air Photography — Map Making — Fast Cross Country Transportation — Taxi Service. BIG PRICE REDUCTION ON ALL SURPLUS MATERIAL Write for Booklet CURTISS; EXHIBITION COMPANY CLINTON STREET, GARDEN CITY, NEW YORK STANDS FOR SPEED WITH SAFETY